January1993 Vol.21, No.

1
CONTENTS
1 Straight&Level/
Espie"Butch"Joyce
2 AICNews/
compiledby H.G.Frautschy
4 AeroMail
PageS
5 Waco39Romeo/DonToeppen
9 TexasTrimotorTrip/AndrewKing
13 TheImpossibleDream..!
NormPetersen
17 I'veNeverSeenaWaco
LikeThatBefore!/H.G.Frautschy
21 WhatOurMembersAreRestoring/
NormPetersen
23 PassittoBuck/
E E. "Buck"Hilbert
24 MysteryPlane/George Hardie
26 WelcomeNewMembers
27 Calendar
30 VintageTrader
Page21
FRONT COVER. .Charles "Chalkie"Stobbart and Peter Hengst really
wanted to fly to the EAA Convention in Chalkie'sFairchild 24W,so they
didall the way from South Africa
l
See Norm Petersen'sarticle on this
intrepidpairandtheiradventure,startingonpage13.EAA photobyCarl
Schuppel. shot with a Canon EOS-1equipped with an 80200mm lens.
1/ 500 @ f8.0onKodachrome64. Cessna 210photoplaneflown byBruce
Moore.
BACK COVER ...Jack Goodnight'svery rare 1938 WacoZVN8 was one
oftheattentiongettersatEAAOshkosh '92.EAA PhotobyCarlSchuppel,
shot with a Canon EOS-1equippedwith an 80200mm lens.1/250 @ f9.0
onKodachrome64.Cessna 210photoplaneflownbyBruceMoore.
Copyright 1993 bytheEMAntique/Classic Division Inc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 00916943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthly at EMAviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 549033086.
Second Class Postage paid at Oshkosh,Wisconsin 54901 and at additional mailing offices. The membership rate for EMAntique/Classic
Division,Inc.is$20.00forcurrentEMmembersfor12month periodofwhich $12.00 isforthepublication ofVINTAGE AIRPLANE. Membership
isopentoaU whoareinterestedinaviation.
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ADDRESSES- Pleaseallowat leasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurtacemail.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any productoffered through the advertising. We inviteconstructive
criticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrective measurescan betaken.
EDITORIALPOLICY:Readers areencouraged to submitstoriesand photographs. Policy opinions expressed in articles are solely thoseofthe
authors. Responsibilityforaccuracyinreporting restsentirelywiththecontributor.Norenumeration ismade.
Materialshould besentto: Editor,VINTAGEAIRPLANE, P.O. Box3086,Oshkosh,WI549033086. Phone414/4264800.
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENTION,EMANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUBS,WARBIRDS OF AMERICA are registered
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oftheaboveassociationsandtheirusebyanyperson otherthantheaboveassociationisstrictlyprohibited.
EDITORIALSTAFF
Publisher
Tom Poberezny
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
OliviaL. Phillip
SaraHansen JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION, INC,
OFFICERS
President Vice-President
Espie "Butch"Joyce ArthurMorgan
604HighwaySt . 3744North51st Blvd.
Madison,NC27025 Milwaukee,WI 53216
919/4270216 414/4423631
Secretory Treasurer
StevenC. Nesse E.E. "Buck'Hilbert
2009HighlandAve. P.O.Box424
AlbertLea,MN5I:flJ7 Union,IL60180
507/3731674 815/9234591
DIRECTORS
JohnBerendt RobertC."Bob"Brauer
7645EchoPointRd. 9345S. Hoyne
CannonFalls, MN55009
507/263-2414

GeneChose JohnS.Copeland
2159CarltonRd. 283WilliamsburgCt.
Oshkosh,WI 54904 Shrewsbury,MA01545
414/2315002 508/8427867
PhilCoulson GeorgeDaubner
28415SpringbrookDr. 2448 Lough Lane
Lawton,M149065 Hartford,WI 53027
616/6246490 414/6735885
CharlesHarris StanGomoll
3933South Peoria 104290thLane,NE
P.O. Box904038 Minneapolis.MN55434
Tulsa,OK 74105 612/ 7841172
918/7427311
DoleA.Gustafson JeannieHill
7724ShadyHill Dr. P.O. Box328
Indianapolis,IN46278 Harvard,IL 60033
317/293-4430 815/9437205
RobertLickteig RobertD."Bob"Lumley
1708BayOaksDr. 1265South 124thSt.
AlbertLea,MN5I:flJ7 Brookfield,WI 53005
507/3732922 414/7822633
GeneMorris GeorgeYork
115CSteveCourt,R.R. 2 181 SlobodaAv.
Roonoke,TX 76262 Mansfield.OH44906
817/4919110 419/5294378
S.H."Wes"Schmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/7711545
DIRECTOREMERITUS
S.J.Wittman
7200S.E. 85thLane
Ocala,FL 32672
904/245 7768
ADVISORS
JimmyRollison
823CarrionCircle
Winters,CA956941665
916/7954334
DeanRichardson GeollRobison
6701 ColonyDr. 1521 E. MocGregorDr.
Madison,WI 53717 NewHaven,IN 46774
608/8331291 219/4934724
anyone told us; that was just the way to
do it. From the day we bought it until
the day it left , it was cruised at 2550 rpm
STRAIGHT & LEVEL
and it would indicate about 1321134
by Espie " Butch" Joyce
In the December issue of VINTAGE
AIRPLANE, the article on Delton
Perry's Piper Tri-Pacer sparked a lot of
memories for me. I'd like to tell you
why this article prompted so many
pleasant memories.
My father, Espie Joyce, Sr. , became
interested in flying around the year
1936 and was flying by 1937. At that
time he had a garage with several
mechanics working for him. He opened
up an EXXON service station in
Mayodan, North Carolina. There was a
small airport in Mayodan, and soon he
was just bitt e n by the " bug" and
became interested in flying. After
World War II, he purchased a farm
outside Mayodan of about 100 acres
and built a home for us. Now that we
were out in the country, he developed a
runway on this farm, basically for our
own personal use.
Charles Bailey, who ran a small
airport as a si deline , and was very
interested in airplanes, also ran a body
shop and wanted my father to construct
a body shop building on his airport. It
also was to be used as a place to teach
flying, e tc. during this period of time.
Charles eventually ended up with about
five or six J-3 Cubs and J-5 Cruisers for
people to rent and learn to fly in. He
also owned a Gullwing Stinson that he
used for charter work.
Growing up in our home near the
airport , naturally I was always there
around the planes. I developed my love
for aircraft in general and this particular
era of aircraft during the time I spent on
the farm and at the airport. I worked
around the old Stearmans, cranking
them up when I was 13 years old. I was
around airplanes constantly and have
never lost my love for them. It has been
my experience that people who are
associated with airplanes achieve more
than the average person.
A couple of years after Charles had
his body shop going, my father moved
his operations from the service station
to a larger garage near the airport and
our ho me. He also opened up a
Studebaker automobile agency in 1949.
Later that same year, he took on a
Massey Ferguson tractor dealership.
Because it was so new, aviation was
really hopping in this little town during
this time. It seemed as though everyone
was learning to fly. I have pilot friends
now who have moved into this area and
say that they have never been into a
small area that had as many pilots or
people who have learned to fly and
received their licenses. It was the result
of Charles Bailey and other people like
my father who promoted aviation.
Most of these people around town do
not fly any longer , but some are still
flying and taught others who are now
flying and have careers in aviation.
I remember my fath e r buying a
brand new Piper Cub Coupe, and later,
a new Super Cruiser. We had a great
time! People would land and then taxi
over to our house for a cookout and to
enjoy themselves. It was a community
of aviation people that I grew to know
during that period of time , and I still
have long-term friends from that period
in my life.
The reason the Tri-Pacer article
sparked such an interest for me is that
once our Super Cruiser was gone , we
didn ' t have an airplane for about a year.
One morning we were eating breakfast
and my father was looking out the window
at the hangar and he said, " I cannot do
without an airplane," so he bought a one-
year-old 135 hp 1953 Tri-Pacer.
During the period of time that he
owned this Tri-Pacer, I was about the
age that I was old enough to start my
flying. John Pace, who earlier had been
an ag pilot and opened an airport in
Martinsville, Virginia would fly down to
Madison in a J-3 or a J-5 Cruiser and
was teaching my older sister, Frances,
and myself to fly.
I was 11 years old a t the time;
Frances was 5 years older than l.
Basically we used the J-5 Cruiser for the
lessons. We got to the point that John
started teaching us spins. Frances just
didn't like this aspect of flying and
stopped taking lessons. I continued on
and flew the Tri-Pacer with other
people there. of course. Later my Dad
traded in the 1953 Pacer and bought a
brand new 1956 150 hp Tri-Pacer. As
we moved up to the 150 hp Tri-Pacer, it
felt like it had 400 hp compared to the
135, just because it was new.
This was the airplane that I
eventually got my private license in, as
well as my commercial license and other
ratings. I personally put almost 1000
hours on this airplane. It is my opinion
that these airplanes have been
underrated for years. We would haul
just about anything you could put in it.
Mr. Piper at Piper Aircraft told my
father to cruise this airplane at 2550
rpm. He sai d he didn ' t care what
mph at that e ngine speed, making it
much faster than the 172s of the time.
We never had one minute of trouble
out of that engine, and when I sold it
after my father died , it had
approximately 1500 hours on it and had
never had anything done to the engine.
Of course, at that time we didn' t know
that the 7/16" valves were no good.
Ignorance is bliss, I suppose.
On Sundays I would sit around the
airport after I got my commercial
license and hop passengers in the Tri-
Pacer. It was really not hard at that
time to hop passengers and make a
$150.00 to $200.00 on a Sunday. At that
particular time I was working during the
week as a mechanic and bringing home
$75.00 per week.
People talk about the price of
airplanes now compared to the price of
airplanes in the past ; when we bought
the Tri- Pacer new in 1956, it was about
$12,600.00 for the airplane. It was pretty
well equipped. Now these days that's
not very much money, but you must
keep in mind that in 1956 you could buy
a brand new Studebaker pickup truck
for $1 ,200.00 and people were making
about $45.00 per week at that time!
Possibly, I think people are more able
to own aircraft now than ever before,
but I think it is simply a mental attitude
that makes it hard to relate the prices of
today to the prices of yesteryear,
especially to people like us who have
been around aviation so long.
I might mention, also, that when my
father bought this Tri-Pacer from
Piedmont Aviation in 1956, there was a
gentleman at Piedmont, Joe Culler, who
was a salesman there. Joe and my
father got to be really good friends over
the years. Joe was selling, at that point
in time of aviation, an average of 30
airplanes per month. We all thought it
would last.
Two weeks ago, I traveled to Dall as,
Texas to meet with the Home Insurance
Company who is the unde rwriting
insurance company for our Anti-
que/Class ic insurance program. AUA,
Inc. in Greensboro also made the trip;
they are the agency for our program. I
want everyone to try to support this
program, as Home Insurance and AUA
have once again made a commitment to
work with the Antique/ Classic people
and try to keep our flying affordable. I
will have further information on this in a
future issue.
Remember, let's all pull in the same
direction for the good of aviation. We
are better together. Join us and have it
all! *
VINTAGE AIRPLANE 1
3 ~ W J
compiled by H.G. Frautschy
AVIATION MECHANIC
AND REP AIRMAN
RULES CHANGES
If you ar e an A & P mechani c, the
FAA is a bout t o issue a Noti ce of
Pro posed Rul e ma kin g (NPRM) that
will directl y affect how you can exercise
the privil eges of your certificate.
For the past two years, the FAA and
the Professional Aircraft Maint enance
Assoc ia ti o n ( PAMA) ha ve bee n
revi ewing FAR Part 65 with the intent
of upgr a din g th e ce rti fic a ti o n a nd
training requirement s of mechani cs and
repairmen.
An additional working group, made
up o f indus tr y re pr ese ntati ves , a nd
organized by the FAA, was assi gned the
task of foll owing through on the FAA
a nd PAMA reccomenda ti o ns. Thi s
group, call ed the FAR Part 65 Working
Gr o up . include d r e pr ese nt a ti o n by
EAA.
When th e NPRM is iss ue d , it is
expected to state the foll owing:
In additi o n to the curre nt require-
me nt for six mo nths of activity o ut of
every 24 month period (FAR 65.83), a
minimum o f 16 ho urs o f a ppro ve d
tra ining will be required in orde r to
co ntinue t o function unde r the
provisions of a mechani c' s certifi cat e.
NOTE: th is requirement would apply
only to those operating as mechanics for
compensalion. It would not apply to
th ose wh o wo rk only on (in cl uding
restoring) their own personal aircraft and
oth er wise do not make th emsel ves
available fo r hire.
A rel ated change will revise the "six
months" of acti vity to " ] ,000 hours" in
each 24 month peri od.
Other changes include:
-Avia ti o n ma inten a nce instructor
e xpe ri e nce could be use d to sa tisf y
recency requirement s.
-Mec hanic a pplica nt s would b e
r e quir e d to de mons tr a t e E nglish
language profi ciency.
