MARKETING & COMMUNICATIONS
Gene R. Chase
DECEMBER 1987 • Vol. 15, No. 12
CREATIVE ART DIRECTOR
Copyright ' 1987 by the EAA Antique/Classic Division. Inc. All rights reserved
George A. Hardie, Jr.
President R. J. Lickteig 1718 Lakewood Albert Lea, MN 56007 507/373-2922
Vice President M.C. " Kelly" Viet s RI. 2, Box 128 Lyndon , KS 66451 913/828-3518
Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI49330 616/678-501 2
Treasurer E.E. " Buck" Hilbert P.O. Box 145 Union, IL60180 815/923-4591
DIRECTORS John S. Copeland 9 Joanne Drive Westborough , MA 01581 617/366-7245
Philip Coulson 28415 Springbrook Dr. Lawton , MI 49065 616/624-6490
William A. Eickhoff 41515th Ave. , N.E. SI. Petersburg , FL 33704 813/823-2339
Stan Gomoll 1042 90th Lane, NE
Minneapolis, MN 55434
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430
Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216
Arthur R. Morgan 3744 North 51 st Blvd. Milwaukee, WI 53216 414/442·3631
Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491 -9110
Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 61 21571 -0893
Nokomis, FL 34275
S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213
George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378
DIRECTOR EMERITUS S.J. Wittman
7200 S.E. 85th Lane
Ocala, FL 32672
ADVISORS Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 31 21779-21 05
John A. Fogerty RR2, Box 70 Roberts, WI 54023 715/425-2455
Robert D. " Bob" Lumley Nl04W20387 Willow Creek Road Colgate, WI 53017 414/255-6832
Steven C. Nesse 2009 Highland Ave . Albert Lea, MN 56007 507/373-1674
Contents 2 4 5 5 6 11 12 13 14 17 18 20 24 26 27 28 29
Seasons Greetings AlC News/by Gene Chase Mystery Plane/by George A. Hardie, Jr. Members' Projects/by Gene Chase WACO - M.H. " Curly" Havelaar's Prototype QCF-2/by Gene Chase Type Club Activities/by Norm Petersen Vintage Literature/by Dennis Parks Vintage Seaplanes/by Norm Petersen The Sky Was Their Only Limit! by Glen M. Stadler Welcome New Members Dennis Van Gheem's . . . Cessna 195/ by Norm Petersen Interesting Members - The Weicks Fred and Dorothy/by Kelly Viets Camden 1987/byJeann ie Hill Bounty Hunters of the Air/ by John F. Clark EAA Antique/Classic Division Photo Contest!by Jack McCarthy Volunteers/by Art Morgan and Bob Brauer The Vintage Trader
Page 20 FRONT COVER . . . M.H. "Curly" Havelaar's 1931 Waco QCF-2, Oshkosh '87 Reserve Grand Champion Antique award winner. See story on page 6. (Carl Schuppel) BACK COVER . .. You can almost hear the low-pitched throb of the 275 Jake as Dennis Van Gheem makes a close pass with his immacu late award-winning Cessna 195B. For the true story of a boyhood dream, see page 18. (Carl Schuppel)
The words EAA, ULTRALIGHT. FLY WITH THE FIRST TEAM , SPORT AVIATION. and the logos of EXPERIMENTAL AIRCRAFT ASSOCI ATION INC., EAA INTERNATIONAL CONVENTION. EAA ANTIQUE/CLASSIC DIVISION INC . INTER NATIONAL AEROBATIC CLUB INC .. WARBIRDS OF AMERICA INC .. are reg istered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh , WI 54903-3086. Phone: 414/426-4800. The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division . Inc. of the Experimental Aircraft Association , Inc. and is published month ly at Wittman Airfield. Oshkosh. WI 54903 3086. Second Class Postage paid at Oshkosh. WI 54901 and additional mailing oHices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation . ADVERTISING - An tique/Classic Division does not guarantee or endorse any product oHered through our advertis ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . Postmaster: Send address changes to EAA Antique/Classic Division , Inc., Willman Airfield, Oshkosh , WI 54903-3086. VINTAGE AIRPLANE 3
Compiled by Gene Chase
EAA AIR ACADEMY WEEKENDS
EM Air Academy weekends will bring exciting aviation activity to young aviation enthusiasts. The idea, de veloped by Chuck Larsen, is an offshoot of our highly successful EM Air Academy. The thrust of the program will be a two-day "hands-on" approach to various aspects of aviation that will be conducted at various sites around the country. Target sites at the present time in clude Washington, DC, Indianapolis, Minneapolis/St. Paul and Tulsa, Ok lahoma. Programs will be conducted by EM staff members and interested vol unteers. We are very excited about this program and believe it is an excellent way to involve our youth in aviation ac tivities that spark an interest in learning more about the education programs into the field and further utilize our strong Chapter network, including EAA Youth Coordinators.
S. J. "STEVE" WITTMAN RETIRES FROM EAA BOARDS
After serving many years, noted air craft designer and race pilot Steve Wittman (EAA 34, NC 6719) has retired from the Board of Directors of both EAA and the Antique/Classic Division . Steve and Dorothy Wittman have homes in Oshkosh, WI and Ocala, FL and their transportation between the two is the neat little two-place Wittman 0-0 Spec ial shown here with Steve. (The 0-0
stands for Oshkosh-Ocala or Ocala Oshkosh, depending on their direction of flight!) They make the trip non-stop in about 5-1 /2 hours. We are indebted to Steve for the wisdom and guidance he has provided at Board meetings, and on many other occasions as well. The vacancy on the Antique/Classic Board will be filled by long-time Secret ary of EM, Wes Schmid (EM 3113, NC 6688) of Wauwatosa, WI who has also been serving as an Advisor to the Antique/Classic Board .
VINTAGE EDITOR RETIRES NEW RULE SMUGGLERS
Effective March 7, 1988, aircraft flying through off-shore air defense identifica tion zones will have to display 12-inch registration markings to help airborne law enforcement officers tell the good guys from the bad guys (drug smugglers). In addition, these airplanes must have an externally mounted identifica tion plate to permit quick cross checking of serial numbers against registration numbers when on the ground. The aim again is to help identify suspected drug smugglers, as is an additional require ment that pilots must carry appropriate documentation covering the installation of any extra fuel tanks. FAA estimates that the 12-inch mark ing requirement could affect as many as 13,500 aircraft. 4 DECEMBER 1987
'" It is with mixed emotions that I pre pare this issue of THE VINTAGE AIRPLANE for publication. I have been involved with the production of VIN TAGE for most of the issues since Vol ume I, Number 3 dated March, 1973 and this December issue will be my final one. The date is October 28, 1987 and I am retiring in two days. My wife Dorothy and I have planned for this memorable day for several months and we look for ward to spending more time with family in Oklahoma, Texas, California, Neb raska and Washington . We have enjoyed living in Oshkosh for the past four years and plan to stay. I will be able to fly our Davis D-1-W and E-2 Cub much more than in the past.
Fishing and flying radio control model aircraft will take some of my time . .. and I might even dust off my flute and piccolo and play in a local community band or orchestra . . . and there's a Hen derson-powered Heath Super Parasol in the hangar awaiting restoration . .. and .. .. If I've heard it once I've heard it a hundred times from my retired friends that I will be busier than ever after retire ment. I know it will be true in my case and I look forward to that, but I wi ll miss the daily rapport with those with whom I have worked over the years. I will forever treasure the many friends from throughout the world I've made through EM . . . thanks for the wonderful memories . ... Gene R. Chase.
by George A. Hardie, Jr. - - - - - - - - - - - - - - - - - -
Triplanes evidently appealed to some designers who thought if two wings were good, three would be better. The triplane shown in the photo enjoyed a brief moment in the limelight of interest among personal plane pilots but was soon abandoned. The photo was sub mitted by Owen Billman of Mayfield, New York, builder of "Little Pink Cloud" in EM's early days. Answers will be published in the March, 1988 issue of THE VINTAGE AIRPLANE. Deadline for that issue is January 10, 1988. The Mystery Plane in the September, 1987 issue of THE VINTAGE AIRPLANE is a Zenith Z-6B. Frank Fil kins of Layton, Utah, who submitted the photo, writes :
"The aircraft came in three series be fore going out of business - the Z-6 had a 220 Wright and was a six place, the Z-6A had a 420 Pratt and Whitney. The Z-6B had a Pratt & Whitney Wasp C and was a seven place aircraft. The photos shows NC-9774 of Gillam Air ways. The photo was taken at Copper Center, Alaska. William Bunsen and I did an annual on this airplane at Fairfax Airport, Kansas City, Kansas in 1935. We also did work for Harold Gillam in 1934 and I got to know him quite well. Harold was one of the finest men I ever met and history shows him to have been a superior pilot. " These airplanes were built by the Zenith Aircraft Company, Midway City,
California. The company was organized in August, 1927 and specialized in de sign and construction of high perfor mance commercial and military aircraft, according to published references. The wing span of the Z-6B was 41 ft. 6 in. , weight empty was 2845 Ibs., gross weight of 47631bs. High speed was 150 mph, cruising 125 mph and landing 58 mph. Six passengers were seated in ttie cabin and a single-place cockpit was provided for the pilot. References : Aero Digest, April , 1931 ; Juptner Vol. 9, and Janes All the World 's Aircraft, 1931 . Answers were received from Norman Orloff, San Antonio, TX ; Doug Rounds, Zebulon , GA; Marty Eisenmann , Gar rettsville , OH; Charley Hayes, Park Forest, IL; Wayne Van Valkenburgh , Jasper, GA; Cy Feller, Hamilton, On tario ; and H. Glenn Buffington, San Diego, CA . •
by Norm Petersen Dale P. Jewett (EAA 19866, AlC 11742) of 606 N. Mayfield Road, Hutchinson, Kan sas 67501 has recently acquired a com pletely disassembled Stinson HW-75 built in 1939. The three-place, high wing an tique is N23792, SIN 7247 and features a Continental C85-12F engine installed under an STC from Lombard Airport, Inc. He hopes to have the rebuild completed by the 50th birthday of the Stinson, De cember 21, 1989 and would appreciate any encouragement or advice that mem bers could provide. Dale would like to lo cate the current ownership of the Type Certificate A-709, and any possible man ufacturing prints. He can be reached at 316/682-5523 (days) and 316/662-5207 (evenings). VINTAGE AIRPLANE 5
M.H. "CURLY" HAVELAAR'S
AIRPLANES MAHlJFACTUA.£O IV NNAHCE. AlR.CAAFT
co... TROY, OHIO
Curly Havelaar flying his rare prototype 1931 Waco QCF-2 near Wittman Field, Oshkosh, WI.