-Appli ca nt s wo uld be re quired t o
pass a written test that would examine
th e m on all appli ca bl e ma int e nance
regul ations.
-The durati o n of th e Inspec tion
Authori zati on would be extended from
one to two yea rs.
-The re newal options avail abl e to
l As would be expanded.
-Th e r eg ul a ti o ns pe rt aining t o
2 JANUARY 1993
me ch a nics a nd r e p a irme n would be
removed from FAR Part 65 and pl aced
in a new FAR Part 66.
Charli e Schuck, EAA' s Washington
Repr ese ntative, is a me mbe r of th e
committ ees that have been studying all
o f the pr o posed c hanges to the
repairmen and mechanics rules, and has
been keeping EAA Headquart ers up to
dat e o n all o f th e proposa ls. It is
expected tha t the FAA will iss ue th e
NPRM some time in th e fir st half o f
1993, at which time we will advi se you in
both SPORT AVIATION a nd
VI NT AGE AfRPLANE. Whe n th e
NPRM is published, we will list the
Docket Number and address that yo u
can mail your comments to the FAA.
MTBE APPROVED FOR USE
IN AUTOGAS STCs
At EAA's r e qu es t , th e FAA has
approved the use of autogas containing
methyl-t e rti ary- but yl-ethe r (MTBE) in
aircraft be ing o perat ed in accordance
with the provisions of supplemental type
certifi ca tes (STC) iss ued by the EAA
Avia t io n Foundati on a nd Pe t e r se n
Aviati on. MTBE had previously been
included on a li st of " Oxygenates" that
could not be used in fuels intended for
aircr a ft use. Advi sor y Cir cul a r A C
23.1521 -1 A will be revised to reflect thi s
change.
The use of fue ls cont a ining alcohol
additives is still prohibited.
Cit ed as determinin g fact ors in th e
deci sion to approve the use of MTBE
were the fact s that . ..
-MTBE continues to be used b y
almost all oil compani es as a bl ending
agent to increase the oct a ne rating of
unl eaded fuels.
-The FAA's own Techni cal Ce nt er
has conducted tests with fuel containing
MTBE and fo und no safet y relat e d
probl ems.
Mate rial compa tibilit y a nd pe rfo r-
mance data suppli ed by STC holde rs
Pet e rse n Avi a tion a nd th e E A A
Avi a ti o n Fo unda ti o n have s ho wn no
safe t y probl e ms rel a ted to th e us e of
MTBE.
- FAA se rvice difficult y report s do
not reveal any materi al compatibility or
safety issues related to the use of MTBE.
- T he maj o rit y of th e futur e fu e l
bl ends being deve loped as part of the
Ame ri ca n Soc ie t y Fo r Tes ting and
Materi als (ASTM) task force programs
have incl uded MTBE as a n additive.
( ASTM is th e orga ni zation that
establi shes the specificati ons for all fuel
refined and sold in the United States.)
EAA comme nds FAA' s Ba rr y
Cle me nt s, Ma nager , Sma ll Ai r pl a ne
Directorate, a nd Jack Sain , Manager ,
Engine and Propell er Directorate, and
their respective sta ffs for their time ly
acti on on E AA's request. With the new
wint e r r e quir e me nt fo r the use of
oxyge na t e d aut o fuel in most major
me tropolit a n areas around the nation,
and with most of that fu el cont aining
MTBE, a major probl em was looming
fo r ho lde rs of a ut o fue l STCs.
Fortunat e ly, the hardships th at would
have resul ted have been averted.
MORE TYPE CLUBS
A coupl e more type cl ubs should be
added t o the li st we publi sh annually
every November. They are:
Travel Air Restorers Associati on
Jerry Impell ezzeri , President
4925 Wilma Way
San Jose, CA 95124
408/356-3407
Newsletter: 4 per year
Dues: $15 per year US and Canada
$20 Foreign
International Li aison Pil ot and
Aircraft Association (ILPA)
16518 Ledgestone
San Antonio, TX 78232
Bill Stratton, Editor
512/490-ILPA (4572)
Newsl etter: " Li aison Spoken Here"
Dues: $27 per year US and Canada
$30 per yea r Foreign
We have also been advised th at the
address and phone number given for the
"Silver Wings Fraternity" is incorrect - if
you are a current member of thi s frater-
nit y, please drop us a card or note in the
mail and we will pass it al ong to a member
who is inte rested in joining. We have
been unabl e to find any new informati on
that is different than the listing we had in
the last Type Club Listing.
STEARMAN RESTORERS
ASSOCIATION CHANGE
The Stearman Restorers Association,
a n activ e t ype club ded ica t e d t o th e
fl yin g a nd r es t o r a ti o n o f St ea rma n
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While visiting the Southwest Regional EAA Fly-In at Kerrville, Texas this past fall , EAA
Founder and Chairman of the Board Paul Poberezny snapped these shots of Brian
Dalton' s praiseworthy 1928 Travel Air 4000.
a Wright J-5 engine.
aircraft , has announced the re tire me nt
ofpreside nt Tom Lowe. Tom has been
tirelessly heading up the acti ve group (it
hasan inte rnationalmembe rshipofover
1500 me mbe rs) fo r the past 22 yea rs.
Tom wi shes to thank all of hi s friends
and associ ates who have made the past
22 years so enjoya bl e, and hopes that
e veryon e concerne d will lend th e ir
support t o the ne w preside nt , Brian
Riggs of Roc kvill e, MD. Bri a n is a
St earman pilot and restore r, and is the
a uthor ofmany ofthe techni cal articles
that have appeared recently in the SRA
"Outfit " newsl ette r. Ourbest wi shes to
Tom for hi s continued enjoyme nt ofhis
St e arma n , and we comme nd Bri a n
Riggs for volunt eering to t a ke on the
st e wardship of th e SRA. If yo u are
inte rested in joining the SRA, you can
contact them Stearman Restore rs Asso-
ciation , c/ o Brian Riggs , P .O. Box
10663,Rockville,MD20850.
DON'TMISS THE
FEBRUARYEAAADULT
AIRACADEMY
Time and space are runnin g out for
you to participate in the EAA Adult Air
Academy, teaching Basic Aircraft Main-
tenance, Building and Restorati on Skills.
TheAdultAirAcademy will be offered in
two, one -week sessions with th e fir st
session beginning February 14 - 20 and
the second session February21- 27,1993.
These classes are limit ed t o 25 parti -
cipant s each. Your $700 regist ration fee
covers all lodgin g. food , l oca l tr a ns-
port ation,plusall cl assroom materi als.
Regist e r today! For furth e r infor-
mation , contact th e EAA Education
Office b y callin g 4]4/ 426 -4888 or
writing P . O. Box 3065. Oshkosh, WI
54903-3065.
This good looking antique is powered by
EAAAIRACADEMY
AT SUN'NFUN '93
The EAA Air Academy will move to
Sun ' n Fun fo r it s fir st yo uth Air
Acade my o ffe red a way fr om Oshkosh.
From April 17 thru the 24th, youth aged
15- 17will have the opportunit yto "share
th e skill s and lo re of av ia ti o n" in
conjuncti o n with the E AA Sun ' n Fun
Fl y-In. The $450registrati on fee included
housing, food and program expenses for
t he wee k. Don ' t delay, registration is
limit ed and will be consid e red in th c
o rd e r rece iv e d. Co nt act th e EAA
Educa ti o n o ffice fo r a n info rma ti o n
p ackage a nd regis tr a ti o n ma t e ri a ls.
Phone 41 4/426-4888 or writ e Educati on
Office, EAA Avi ati on Founda ti on, P.O.
Box3065. Oshkosh WI 54903-3086.
EAAOSHKOSHDATES
Don' t forge t , th e da tes fo r the 4 1st
Annual EAA Conve ntion a t Witt ma n
Fi eld in Oshkosh, WJ. have beenchanged
sli ghtl y to all ow more membe rs to ta ke
partin one ofthe world'spremi eraviati on
event s. Thi s year 's conventi on will start
on Thurs d ay, J ul y 29, a nd e nd o n
Wednesday,August4.
For the Antique/Classic enthusiast,the
co nv e nt io n thi s yea r will mark the
beginnin g of Ju dgin g fo r the ne w
Cont e mp o rar y Class a irc r a ft. Those
airpl a nes and r otorcr aft (sure, go a head
and bring your chopper !) ma nufactured
between J anuary 1. 1956 and Decembe r
31. 1960 will be e li gibl e fo r a wards at
EAAOSHKOSH'93.
Arr a ngeme nt s a re bein g made now
concerning the special programs that will
be fea tured as pa rt of thi s yea r's EAA
Convention. andwe' ll besure to keep you
up to dat e he re in A/C News whe n the
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det ail s become ava ilabl e . Make your
pl a ns now to att e nd EAA OSHKOSH
'93. For more informati on, call 414/426-
4800 or writ e EAA Oshkosh ' 93, EAA
Avi a ti o n Cent e r , P.O. Box 3086,
Oshkosh,WI 54903-3086.
NOMINATIONS FOR
ANTIQUE/CLASSICDIVISION
OFFICERSANDDIRECTORS
In accord a nce with the EAA An-
tique/Classic Divi sion' s bylaws, the terms
of six directors, the Vice-Preside nt and
Treas urer will ex pire a t the Di vision's
annual business meeting at Oshkosh. WI
onWednesday, August4.
Nominations fo r any e lective offi ce
(including the six elective Directors, the
Vi ce-President and Treasurer ) can onl y
be made on offi cial nomina tion forms
which ma y be o btaine d from E AA
Hea dqua rt e rs. (Cont act Tom Pobe r-
ezny' soffice.)
Each nominati on form must cont ain a
minimum of ten ( 10) si gnatures of EAA
Antique/Class ic Divi sion memb e rs in
good st andin g, t oge th e r with the ir
membership number and expiration date.
The nominating petition shall cont ain a
bri efresume of the nominee's experi ence
a nd back gr ound a nd s ha ll be acco m-
pani ed by a recent photo. To be eli gible
for nomination, a ca ndidate must be a
membe r in good st anding of both the
EAAand the Antique/Classic Divi sion.
No minatin g petiti o ns must be
submitt e d to th e Chairma n o f th e
Nomin atin g Co mmitt ee , c/ o EAA
Headquarters,no late rthan the end ofthe
si xth month pri or to the annual business
meetin g (Februa ry 28, 1993). Vo tin g
instructi ons and the offici al ballot will be
published in the June 1993 issue of
VI NTAGEAIRPLANE. '*
VINTAGE AIRPLANE 3
MAIL
Curtiss Jr. photos supplied by Dan
Cullman (right), holding his reproduction
of an original airspeed indicator.
DearH.G.
You know Iam an enthusiasticsupporterofthe"Young
EaglesProgram". Champand Iweremakingourdent in the
Rideless Kid Populationlongbefore the programwasan-
nounced. But Isuggestthere is anothergroup needingat-
tention - the "pi lot stops".Theindustrylikes totalk about
"pi lotstarts", but Ithink the industryis properlyembar-
rassed by the numbersof"pi lot stops". I know too many
ex-pilots. Betyou do,too.Theyareex-pi lotsfor manyad-
mitted reasons, butthe real reason is that flying wasn ' tas
much fun as theythought it would be. I thinkthey weredo-
ing it wrong. Champand I havesomeconvertstoourcredit
to prove mycontention. Takea bored ex-pil ot ,
stick him in a real airplanewith no radiosand gy-
ros,bounce him intoa coupleofgoodgrassstrips
and flyinglooksmuch different!
As an organizationofreal pilots in real air-
planes,themembersofthe EAA Antique/Classic
Divisioncan best reachtheseex-pilots. Iencourage
all ofus to be awareofthe thousandsofnot-so-
YoungEaglesout therewhoneed ourhelptodis-
coverwha trealflying is all about.
All thebest,
Joe Dickey
A/C4169
Columbus,IN
Joe also wrote an essay about an evening a few
years ago, when the last thing on his mind was taking
an airport kid for a ride. Published in last month's
issue of VINTAGE A IRPLANE, it's a thought pro-
voking piece, and you can find it on page 72. - HGF
DearH.G. ,
Thefirst letterin "Aeromai l" forthe November
issueofVintageAirplane requestsinformationona
CurtissJr. ,NC 10943. Thisairplaneis ownedby
DeWittRossin Carson City,Nevada. I am helping
DeWittwith an original airspeedvane anda new
instrumentpanel (seephoto) Jhaveenclosed pho-
tos ofthis airplaneand theinstrumentpanelofJ r.
NC671V,which we are usingfor a model. Alsoen-
closed isa photoofJr. NCl1832ownedand being
restored by my Dad, Paul Cullman ofFerndal e,
Washington. This(airplane)will alsohavetheorig-
inalinstrumentationandairspeedvanethe twooth-
ershave. NC 11832 will beSalmsonpowered.
Sincerely,
DanCullman
A/C814
Kent ,WA
4 JANUARY 1993
" Hey,lookatthi spicture!"
" It ' s a Waco,isn ' t it ?" saidJ oan,my
wife.