by Gene Chase (Photos by Carl Schuppel, except as noted) In the mid-thirties, two significant events occurred in the life of a young Marion H. "Curly" Havelaar growing up on the plains of South Dakota. The first was the excitement of a Ford Trimotor which the Inman Brothers Flying Circus was barnstorming through the area. Rolley and Art Inman and their troupe gave $.50 and $1 .00 rides flying out of a nearby hayfield which Curly recalls had been thrashed but still contained many straw piles. Curly vividly remem bers the thrill of his first airplane ride in that "giant airliner." The second event was his sighting of a black and gold Laird biplane parked near some trees in a field. Curly recalls that he greatly admired the Ford Trimotor, but even more so, that beau tiful biplane . .. "I have never really seen another one that turned me on quite as much as that Laird. It (still) is the most impressive airplane I've ever seen." 6 DECEMBER 1987
By then he was severely bitten by the aviation bug and out of high school he worked for the Glenn L. Martin Com pany building B-26 Marauder medium bombers. Realizing that job wasn't for him, he decided to learn to fly and joined the Army Air Corps. He was classified a pilot trainee and sent to Hancock Air College at Santa Maria, California where he flew Stearman PT-13s. Al though he didn't get his pilot wings, he had the distinction of flying one of the earliest PT-13s - the 10th one built. Curly stayed in the service and re ceived his commission as a bombar dier, flying on B-17s during World War II in the Eighth Air Force. During the Korean War he flew as a radio operator on B-29s. For the next eight years he flew as a RO in F-89 and F-1 01 fighters. By the time the Viet Nam conflict oc curred, he had been assigned desk duties and other jobs. His final assign ment was that of a radar commander of a remote site in Idaho. Curly retired from the military in 1971, but in the meantime he had taken up
flying once again soloing a Monocoupe 115AL in 1956. He said , "Later, that same plane was totalled in Odessa, Texas when owned by the Dow Chem ical Company as a test bed for the Win decker Eagle project. Bud Dake bought the pieces and rebuilt the plane as that gorgeous black and red Monocoupe we've seen at Oshkosh." While still in the service and stationed at Waco, Texas, Curly became good friends with world-renowned aerobatic pilot, Frank Price. One day in 1957 while visiting in Frank's hangar with a man from Tulsa, Oklahoma Curly ex pressed his desire to own a biplane . . . preferably a Waco . . . and preferably a "little squatty F model. " The visitor from Oklahoma said, "There's one of those in Tulsa. Sandy Vance owns it. He bought it from aero batic pilot Elmo Mauer." Curly im mediately contacted Sandy and learned the Waco was for sale because the owner needed funds to pursue his in strument rating . Curly went to Tulsa taking a friend with him who owned a Fleet, to help fly
the Waco back to Texas. The Waco was purchased for $1,800 and even though it was pretty badly covered with mud and had a recent repair to a wing spar, it was airworthy. Not knowing how much to prime it, they finally got it started and hurriedly took off trying to beat some weather moving in. The Fleet pilot was startled because the Waco leaped off the ground so fast - this impressed both of them . The plane was badly out of rig and to help compensate they flew at reduced power until landing at Denton, Texas. There they re-rigged the plane and flew on to Waco, dodging more weather along the way. Curly is proud that it was Frank Price who gave him dual and checked him out in his newly acquired F model Waco. After being assigned to two or three other locations, Curly was eventually assigned to the Air Force Base at Great Falls, Montana. It was there he disman足 tled the plane and started to restore it. This effort would take 18 years during which the plane was in storage part of the time while Curly was overseas. When he first got out of the service he got involved with building houses and other civilian jobs which took most of his waking hours. One day he said to himself, "This is a bunch of baloney," and he dedicated full time to finishing the restoration of his Waco, finishing it in 1979. Curly feels very strongly that it's important for the owners to research the history of their antique and classic planes. In many cases, the people who could supply valuable information are gone and their knowledge is lost forever. After seeing the immaculate work足 manship of Curly's Waco, NX11241 , it's hard to believe that he feels the physical work of restoring the plane was the minor part of the project. His extensive research of the plane's history began early on when someone said, "You have an unusual airplane. It's the pro足 totype of the Waco F-2 series and still licensed Experimental." Thanks to that statement and his ensuing research, Curly realized that he had better put it back in its original configuration .
M.H. "Curly" Havelaar (EAA 47909, AlC 223) proudly holds his Oshkosh '87 Reserve Grand Champion Antique trophy. NX11241 previously won this same award at Oshkosh '79.
NX11241 at the old Halley Airport, Rapid City, SO in 1958, one year after Curly bought the Waco. He said, " It flew very well despite its doggy interior. Fortunately the original wood, metal and brake system were all intact."
. . . he was somewhat disappointed . . . that it wasn't all jazzed up with wheel pants, speed rings, etc. Prior to that decision, Curly admits he was somewhat disappointed when he bought the plane in 1957 that it wasn't all jazzed up with wheel pants, speed ring, etc. When he first started to restore the Waco he planned to add those items and "really make a hot shot look足 ing airplane out of it!" During his early research, Curly learned that his plane, the prototype Waco QCF-2, NX11241 , SIN 3453, was manufactured on 4-4-31 and sold to the Continental Aircraft Engine Co. of De-
NX11241 at the Continental Engine factory. (L-R) Willis Brown - Continental Tech Rep., Freddie Lund - Waco Test Pilot and famous Taperwing aerobatic pilot on the day before his death, and Lee Brutus - Waco Vice President. VINTAGE AIRPLANE 7
NX11241 undergoing drop tests at the factory to prove the new landing gear.
The markings on the Waco were reproduced accurately from factory photos. This prototype QCF-2 was never certificated, hence the NX designation denoted Experimen tal category.
The authentic instrument panel in the rear cockpit. 8 DECEMBER 1987
troit, Michigan. It was the only Waco prototype ever to be sold. Curly's curiosity as to why Continental pur chased the plane, whetted his desire to learn all he could about the plane. In the meantime he proceeded with the restoration which presented no major problems, thanks to having plans and several photos to work from. He covered NX11241 with Grade A fabric and finished it in its original colors Waco Vermillion on the fuselage fin and rudder, with a black stripe edged in gold, black struts and silver wings and horizontal tail surfaces. A copy of the original production record provided Curly with the exact colors and number of coats of dope. As part of his research, Curly con tacted all the original owners back to Continental where he hit a big void. Sometime later he obtained a book en titled Continental! Its Motors and Its People by Bill Wagner. The book spe cifically mentioned a Waco F-2 owned by Continental, including the pilot's name, Paul E. Wilcox, and other details. Curly contacted the author and in time received a nice letter from Paul E. Wil cox of Emitt, California who wrote, "Yes, I was a test pilot for Continental en gines. I have just returned from a six week visit to Alaska and found your let ter to Bill Wagner including a snapshot. Needless to say it dredges up some old and fond memories. Am so happy to learn that Betsy is still alive and so well . Had no idea she could have lasted this long. "Our first flight in 11241 was on 11 28-31 . That must have been the time Continental took delivery. We installed R-670, SIN 501 and gave it its maiden flight on 12-14-31. "After many hours of flight testing under the most severe conditions, I de livered the plane and engine to the Navy in Pensacola, Florida where they tested its suitability for use on the (dirig ible, USS) Macon. That was for the XJW-1 procurement. On the basis of these tests, several (actually, two) of the F-2s with the R-670 were purchased and used by the Navy. "It then went to Randolph Field at San AntoniO, Texas and demonstrated to the Air Corps hoping they might be in terested in the plane's merits as a pri mary trainer. "I flew this entire trip with the R-670 at wide open throttle to see if something might bust. To recap, I arrived at Pen sacola 5-9-32, left for Randolph Field on May 13th, arriving on the 16th and de parting for home on the 19th. "My last flight in the F-2 was on 9-23 32 about a month before I left Continen tal. I can't remember whether we sold her before I left, if not it was a short time thereafter. "You mentioned Lee Brutus, Freddie Lund and Willis Brown. I knew them all very well and flew Willis on many sales
trips when he was with Continental. A fun guy, Lee Brutus was a bearcat when he got a few under his belt. "Looking back over fifty years things do get a bit blurred and try as I may I can't seem to remember much that I think might be of interest to you. How ever, if you have some specific ques tions that might jog my memory, I'll do the best I can." . .. signed Paul E. Wil cox. Needless to say, Curly wrote to him again and learned more of the history of his rare Waco. All the time Continen tal owned it, only one propeller was used - a metal Hamilton "flattened out" which gave "a faSCinating short take off run and high rate of climb, at least for those days." All flights including cross countries were flown at full throttle and only one failure occurred. The oil pump drive shaft failed about 30 miles south of Wil liamsport, Pennsylvania and Wilcox landed in a farm field with no problem, tied Betsy to a fence and rode a milk train into Williamsport. It took about three days for the factory to get a new oil pump to him. While in Pensacola for the suitability tests for use with dirigibles, some of the Navy pilots tooks their wives and girlfriends for aerobatic rides, including loops, slow rolls, snap rolls, etc. in the Waco. Wilcox stated that the QCF-2 was equipped with a Heywood starter (as was Continental's Waco C Cabin) and the F-2 was flown mostly without a speed ring. Thanks to his correspon dence with Wilcox, Curly was able to complete the restoration of NX11241 in the original configuration as flown by Continental Engines. Curly noted, "That was a fascinating concept - an engine manufacturer traveling around in an experimental airplane, demonstrating it and trying to sell it to customers. Continental was selling airplanes, which would create a market for their engines!" On the subject of engines, NX11241 was first powered with the 165 hp Con tinental A-70-2 , SIN 501 which was later replaced by Continental with the 210 hp model R-670. Curly has an early A-70 2, SIN 579 but it's in such bad condition he doubts if it could ever be made air worthy. So for reasons for safety and practicability he continues to use the 220 hp Continental W-670 which was installed in his Waco when he bought it. With that extra power, Curly pays careful attention to the fuselage frame because this prototype QCF-2 was con verted by the factory from a KNF fuse lage built up of 1025 steel tube and powered with the 100 hp Kinner K-5 . While he was restoring the plane he found places where tubing had been cut and relocated within the fuselage in the modification process. Other firsts for NX11241 are Waco's
Waco's first use of metal ailerons was on this prototype of the aCF-2.
Curly first brought his aCF-2 to Oshkosh '79 where it was named Reserve Grand Champion Antique. This "Continental Engine" marking was not on the plane then as he had not as yet located a photo to verify it.
One of the two Waco UBF-2s delivered to the Navy in 1934 and designated XJW-1. This one is No. 9522. VINTAGE AIRPLANE 9
The Waco factory in 1928 or 1929. The F-2 Wacos could land and take off in the 100' circle ringed by autos.
Static tests being conducted on the stabilizer of NX11241 at the factory.
Compared with many antiques cur rently flying, Curly's prototype QCF-2 is certainly no hangar queen. He has flown it nearly 1,400 hours and on July 29, he celebrated his 65th birthday by flying it 6.5 hours from his home in Rapid City, South Dakota to Oshkosh where the judges named the Waco the Oshkosh '87 Reserve Grand Champion Antique. This is a fitting tribute to Curly Havelaar for his extensive research and outstanding workmanship which re sulted in a superb and authentic resto ration of a historically significant airplane. But Curly isn't resting on his laurels. He's involved in a fascinating project which in a way is related to his QCF-2.
It was mentioned earlier that NX11241 was flown to Pensacola, Florida in May, 1932 and demonstrated to the Navy as "hook on" trainers for the pilots who were to be "scouts" for the USS Macon. The Navy was impressed and they ordered two Waco UBF-2s in February, 1934 designating them XJW-1s. The UBF-2s (XJW-1 s) were powered by 21 0 hp Continentals and the Navy required them to be standard category aircraft with approved alterations adding the overhead hook structure for hooking onto the "trapeze" lowered from the gondola of the Macon. Curly just happens to have a UBF-2 which he is building up to represent one of those original Navy XJW-1 s. It will have all the Navy instruments, the ad justable seat, the trapeze hook arrange ment and will be in authentic Navy col ors. So in a year or two if you see a nimble little Waco trying to hook up with the Goodyear Blimp at Oshkosh, you can bet it will be M. H. "Curly" Havelaar fly ing another rare aircraft . •
Factory tailwheel installation on the F-2. It was located 12" further back than on the F series.
The neat installation of the 220 hp Conti nental engine and ground adjustable Hamilton-Standard prop on NX11241 . Curly has flown 1,400 hours behind this engine.
use of the plane as a test bed for the Clark Y airfoil, new metal ailerons and a new style landing gear. This gear has the main landing gear legs mounted on the lower fuselage longerons rather than the lower fuselage centerline with outrigger type bracing. Curly states the Waco F Series were the first to have factory mounted tail wheels. They also had a mechanical brake system called the British brake, activated by moving the throttle inboard while depressing the desired rudder pedal for braking action. This concept was introduced to Waco by one of their engineers who was trained in Great Bri tain. The same system was used on British Spitfires. The British brake is sometimes referred to as the Johnson bar. This is incorrect as the Johnson bar system is entirely different. Inciden tally, the British brakes were made by the Warner Aircraft Corporation, the manufacturer of Warner engines. "The original system is still in my plane and there are no major problems in operating it. I like the feature because
10 DECEMBER 1987
the brakes can be locked and will hold (the plane) up to about 1,300 rpm insur ing some safety when I prop the Waco myself. It's just as good as any chocks."
NX11241 Named Oshkosh '87 Re serve Grand Champion Antique
ClubActivities Compiled by Norm Petersen
C~na 120/140 ~
CESSNA 120/140 CLUB
Author Geary Keilman notes how members are finding debris falling out of the bottoms of the carb heat muff when it is separated. Usually it's sand and dirt, however sometimes it involves bird nests, leaves and "unknown" stuff! This accumulation is sucked into the system and sometimes finds its way into the carburetor! The solution to the problem is simple enough - insert a clean rag or foam plug into the carb heat air intake when finished flying for the day. Remember to remove before flying! Perhaps a red or orange streamer should be attached for help in remembering. If you pull the cowling off, separate the heat muff and clean it out with a damp rag. Nearly as important is to clean out the wire reinforced air ducts (scat tubing) that lead in and out of the muff. Dirt will accumulate in the grooves along the wire spiral, especially at the low pOint. Since going this far, check the filter and heat box assembly just below the carbo The filter should look clean and have plenty of fuzz on the outside screen. Dirty filters should be cleaned with gasoline or solvent and re-oiled with no. 10 oil. Brackett type filters should be discarded and a new filter installed. (New Brackett filters are yel low in color for easy dirt indentification!) Join the dirt-busters. Your engine will thank you . For information on the West Coast Cessna 120/140 Club, contact the club treasurer, Elsie Thompson, at P. O. Box 727, Roseburg, OR 97470-0151, phone 503/672-5046 . Annual dues are $1 0 per year.
used. Plans for this modification are available from Vi Kapler, 15 NW. 4th Avenue, Rochester, Minnesota 55901 for $7.50. The problem is that the aile ron cables have to be disconnected in order to take off the outboard wing sec tions to move the airplane. In the United Kingdom, airworthiness requirements demand that following disturbance of primary control circuits (engine or flight controls), a duplicate inspection must be carried out by two licensed engineers with licenses in the appropriate categories, and the inspec tions must be entered in the logbook. The cost is $20 to $50 per Signature! And now Mr. Jim Wills of 1 Humber Road, Blackheath, London SE3 7LT, England has made drawings and mod ifications on a system that employs an automatic aileron connection that re quires no disturbance of cables! The "instant connect aileron control/center section" drawings are available for $20 from Jim. It was noted in the newsletter that Pietenpols are being built and flown all over the world . At present, some 18 are being built in South Africa. Tom Keegan, P.O. Box 155, Sol dotna, Alaska 99669 is in the process of building two large 25-1 /2 foot trailers to haul his Aeronca Champ and all his household goods back to the lower 48 states. He plans on placing the two trail ers about 35 to 40 feet apart and build ing a truss between them with a roof over the top. That way he will end up with a 35 x 26 main hangar and two heated workshops - one on either end! He should be able to finish up the Champ and get on with building a Pietenpol! Very clever idea! The Buckeye Pietenpol Association newsletter is edited by Frank Pavliga, 2800 S. Turner Road, Canfield, OH 44406. Published quarterly, the news letter is $7.50 per year.
SHORT WING PIPER CLUB
A most unique problem for Pietenpol builders has surfaced in England. One of the more popular modifications on a Pietenpol is a three-piece wing instead of the long, one-piece wing originally
Several parts of the "Short Wing Piper News" from the September-Oc tober 1987 issue are of interest to airplane rebuilders and restorers.
The first part of a series on covering fabric Piper aircraft by noted restorer Clyde Smith, Jr., Rt. 1, Box 33, Logan ton , Pennsylvania 17747 is detailed in the issue. Diagrams and instructions on covering rudders on J-3 through PA-22 aircraft are well done in down to earth language. Complete measurements for "origi nal" fabric replacement are given along with some very helpful hints on ending up with a professional job. The second part of the series will be in the November-December issue. A very nice picture of 70-year-old Edgar W. Adams of Oklahoma City and his Piper Colt seems to bring home the title of the story - "Cheaper than a Nursing Home." He says, "I couldn't af ford a twin-engine so I bought a Piper Colt in 1979." The plane had been reco vered in Stits. "Wheelers and dealers in commercial aviation underestimated this precious little private plane," Edgar said. "While they were selling bigger and faster airplanes that people couldn't afford, they debunked this little jewel. Now that their customers are broke, they want to buy mine. I tell them it's not for sale, because it's too little, too slow and I wouldn't take advantage of them." Pilots often have trouble with ''trim systems" in Piper aircraft with the "jackscrew" type of unit when cold weather arrives. Again, Clyde Smith, Jr. comes to the rescue with a timely article on how to avoid trouble. It seems that a thick batch of grease builds up on the screw thread and when it gets mixed with dirt and grit, the cold weather immobilizes the screw. The re sultant tugs on the operating cables wears grooves in the pulleys and every thing stops! The secret is to carefully clean the grease from the screw and moving as sembly with a toothbrush and solvent plus a small rag. Be sure and place rags under the area so the inside of the fuse lage doesn't get all dirty and contami nated. Once the heavy oil and grease is re moved, lubricate the screw assembly with a dry lubricant such as Teflon pow der, graphite powder or other lubricant that won't stiffen up in cold weather, nor attract dirt or abrasive grit. Once this is accomplished, the trim system should give no more problems for many hours of flying . If you are not a member of the Short Wing Piper Club, call Larry Smith at 8031 432-5943 for details on how to join . • VINTAGE AIRPLANE 11
by Dennis Parks
Lightplane Engines -1941 On July 17, 1941, the Civil Aeronau tics Administration issued the Certifi cate and Inspection Division Release No. 60, "Some Present Day Problems in Light Airplane Engines." The 40-page report was the result of a paper by Ralph S. White, Chief, Power Plant Unit of the Engineering Section of the CM. The paper was pre sented at the National Aeronautic Meet ing of the Society of Automotive En gineers held in Washington, D.C. March 13-14, 1941. The paper was an outline of what was seen then as current problems concern ing the operating characteristics of light airplane engines. Also included were statistics on private flying operations from 1936 to 1940 and an analysis of power plant failures of lightplanes. A section also examined service and operating problems of the engines and provided detailed handling of persis tently chronic problems such as icing, detonation and vibration . The study of lightplane engines was limited to horizontally opposed engines of low horsepower. The author stated "Any attempt to define a light airplane engine would stir up too much con troversy; accordingly, accompanied with a feeling of relief the decision was made to consider the four-cylinder, hori zontal opposed aircooled engines as representatives of this classification, in asmuch as these engines represent a type of which over 90 percent of all the engines under 100 horsepower are so constructed." Since the Aircooled Motors Corpora tion (Franklin), Aviation Manufacturers Corporation (Lycoming) and the Conti nental Motors Corporation were the only companies actively manufacturing and selling these types of engines, all of which are rated through 1940 in the 40 to 80 horsepower range, the engines were discussed collectively and refer red to in the paper as the "Little Three" engines. That these engines were in continual development was reflected in the 20 percent per year growth in horsepower from 1936 when they were rated at 40 horsepower until 1940 when they were developing 80 horsepower. The author held that the records of the small engines and lightplanes were truly remarkable, witnessed by the statistics provided from a study of pri vate flying from 1935 through 1939. 12 DECEMBER 1987
The data included the operational re cords of all aircraft in private flying of which two-thirds of the total number were equipped with the "Little Three" engines. The statistics showed a con tinuing increase in the utilization of light planes and a steadily improving safety record . From 1936 the number of aircraft en gaged in "Private Flying Operations"
rose from 8,849 to 12,274- an increase of 28 percent. In the same period the number of miles flown almost doubled going from 93,320,375 to 177,868,157. Despite the increased number of air craft and miles flown, there were only 35 more accidents in 1939 than in 1936. The miles flown per fatal accident in creased from 586,921 in 1936 to over 900,000 in 1939 - an increase of 35 percent. Since 1936 the CAA had being doing engineering analysis of mechanical fail ures in scheduled and other flying as to provide a detailed breakdown of causes. In this report White only examined the reports for "Little Three" engines. He believed that the reports turned in to the CM reflected an accu rate cross-section of the problem even though only 25 to 50 percent of the ac tual troubles were reported. Of the accidents reported during 1936-1940, 921 showed failures of the power plant. This accounted for 57 per cent of the problems. The airplane was responsible for 40 percent and the pro peller 3 percent. Leading all causes of engine prob lems were the fuel system failures which totaled almost 23 percent. The major fuel system problem was ice in the carburetor, followed by water or dirt in the system. "Ice in the carburetor stands out pre dominantly when compared with the other difficulties. This has gradually cor rected by more emphasis on intake air heater design in small aircraft." Engine structural failures were not a large factor in the powerplant problems, accounting for only 15 percent of the failures. The major structural faults were pistons seizing -7 percent of en gine failures, and crankshaft breakage - 5 percent.