She ' s notmuch for airplanes. It ' s OK
t o use a j e t to go fr o m one pl ace to an -
othe r,but tofall in love with one, neve r!
She recognized thi sone because I' d flown
somany UPF-7s and picturesofthe m ap-
pearthroughouttheold photoalbum. But
thisonewas in VINTAGEAIRPLANE,
November1991 ,page II.
" Yup, it 'sa Waco ,but do you recog-
nizeit ?"
" I'veneverseenone with those things
on thee ngin es. YourWacos had naked
e ngines.And the streamlined things on
the wheels, thoseare different ," shesaid.
" You' re right ,but look at the 'N'num-
ber:32039.That ' sone oftheshipswe fl ew
at Mitchell Fi eld in Milwaukee,and late r
a t Northport , Whit e Bea r La ke, Min-
nesota. Rememberthe picture?"
"Butit lookssodifferent. "
" Beautiful , is the word you want, " I
said,foritwas.
It no longerlooked like atrainer, which
it is,butlikesomethingspecial ordered di-
rectly from th e fac t o ry by a pilot with
pl enty bucksand aneye for thesublime.
My mind flash ed back t o 1942. We ' d
justfini shed WTS Primary in Be midji ,
Minnesot a a fewdays before Thanksgiv-
ing (VINTAGE A IRPLANE,A ugus t
1983,page 16). It wasbutashort wait be-
fore the l ett e r ca me a ssi gnin g Chuck
O' Meara and me to Midwest Airways,an
FBOin Cudahy,Wi sconsin.
I' d neve r heard o f Midwest Airways ,
but knew whereCuda hy was.a nd could
find the MedfordHotelwhere we were to
st ay in downtown Milwa uk eewitho ut a
co mpa ss. It was o nl y a short trip from
Wilmett e,IL on the North Shore electri c
r ailway, a nd Iwas inthe hot e la ft e r din-
ner the next day.
The foll owingdaysawme in Cudahy.
A shortwalk tothe west found me atthe
eastside of Mitchell Fi eld,wherea short
se rvice roa d le d t o Midwes t Air wa ys.
Granted,the postaladdresswas Cudahy,
but it would have bee n easie r t o find if
th e y had sa id it was o n Mitche ll Fi e ld.
Didanyone everaccuse the CAAofdo-
ingsomethingthe easyway?
Classesdidn ' t st a rt for a da yor two ,
a nd by th e n Chuc k had mad e hi s way
fr o m Cass La ke , Mi nn esota. G round
school was held at the Uni ve rsi tyofWi s-
con s in Mil-
waukeeca m-
pus . Midwes t was curre ntl y t eaching a
Navyprogram in theirJ-3 Cubs, andWTS
Secondaryin threeWaco UPF-7s.Hank
Weil ,V. G." Bill " Carlsenand Russ Rite r
were t he Secondaryinstructors for we 20
stude nt sf rom va ri ous pa rt so fthe coun-
try. Rit e r was a lsothe Chi efFli ght In -
structor.
Chuckdrew Hank Weil ,who hadbeen
a Penn sy lvania Ce ntra l Airlines pil ot.
Hank 'sdua lship was NC32039, with a
large yell ow fi eld numberembl azoned on
the fuse lage sta ting tha t it was39R. The
lett e r indica t ed th a t the ship was radi o
equipped; the latesttechnology!
My instructorturnedout tobe Bill
Ca rl sen, a forme r band leader from the
Bi g Band era a nd quite well- known in the
localregion.Perhapshe wasbett erknown
nationally asa formerarrange rforWayne
King. He wasa sle nde r man.a ringe r for
Fred Astaire.
All ofus had gone through Primaryin
J-3Cubswith theirsimpl e altimeters .The
fir st trip in the Wacowas rea ll yan eye
ope ne r. First. it had a sensiti vealtime te r
withtwo pointers.Thatwasn' thard to fig-
VINTAGE AIRPLANE 5
Front end of a Waco UPF-7 mounted on Federal SC-4 skis. Note all- metal Curtiss-Reed prop, winter front on 220 Continental with
tape over the openings and a unique system used for maintaining attitude of the skis in flight-a spring loaded piston is attached to
a vertical member that pulled the ski to level with nose and tail cables. These skis are rated up to 2850 Ibs. (Below) "39 R" rests
in the hangar at Mitchell Field, Milwaukee, WI duri ng the winter of 1942.
ur e out, but th e Waco climbed like a
rocket compared to the J -3. Everyone of
us climbed to our first assigned altitude as
communicated over the gosport system,
but that altitude arrived before we did.
Only thing to do was to jam the stick for -
wa rd to level o ul. As you ca n imagin e,
that left us all poised in midair. above the
sea t, with a shar p crunch jn the gut from
the seat belt. That was a fast learn!
But we all e njoyed that old bird. The
throaty roar of the Continental radial was
sweet musi c. Toe brakes we re a real plea-
s ur e . She had a t a il wheel l ock , which
would minimi ze any tendency t o ground
loop. She had a battery and starte r so we
did not have t o hand pr o p he r. If th e
6 JANUARY 1993
ship ' s battery di ed, a ground power unit
could take over. The cockpits were roomy
a nd to top it off , she looked like a 1930s
pursuit ship. It was real hot stuff!
Our practice ar ea was southwes t of
Mitchell Fi e ld. We' d take off, cl imb to
500 feet AGL, and head west to Highway
4'1. A le ft turn t o th e so uth t ook us to
Wi sconsin bypass Hi ghwa y 100, where
we'd again proceed westbound.
One thing about the Midwest: the re is
a fine grid patt e rn of roads for ground
reference mane uve rs, and th e fields are
fl at , each one making a fin e place for a
forced la nding. Anywhere south of 100
a nd west of 41 made a perfect practice
area.
We started with the same man e uve rs
we'd used in Primary; rectangul a r pat -
te rns, S turns across a road, eights on an
int ersect ion, and pylon eights, at 500 feet.
Above 1500 feet we did stalls and preci-
sion spins. Old hat , but much more fun in
an open biplane! Jus t call us Jimmy
Doolittle.
After we ' d flown the bird e nough t o
feel at home, it was time to start ae robat-
ics. First was the loop, a real easy one that
most of us had seen in the J-3 Cub whe n
the instructor got tired of Primary mane u-
vers. Easy to do, and it sha kes the cob-
webs out!
Back on the ground, Bill said. "Tomor-
row we' ll do slow roll s."
We start ed with some high maneuvers
to warm up, the n over the gosport came
the word.
" We' ll do a slow roll to the ri ght. Fol-
low me through."
We had talked about it on the ground,
so I had a n idea of wh at to expect. The
first part was easy; just start out like you
were going to roll into a turn. Whe n she
got on knife edge, it was obvious I had .to
feed in top rudder to keep the nose fr om
fallin g through the horizon . So far, so
good. However, whe n we got on our back,
my feet fe ll off the rudder pedal s and got
lost somewhe re unde r the ins trume nt
pa ne l. Try as I might , there was no way
th ey we re going ba c k where they be-
longed until we were again right side up.
It worked better the next time around;
I just pushed against the rudde r peda ls
and my feet st ayed where they were sup-
posed to. Before the course was ove r, we
were doing Immelmans, snap roll s, lazy
eights and chandell es. Whil e solo, we all
tried a few improvi sat ions not in the stan-
dard sy ll abus. But my favorite was the
lazy eight. Start out just like the syllabus
said, but push it to the point where you
were on knife edge almost stall ed as she
fell through the hori zon. When she came
up through the hori zon at 180 degr ees.
she was go in g all out a nd the wind was
screaming through the ri gging. Hardl y a
lazy eight now; a whifferdill , I'd say. Then
cha nge the pattern ever so sli ghtl y and
yo u we r e in a Cuban e ight. This was
pretty heady stuff. Our chandell es were
like the WW I escape ma neuve r, not the
funny looking thing the FAA asks for to-
day. One could never escape from anyone
with th at thing! Jus t watch closely at
Oshkosh during the ai r show; those boys
know how to do it !
The front pit of the Waco was built for
two people. Bill could rattl e a round in it
like a pea. Stick pressures during aerobat-
ics are substantial , and Bill had difficulty
getting enough leverage, particul arl y dur-
ing th e inverted st uff. Fortuna t e ly for
him, the re were two diagonal braces at
t he front co rn e rs of the cockpit. They
were padded and leathe r cove red. He' d
use hi s left hand to grab the left brace and
thi s gave him enough heft t o handle the
pressures.
Wi sconsin winters ar e no t o ri o us for
frosting your gizza rd. Though we were in
a n Army program. we did no t have the
flight clothing the regular Army boys had.
Before fli ght we 'd put on everything we
owned, and we still froze .
A coupl e of weeks into the program,
WTS found some new old s t oc k CCC
(Civilia n Conserva ti on Corps) green uni-
forms a nd made th e m ava il a bl e to us.
They were like horse blankets and pl e nty
warm. Chuck had a bit of a problem in
that as an accompli shed woodsman. he
was of a group who looked down on the
CCC boys. After all , if city boys a re im-
ported to the wilde rness, they are total
gree nh o rn s. It t akes time t o lea rn th e
ways of the woods. To have to wear that
uniform rubbed him the wrong way; how-
ever, the weather was cold, the uniforms
warm and in the end. appreciated.
Early on, the snow carne. In those days,
Mitchell did not pl ow snow; they rolled it!
They constructed a long roll e r out of what
appeared to be a pi ece of corrugated steel
culve rt tubin g. It was we ight ed, a n ax le
was stuck in the middl e and a tow bar at-
tached to each end. This thing was pull ed
over the runways and taxiways. The sur-
face was quite smooth until spring came
a nd large chunks of ice started popping
up, leaving huge potholes. That was when
Flight instructor Hank Weil , ready for
some open cockpit dual i nstruct i on
during the winter of 1942.
Chuck O' Meara (getting ready to climb into the cockpit), and Don Toeppen flew NC 32039 during their stint at Midwest Airways as
part of WTS Secondary pilot training. NC32039 is now owned and flown by Jack Roehm of Clinton, IN. The " R" on the side of the
fuselage designat es that "39R" is radio equipped.
VINTAGE AIRPLANE 7
."
.-
-..
-
J" -
.,
.
ehuck O'Meara, in his green wool eee pants, pauses next to one of the UPF-7's.
You can see the ridges in the snow from the corrugat ed steel t ube used to roll the
snow flat.
the punishment caught up with the crime!
With the arrival of the snow, all the
Midwest airpl anes were put on skis. This
has to be somewhat like flyin g a float-
plane. Ground turns are made by pushing
the rudde r a nd blasting the e ngine. Like
any taiJdragge r, ailerons are used exten-
sively to steer.
When it came to inverted maneuvers ,
a new sound had been added. One end of
the ski was held in place with a st eel ca-
ble; the other with a s hock cord, which
permitt ed the toe to remain pointed in an
upward dir ection so the ship could land
without stubbing the ski. Whe n the ship
was roll ed, the ski would flop and a loud
"clunk" was heard. Roll ri ght side up, and
the ski re turned to its prope r position ,
with another "clunk" as th e toe again
pointed up. It act ed almost like a B-747
main gear. Watch one land some time.
Wisconsin has many days wh e n the
cei lings are low. If we were legal, we were
sent to do low work. We soon di scovered
that there was frequently a large opening
over Wind Lake in the southwest corner
of the practice area. We' d climb up
through th e hol e to do th e hi gh work ,
then down again whe n it was time to go
ba c k to Mitchell. One day when back
down , I found I was early, so r started S
turns along a north bound road. The pat-
tern was going very nicely and I congratu-
lated myse lf on how we ll I was doing.
Comin g a ro und a right turn , I looked
ahead to find 1was about to ta ke out the
radio towe rs for WTMJ , Milwa ukee ' s
prime radio st at ion at the time. Talk about
"1 learned about fl ying from that!"
On the days when the ceiling was too
low for YFR (CFR in the old terminology
for Contact Fli ght Rul es), Hank Weil put
hi s old airline background to good use.
He' d take a stude nt out and fl y fi eld cir-
cuits IFR. Thi s was in the day when no
one talked directly to ATe. The airpla ne
would ca ll the towe r or radio ra nge and
ask for the clearance. They in turn phoned
ATC which, in thi s case, was loca ted in
th e Nationa l Guard hangar on Ce nt ral
Ave nue on the west side of Midway Air-
port. If one was flying for an airline, the
company had assigned radio frequencies.
The plane called the company radio oper-
a tor who made th e phone call. It was a
very time consuming operation. Thus ,
Ha nk call ed the towe r for a takeoff and
la nding. If the center advised it was OK,
the tower issued the clearance and around
they would go. If IFR traffic was inbound,
Hank was told to wait. He had to ask each
time they were ready to go. But at leas t
his students got to fly!