Some comments on other engine problems were: "Cylinder head failures are noticeably low. This is due to the fact that engines in private operation have comparatively low outputs. Magneto and spark plug difficulties were largely due to the use of single ignition. "Fuel line failures in light airplanes principally occur between the car buretor and fuel strainer. This may be due to relative movements between these units. "With regard to the lubrication system, the employment of pressure type cowl ings in current light airplane designs has resulted in many instances of higher oil temperatures being de veloped ." Engine idling problems were reported as a large contributor to operational problems with light aircraft. "During the past year the Administra tion received over 130 reports of engine stoppage while idling in flight. In most of these reports the pilots have stated that it was not possible to restart the engine in flight. Forced landings have
RED SEAL ENGINES 'UIU FDIt TNE JD'
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therefore resulted ." The paper gave some operational tips to overcome some of the idling problems. "Slow idling is dangerous. "An idling adjustment resulting in an even slow speed on the ground is not a sufficent precaution to prevent diffi culty in flight. Carburetor operation is affected by cold air, humidity, rain , angle of flight, bumps and maneuvers. GROUND IDLING SPEEDS FOR EN GINES OF THIS TYPE SHOULD NOT BE SET TO LESS THAN 550 RPM . "Gun your engine during glides. "Wherever possible, except during final approaches to landings and when practicing landings, it is advisable to op erate at part throttle, in order to keep an engine warm and clear. "Your carburetor likes heat. "MAKE IT A RULE TO TURN ON YOUR CARBURETOR HEAT BEFORE
CLOSING YOUR THROTTLE. An en
gine needs heat during an extended idl
ing operation during glides." The report continues to talk about other facets of lightplane operations in cluding fuel and oil, replacement parts, overhaul and vibration. In conclusion the author wrote , "I, personally do not consider the picture
which has been unfolded should be re ceived with dismay. On the contrary, this survey, far from indicting, reallyes tablishes the position of the 'Little Three' type of engine. It is hoped this will act as a stimulus for greater im provement and at the same time focus
the spotlight of admiration on the 'Little
Three.'" As a service to those who wish further information on this topic or who may be operating engines of the type studied, the EAA Foundation Library can provide copies of the report .•
Ordered by the Soviet Union in 1936, this Vultee V-1A was mounted on Edo 36-9225 floats and flight tested in San Pedro, California harbor. Painted blue and red, it differed from other V-1A's in that it sported a triangular fin and de-icing boots. Registered URSS L-208, the plane was checked out by the Russian pilots Levanevsky and Levchenko before they left August 5, 1936 for Russia via the Alaskan route. Once in Russia, the floats were exchanged for wheels and the pair continued their flight to Moscow. The 5% week, 10,000 mile trip went off without a flaw. Note winter front on the Wright Cyclone GR-1820-GZ engine and the large ADF loop on top of the fuselage. VINTAGE AIRPLANE 13
(L-R) Don Walters and Charlie Haneline at Laguna Hills, CA Country Club where they continue to work at lowering their 18 handicap.
Not many in Orange County, Califor nia know when they see two gentlemen golfers riding pilot and co-pilot in their cart along the fairways that Charles Haneline and Donald Walters played important roles in aviation history. Although their careers in aviation began after World War I and their flight patterns must have crossed hundreds of times during half a century, they didn't meet until five years ago at Mis sion Viejo Country Club. The illustrious career of Charlie Haneline, retired vice-presidenUcaptain of United Air Lines, reads like a Who's Who in American aviation. His friends and colleagues included such world-fa mous fliers as Eddie Rickenbacker, Charles Lindbergh, Jimmy Doolittle, Howard Hughes, Curtis LeMay, Hap Ar nold, Roscoe Turner, Wiley Post, Amelia Earhart, and actor Jimmy Stewart, (General, U.S. Air Force, Re tired) . While Haneline and Walters had mutual friends - Doolittle and Turner, for example - Walters' dramatic career dealt more with machines than with men. He was a daredevil, death-defy ing, upside-down-flying barnstormer, and later a test pilot for such famous planes as the 8-24, 8-25, P-51 , C-82, AT-6, F-86 and T-28. Walters continu ally challenged death, and always won - but not without a few dozen scars 14 DECEMBER 1987
from crashes. Now in their seventies, Haneline and Walters concentrate on flying shots across ponds and sand traps over the tough , hilly golf courses around Laguna Hills and Mission Viejo, in a never-end ing effort to lower their handicaps which hover around 18. Sometimes, between shots, they can hear the roar of planes flying to and from nearby EI Toro Marine Corps Air Station, which is a good cue to their playing partners to ask ques tions about the "old days.'" Haneline can't remember a time when he didn't want to be a pilot. His father, a friend of the Wright brothers and a captain in the Army Signal Corps (the nucleus of our Air Force), took his six-year-old son for a flight in one of the Wrights' planes. Later, when the United States entered World War I, Haneline's father served with General Pershing. In Europe, Pershing's driver was an energetic young man who not long be fore had set a world speed record for racing cars at 135 mph . "My Dad told me that this guy was nuts to learn to fly, and kept pestering Dad to teach him so he could fight the huns," Haneline re calls. "The kid's name was Eddie Ricken backer. Later Eddie and I became seri ous competitors : He as president of Eastern Air Lines, and I as vice-presi dent of United."
Several years after the war, young Haneline met a tall, thin barnstormer named Charles Lindbergh, in a cow pasture turned airfield near Haneline's Illinois. hometown of Kankakee, Lindbergh and Harland "8ud" Gurney, who later became famous as United's Captain Gurney, were selling rides for $1 .50 in an old Curtiss Robin . On one of the landings, Lindbergh's plane blew a tire, just as Haneline rode up on his motorcycle. Lindbergh, un tangling his lanky frame from the plane's cockpit, saw the youngster and his bike. "Hey, kid," Lindbergh called, "it looks like your tires and mine are about the same size. How about . .. ?" "Yes, sir, Mr. Lindbergh, " Haneline al most shouted. "you certainly can use one of mine." "Okay, son . What's your name?" "Haneline ... Charlie . .. Charles. The same as yours, sir." "Okay, Charles," Lindbergh said, smiling. "This's what we'll do. We'll trade you the use of your tire for free rides." "Oh, my gosh," Haneline choked. Leaning on the fender of his golf cart, Haneline remembered: "It didn't take me long to get the wheel and tire off of my cycle and hand it to him. It was one of the proudest moments of my young life." The sequel came nearly half a cen tury later. Lindbergh, gravely ill and near death, asked Captain Gurney and Haneline if they'd honor him by flying him from Los Angeles to his home in Hawaii . It was "The Lone Eagle's" last flight.
(L-R) Charle Haneline and pro-golfer Palmer discussing the game.
Glen M. Stadler 3042 E. California Blvd. Pasadena, CA 91107
Haneline bought his first plane for $500 from a government-surplus catalog when he still was a teenager. It was delivered in a crate . Haneline rip ped off the wood , read the instructions, assembled the parts and took the plane to Kankakee "airport." For a couple of years he buzzed over the Illinois coun tryside . One foggy evening, the plane's wheels hit planks laid across the run way and Haneline crashed . The craft was damaged, but not totaled . He was able to sell it for $150. In 1926, Haneline entered Northwest ern University and majored in mechan ical engineering. After three years, at the onset of the Big Depression , his ad visor said: "Haneline, the way things are going out there , you wouldn 't be able to get a job in a gas station with that de gree. Switch to factory management.''' He did. A year later Haneline got a job with Stout Aircraft in Detroit and began flying Ford Tri-Motors. Stout merged with National Airlines, then United Air Lines was formed by a merger of National Boeing Air Trans port, Pacific Air Lines and Varney Air Lines. Haneline's first assignment in his long career with United was to indoctrinate 10 stewardesses (who then were nurses) into the "mysteries" of the Boe ing Model 247 all-metal "three-mile-a minute," two engine monoplane. "Things weren't as complicated then ," Haneline recalls, 'so my 'task' took only about a week. But it was an excellent beginning for me with United ." During his four decades with United, Haneline served as vice-president in three capacities . In World War II, he was switched six times from civilian to Air Force major and back again. After the war, a young officer ap proached Haneline for a job. That same man - George E. Keck - later be came president and chairman of the board of United Air Lines. Among the many interesting and in triguing encounters Haneline had over the years were those with Howard Hughes and Jimmy Stewart. "I first met Hughes at the United pilot school where he came for refresher courses and checkouts. I was United's regional manager in Los Angeles when Hughes owned TWA. I soon learned not to be surprised when , unannounced, Howard would push into my office. " 'Charlie,' he greets me, 'will you drive me over to my office?' I'd ask him, 'Why me, when you have limos and helicopters and, in fact, a whole darned
In the thirties Don Walters performed at air shows in his 110 hp Warner-powered 1931 Gee Bee "Sportster" Model E. The right wing from this aircraft, NC72V, is currently on display in the EAA Aviation Museum in Oshkosh, WI.
airline?' 'Oh,' he'd say, 'I like to be with an old pilot like you .' And I'd take him to his office, or wherever he wanted to go. Once he decided he'd like to drive up to Santa Barbara. So, away we went. "The last time I saw Hughes was in Buffalo ai rport. I hardly recogn ized him. He'd lost weight and had a scraggly beard. I went to him and said , 'Hi, How ard.' He whispered , 'Don't say anything to me. I don 't want to be recognized . I'm on my way to the Bahamas.' That's the last time I saw him, and I believe it was the last time he was in the United States .. . alive."
Haneline met Stewart in Los Angeles where the picture, The Spirit of St. Louis, was being filmed. "Lindbergh had named Jimmy to play him, and Bud Gurney to be technical director. Jimmy used my office for his dreSSing room at the airport. Bud told him about my loan ing my motorcycle tire to Lindbergh. Stewart wanted that scene in the film , and it was duly shot. Here was my big chance to be in the movies. But, you guessed it, that scene was left on the cutting room floor." Don Walters' career began in his na tive Ohio in the late 1920s. Like VINTAGE AIRPLANE 15
Charlie Haneline's first assignment with United Airlines was to indoctrinate these 10 stewardesses into the "mysteries" of the Boeing Model 247 which stands behind them. Could these be the original "Charlies Angels"?
Haneline, his one and only ambition was to fly . After high school he entered Ohio State University in Columbus, "but the aviation bug had bitten . . . too deeply. I just couldn't concentrate on college books. After three semesters I quit, fcund a night job, and spent my days at the airport." He remembers the precise amount of instruction it took to learn, and to solo : four hours and 20 minutes. Then, after a total of ten hours he got his private pilot license. His first real test, however, came shortly after. The plane he was flying lost one of its three cylinders and he had to land in a hay field . "What a confidence builder!" Walters expelled a deep breath at the memory. Aside from his formal instruction and the emergency landing, Walters had to teach himself almost everything else about flying. Because there was little de mand for pilots in that first year of the Depression, Walters taught himself aer obatics. It wasn't long until his fame spread as he barnstormed with his low wing Gee Bee racer. An article in a Grand Island, Ne braska newspaper carried this item: "Don Walters, ace speed plane aerobatic flier, is noted for his daring and is one of the country's premier high-speed aer obatic fliers. In power dives he attains speeds of 300 miles an hour. He does inverted power dives, outside loops, snap and slow rolls, vertical power rolls, hammerhead stalls, and tail spins. " News photos show Walters flying up side down, a dozen feet off the ground, with the caption : "That Crazy Upside-Down Pilot." Walters later landed a job as chief test pilot for Culver Aircraft, first in Col umbus, Ohio, then in Wichita, Kansas . 16 DECEMBER 1987
After leaving Culver, he signed on with North American Avation at Kansas City. There he plunged into testing of the B 25 bombers that were to carry a large share of the load in World War II . Walters was involved in top-secret work on a B-25 to be piloted by Gen. Jimmy Doolittle in the famed Tokyo air raid . Later, he was transferred to Dallas to be chief test pilot and superintendent of North American's flight operations. He was responsible for the flight testing and delivery to the Air Force of from 350 to 375 planes each month. He switched to Beech Aircraft, and then returned to North American, this time in the Los Angeles area, where he
got a chance to work on the F-86 jets. ''The F-86 was a dream come true for an old seat-of-the-pants barnstormer," Walters says . "They not only were ab solutely beautiful fly, but were the excit ing hot-rods of fighter aircraft." In the mid-fifties, Walters took a long look at his career and decided it proba bly was time for a change. He was over 40 and had family responsibilities. "I'd been a 'crazy-upside-down stunt flier' for years . I'd survived several crash es and a leap from a disabled B-24 plus I can't remember how many forced land ings. Of course, a nice desk wouldn 't be nearly as exciting, but one hell of a lot safer. So, I figured, now's the time to do it . . . you'd better just hang 'em up. And , that's what I did. With a big sigh I en tered the safe world of quality controL " Walters' new desk job allowed more time to hone his golf game and develop his hobby of redesigning and repairing golf clubs. Now retired, he also prac tices his old test pilot indoctrination techniques as the chief greeter of new members of the Mission Viejo Country Club. But, he always reserves that very special time for "dollar-a-holler" games with his buddy, Charlie Haneline.
Editor's Note: The author, who took his first plane ride in an old Jenny at Peru, Indiana in 1924 on his 13th birth day, covered the German, then British air raids on Paris in 1940, and the British bombings of Berlin in 1941, for United Press. In 1944-45, for CBS, he covered the Eighth Air Force during the Battle of the Bulge, as well as the V-2 and buzz bomb raids on London. After the war, he served eight years in the Oregon State Senate . •
Don Walters makes an inverted pass in a 1938 Dart Model G.
WELCOME NEW MEMBERS
The following is a listing of new members who have joined the EAA Antique/Classic Division (through August 2, 1987). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.
Winters Jr., Robert W. Springfield, Ohio
Shelton, Gerald O. Foster City, California
Newton, Mahlon Burnside, Illinois
Rhodes, Tracy Altus, Oklahoma
Wardley, Paul Chicago, Illinois
Scheuttig, James Wappingers Falls, New York
Ferry, Ralph M. Shakopee, Minnesota
Greathead, John Newmarket, Ontario, Canada
Gremillion, Ronald M. Shreveport, Louisiana
Buffaloe, Thomas N. La Jolla, California
MeI1Inooke, Michael ARaymond, New Hampshire
Hult, Ewin O. Leaf River, Illinois
Paglia, A- M. Cola, South Carolina
Smith, Michael S. Mishawaka, Indiana
Osborne, William Winn Richmond, Virginia
Schmukler, Fred Syossot, New York
Hanna, Harry C. Oklahoma City, Oklahoma
StIles, Robert C. Cherokee, Iowa
Bayer, Roy C.
Robertson Jr., Paul Richmond, Michigan
Seller$, Craig S.
Foster, Rick Hickory, North Carolina
Faler, Vernon R. Brownsville, California
Wesley, Bob Wasilla, Alaska
Rogers, David G. Crescent, ~ahoma
Crocker, Glenn Jasper, Georgia
Maxant, Robert Baldwin, New York
Green, John W. Appleton, Wisconsin
Cilurso, Michael F. East Stroudsburg, Pennsylvania
Torrance, California Bell, Joseph W. Austin, Texas BoIander,~
Ubertyville, Illinois Doner, Gene R. Glendale, WISCOnSin Buttke, Roger W. laSalle, Illinois
Rowers, Dennis Hemphill, Kent Rochester, New York Denton, Ernest R. Mack, Colorado Koopsen, Lee Kalamazoo, Michigan Rubino, Steve M. Woodbury, Connecticut Pittman, William
Bessemer, Alabama Lannen, Robert Ann Arbor, Michigan Drake, Clifford C. Arlington, Texas Krah, Karl H. Antioch, Illinois
Staten Island, New York Fingleton, P. Abu Dhabi, Saudi Arabia Heinrichs, Harold Fremont, California Riedesel, Ralph Paton, Iowa Bolt, RIchard J. East Amherst, New York
Brubaker, Richard E. Mechanicsburg, Pennsylvania PeperelI, Roger W. Chearsley Aylesbury Bucks, England
Wardell, Guy H. Upper Saddle River, New Jersey
Red Creek, New York
Frautschy, Henry G. Beacon Falls, Connecticut Tannehill, Robert W. Fountain Valley, California
Packer, Richard L Radnor, Ohio Shutt, Donald W. Ft. Wayne, Indiana
Wildman, David E. Des Moines, Iowa
carpenter, David Grandview, Missouri Pike, Robert W. Houston, Texas
Elmquist, Gerald L Elk Hom, Iowa Brewer, David C. Miamisburg, Ohio
Boots, TImothy L High Point, North Carolina Okrent, Meyer B. Wontogh, New York
Wright, Robert Newcastle, Wyoming McGowin, L Scott Acworth, Georgia
Tuchscherer, James D. Oshkosh, Wisconsin
Clampit, Edward T. Agawam, Massachusetts
Schaben, William R. St. Charles, Illinois
Miller, Daniel F. Blue Springs, Missouri
Matheson, Lester G. Ft. Wayne, Indiana
Alves Sr., Keith R.
James, Samuel D. Mequon, WISCOnSin
Blickhan, C. John Quincy, Illinois
Hoyt Sr., Kenneth C. Monroe, Michigan
Colbert, Gerald E. Norwood, New York
Brehm, Richard Lanesboro, Minnesota
Ruediger, Albert F. Oceano, California
Hunter, Crystal S. Morehead, North Carolina
Nolan, John P. Brookline, New Hampshire
Prange, Wayne Porterfield, WlSCOIlsin
Jared, Charles Valparaiso, Indiana
GIbbs, Steve Hacienda Heights, California
Lambert, Steve Wooowoc, WlSCOIlsin
Waddlngham, Graham VICtoria, Australia
Van Gheem, Dennis DePere, Wisconsin
Smith, Rodney N. Jonesboro, Ar1<ansas
Hutchins, William T. Homested, Florida
Sarasota, Florida Suppo, Dominick A-
Andrews, Edward K. Beeville, Texas
Kretschmer, William E. Westerville, Ohio HoIdt, Harold Kempsey, NSW, Australia
Larson, Jon D. Aubum, Washington Hughes, James John Arlington, Texas
VINTAGE AIRPLANE 17
Dennis Van GheeIll'S • Cessna 195
by Norm Petersen
Posing in front of the award-winning Cessna 195 is Dennis Van Gheem in the center,
Karen Roth on the right and her daughter, Amber, age 15, on the left. Talk about a really
neat polishing crew!