Too soon we had run through the syl-
labus and it was time to advance to the
next course. Yes, I' d had my chance to fly
Chuck's plane, NC32039. As each instruc-
tor had a fu ll complement of stude nts, if
o ne needed a day off, they would juggle
the schedule and we' d fly in the other in-
structor 's plane . Thus I flew with Hank
We il in NC32039. But r was to fly her
again up at Northport during Secondary
I ns tructors schoo l. b ut that 's a no t he r
story.
It would be se..
Don Toeppen, winter 1942. His cold
weather flight gear consisted of eee
wool pants, long j ohns, a number of
sweaters and his leather flight j acket,
finished off with a pair of chopping mitts.
next WTS assignment came. Chuck went
back to Cass Lake and I to Wilmette. Un-
fortunate ly, while Chuck was sp litting
firewood , a splinter penetrated hi s eye. It
was successfull y removed with no loss of
vision , but the Air Force decided the scar
was di squalifying. Thus, a natural born pi-
lot spe nt the rest of the war in Air Force
ground jobs. The rest of us were grateful
to have had the opportunity to fly that
great bird, the UPF-7.
And to one of the eagles who carried
on, Mr. Jack Roe hm of Clinton, Indiana,
many tha nks for the wo nde rful j ob you
have don e on restoring old 39R. How
about bringing her t o Oshkosh for the
EAA Convention one of these summe rs?
She is sure to win a prize! ...
TexasTrimotorTrip
by AndrewKing
(EAA 275985, AIC 10739)
The common fact s and everyday ex-
peri ences of life se ldom have any e f-
fect on the figurative spin of the earth,
but each of us with our own pe rspec-
tive can often find a significance in
the m. Be ing an active history buff
brings its own sp ecial appreci ation of
peopl e, places, and things, and thi s is
one of the be ne fit s of involvement in
antique airplanes.
[n the summe r o f 1940 an 11 yea r
old boy had his first airplane ride, from
a fi eld near Herkimer in upst ate New
York, in a barnst orming Ford Trimo-
tor. 52 years and hundreds o f mil es
away his son, myse lf, was lift ed into
cl ear Texas ski es on hi s first Ford Tri -
motor ride, the beginning of another of
my airborne odysseys.
It all began in Miami one Monday
a ft e rnoon wh e n my boss, Kermit
Wee ks , said that he was going to pick
up the Trimotor that he' d bought at the
Sant a Monica a uction last fall . He' d
ferri ed it to Midl and, Texas wher e it
spe nt the wint e r in the CAF hanga r ,
and now he was going to bring it the
rest of the way back and wanted me to
go along as mecha nic in exchange for
having my expenses out and back paid.
That sounded like a pretty good deal to
me and Friday morning we set out fr om
Fl orida. We we re a lso joine d on the
adventure by two other Weeks Air Mu-
se um mechanics, Russ Lang and Mike
Armstrong.
At the appointed hour we boarded
another type of Trimot or (Boeing 727)
which deposited us a fe w hours later at
Dall as -Fort Worth Airport. The first
orde r of business was to vi sit Hartl ee
Field in Denton to check out the good-
ies be ing offe re d the next day in the
aucti on of Bill Hill ' s avi ation coll ec-
tion, then we checked into a hot el and
aft er dinner settl ed down to get some
slee p. The aucti on turne d out t o be
more o f a soci a l eve nt for me - whil e
Ke rmit wa s buyin g Wri ght J -5s a nd
part s, [ was catching up with some of
th e fri e nds and acqua intances fr o m
around the country who showed up.
Finall y on Sunday morning another
short er airline trip took us to Midl and
wher e the bi g whit e Trimotor was al-
ready outside waiting for us. We set to
work looking he r ove r and famili ariz-
ing ourse lves with what would become
ve ry fa mili ar very soon. Lower spark
plugs we re re moved , e ngines pull ed
through, fuel t ank sumps drained, and
fin all y the three Wri ght s were fired up
for a tes t run. With all indications sat-
isfact or y we at e a qui ck lunch , we nt
thro ugh the CAF muse um, and the n
boarded our Tin Goose transport and
taxied to the acti ve runway.
I sat in the back for the first t a ke-
off as Ke rmit advanced the throttl es
a nd the Ford levitat ed s kywa rd. We
ma de a pass for th e CAF guys a nd
then headed east , 1,600 mil es of fl ying
in front of us . An ho ur or so out we
ra n into a line of sca tt e red thunde r-
storms a nd discovered that ra in out-
side mea ns a little bit inside as we ll ,
not enough to bother us much though,
we were trimotoring!
Mike , Russ and I t ook turns in the
right sea t and 200 mil es lat e r , aft er 3
hours of fl ying, Kermit greased one on
at Breckinridge whe re old fri ends for
him and new fri e nds for us were wait -
in g. Unfo rtunat e ly we had to ge t t o
work ri ght away when we di scovered a
broken stud on the top cylinder of the
right engine.
With the he lp o f Ne lson Eze ll a nd
crew we pulled the cylinde r, repl aced
the offending stud, and had everything
almost back toge ther when we had t o
stop at nin e and ge t to dinne r be for e
the last restaurant in town cl osed.
Wake-up ca ll the next morning was
at 5: 30 and aft er breakfast we returned
t o the airport and fini shed our engine
work . The n, after a t es t run , we said
our good-byes and took-off into some
of th e bes t we ath e r Te xas has e ver
seen. Fort Worth was vi sibl e from 40
mil es away and there was onl y light tur-
bul e nce in the air , a lthough we could
VINTAGE AIRPLANE 9
Kermit and Mike up front somewhere over Texas.
have used a tailwind to help with our when it was delivered new to Robert-
75 mph cruising speed. Once again we son Airways in St. Louis, his former
took turns in the right seat and occa- airmail employer.
sionally eve n in the left. Taking hold I had brought my own charts and
of that big wooden control wheel and drawn out our course so that when it
looking out at those engines and the was my turn to fly I could put my map
corrugated wings stretching out be- in my lap. fly pure pilotage, and ignore
yond was a great experience for an an- the Loran and VOR and other unnec-
tique airplane nut such as myself, and essary modern abbreviations. I wanted
a real learning experience. This was to be as close as was safely possible to
added to by knowing that Charles experiencing the 192R I never knew.
Lindbergh had flown thi s airplane After three and a half hours of dron-
ing along we touched down in Mar-
shall , Texas, just short of the Louisiana
border, where we had a broken exhaust
clamp welded, got some lunch, and
were photographed and interviewed by
the local newspaper. That was our
longest leg of the trip , although the
Ford carries enough fuel for over 5
hours of flying, 231 gallons burned at
13 per hour per engine. Strangely, the
center engine ran hot while the two
outboards, one with an oil cooler and
one without, ran equally as cool.
Interstate 20 was our main naviga-
tion aid on the next leg across northern
Louisiana and into Mississippi. After
passing over Tallulah, Louisiana we
swung north a little to pick up the big
river and spread our shadow on the
muddy Mississippi for about 10 miles
before pulling up and passing over the
famous Civil War town of Vicksburg.
and then flying a little further east to a
landing at Williams Airport near Jack-
son, Mississippi. By now the wind had
finally shifted around from the north to
the northwest and was helping us along
a little bit, especially on the next leg
when we veered south to make Hatties-
burg for our overnight stop. Those last
100 miles on Monday went by in just
over an hour, and sunset saw the Ford
tied down on the ramp at Hattiesburg's
Chain Airport. Incidentally, we had to
carry our own tie down ropes that were
long enough to reach the wing, two on
The crew, left to right: Russ Lang, Kermit Weeks, Mike Armstrong, and Andrew King.
10 JANUARY 1993
each side, because the Ford is known to
be susceptibl e to the wind , as a nyone
who knows a nything about what ha p-
pened to the EAA Trimotor before its
restoration will reali ze.
It was unusuall y cold that night , in the
thirti es, and I' d onl y brought along one
li ght jacket, but the ne xt morning was
sunny and perfe ctl y windl ess. I was in
the ri ght seat at engine start-up, and Ker-
mit turned to me and said, " It 's all yours,
make a left downwind departure."
75R4 is equipped with the o ri ginal
Johnson Bar brake system, which some
peopl e confuse with the Waco o r the
Briti sh brake sys te ms - those in volve
pulling a lever (pulling the throttl e in-
board on the Waco or pulling on a sep-
arate brake leve r in the old British air-
pl anes) and then pushing on the rudder
pedals for diffe re nti al bra king. In the
Trimotor the rudder pedals have noth-
in g to do with th e brakes. In st ea d,
th er e's a large le ve r that loo ks like a
gearshift lever be twee n the seats. co n-
nect e d to th e two brake cylind e r s
mounted unde r the floor at 45 degree
a ngles to the ce nt e rline. Pulling the
le ve r straight back gets both bra kes,
back and to the left gets left brake. and
back a nd to the ri ght give yo u , o f
course , ri ght br a ke. It does n' t t a ke
much getting used to and eve n though
th e r e's no t a ilwhee l st ee rin g, o nl y
bungees holding the tailwheel straight.
the airplane taxi s quite easily, waddling
Andrew King sitting in the back, note the baggage compartment almost full of
spare parts and the rag stuffed in the door to stop the draft.
al ong like it s nickna mcsake. says something about it s short fi eld abil -
Run-up is prett y simpl e, and on take- iti es) , the use of ail erons for directi onal
off one of th e bi gges t factors in fl ying control on the ground, so on t ake-off at
the Fo rd becomes a ppare nt- adve rse Hatti esb urg, after advancing the throt-
yaw. I had been told about thi s by for- tle s and ge tting th e t a il up. I expe ri -
mer owner AI Chaney and was aware of me nt ed a littl e and fo un d th a t it was
the techniques fr om growing up around quit e poss ibl e to swing th e nose back
the brakeless World Wa r I airpl anes at and forth by turning the wheel opposit e
th e Old Rhinebeck Ae rodrome ( inci- the directi on you want ed to go. Al says
dent all y, this ve ry Trimotor has landed that on la nding thi s is the best way to
and taken off at Old Rhine beck. whi ch keep straight and with that heavy, sl ow
Making a pass by Connie Edward's castle south of Big Spring, Texas.
VINTAGE AIRPLANE 11
Home at last, parked next to a younger brother on the Museum ramp.
rudder I can believe it.
Th e oldest flying airliner in the
world gets off the ground pretty
quickly, although it's no rocket ship on
climb-out with the three 235 hp Wright
R-760's doing their thing. On our trip
we usually cruised at altitudes between
1,000 and 2,000 feet above the ground
for a panoramic view of the deep south
countryside. In smooth air, as with so
many really old airplanes, the ship is a
delight to fly, although you can see why
they called them "ships" back then-the
big. slow moving craft can make you
feel more like an Admiral than an avia-
tor. In rough air the story is quite dif-
ferent and I've gained even more re-
spect for the fellows who flew these
machines every day in all kinds of
weather. You ride the thermals and
watch the tachs. If RPM goes up you
pull the nose up a little and vice versa,
happy to hold altitude within plus or
minus 200 or 300 feet. Elevator control
is fairly normal , heavy but not bad and
effective enough, but rudder and
aileron are as poor as anything I 've
ever flown and real turbulence can be
more than disconcerting. A wing goes
down , you crank in some aileron and
nothing happens , so you put in more
and the wing still doesn't come up but
that adverse yaw starts to take effect
and the nose starts swinging, so you
start pushing rudder which doesn' t help
as much as it should, so finally you
push the nose down and dive for addi-
tional speed and eventually get things
straightened out. This doesn' t happen
often but it would only take once in the
wrong spot and you could be in real
trouble. The Ford does have enough
dihedral that you can try using opposite
rudder to raise the wing but again this
is a slow, slewing process.
It 's always been funny to me how
stories of flying old airplanes compare
with actually doing it. For instance, the
12 JANUARY 1993
Curtiss Jenny is not as bad as you hear,
but the Trimotor...
You hear people joking that it
climbs, cruises , and lands at the same
speed, well , this one climbed at 70,
cruised at 75, maybe 80 in smooth air ,
and glided at 75, although I think we
were touching down around 50 mph
with Kermit making wheel landings.
The landing rolls seemed short enough
although he did seem to be working a
little to keep us straight, I can see
where it might be tough if you wanted
power and brakes at the same time.
You can ' t do both without two right
hands or a really good co-pilot. We did
land at Winter Haven with the wind
from about 30 degrees to the right at 25
knots gusting to 30, but it was the best
landing of the whole trip, which we de-
cided was because Kermit was so
"wired" for it, concentrating real hard.
We had initially figured on staying
overnight at Winter Haven but during
the morning the most wonderful tail-
wind developed and although it was
bumpy we made great time through
Mississippi and Alabama, past Mobile,
and on into Florida to a stop at Talla-
hassee. There we ate lunch and figured
out that if the wind kept up we could
make Miami by dark, which was impor-
tant as the supply of tortilla chips was
getting low and my personal reserve of
clean underwear was exhausted. We
were amazed at our good fortune as far
as weather was concerned and figured
that we were using up our tailwind
quota for the whole year in one day.
At times during the trip, while at the
controls, we discussed encountering
"artificial turbulence ", coinciding of
course with the occasion of another of
the crew retreating to the rear of the
cabin to use the on-board facilities
(empty oil cans) , but we never actually
did anything so unkind. After we left
Tallahassee there was no need to fake
it, we flew through some of the rough-
est air of the whole trip, still taking
turns keeping the old lady on a more or
less even keel.
The Gulf coast followed along on our
right for awhile and then we angled in
towards the lake country and our stop at
Winter Haven , where standing on the
wing to pump a hundred and some gal-
lons of avgas into the tanks became
quite a task in the strong wind. After a
quick peek in the hangar at Joe
Mackey's old Taperwing Waco we were
aloft again and following the concrete
compass of Route 27 towards home.
Past Lake Okeechobee , a fly-by at
Clewiston where I tried to rock the
wings without much success, then
through the Everglades to fami li ar skies.
Soon a red-white-and-blue mono-
plane curved in alongside us as Linda
came to meet us in her CAP 231. She' d
been in the Trimotor with Kermit in
the fall on the trip from California to
Texas and had decided to forego the
continuance of the trip with the four of
us (can you blame her?).
The control tower, no doubt used to
this kind of thing by now, authorized
the traditional fly-by over the museum
hanger, and minutes later we rolled to a
stop on the ramp while a small crowd of
museum employees and friends waited,
as eager to see inside the Ford as we
were to be outside for awhile. Eventu-
ally, ears ringing, our tale-telling slowed
down and we drifted off in our separate
directions, while the sun set on a new,
dignified addition to the collection.
(Editor's Note: As you may have seen
in the October issue of VINTAGE AIR-
PLANE, the Ford flown by Kermit and
his crew was severely damaged during
Hurricane Andrew. Just prior to going to
press with this issue, Kermit told us that
the Ford is repairable, although it is cer-
tain to be an extensive task. - HGF) ...
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by Norm Petersen
Unl ess you have had the pl eas ure rebuilde rs ca ll e d th e " LS-l restored the Fairchild under the "LS-l
of meeting the two pilots in this hair- Docume nt " . Thi s ruling allows the Document", it had to be upgraded to a
raising adventure, it would be hard t o average person to restore an antique Standard Airworthiness Certificate by
compre he nd just how they managed airplane , providing he does at least the South African Directorate of Civil
t o compl e t e s uch a n o utl a ndi s h 51 % of the wo rk, and is lega l to fl y Aviation (DC A) it 's ca ll e d
attempt. However, Charl es " Chalki e" " pa pe rwork" - many po unds of it -
Stobba rt ( E AA 273568) of Gall o plus inspections of all kinds and the
Ma no r , So uth Africa a nd Pe t e r adhe re nce to many additional rul es
He ngs t (EAA 305761) of Sa ndt o n, and regulations.
Sout h Africa are rugged individuals of Although the original plan was to
the most tenacious vari ety. If ever in sell the Fairchild in the U. S. following
the hi sto ry of lo ng range fli ght s, the the long fli ght , it is now contempl ated
ma ke -up o f these t wo exp e ri e nced th a t th e Fa irchild will be co n-
pil ots fits the required mold fo r such c t aineri zed and shipped back to South
a n att e mpt - e xtre me ly inte llige nt , ~ Afri ca where it will revert to the " LS-
quick witt ed, thorough, determined, 2 I Document " under r egistration ZS-
and above all else, just enough of the ';; VWO, upon removal of the 70-gall on
good old-fas hi o ned stubbo rnness to ~ fuel tank locat ed in the rear seat.
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overcome any and all obstacl es. (And c3 It was back in 1990 when the call
there were many!) we nt o ut fr o m J o hn Be r e ndt ,
" Chalkie" Stobbart and Peter Hegst .
Th e res t o r a ti o n o f the 194 1 president of the Fairchild Club, to try
Fa ir child 24W t oo k 3- 112 yea r s o f inside the Re public of South Africa . and locate a serviceable " Aeromati c"
Chalkie Stobbart ' s spare time and was Howe ve r , outside of the country, a pro p e ll e r for the So uth Afri ca n
do ne unde r a specia l ruling that i s Standard Airworthiness Certificate is Fairchild in h o pe s of a iding th e ir
gr ant e d t o So uth Afri ca n a ntiqu e required. Therefo re, whe n Cha lki e c r ui se s pee d o n the lo ng t rip .
The familiar outboard type landing gear of the Fairchild 24W represents the classic
design of many years ago. Note the large 70 gallon fuel tank installed in the rear seat
and the all-important pilot relief tube extending underneath the airplane.
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This very nicely restored instrument panel contains many original instruments and
control knobs plus the right hand side panel, which contains the Garmin GPS
pinpoint navigation system and the Bendix VHF radios.
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14 DECEMBER 1993
However, with the extreme scarcit y of
such items and the coll a pse of a ny
"factory activit y" in building ne w
Aeromatics, none were to be had. In
the final analysis , a new Sensenich
woode n prope ll e r was o rdered from
the factory and air-shipped to South
Africa.
Flight test s required for a Standard
Airworthiness Ce rtifi ca t e include d
making takeoffs at 20% over gross
weight. Normal gross is 2562 Ibs. and
successful tak eo ffs were demon-
strated at 3012 lbs. with the Fairchild
need in g 85 mph on th e airspeed
before the airplane would lift into the
air' Needless to say, s uch practi ce
run s we re absolutely esse nti a l for
some of the wild and wooly overgross,
hi g h d e nsity a ltitude. takeoffs
encountered on the long trip! (On the
takeoff from Lodwar , Nairobi , the
rate of climb hovered between 10 and
50 rpm after str uggling to become
airborne. The pair had to circle
several times to gain enough altitude
to cl ea r the hump at the e nd of the
runway! )
There a re numerous it e ms that
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aided in the completion of the flight.
First off was the use of GPS for
navigation. Both Chalki e and Peter
admit this was a Godsend as it gave
precise locations at all times. Without
GPS, they might not have been able to
pull it off. Please bear in mind that a
considerable portion of the trip was
flown under IFR conditions and the
vast experience of the two pilots
coupled with the performance of the
Fairchild was just enough to make the
next destination.
A se cond item was Chalkie's
unusual ability to rebuild the old
Warner Super Scarab 165 to where it
performed extremely well for the
entire trip under the most severe
conditions from hot desert
duststorms that nearly clogged the air
filter to severe icing that forced them
to fly under a solid cloud deck at 200
feet over the ocean (in be tween 300
foot high ic e bergs) with the
temperature at one degree above zero,
Centigrade! The Warner handled the
trip without incident except for an
increase in oil consumption during the
last five hours of the trip when the
bottom cylinder suffered a sticky oil
ring.
With 13.5 hours of fuel (122
gallons) on board, the Fairchild had a
maximum range of 1100 nautical miles
with the normal cruise figured at 85
KTS. Fuel costs averaged about $4.50
per gallon with the lowest price in
Luxembourg and the highest price in
Greenland - $7.50/ga\. (At 9 gal/hour
you can now understand why they
needed as many sponsors as possible
to finance the trip!)
Perhaps the one item that was most
exasperating during the trip, yet it was
probably handled better by this pair of
pilots than anyone else , was the
"bureaucracy" - aka - the government
officials!! Being able to deal with
these " friendly folks " without pulling
your hair out by the roots was indeed
a challenge. The constant requests for
money from nearly every person
involved in a service was mind
boggling. In Cairo, Egypt, the pair
was asked to fly to another airport for
fuel and return to Cairo - and pay
another huge set of charges! The
shouting match that developed caused
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Peter Hengst to walk outside before
blood was shed! When they finally
departed for Imbaba for fuel , the fuel
handler had gone home 15 minutes
before they arrived and would not stay
to help them under any circumstances!
(They filled up on auto gas from
across the street - strictly illegal - but,
so be it.)
Denied permission to land at
Pescara, Italy, because they lacked
"military clearance", they were forced
to divert to Bari, Italy instead. It
turned out to be a Godsend as the
headwinds shortened their range and
they just barely made it into Bari
(11:45 in the air!). An attempt to
reach Pescara could easily have
precipitated a forced landing under
dangerous conditions.
Following a spectacular trip
through the Swiss Alps with visibility
at 50 miles, the Fairchild was flown
through Germany and on to
Luxembourg. Chalkie and Peter
highly recommend the Airport Hotel
in Luxembourg as the service is
excellent and the prices reasonable.
After the second try, the pair reached
VINTAGE AIRPLANE 15
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St anding proudly on the grass at EAA Oshkosh '92 is the immaculate Fairchild 24W-41, wearing its South African registration
ZS-VWO and looking none the worse for its nearly 10,000 mile journey. This successful trip is a triumphant accomplishment
f or the two plucky pilots and an everlasting credit to the Fairchi ld 24 and its many devotees, worldwide.
England after four hours of solid IFR
and received a huge "Welcome" from
the locals at Bre ighton, a neat grass
strip whe re the only requirement to
land is a tailwheel! The foll owing day
was spent co mpl e ting a fift y hour
inspecti on, cl ea ning up the airplane
and loading the necessa ry life raft s,
etc. on board for the long over wat er
fli ghts.
The well established governmental
poli cies of joll y olde England gave the
pa ir a few more joys before leaving.
Th ey a tt e mp t e d t o go thr o ugh
Customs at Storn oway in the Out e r
Hebrides. A TC contacted them and
a dvised th ey wo uld arrive fift ee n
minut es af t e r th e age nt ha d go ne
home for the day. When asked to stay
a n extra fi fteen minut es, they we re
flatl y told, " No deal, I' m going home !"
Diverting to Inverness, Scotl and, they
were asked how long they would be
st ayin g. Wh e n C halki e a nswer e d ,
" Ove rni ght " , they sa id , "Sorry, 24
ho ur s a dva nce not ice re qui re d fo r
Customs!" Meanwhil e, someone else
had ordered a Customs Inspecti on at
Kirkwall in the O rkney Islands. The
pair fl ew over t he r e a nd promptl y
cleared Customs easil y, and then took
off for Reykjavik. Iceland.
The bl ack beaches of Ice land, left
o ver from t he volc a nic d ays, we re
quit e a sight and Chalki e and Pet er
enj oyed their one day stay among the
beauti ful people of Iceland. Early the
next mo rnin g. a he lp f ul t a il wind
s t arte d them o n the i r way t o
16 JANUARY 1993
Narssarsuag, Greenl and, onl y t o di e
out aft er 80 mil es. The 550 n.m. trip
was made at 200 feet over the wate r
with th e t e mpe r a tur e jus t a bove
freezing. Oh yes, the artifici al hori zon
tumbl ed halfway though the fli ght !
Crossing the Greenl and ice shelf at
10,000 fee t, the pair was st art led to
hear they were requested to climb to
13,000! In spite of their best efforts,
they radioed that the Fairchild woul d
cl imb no hi gher with the huge load -
a nd AT C all owed the m t o s t ay a t
10,000. A rri vin g in Goose Bay,
Labrador, the p il ots were treated to
quit e a cel e bra ti o n by th e loca l
popUl ation as they enj oyed a day off
from their travels.
Fl ying across Canada, the Fairchild
me rril y chugged a lo ng as th e p a ir
approached normal civili zati on again,
making stops at Bykema and Oshawa
wh e r e the loca l E AA Ch a pt e r s
e nt e rt a in e d th e two pilot s. Fr o m
To r o nt o ' s Is la nd Airpo rt , th e
Fa irchild was fl own to Ni aga ra a nd
then to Lake Huron for U. S. Customs
inspection. Rat he r than cross La ke
Mi chi ga n , th e t wo e le ct ed t o fl y
around the south end of the lake and
la nd a t Chi cago He ight s , I L. " We
don' t mind fl yi ng over salt water, but
we don' t like to fl y over fres h water! "
expl ained Chalki e with a smil e.
A rather tri cky cross wind la nding
was made at Chicago' s Miegs Field in
order to take pictures of the Fairchil d
wi t h t he Chicago sky lin e i n th e
background. Besides, the local people
treat ed the pair as celebri t ies and when
you are the subj ect of a ce lebrati on,
why not partake? A short flight up the
lakefront and on to Fond du Lac, WI
on Tuesday allowed the preparati ons
to begin for the final escort ed t ri p to
Oshkosh on Wednesday.
With a n esco rt of Ed Wegne r 's
bright red Ranger powe red Fairchild
24 and Charlie Be ll' s bri ght ye ll ow
Warner Fairchild 24, the trio headed
for Os h kos h a t 9 a. m. in tr a il
forma ti on. The bea uti f ul blue sky
see med t o a lmos t acce nt th e
" We lco me" as Cha lki e a nd Pe t e r
brought ZS- VWO int o the huge
gathe ring at Oshkosh with a pe rfect
landing on Runway 18. The recepti on
committ ee include d Tom a nd Pa ul
Poberezny amid a host of others and
Chalki e and Peter were overwhelmed.
The rece ption, the wa rmth and the
fee lin g o f ca me r a de ri e was most
humbling according to Chalki e. "You
soon fo rge t a ll the ha rdships, even
though your back side gets numb! "
The first item of business: Send a
postcard from Oshkosh to the DCA in
South Africa say in g thr ee wo rds -
"WE MADE IT!"