18 DECEMBER 1987
The throaty roar of a "Shaky Jake" engine is enough to turn the heads of any group of Antique/Classic members. When you combine the "roar" with a near-blinding polish job that glistens in the sunlight, the turned heads remain on track for quite a length of time. Be fore long, a highly polished Cessna 195, N302GT, SI N 7910, taxies up with its dark blue trim nearly as brilliant as the polished aluminum. Saliva glands are working overtime as the "pretty old bird" finds its parking place and with a click ety, clickety, clack, the big, round Jacobs engine coasts to a halt. On the right side of the airplane, the big door (noticeably thicker than most airplanes) opens and out jumps owner, 36-year-old Dennis Van Gheem (EAA 256317, AlC 11588) of Route 6, Adam Drive, De Pere, WI 54115. He doesn't look like a typical antiquer - he still has a full head of hair! Born and raised on a farm just three miles from Green Bay's Austin Straubel Airport, young Dennis was enamored with airplanes at a very early age and loved to watch the DC-3 airliners come and go. When he wasn't watching airplanes, he would build models to help satisfy his aeronautical desire. At age 19, he had his first airplane ride in a Cessna 120 - and was scared stiff! However, it didn't deter him and before long he bought a Cessna 170B, N2650D, in partnership with his brother in-law and earned his Private license. One day, when Dennis was about 20 years old, a big green Cessna 195 came into their small airport with its big round engine belching away. The effect was a permanent vow on Dennis Van
Gheem's lips. He would one day have to own a 195 of his own! Come hell or high water! Meanwhile, Dennis was involved with a four-way partnership on a Waco UPF 7 which he enjoyed a great deal. Partners Jim Lefeve, Bob Barth and Jim Sorenson were a big help in bringing Dennis up to speed with round engines and old airplanes. At one time , a 1941 Rearwin project was purchased but it didn't get finished before being sold. For nearly ten years Dennis kept looking for "his" 195, the elusive airplane that he wanted so badly. Let ters, phone calls and inquiries were sent out for "many moons" before Oc tober, 1983, when a 195 was advertised in Trade-A-P/ane! Heading for Nicollet, Minnesota and a small farm strip, De nnis had his first look at N302GT, owned by John Blume of Rt. 1, Box 76 Nicollet, MN 56074. Impressed with the very nice condition and original factory trim paint, Dennis struck a deal and John flew the 195 to Pulaski, WI for the A&P mechanic to check it over. (Airplane buyers please note: A good look by an A&P before you buy is the best money you will ever spend!) Both Dennis and his mechanic were pleased with what they found inside the big metal bird and the deal was con summated - Dennis now had his lifelong desire - a Cessna 195! ( A little detective work with the old FAA register showed the 195 was registered to Gor don Troxel of Berthold, ND in 1978 as N302JB. When the airplane was sold , it carried the registration, N302GT, which it carries to this day. We suspect the two letters stand for Gordon TroxeL) With some dual instruction to ac quaint him with the characteristics of the 195, Dennis soon learned to fly the airplane and is continually amazed at how nice it flys. Even the split flaps on the underside of the wide chord can tilever wing are effective. Dennis says, "If you pull the power off and extend full flaps, it really comes down!" Dennis is quick to warn all prospec tive 195 drivers - get some dual with a good instructor before attempting solo flight. There is no other safe way to learn. The 195 has a mind of its own and a little instruction could easily save you a whole winter of rebuilding . Although the aircraft was in very good shape, especially from the corrosion standpoint, Dennis decided to redo the instrument panel and get all the gauges to work plus the old Mark 12 radios. Even the old style vacuum operated ar tifical horizon was retained and it has given excellent service. A 1963 conver sion to "center stack" radios was re tained and before long, the panel looked like new. Even the throttle and prop control are original. N320GT fea tures dual rudders, brakes and yoke so dual instruction is no problem. The windshield and side windows had all
Affectionately known as "the blind bomber", the 195 is taxied with the pilot looking out the sides of the windshield. Note original pitot mast and low freq micarta mast on cabin roof. Wheel pants will fool the very best inspection as to originality!
Head on view shows limited visibility forward. Big spinner is an after market item. Note tall narrow wheelpants, characteristic of 195. Tiny dent in right stabilizer leading edge is only "hangar rash" that shows.
been replaced and were in excellent condition. The seats and interior had been redone by a previous owner while the floor rug is original from 1952! On the outside of the plane, Dennis sanded the dark blue original factory trim to get it ready for a new coat of "Dulux" enamel. A quick look at the paint reveals a superior job of refinish ing . To brighten up the airplane, the aluminum was polished from nose to tail and the resultant shine is most pleasing. Dennis likes "Alumachrome" polish the best which is available from Peterbilt truck dealers. The Hamilton Standard prop had been overhauled just before Dennis bought the airplane. As of Oshkosh '87, the airframe had 2898 total hours on it and the engine had been overhauled in 1967. Dennis has had five of the cylin ders off for top end work in the past several years and the engine is now getting ready for an overhaul. This winter he plans on installing a brand new Jacobs R-755-E2 , 275 hp engine to compliment the beautiful airframe. When Dennis bought the airplane, it had Cessna 310 wheels and brakes (6:50 x 10) that really work well with the three pucks on each brake. To compli ment this installation, he bouaht a set of Wag Aero fiberglass wheel pants and by some clever painting and disguising, made the painted pants look exactly like
the original aluminum ones! The mount ing brackets were made by Andy Bren nan in California who hopes to produce brand new aluminum wheel pants for the 195. With a useful load of nearly 1300 Ibs, the 195 is a real load carrier and is licensed for five places. A dandy option is three-axis trim, . aileron, rudder and elevator! Another option in 1952 was a two-entrance baggage compartment. (It's called class!) Although Dennis' 195 has an APU plug for winter starts, he helps the big engine with good pre-heating be forehand . Dennis has successfully started the big "Jake" in below zero temperatures, but the idea of "molasses" for oil at that temperature gives him a few anxious moments when it clatters to life! Without pre-heat, he has started the engine at 20 degrees, but that is about the limit. (Wisconsin winters can be cold!) With the big "business liner" all shined up, Dennis has brought his pride and joy to Oshkosh on several occa sions, garnering the "Best of Type" award in 1985, 1986 and 1987. And three in a row "ain't too shabby" for a 35-year-old airplane flown by a farmer from Wisconsin! It is merely the dream of a young lad coming true. Congratulations and best wishes, Dennis Van Gheem! • VINTAGE AIRPLANE 19
- - - - - T h e Weick's -
Fred And Dorothy----
Fred Ernest Weick (EAA 7882) photographed beside the EAA Museum's Laird Super Solution replica at Oshkosh '81.
by M. C. "Kelly" Viets (EAA 16354, AlC 10) Rt. 2, Box 128 Lyndon, KS 66451
I would like to introduce you to two very interesting people. First, let's get that name pronounced correctly once and for all. As Dorothy says, "It's Weick, like bike. " Now you will be quickly told , as you speak to Mr. Weick or Mrs. Weick using their last name to properly respect these great people, "My name is Fred ," with firmness and "Mine is Dorothy," with the same firmness. Now that we have met them, let me tell just some of the story of their lives together. These two great people with common ordinary names have lived most ex traordinary lives. They were born at the turn of the cen tury; Fred in 1889 and Dorothy in 1900. It is hard to realize that when they were born the main modes of transportation were horse drawn buggies, trains, river boats, and rarely but sometimes, stagecoaches. Airplanes and au tomobiles were just dreams of odd ball people who didn 't know better. A curious thing about Fred and Dorothy is that they lived in homes right next to each other. Dorothy's folks built a new house next door to Fred's and moved in when she was four. They grew up knowing each other from the very beginning. They were married May 16, 1925. When Fred was 12 his folks took him to an air meet at Chicago's Grant Park. There, he saw Wrights, Curtiss, Bleriot and others fly. He also learned there was a flying field just five miles from his home. It belonged to the Aero Club of Illinois and the local Model Aero Club. While visiting the field he saw the latest successful rubber powered models fly and he became fascinated. The most successful model planes at that time were called "twin pushers." They consisted of two sticks in a V shape to carry the rubber band motors, two pusher propellers and two flying surfaces mounted in tandem on the sticks with rubber bands in canard fash ion . They were crude but flew amaz ingly well. Fred was "hooked" and he knew then what he wanted to do with his life. He joined the club, bought the materials and started building models. He at tended every meet he could and read all the latest information available. He was constantly adding to his knowledge of aviation and all of its various aspects.
runway for your first solo flight and you must fly with your left hand on the stick for the first time. Fred solved the prob lem by holding the stick with his right hand and reaching across his body with his left to the throttle . The flight would cover approximately 100 miles with a ceiling of only 500 feet. Coincidentally, the trip would take him near the school where Dorothy was teaching . It was a great temptation to
The W-1 STOL aircraft designed by Fred Weick mounted in a NACA wind tunnel for testing.
roads he knew would lead him to Chicago. Fred went from Yackey to the Navy's Bureau of Aeronautics in 1924. His job there was in propeller design and pro curement office. The work he ac complished there resu lted in not only the Navy but all of us having better and more efficient propellers. From this work he wrote the standard textbook, Aircraft Propeller Design published in 1930. Fred left the Navy in 1925 to join the National Advisory Committee for Aeronautics. His first project with NACA was to prepare a 20-foot propeller re search tunnel. This tunnel was not only large but had wind speeds high enough to assist in proving design as they ad vanced into higher and higher speeds. This, we believe, was the first time a designer could place a full-size fuselage with engine and propeller into a wind tunnel and test it. It is not well known but Fred attended practically every National Air Race and was a judge for many of the events. As the 1930 Air Races approached, Fred was testing a fuselage mock-up in the full size propeller research wind tunnel. The engine was a liquid-cooled Curtiss Conqueror of the same configuration as that in the Curtiss XF6C-6 highly mod ified Curtiss Pursuit to be flown in the
Mechanical Engineering as this was as close to Aeronautical Engineering as one could get in those days. After graduating in 1922, Fred spent a short time laying out emergency land ing fields for the early air mail routes. He then went to work with The Yackey Aircraft Company. While working there, part of his pay was in the form of flying lessons. His instructors were the best - they were air mail pilots. Three men actually taught Fred to fly and they did it on their time off. This, then leads to a rather re markable solo cross-country flight. Fred had accumulated between 10 12 hours of dual by this time but had not actually soloed. One of his air mail pilot instructors had flown his Jenny to the field , but because of bad weather, had to take the train back to Chicago to take a trip out the next day. Thus the Jenny was left there and the owner wanted it back in Chicago. Another of Fred's instructors con vinced everyone that Fred could take it. This was fine, except there were some other problems. First, this was a "Canuck" (a mixture between an Amer ican built Jenny and a Canadian Jenny). The American Jenny had the throttle on the left while the Canadian Jenny throt tle was on the right. Fred had trained in an American Jenny. Imagine sitting at the end of the
1930 races by Capt. Page of the U.S. Navy. During the tests a man was placed in the cockpit to make throttle adjustments and take readings. One test lasted about 45 minute which was unusually long and when it was over the man could not get out of the cockpit. Investi gation showed he was overcome by carbon monoxide which had blown di-
Dorothy, in the meantime, was doing the things girls do - learning proper etiquette, correct speech and becoming fascinated with the educational pro cess. She realized that one of the high est callings one can have is to help edu cate young minds to reach their poten tial in life. So she went off to college to study and become an English teacher. Meanwhile, Fred went to the University of Illinois School of Engineering to study
The leading edge device on the W-1 is a fixed auxiliary airfoil. the Pobjoy-powered craft had excellent short field take off and landing characteristics.