Congratul at ions are in order for a
pair of rea l EAA people - Cha lkie
St obba rt a nd Pe t er He ngs t - for
ma king the fli ght of a life time, 9814
na uti ca l mil es fro m G r an d Ce ntra l
Terminal, South Afri ca to Oshkosh,
Wi sconsin in 125 hours of flying time.
The name of the fli ght: EAA Chapter
322 Express. ...
(Above) The flying business
end of a cabin class executive
airplane of 1938 - Jack
Goodnight's Waco ZVN-8.
(Right) Jack's wife Betty color
coordinated the interior work to
match the exterior colors of
Daytona Wh ite and Boston
Maroon.
position when he enters it and remains so
throughout the periods of take-off and
landing run. "
One other feature set the N model apart
from it 's Waco brethren. The Waco N was
the only Waco cabin model to have flaps
on all four wings, added to help make the
ai rplane one of the easiest to handle air-
planes of its time.
Serial Number 5107 completed the
manufactur ing process at the Waco factory
on April 29, 1938, and was delivered to
Charles Lontz of Richmond, Indiana. The
airplane then went to Danville. Virginia,
where it was owned by a Dr. Langsley un-
til his passing in 1959. Fred Simmons of
Pol kville, North Carolina bought the Waco
from the doctor ' s estate, and he started
restoring t he airplane. He got as far as
covering the wings, but then the project
was halted. It would wait another 31 years
before Jack Goodnight would find out
about it.
Jack Goodnight had restored a number
of airplanes before - his family owns four
Cubs, all of them built up by Jack. Two of
18 JANUARY 1993
the Cubs are owned by Jack, and the other
two are owned by Jack's son, Douglas, and
his son-in-law, Steve Hinson. Each has
bee n given th e gift of the Cub, with th e
proviso that th e plane cannot be so ld.
Each is to pass the ai rplane on down the
line. That should be no probl em for Dou-
glas' young son, J ames Jackson Good-
ni ght. James is 2-'1/2, and already is an air-
plane enthusiast. He doesn ' t just like any
airpl anes though - when it comes to toy
airpl anes, it needs to have a propeller on it
- no jets for him!
A smatt erin g of Vagabonds. a PA - 12
Super Cruis er and oth er Piper projects
have come out of th e Goodni ght shop.
Jac k is fortunate th at his shop and 1100
fool airstrip are nex t to his home in Kan-
napoli s. NC. An airport "brat " as a kid.
Jack went to work for the lat e Strait Rine-
hardt, working on co nverting Cubs and
Stearmans from wartime use. As the post-
war mar ket slowed down. Strai ght began
to do heating work, and Jack also began to
pick up th e ins an d out s of th at trade as
well. The money was not enough to live
on though, and Jack went to work at Ca n-
non Mill s to earn a living. He continued
working on heating and ventilation sys-
tems on the side, building up that business
until he co uld work at it full time. After
working as a full time contractor, the busi-
ness was built up to th e point Jack co uld
dabble in airplanes aga in , which he did
with a vengeance. The flying and airplane
bug had bitten him hard in his youth, and
hi s enthusiasm for aviation never left him.
The Waco N th at Fred Simmons had
in Polkvill e was eve ntuall y bought by
Mike Steel. Mike knew that J ack en-
joyed rebuilding airpl anes, and he called
Jack and told him he should come look
at the proj ect.
Jack looked at the tri -gear Waco and
liked what he saw. It soon was fillin g the
Goodnight workshop. where Jack and his
son Douglas, as well as a number of Jack's
friends would pitch in during the wint er of
1991-1992 to rebuild the Waco. Jack's air-
pl ane reb uilding friends included Barr y
Di shman. John Raidenhour. Ferrell James.
Arlen Colberg, and Bill Bewley.
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Waco ZVN-8 restorer Jack Goodnight
(center) is flanked by his son Douglas on
the left and his friend Bill Bewley on the
right during their visit to EAA OSHKOSH
'92,
Spending all his avai lable time. Jack
and hi s crew organized and restored the
Waco ZVN-8 in a relatively short period
of time . The time frame is even more im-
pressive when you see the grea t looking
results of their labor. Wi th a goal of bring-
ing it to EAA Oshkos h ' 92, the fellows
knew what they had to attain. and the pro-
ject was attacked with gusto. Fortunately,
the structure was in excell ent shape - the
welded steel tubing fuselage needed only
one small section replaced, and only three
areas required replacement of wood.
The original wooden fairing structure
around the tubular fuselage was very in-
teresting to Jack. "All of the streamlining
woodwork on the fus elage is ti ed to the
fuselage by string. None of it is bolted to
it ," he explained.
The fab ric covering acts as a tube t o
hold the stringers in place on the formers ,
and each stringer is ti ed to each form er
with polyester rib lacing cord. It makes for
a very effect ive, light structure. Inst ead of
bolting to a welded-on gusse t , the cord
keeps everything in place. and helps keep
the weight of the installation down.
Covering the airplane with a li ght er
modern fa bric also made it possibl e to
have an airpl ane light er than when it was
first delivered. Repl acing the plate glass in
VINTAGE AIRPLANE 19
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the windows with plexiglass also shaved
quite a few pounds (nearly 75!). When
first built by Waco in 1938, Jack's Waco
weighed 2463 Ibs. Eliminating the mag-
nesium flare dispenser and the auxiliary
power system also took off unneeded
weight. After the restoration was com-
pleted, the airplane tipped the sca les at
just over 2200, 250 pounds lighter!
Paying careful attention to details also
helped keep the weight down - none of
the bolts on the airplane have more than
one washer; each bolt was matched to its
location, so that no extra steel was added
to the airframe.
The wheels were converted to the
Cleveland wheels and brakes, and th e
electrical system was redesigned to be
safer, without always-powered wires run-
ning all over the airframe (sometimes re-
ferred to as a " hot system").
Other than the electrical system, Jack is
very impressed with the engineering done
by Waco during the 1930s. "... it 's simpl e,
sound aircraft engineering," he said.
One characteristic of the Waco J ac k
really e njoys is the ease with which the
'N' model can be landed. "The airplane
flies very stable, and it 's the best landing
airplane I've ever had. The fellas
that fly it with me have also said
that it's the best landing airplane
they' ve landed. These are all air-
line t ypes, three of them, and
they're thrilled with the way the
airpl ane flies."
The only problem encountered
with the tricycle landing gear has been
some nosewheel shimmy. A pair of
850xlO's are mounted on the main wheels,
with a large 750xJO tire on the nose gear.
When first designed, the large tires, it was
felt, were needed to handle any type of
field the ' N' model might encounter.
With excell ent short field performance,
the Waco Cabin models were often called
upon to land in relatively short field, and
often the terrain was not the smoothest.
A large set of wheels and tires, coupled
with good shock absorption in the landing
gear, allowed the strong cabin model Wa-
cos to do the job when called upon.
Unfortunately, when they flew the air-
plane over to the nearby airport in Salis-
bury, NC to load up for the trip to EAA
OSHKOSH ' 92, the nosewheel vibrated
so badly that it damaged the nosewheel
fairing, and they had to remove it from
the airplane. Jack fee ls that the shimmy
problem is related to the geometry of the
nose gear structure, but that some of the
problem can be solved by tightening up
the tolerances in the installation. Ac-
cording to Jack, Waco ev idently had
some difficulty with the nosewheel con-
figuration, but it was never considered a
major problem.
The interior of the airplane is com-
pleted in a beautiful cream broadcloth,
carefully matched to the outside color
scheme of Day tona White and Boston
Maroon by Jack's wife , Betty. Jack says
he depends on Betty for her guidance
and taste when it came to the selection of
color and trim for the Waco - the basic
design was Jack 's, but the final details
were approved by Betty.
The instrument panel features a num-
ber of original instruments, as well as the
addition of a few newer gages to help
cope with the modern world. A short
stack of mode rn radios also allows the
airplane to be flown most anywhere Jack
and his compatriots wish to go.
Waco was known for the fine details
they included in the designs of their air-
planes - excell ent cabin ventilation, indi-
rect lighting for the ins trument panel ,
and a simple but kind gest ure to the pas-
senger si tting in the right forward seat - a
pair of foldin g rudder pedals, allowing
them a few ext ra inches in legroom. Ah,
the luxuryl
After seeing hi s grandfather fix up the
Waco to its pristine show condition, littl e
grandson James is very im-
pressed - he is convinced " My
grandpa can fix anything!"
J ames , not only can your
grandpa fix anything. he does it
very neat ly - you' re ri ght on the
mon ey to be so proud. Jack
Goodnight has done good! ...
20 JANUARY 1993
WHATOUR.MEMBERSARERESTORING
----------------------------byNormPetersen
JimLefevre's
PiperJ-3 Cub,N98035
A tr o phy winne r a t O shkos h a nd
othe r fl y-ins over t he years, thi s very
ni ce C ub , N98035 , SI N 18182 ,
mo unt ed o n a se t of ra re J acobs ski s,
is owne d b y Jim Le fev r e (EAA
227891, A I C 9586) o f Green Bay, WI.
Jim has o wn e d th e Cub fo r nea rl y
twe nt y yea rs with the las t re build fin -
ished in 1984. The J acobs ski s, whi ch
we re built in Yipsil a nti , MI , ori ginall y
ha d wood e n bo tt o m s, but Jim r e -
pl aced the m with aluminum botto ms
a nd has used th e m for yea rs . Thi s
photo was take n a t John Ha tz's 1986
skipl a ne fl y-in at Gleason, WI.
Marv Vandenheuval's
TaylorcraftDCO-65
Parked next to the pine trees at Brod-
head, WI is Taylorcraft DCO-65, N61807 ,
SI N 5760, mount ed on a se t of Federal
A1500 ski s and fl own by Marv Vanden-
heuval (EAA 25842) of Milwaukee, WI.
Ma r v, who a nswe rs t o th e nickna me
"Murph", is a regul ar att endee at the f1y-
ins a round Wi sconsin on wheels in t he
summer and ski s in the wint er. The 1943
ta nde m Taylorcraft is kept in excell e nt
conditi on with its yell ow and brown paint
scheme always poli shed a nd the ent ire
airplane displ aying lots of TLC. It seems
that whenever Murph steps out of the T-
Craft , he is always smiling, whi ch lets you
kn ow he really e nj oys fl ying th e 65 hp
tandem, be it wheels or skis.
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING
-----------------------by Norm Petersen
TedDavis' J-3Cub,
N30719
The good-looking man in
front of the Cub is Ted Davis
(EAA 89935, A/C 12403) of
Brodhead, WI and the J-3
Cub, N30719, SI N 5068. is a
wood spar model with an 85
hp Continental and a wood
prop. Mounted on a set of
Federal A 1500 skis, the Cub
really comes alive when the
throttle is opened. Ted has
used the Cub for instruction
on wheels and skis. Since this
photo was taken, the Cub has
been sold to Bernie Hanni-
gan at Lake Geneva, WI.
Ron Harvey's
PiperJ-4 Cub Coupe,
N26700
This very nice Piper J-4
Cub Coupe , N26700, SI N 4-
864, mounted on a set of
Federal A 1500 sk is, is the
pride and joy of Ron Harvey
(EAA 56688) of Hor-
tonville, WI. Powered with
a Continental A75 engine of
75 hp. the J-4 performs very
nicely on wheels and skis.
Sharp-eyed readers will spot
the welded-on float fittings
that Ron installed on the
lower longerons before re-
covering the pretty side-by-
'I
,
side Coupe.
WeedenlDavis
PietenpolAircamper,
NX98WD
This rather elegant looking
Pietenpol Aircamper, NX98WD,
SI N WD-l , mounted on a set of
Federal SC-J skis, was con-
structed by Dick Weeden (EAA
30164) and Ted Davis (EAA
89935) of Brodhead, WI. Fin-
ished in June, 1989, the Pieten-
pol has accummulated over 270
hours to date. Powered with a
70 hp LeBlond five-cylinder ra-
dial engine, the tandem home-
built will handle two large peo-
ple very nicely, especially in the
cold air of winter! ....
byBuckHilbert
(EM 21, N C 5)
P.O. Box424
Union,IL60180
Dear Buck,
The encl osed photo is in response to
your " Pass it to Buck" column in the Jul y
' 92 iss ue of Vintage A irpl a ne. Yes!
There are st ill people th at "stack" air-
pl a nes to store th e m. Thi s photo was
ta ke n o n July 14, ]992 at th e Hoffman
Flying Service hanga r at Harr y Browne
Airport. Saginaw, Ml. Al "But ch" Hoff-
man, J I'. and his father , Al Hoffman, Sr.
stored airpl a ne s in this manne r at th e
J ames Cle me nt s A irport a t Bay City.
Michigan during the '40s, '50s and ' 60s.
This particular Taylorcraft BC12D, 1946
model was being stored while waiting the
arri val of its new owner, Dal e Senn of Co-
coa, Florida. The prop and spinner were
supported by a cradle on the fl oor.
Thanks for the memories,
John C. Hicks
AIC 14423
Pinconning, MI
eASS IT TO
--lJ
An information exchange column with input from our readers.
Dear Buck,
I am se nding a couple of photos that
mayor may not ki ck up a littl e nostalgia
in yo ur se lf and some of o ur r ea ders.
These were taken by myself at about the
age of 12 or 13 - a nd it 's not too hard to
te ll that photography was not one of my
stong talents at the time!
The year was possibly 1935, and th e
airplane was an old " Monoprep" owned
by my uncl e, Lyman Smith. Powered by a
5 cylinder Velie engine. I thought this old
" Monoprep" was the ultima te in sport
aircraft at the time.
I don' t know what became of the air-
craft nor do I recall too many other de-
tail s on it , other th an the fac t that it was
manufact ured by th e Monocoupe Co.
Pe rhaps some of the readers have more
information on this than I.
My uncl e, who wound up teaching pi-
lot s during WW II in Texas , eventually
ran a n a irport (Sky-Haven), near Eau
Claire, WI for a number of years aft er the
war. a nd teachin g ex -G. I.'s o n the G. I.
bill.
Hope this helps shed a littl e more li ght
on thi s no t t oo frequently see n Mono-
coupe model.
Yours Truly,
Paul Spallees
Eau Claire, WI
AIC 13843
Hi Paul,
Neat Pi ctures!' Thank s Jar shari ng
them with all of us.
Over 10 you}
Buck
Using a nosecradle can helpyou geta lotofjunk, er,stuffbesidesan airplane in a
hangar.
PaulSpallees,EauCl aire,WI ,sent int heset woviewsoftheMonoprepheshotwhenhewas12or13yearsold.
VINTAGEAIRPLANE 23
This month 's Mystery Pl ane should
bring many repli es. It is a typical Golden
Age airpl a ne a nd should brin g back
memori es to many readers. The phot o
was submitt ed by Owen Billman of May-
fi eld, New York. Answers will be pub-
li shed in the April , 1993 iss ue of VIN-
TAGE AIRPLANE. Deadline for that
issue is February 20, 1993.
The Oct ober Mystery Pl ane remains
somewhat of a mystery. The photo ap-
peared in the book "Cradl e of American
Aviation" by Ken Beatty, an account of
the hi story of Coll ege Park airport , out-
by George Hardie
APRIL MYSTERY PLANE SOLVED
The Myst e ry Pl a ne from the April ,
1992 issue has finall y been revealed.
Anoth er view of the sa me airpl a ne,
was ta ke n by Di ck Osborne, Colorado
Springs, CO who sent in the photo re-
produced on the opposit e page. He ex-
pl ains:
"The phot o was made whil e J was in
hi gh school in 1928- 1929. It was taken at
the Cheyenne, Wyoming Muni cipal Air-
po rt , e levati o n 6, 096 fe et a bove sea
level. The identi ficati on number on the
rudder is e ithe r 565 or 5651. r ded uce
from the hi gh aspect rat io win g th at i t
was a low- powered design, possibly for
the high a ltitude of the Wes t , a lmost a
low-powered glider. This pl ane must be
a o ne -of-a -kind, maybe by one of o ur
earl y homebuilders. I hope thi s will help
in its eventual identi ficati on. "
EAA's ace Librari an, Denni s Parks.
contact ed the Na t ion a l Air and Space
Muse um 's Da n Hagedorn , and he was
abl e to trace the earl y registration num-
side of Washingt on, D.C. The caption
with the photo credited the design to the
company "whi ch built the E rcoupe",
with Don Berliner as designer. No con-
firmation of thi s cl aim has been found.
May be someo ne out th e re ca n s he d
more li ght on thi s puzzle.
Cha rl ey Hayes of Pa rk Fo res t , IL
thought it was the airpl ane built by stu-
dent s at the Boeing School of Ae ronau-
tics, with Rudy Paulic as designer. Robert
Durr of Escondido, CA thought it was the
one built by students at the Pasadena Ju-
ni or Coll ege in 1938-39. We' re hoping
that someone can cl ear up these conflict -
ing cl aims. Thi s onl y illustrates the diffi -
culty of researching these obscure aircraft.
DonBerliner's?
be r. Da n writ es HI ch ecke d the da t a
base we have been constructing on the
1927-1 929 Air Transportati on registra-
ti ons entri es and sure e nough, the issue
o f 9 June 1928 shows [ 0 # 5651 reg is-
tered as the All en Biplane, powered by
a Wri ght Mo re ho use e ngin e . It was
own e d by Edmund F. All e n of Ut a h,
whi ch would put it in t he ri ght pa rt of
the country at the ri ght time. I feel sure
that this is our airpl ane." (Jack Cox and
I wonder if this is the same Eddie A llen
of Boeing (est pilot fame? - HGF)
At first, a few me mbe rs thought the
airpl ane mi ght be a Hawker Cygnet, but
that was hard to confirm. Peter Bowers
was kind e nough to se nd along a photo
of a Cygnet that still exists. By compar-
ing it with the two photos of Mr. All en' s
biplane, you can see the differences be-
t wee n th e Cygne t a nd th e A ll e n ma -
chine. You can see that the tail surface
shapes are differ e nt on the Cygne t , as
well as the cabane strut s, which are two
pair of box cell strut s on the Cygne t ,
whil e the A ll e n bipla ne ha s a pa ir o f
" V" strut s for th e ca ba ne . The A ll e n
Not our April mystery plane-the Hawker Cygnet.
al so has ailerons on the lower wing only,
whi le the Cygnet has ail erons on all four
wings.
It took a bit of di gging, but thanks to
a sha rp- eyed member, another obscure
a ircra ft from the pas t has bee n ide nti-
fi ed . Th a nks t o a ll the me mbe rs who
ori gin a ll y se nt in re plies to th e A pril
Mystery Pl ane, as well as Di ck Osborne,
Pe t e r Bowe rs and th e Smithsonian ' s
Dan Hagedorn , who braved a mountain
of remodeling dust in the upstairs office
area of th e Air and Space Museum to
track thi s one down. Thanks to all ! ...
The April mystery plane has now been unmasked-it is the Allen Biplane, constructed during the late 1920's.
The Allen Biplane, as captured on film by a young Dick Osborne in 1928 or 1929.
VINTAGE AIRPLANE 25
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Q)
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WELCOME
NEWMEMBERS
MEMBERSHIP
INFORMATION
EAA
Richard Al egre Santa Paul a,CA
Willi am C. All e n La Mesa,CA
John A. Anson Albuquerque,NM
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CraigArnold Pearl and,TX
J .SherwoodAshton
Ontari o,Canada
Al Ball Santa Paula,CA
Norman BartelsJr.
Appl e Vall ey,MN
PeggyJ .Bat y Columbia,IL
BradBeaner Nobl esvill e,IN
Paul R.Beck Vale nci a, CA
BobL. Bonde Las Vegas, NV
BrentD.Boon Loui svill e, KY
Zack R. Bowen Robinsville,NJ
Edward L. Brady Honolulu,HI
David Brand Toront o,Canada
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Fred H. Clapp Memphi s, MO
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George W Cottrill Ladue, MO
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Virgini a Beach,VA
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Stone Mountain,GA
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Stephen A Edwards Longvi ew,WA
JosephVirgil Elliott Cobington,IN
LarryErnewein
Inne rKip,Ontari o,Canada
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Albequerque,NM
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Carl Gi ersbach Bethpage,NY
JohnE Gl azer Lewi sburg, WV
TonyGreen
Mortdal e, NSW,Australia
William Gressinger Sebasti an,FL
RobertE.Griffin Greenwood,AR
FrankT.Hagney Nashua, NH
Gary Hamm Germantown,OH
MarkHarrington Hewitt ,NJ
Carl J.Hartke Beaufort ,SC
Donald Harvey MtVernon,OH
Granger Haugh Fallbrook,CA
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Ted Herlihy Fallbrook,CA
Werner Heye
Coppenbruegge,Germa ny
Edward C. Hoffman Jr.
TarponSprings, FL
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ColoradoSprings, CO
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OrangePark,FL
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Remo Lanfranchi Sunnyvale,CA
Robert W. Lee Bille rica, MA
JamesW. Looloian Arvin,CA
Peter Mahr Weston,CT
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Robert Wayne McCoy
ColoradoSprings, CO
Rod McLean Kali spe ll ,MT
Ge ne W.McMill en Dale,OK
Al an P.Mckeen Liverpool,NY
Gl ennO. Mittelstadt Tryon,NC
Joseph A. Molli ca Pi scataway,NJ
J .Lewis Moore SandySpring, MD
Mark W Morri son Bloomingdale, IL
FrankThomasMorton Jr.
Mobil e,AL
Denni sL.Murr Hibbing, MN
H.P.Myers Smithville,MO
Dall as D.Nelson
Edmonton,Alberta,Canada
Bruce 1. Ol son StCroixFall s,WI
Frank M. Pavli ga Rootstown,OH
John Penti ck Thunder Bay,Canada
John Price Grapevine,TX
P.Cart er Ri se NewYork ,NY
Lesli e Sargent Ewa Beach,HI
Charl esM Schlosser Milt ona,MN
Robe rtSchmidl eSr. Newt own,CT
DannySi eki erski Phil ade lphi a,PA
Mi chaelE.Smith EIReno,OK
JerryR. Stephenson Zanesvill e,IN
Jarl VonStrasser Wilsonvill e, OR
Robert H.Suttie
Kant a, Ontari o,Canada
Donald B.Sword Woodst ock, IL
Carl R. Toltz Medford,MA
Phillip Usher
Sydney,NSW,Australi a
Waco4 Proj ect,
c/o William Laufer Troy, OH
Vict or Wedel Washington, IA
FrederickP. Woll Clifton Park,NY
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Gerard H Zanpelt
Rysenhout ,Netherl ands
Mi chaelZimme r Omaha,NE
Membership in the ExperimentalAircraft
Association, Inc. is $35.00 for one year,
including 12 issues ofSport Aviation.
Junior Membership (under 19 years of
age) is availableat$20.00annually. Family
membership is available for an additional
$10.00 annually. Allmajorcredit cards
acceptedformembership.
(FAX(414)426-4873.
ANTIQUE/CLASSICS
EAA Member- $20.00. Includes one
yearmembershipin EAAAntique!C/assic
Division. 12 monthlyissues ofVintage
Airplane and membership card.
Applicant must be a current EAA
memberandmustgiveEAA membership
number.
Non-EAA Member- $30.00. Includes
one year membership in the EAA
Antique!Classic Division. 12monthly
issues ofVintage Airplane, one year
membership in the EAA andseparate
membership cards. SportAviation not
included.
lAC
Membership in the International
Aerobatic Club, Inc. is $30.00 annual/y
which includes 12 issues ofSport
Aerobatics. All lAC members are
requiredtobemembersof EAA.
WARBIRDS
Membershipin theWarbirds of America,
Inc. is $30.00peryear, which includesa
subscription to Warbirds. Warbird
membersarerequiredtobemembersof
EAA.
EAAEXPERIMENTER
EAA membership andEAA EXPERI-
MENTER magazine is available for
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included). Current EAA members may
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26JANUARY1993
The following list of coming events is furnished to our readers
as a matter of information only and does not constitute
approval, sponsorship, involvement, control or direction of
any event (fly-in, seminars, fly market, etc.) listed. Please
send the information to EAA, Att: Golda Cox, P.O. Box 3086,
Oshkosh, WI 54903-3086. Information should be received
four months prior to the event date.
J AN. 10 - SEBRING, FL - South
Florida Seaplane Fly- In. Lake J ack-
son (SE corner). 305/421-8917.
JAN. 23 - OSHKOSH, WI - EAA
Air Adventure Museum Cockpit
Climb. 414/426-4800.
J AN. 27 - PAL- WAUKEE, IL-
Pal-Waukee Airport Pilot s Assn.
General Meeting. 312/853-3550.
FEB. 7 - OSHKOSH, WI - EAA
Air Adventure Museum - Cha rl es
Lindbergh and the Spirit of St. Louis,
a discussion by Verne Jobst. 414/426-
4800.
FEB. 7 - FT. MYERS, FL - EAA
Chapter 66 Pancake Breakfast Fly- In,
Page Field. 813/947-1430.
FEB. 12 - PAL-WAUKEE, IL-
Pal-Waukee Airport Pilot s Assn .
Valentine' s Day Party. 312/853-3550.
FEB. 13 - LEESBURG, FL - EAA
Chapter 534 Fly- In/ Drive- ln Break-
fast /Lunch. 9041360-0293 .
FEB. 20 - OSHKOSH, WI - EAA
Air Adventure Museum - "Choosing
a Homebuilt Aircraft Design". A dis-
cussion by Ben Owen. 414/426-4800.
FEB. 20 - ROCH ESTER, MI -
36th Annual Amelia Earhart Lun-
cheon. 3131781-6488.