fly low over the school and let Dorothy see him making this major accomplish ment. He did, however, resist tempta tion and delivered the plane success fully at Checker Board Field, Chicago. It should be added the plane had only three instruments, a water temperature gauge, an oil pressure gauge and a tachometer. He had no compass or maps. He just followed roads and rail
VINTAGE AIRPLANE 21
rectly into the cockpit from the short exhaust stacks. Fred went directly from Langley to Chicago and pleaded with Capt. Page and others to not fly the plane in that configuration but to no avail. Time was short and the racing team knew they had one of the fastest planes. The plane had been flown very little but Capt. Page insisted on competing anyway. As you racing buffs know, Capt. Page lost control on the 17th lap of the Thompson and crashed to his death . The autopsy showed excessive amounts of carbon monoxide in his blood . In the 1928 era the radial engine be came largely accepted, mainly because Lindbergh had proven its dependability so well with his flights. Many new and improved designs of air-cooled engines were appearing on the scene. However, they all had one seemingly overwhelm ing problem ... that of aerodynamic drag. Fred decided to meet this challenge . Using the facilities at NACA he investi gated various configurations in an at tempt to reduce this drag. The results were startling when they were pub lished in NACA Reports No. 313 and 314 by Fred Weick in 1929. He had discovered that the drag of a totally cowled Wright J-5 was only 25 percent that of a completely exposed engine. This made the radial air-cooled engine as efficient as the liquid-cooled powerplants. This was also dramatically proven when the Travel Air Mystery Ship won at the Cleveland Air Races in 1929. It was the fastest U.S. land plane, civilian or military. Without the cowl , the ship could do about 180 mph but once the cowl was installed, it could top out at 225 mph. Another interesting thing Fred discov ered was that a cowled engine mounted in line with the wing increased the effi ciency of both the engine and the wing . Therefore, the pod mounted engines of the Ford and Fokker Trimotors were ob solete. Hence the Boeing 247s, the Douglas DC-2s and 3s, the Boeing B-1 s in fact all fighters, bombers and com mercial airliners were influenced by this man . In 1930, the Collier Trophy was awarded to the NACA for significant ad vancement of aviation due to the NACA cowl. Mr. Weick (whoops, scratch that) , Fred left NACA in 1929 to spend a short time with Hamilton Standard Propeller Company helping an airmail pilot he had met in the early 1920s add a few more miles per hour to his Lockheed Sirius. This was for a proposed cross country speed record and truly remark able survey flights he and his wife, Anne, were to make. We remember 22 DECEMBER 1987
Fred and Dorothy Weick pose with the Viets' Ercoupe. Fred designed the Ercoupe when he worked for ERCO.
Charles Lindbergh for his Spirit of St. Louis flight, but equally remarkable are the survey flights he and his wife made in the Lockheed. This plane had an NACA cowl and a Fred Weick fine tuned propeller. Fred was back with NACA in 1930 and was encouraged to make studies of an airplane easy and safe to fly. Again , that fertile mind went to work . It was back to his childhood days of build ing models. This way, he could test some of his ideas without a large ex penditure of money. It should be noted that even then a bureaucracy, by its very nature was stifling to an original thinker. Fred and his friends decided they would build their own design in Fred and Dorothy's home and test it on their own. So even though Fred was assis tant Chief of Aerodynamics at NACA, the first W-1 was a homebuilt. Accord ing to Dorothy the control surfaces were covered and doped in their bedroom. The plane was assembled and tested using a conventional wing with a fixed auxiliary airfoil mounted ahead of the leading edge. This produced some ex cellent short take off and landing characteristics. These were used to good advantage one day when the little Pobjoy engine, which powered the
plane, decided to call it quits. Fred was at a fairly low altitude and the first avail able landing site was a tennis court which would have been adequate but unfortunately was occupied. Fred had to make a low level turn and try for a small horse exercise track. He just made it, hitting on the nose gear and the left main gear. The plane was bent a bit but Fred was not injured. He recalls that he had the stick all the way back in the low level turn which would have re sulted in a spin in any other plane of that time, but the W-1 kept flying . It was also in the W-1 that Fred was able to prove his theories of a direction ally stable landing gear. Fred knew the tricycle gear to be superior to the con ventionally geared aircraft because of the location of the center of gravity in relation to the main gear. The tricycle gear tends to straighten itself while the tail wheel type gear tends to create a ground loop. The government wanted to experi ment with Fred's design but typical bureaucratic thinking prevailed. Instead of a homebuilt plane they wanted a pro fessionally built craft. Fairchild received a contract to repair the W-1 which they purchased from Fred. It was then pro fessionally rebuilt, called the W-1-A and flight tested by Fairchild.
It was from this that a man named Henry Berliner, an old friend of Fred's, became interested in his work and con vinced Fred to leave NACA in 1936 and join the Engineering and Research Cor poration (ERCO) at Riverdale, Mary land. Fred was to design a truly safe, easy to fly, all-metal airplane. This project was Fred's dream. The plane was to be all-metal because ERCOs main busi ness was making automatic riveting machines and stretch forming machines for sheet metal. Henry had some experience in aviation and he be lieved very strongly that this type of plane was just what aviation needed . One thing they hadn't realized was how difficult it would be to introduce something as dramatically different as the nose wheel to the aviation commu nity. The rest of the Ercoupe history has been written many times and today, tricycle geared airplanes are com monplace. It is interesting to note that now you can seldom find a young pilot who can fly one of those "tricky taildrag gers." When the post war aircraft production boom slowed to a crawl in 1948, ERCO closed its doors. The week the plant closed, Fred had a retractable gear Er coupe flying. He also had a beautiful four-place design in the mock-up stage (it looked like a Meyers 200 with twin tails) . In addition, a twin-engined shoul der wing executive aircraft was in final design. Aviation really lost a lot when that plant closed. Early in 1948, Fred joined the staff at Texas A&M University as a professor and research engineer where he had the opportunity to develop a safe ag ricultural spray plane. His work there re-
suited in a crash-resistant cockpit which has saved many an ag pilot's life. For the next nine years Fred commuted in his Ercoupe four miles to work, includ ing home for lunch everyday. One day in 1953, Fred, William Piper, Sr., and William Piper, Jr. were having dinner. In the course of the conversa tion Fred made an offhand remark that he could design an all-metal wing that could be built cheaper than the wood and cloth wings of the aircraft then being built by Piper. This made the senior Piper, with his usual abruptness say, "Prove it." Fred promptly did just that and further proved he could build an all-metal plane cheaper than the rag and tube Pipers of that time . Sub sequently, the Piper Cherokee and Arrow were born. The retract gear of the Arrow was fitted with another of Fred's designs which , sensing the flow of the air over the wing , would automat ically lower the gear when the plane slowed to a landing speed. This cer tainly saved many a forgetful pilot from embarrassment and a badly bent check book. It is noted with sadness that recently Piper is offering a kit to retrofit the Arrow retract system to make the gear totally manual. This came about because of the current product liability situation. In addition to Fred's numerous and notable aviation accomplishments, he and Dorothy raised a wonderful family. As Dorothy says, they had a boy/girl sandwich, meaning a son, a daughter, and a son. All are living successful lives and have presented the Weicks with nine grandchildren and seven great grandchildren. Fred and Dorothy have contributed much in each of the communities in
which they have lived, through various civic and church projects. Fred has many patents issued in his name, the last at age 67. He may have had some since, but he is such a quiet man it would be difficult to find out. We, of the EAA Antique/Classic Divi sion, have had these two great people among us each of the past 15 years at our Oshkosh Convention but few of us know or recognize them for who they are and how much they have given us. We are honored to associate with them . Just a final note : During many Osh kosh Conventions, Fred and Dorothy lived in a camper in Paul's Woods. Dorothy would come to the Red Barn or the Type Club Tent to wait for Fred to return from the forums which he always attends. One year she had waited for Fred for quite a while, crocheting little white snow flakes which they enclosed with their Christmas cards as a decora tion for the recipient's tree. When Fred finally arrived they started down the road together, hand in hand. Sud denly,they stopped, Fred doffed his old cloth hat, bent down and kissed the up turned face of his true love, and they walked on to their camper. Author's Note: Engineers, by their very nature, are inclined to be strongly intro verted, private people. I should know, having spent 42 active years in the profession . Most engineers are poor com~ municators but when one reads the writ ings of Mr. Weick, one can certai~/y ~ee the influence of an English teci,cher in the perfect grammar and cleqn, clear statements of the reports. It goes without saying that I certainly do not write this without a lot of help from my wife, Edna.•
(L-R) Kelly and Edna Viets, Dorothy and Fred Weick in the Weicks' home at Vero Beach, Florida.
Crystal Hunter presented Eddie Swarthout with two awards Grand Champion Antique for his Staggerwing and the Oldest Pilot.