MARCH 4-6 - ST. LOUIS, MO -
4th Annual National Women in Avia-
tion Conference. Sponsored by Parks
Coll ege. 618/337-7575.
MARCH 7 - FT. MYERS, FL -
EAA Chapter 66 Pancake Breakfast
Fly-In. Page Field. 8131947-1430.
MARCH 9 - OSHKOSH, WI - EAA
Air Adventure Museum - Aviation Re-
search Seminar by Dennis Parks, Direc-
tor of the EAA Boeing Aeronautical
Library. 414/426-4800.
MARCH 19-21- CHANDLER, AZ
- 10t h Annual Shamrock Air Der by
Cross Country Speed Race (AZ 99s).
602/961-1172.
MARCH 20 - OSHKOSH, WI -
EAA Air Adventure Museum. Women
in Aviation presented by the 99s.
414/426-4800.
MARCH 20 - PUNTA GORDA, FL
- EAA Chapter 565 Fly-In Breakfast.
Charlotte Co. 8131575- 1471.
MARCH 24 - PAL-WAUKEE, IL-
Pal-Waukee Airport Pilots Assn. Gen-
eral Meeting. 312/853-3550.
MARCH 27 - OSHKOSH, WI -
EAA Air Adventure Mu se um ' s 6th
Annua l Model Airplane Show.
414/426-4800.
APRIL 4 - FT. MYERS, FL - EAA
Chapt e r 66 Pancake Breakfast Fly- In,
Page Field. 8131947-1430.
APRIL 17 - OSHKOSH, WI - EAA
Air Advent ure Mus e um - Wyli e Post
a nd th e Win chester 2 1 se min ar.
414/426-4800.
APRIL 18 - 24, 1993 - LAKE-
LAND, FL - " The Gift Of Flight " .
The 19th A nnu a l Sun ' n Fun EAA
Fly- In and Int e rnational Aviation
Co nve ntion. Lake land-Linder Re-
giona l Airport. For information ca ll
813/644-2431.
..
'-., ...
APRIL 24 - GLOBE, AZ - Holy
Angels Fly- In . Globe San Carlos
(Cutter Airport). 602/425-5703 ,
425/5979 .
APRIL 25 - SPRINGFIELD, IL -
2nd Annual Fly- In Drive- In Break-
fast. Capital Airport. 217/483-320l.
APRIL 30 - MA Y 2 - BURLING-
TON, NC -Spring EAA Fly-In for
Ant ique and Classic aeroplanes. Tro-
phies in all categories; vintage avia-
tion fi lms; good EAA fell owship. All
welcome. Contact: R. Bottom, 103
Powhatan Pkwy , Hampton, V A
23661.
APRIL 30-MAY 2 - CLEVE-
LAND, OH - 9th Annual Air Racing
History Symposium. 216/255-8100.
JUNE 26-27 - GREELEY, CO -
EAA Rocky Mountain Fl y- In.
3031798-6086.
JULY 7-11- ARLINGTON, WA-
Northwest EAA Fly- In . 206 /435-
5857.
THURSDA Y JULY 29
WEDNESDAY AUGUST 4,1993-
OSHKOSH, WI - 41st Annual EAA
Fly- In and Sport Aviation Conven-
tion. Wittma n Region a l Airport.
Contact John Burton, P.O. Box 3086,
O s hkosh , WI 54904-3086. Call
414/426-4800 for more information.
ITS NEVER TOO EARLY TO
MAKE PLANS TO ATTEND!
VINTAGE AIRPLANE 27
- LeoOpdycke,WWIAeroMagazine
"treasuretroveof marvelousandbeautifullydetailedscaledrawings."
-KennRust,SkywaysMagazine
byJoshuaStoH& William camp, Curators, Long IslandCradleofAviation Museum
Roosevelt Field was the center of the aviation world in the '20s and '30s. When Lindbergh made Paris in
1927, he introduced to the world-the place of his departure-Roosevelt Field, Long Island, New York. During
aviation's GoldenAge,crowds flocked to see Charles Lindbergh, Admiral Byrd, Bert Acosta, Elinor Smith, Jimmie
Doolittle, Roscoe Tumer, Bert Balchen, Clarence Chamberlin, Amelia Earhart, Clyde Panghom, Ruth Elder, Ruth
Nichols, and AI Williams. Roosevelt Field was more than an attraction or a stage for the dashing aviators; it was
the premier showcase for demonstrations of flying skill or innovative design. Curtiss, Beech, Sikorsky, Bu melli ,
Bellanca, Fokker, Seversky, Grumman, and Waco all displayed their latest products. It was the capital of the air, the world's premier airport . Traced
through forty years of uninterrupted aviation history: from Glenn Curtiss' arrival with his pusher biplane in 1909, through the closing of the field
at the dawn of the Jet Age in 1951, then takes us through the 1970s when Roosevelt Field's last hangar was destroyed forsubsequentcommercial
development. Extensively illustrated. Extensive & detailed text.
by
JoahUISlol!
&
W,lIlamCllmp
81/2"111",140pages, 500+ photographs (most never befOre published), SOftbound, #107, $22.95
world1s Greatest Scale Airplane Drawings
InternationallyAcclaimed SCale Drawings by Paul Matt
Now In asetof2books
cluded in a set of two volumes. Each drawing is highly detailed
and is an accurate working print with all dimensions, specifica-
tions, airfoils, cross sections, templates, &color schemes in-
cluded. Drawings are part of the collection of the internationally
acclaimed Historical Aviation Album by Paul Matt. Each book
is 8 1/2'x 11', softbound and has 150+ pages per book. In addition
to drawings, each book contains several detail photos. Includes
drawings from Golden Age, WWI, WWII, Classic &Modern Eras,
Volume 1 cOlalns airplanes frolR Athrough G- #401, $24.95
Volume 2cOlalns airplanes frOIR Hthrougll W-
11UlJ1leToUS
"
"magnificentdrawings"
- JeffTroy,ModelAviationMagazine
"reallymasterful...we shouldeachownacopyofeachvolume."
The Taylorcraft story
byChetPeek @3
Story
The completestory of the Taylorcraft Company and its airplanes are detailed in this new book.
C.G. Taylor can truly be called the father of the light airplane industry. At one time Taylor's two famous
designs comprised half of the world's light aircraft fleet.
The story opens with the 1935 "splif with W.T. Piper. Taylor designed a newplane, started a new
company and succeeded against almost insurmountable odds. Detailsof the original design, the difficult search
for financial backing and production facilities are detailed and illustrated with numerous original factory photos.
b,
8112" 111", 236 pages, 425 photos,
#108A - Hardbound $54.95
#108 - Softbound $24.95
ROOSEVELT FIELD
World'sPremierAirport
The
. .
-,A!LORCRAFG
Ch...
Growth and prosperity are recounted, then wartime liaison production, and the post-war boom & bust.
The author, Chet Peek, captures the spirit of the early aviation scene with color and clarity.
Foreword to book written by Bob Taylor, 80n of C.G. Taylor. Epilogue to book written by Duke Iden,
son of "Duke" lden, long-time Taylorcraft Sales Manager. Book includes several 3-view drawings.
Chronological order and covers all major events, new models, ownership changes, from the start up to
the !
Roosevelt Field -
world'S Premier Airport

I ,.
\H-++-t+t-+
325 pages of scale drawings of 124 typeairplanesare in- . ' ...... , . "-
.
- --
_ - _ { ,,-l 'r' '
#402, $24.95
VIS IO!\"S OF L l1SC O MRE
Visions ofLuscombe- The Early Years by Jim zazas
T h e Early }/car s
When aviation was in its infancy, a new and affordable light
airplane was its debut. It was neither another war
surplus tandem seating biplane nor an underpowered mono-
plane. Those types were commonplace. Instead, this airplane
was most unique ... side-by-side seating, an enclosed cabin,
a sexy fuselage, responsive flight controls, a powerful power plant
and a single wing.
What did Don Luscombe, this design's consummate promoter, call it? "Monocoupe'"
clayton Folkerts, Jerry Lederer, Fred Knack and Ivan Driggs made the Monocoupe name synonymous with
gracefu styling and sprightly performance.
Other designs included the four-place "Monocoach," the open-cockpit "Monoprep" and the swift"Monosport ."
Some evolved into sleek and powerful racers.
Don Luscombe, who was he? A charismatic promoter, true, but he was a visionary. He anticipated correctly
what the market wanted and he endeavored to meet this demand. Though he never designed his airplanes, he
....
brought together the necessary engineers and skilled workers who could design and build his airplanes.
Don Luscombe's promotional efforts were aided by the many air racing and aerial derbies that were common
in the '20s and '30s. Race pilots such as Roberts, Omlie, Quinby, Bowman, Klingensmith and Livingston became
"heroes" and added to the aura of the Monocoupe legend.
Don Luscombe's Monocoupe work was comparatively brief, lasting only seven years. Market forces and corporate events compelled Don to
pursue the means to mass-produce his airplanes. From 1933 through the next six years, Don Luscombe founded at least three other airplane
companies that carried his name. He pursued his "mass produced, all -metal" visions with an unmatched enthusiasm. His factories produced stylish
and robust airplanes with catchy names such as "Phantom," "Sprite," "Ninety," "Fifty," and "Sixty-five." These new airplanes graced a wide array
of promotional literature. Like the Monocoupe designs, the later designs offered class with performance.
In addition, Don Luscombe created a school to train ai rplane mechanics in the and construction of metal aircraft. The Luscombe
School of Aeronautics was developed to meet a rapidly growing demand for individuals expenenced in the art of working on "ali-metal" airplanes.
Orders for Don Luscombe' s airplanes flowed into the company, but it was the Luscombe Model 8 that truly fulfilled Don's goals of an affordable,
mass produced, all -metal airplane for the private owner.
81/2" 111", 325 pages, 325 photos, 3,l8w drawings, 6 color pages, #109A - Hardbound $36.95, #109 - SOftbound $26.95
The author spent ten years researching and writing this work. The story is backed up by appropriate documentation. It is an amazing story
- one that has not been told until now. Personalities include: George E. "Buck" Weaver, Charlie Meyers, Ray "Bucf' Vaughan, Hattie Meyers,
Elwood H. "Sam" Junkin, Clayton Brukner and many more.
In the case of the Waco Aircraft Company' s founding there were two teams of two men each who were responsible. Messrs. Weaver and
Meyers formed one team; Messrs. Junkin and Bruknerthe other. Their interpersonal relationships are delved into extensively. Includes the inside
storyof the development ofthe Ohio Aviation School, the DBJ (Deuther, Brukner, Junkin) Aeroplane Co., the Weaver Aircraft Co., and the Advance
Aircraft Co. Comprehensive "Waco" history from 1910 to 1925. Soon-to-be-released Volume 2 will include "Waco" history from 1925 through the
1930s to include the Taperwing.
81/2" Iii", 190 pages, 150+ photos, 3,lew drawings, #106A - Hardbound $34.95, #106 - SOftbound $24.95
"Don't miss the new Waco history book.. . a masterpiece" - Waco Historical Society - June, 1992
waco Magazinesofthe InternationalWaco Association
The International Waco Association was formed nearly two years ago to provide Waco enthusiasts a forum in the form of a quality 28 page
quarterly magazine. The magazine features stories from leading Waco historians, Waco owners and Waco enthusiasts. Each issue is packed
with extensive text, numerous photographs, drawings, illustrations, and helpful and historical information regarding various Waco models and Waco
personalities, past and present.
In order to subscribe to receive future quarterly Waco 28 page magazines, you must join the International Waco Association. New members'
subscriptions will start with the next issue and your membership fees will be good for the next four quarterly issues. Membership dues are: $25.00
for Regular Membership or $50.00 for Charter Membership. Individual past i ssues may be obtained for per issue fees of: $10.00 each for non-
members or $6.25 each for members. You may join the I.W.A. by sending dues to International Waco Association, P.O. Box 2065 - WACO, Terre
Haute, IN 47802. Ee I It
----------------- ---------------- Send payment plus $3. 50 shipping per order to: -- 0 Check 0 Money Order 0 Visa 0 MC
IAviation Heritage Books Indicate Item # Card No. I
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WACO - symbol ofcourageand Excellence
Volume 1, 1910 to 1925 by Fred Kobernuss ...S'ib!4r,g44m
Waco - Symbol of Courage and Excellence deals with the evolvement {?Tlmest producer of
commercial aircraft during the 1920s and ' 30s. For example, in 1927 this company built 460 airplanes while
Boeing rolled out 25.
It details the founding of the Waco Aircraft Company and treats its growth in historical perspective by
illuminating facts and figures that represent not only the contemporary competition to the men of Waco but also
the general aviation cl imate of those embryonic years.
Only a handful were acquainted with the historical meaning of the 'Waco" acronym . Now the mystery
which enshrouded the formative years of the company has been removed.
Painstaking research by the author, the late Fred Kobemuss, has cleared the ai rof prevalent conflicting
information. Read the fascinating story of an aircraft company that had its own gravestone -long before its
demise.
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