Story and photos by Jeannie Hill (EAA 56626, Ale 629) P.O. Box 328 Harvard, IL 60033 Every October the EM Antique/ Classic North Carolina, South Carolina and Virginia Chapter 3 sponsors a fall fly-in at Camden, South Carolina. It is a three-day event with early arrivals on Friday, a full day of activity on Saturday and nearly all departures completed by noon on Sunday. Activities include a Friday night cocktail party complete with fabulous old time airplane movies at the fly-ins off-field headquarters, the Holi day Inn at Lugoff, South Carolina. The hotel is located about 10 miles from the airfield. Free shuttle vans provide all transportation which makes the trip into town downright enjoyable. Saturday is used up in and around the airplanes. Walking, gawking and, of course, flying are all sanctioned ac tivities. (Although this year there was a bit less flying due to strong winds and unseasonably cold weather. We didn't forget to have fun, though!) Bill Hawkins and his crew from Cam den Flying Service do their best to meet all of our aviation needs. Food on the field is provided by EAA Chapter 242 of Columbia. The traditional Saturday night banquet is at the Shriners Club where dinner is followed by a speaker and awards. The wind down party takes place back at the Holiday Inn with more 24 DECEMBER 1987
Barbara Kitchens, Milner, GA received the Best Silver Age trophy for her 1931 WACO RNF, N11256.
movies and late night hangar flying for the truly inexhaustable. On Sunday, if you so choose, there is a leisurely country breakfast on the field. Sometime thereafter the line up for the gas pump forms and the good byes begin. Sounds like just about any other weekend fly-in you've ever at tended, doesn't it? Well, it isn't. There is definitely something special about Camden. Must be the people. No, I guess it's the airplanes. No, maybe it's the location. Well, I guess it's just plain hard to tell. Oh, sure, I'm the first to admit that I've always been a sucker for any place that starts the day with a hot
bowl of grits and a warm smile. Where everybody greets you with, "Hey!," in stead of "Hi!" and a big grin. And Cam den is definitely that kind of place. You feel at home as soon as you set foot on the airport. The airport at Camden is one of those few airports left where you can almost feel the past. You can visualize the his tory of aviation evolving as you stand there, because Camden Airfield is no Johnny come lately. It got its start in the 1920s when a lady named Mrs. Wood ward donated some money to build an airfield so the planes would stop landing on the local golf course. Much to the
Gloria and Eddie Swarthout's 1944 Beech Staggerwing, N52962 was named Grand Champion Antique.
expectations of Mrs. Woodward , the re lief of the golfers and the delight of the pilots, the money was put to good use. Hence Woodward Field appeared. It's just the kind of airport where the types of planes we fly feel most at home. Woodward Field has a rich history, too much to tell in this article. For in stance, during WW II it was used as a Stearman Base for training pilots. After the war it was a War Assets Administra where tion distribution station thousands of war weary planes were sold into civilian life. (I wonder if any of them have come back to visit during these fly-ins?) Before all of that a gal named Jessie Woods ran the airport flight instructed and restored airplanes. Which was pretty quiet activity for someone who was used to jumping out of and walking the wings of just about anything that flew. The little room where she used to live is still there as is the wood stove which warms the room nearly as well as the memories that live on there. There are lots of special places like that on Woodward Field. The place almost talks to you. You just have to stop and look and listen. During that weekend in October it's really easy to see what I mean. Stear mans and Wacos and Staggerwings and Cubs glide in and kiss the ground as if they actually know this is a place where they're really welcome. Oh, sure, the hard surface runways (4500 and 3000 ft.) get used more than the 1500
This 1934 Douglas Dolphin, NC14205 is the only known flying example. Owned by Colgate Darden, Cayce, SC it received the Rarest Airplane award.
ft. of grass. But, it still feels like a grass roots airport. This year we had 300 airplanes of which 175 were show planes. Now when I say, "show planes," I mean show planes. We are talking gorgeous. These folks take a lot of pride in their aircraft and it really shows. I surely wouldn't want to be one of the judges, but every year a very dedicated group go out and
One of the flight lines at Camden '87.
take up the gauntlet. The awards are presented at the traditional, this is no place to start a diet, Saturday night ban quet which this year was attended by 250 well-fed people. The 13 award winners included: Grand Champion Classic - 1947 Stin son 108-2, N389C owned by Bill Doty, Ft. Wayne, Indiana. Grand Champion Antique - 1944 Beech Staggerwing D17S, N52962 owned by Gloria and Eddie Swarthout, Tavares, Florida. You can fly your own plane into Cam den or you can fly the airline into Colum bia and drive a rental car less than an hour through some of the prettiest Carolina pine country that you 'll ever see. If you do rent your own car you have the added advantage of touring the quaint city of Camden and the beau tiful surrounding countryside where in terest in horsepower tends to lean to ward the four-legged variety. If you do that you'll probably want to extend your stay so that you can try to take in as many of the good things as possible. You'll need to stay a long time because there's a lot to smile about in Camden! If you can't wait until next October to experience a Chapter 3 fly-in, try to at tend their annual spring fly-in in Bur lington, North Carolina in May. You'll see just what I mean. Not only are the people some of the friendliest in the country, they also restore and fly some of the most beautiful antiques that you'll ever see. For information on EAA Antique/ Classic Chapter 3, contact: Jack Good night, president - chapter 3, 1202 Fair way Drive, Kannapolis, NC 28081, phone 704/933-2639.
VINTAGE AIRPLANE 25
10anlllllanillS 011111 nil
Starring OX5 Aviation Pioneers
by John F. Clark (EAA 177342, AlC 7180) 1480 Casa Grande Pasadena, CA 91104
My ex-boss, Adrian Watson, a flight line supervisor at Lockheed, used to tell harrowing tales of pursuing coyotes across the flat tops of buttes in Montana in the '30s. In those days, with luck a couple of pilots could make a fair living by shot-gunning the rag-tag canines from the air, skinning them, and turning their pelts in for bounty offered by the Federal government in their animal con trol programs of the time. Adrian's first hunt was a disaster. Fly ing from the rear cockpit of the Curtiss Wright Junior, he spotted a fleeing coyote ahead and gave chase on the deck. As they came in range of the panicked animal, the gunner rose and leaned over the unobstructed blunt nose of the Junior, aimed and let fly with his 12-guage Winchester pump gun, and missed. As Adrian banked to follow the jinking coyote, the gunner frantically pumped another round into the chamber for a second shot. The spent shell zipped past Adrian's ear, the pusher prop shat tered and the throbbing little three banger Szekely nearly jumped out of its mount before the pilot could chop the throttle. They thumped down in a cloud of dust and the prey got away. It was a long hike out and they had a good chance to talk over the design of the wire cage which they subsequently in stalled over the breech of the shotgun to capture the ejected shells. They had lots of adventures on the hunt, like the time they had so many wet pelts aboard that the overloaded Junior (then on skis in the soft snow) had to be taxied to the edge of the butte and pushed over onto the steep down slope by a gunner who hiked out while Adrian cashed in the cargo at their base nearby. Their only competition in the area was a hardy loner who hunted solo, fly ing a Velie Monocoupe with his right hand and shooting as a lefty. He had 26 DECEMBER 1987
1931 Curtiss-Wright CW-1 "Junior"
rigged up a cable to take the weight of the shotgun at the balance point, hang ing through the open window, and poked the muzzle through a hoop welded to supporting arms under the wing struts - a sort of homemade cut off cam to keep him from shooting the tires or propeller. He was an artist at kicking the 'Coupe into a skid just at the moment of truth when drawing a bead on the wolf or coyote he was chasing .
Ah, the good old days - they always sound so much better than they really were! Editor's Note: This bit of nostalgia originally appeared in Volume 8, Number 5 of TALE WINDS, the monthly newsletter of the Southern California Wing of the OX5 Aviation Pioneers. It is reprinted here by permission of John F. Clark, editor of TALE WINDS . . .. G. R.C. •
EVENTS APRIL 10-16 - LAKELAND, FLORIDA - 13th annual Sun 'n Fun EM Fly-In at Lakeland Municipal Airport. Contact: Sun 'n Fun Head quarters. 3838 Dranefield Road, P. O. Box 6750, Lakeland, FL 33807, phone 813/644 2431. JUNE 23-26 - GRAND LAKE VACATION RE SORT, OKLAHOMA - International Bird Dog Association annual meeting and fly-in at Golden Falcon Airpark, Grand Lake Vacation Resort. Contact: Phil Phillips. 505/897-4174. JULY 17-22- FAIRBANKS, ALASKA-Interna-
tional Cessna 170 Association Convention at Fairbanks International Airport. Convention site: Sophie Station Motel. Contact: Convention Chairmen, Rick and Cheryl Schikora, 1919 Lat hrop, Drawer 17, Fairbanks, AK 99701 . 907/ 456-1566 (work), or 907/488-1724 (home). Re member the time difference. JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field. Contact: John Burton, EM Headquarters, Wittman Airfield, Oshkosh, WI 54903-3086.
1AA Antique/Classic DiviSion
--Photo Contest For photos taken at or en route to or from Oshkosh '87.
Returns No entry will be returned and all en tries will become the property of the EAA Antique/Classic Division. They will be added to the permanent Antique/ Classic photo collection owned and maintained by the Division and will be used as the Division sees fit. Anytime the photo is used, the photo grapher will be given credit for his or her work.
by Jack McCarthy (EAA 87959, AlC 2698) 14132 So. Keeler Crestwood, IL 60445
Amateur photographers only who are currently paid up members of the An tique/Classic Division of EAA. An amateur photographer is one who does not make more than 10 percent of his living through the photography bus iness.
1. Ground to ground - this includes photos of the subject aircraft with its wheels on the ground either parked, on take off or landing. There can be other aircraft in the photo that are not on the ground, but the main subject must be. 2. Ground to air - this will include shots of aircraft doing fly-bys, take offs, or landing where there is a discernible amount of air space between the wheels of the antique or classic in flight. 3. Air to air - any photo taken of one or more antique or classic aircraft in flight from another aircraft.
There are no entry forms, however the following information must be printed or affixed to the back of each print or on the slide mount: Name, ad dress and phone number of the entrant. Antique/Classic membership number and category into which the photo should be placed. All entries must be addressed to: EAA Antique/Classic Di vision Photo Contest, Attention : Jack McCarthy, 14132 South Keeler, Crestwood, Illinois 60445, 312/371 1290.
Dates and Location The dates for the contest will be re stricted to the 1987 Oshkosh Conven tion including identifiable photographs taken enroute.
Quality Subject All photos must have an antique or classic aircraft as the main subject and must have been made by the person entering the contest. They can be made with any camera or type of color film ; may be processed and printed by any one; may be color prints or transparen cies, and may be any workable size up to and including 8 x 10 inches. They may be "spotted" but may not be com posites, montages, multiple prints or artwork.
Judging Entries will be judged on the basis of general antique/classic interest and the suitability of photos to the category in which they are entered. Judges for the contest will be appointed by the An tique/Classic Division and all decisions of the judges are final.
Entry Fee None.
Each entrant may submit up to five photos and/or tran'sparencies in each category.
Entries may not have been entered in any similar contest nor shall any closely similar picture situation be of fered for publication elsewhere during the eligibility period of this contest.
A model release must be obtained from recognizable person or persons in the photos only if and when requested by Antique/Classic Division personnel.
There will be first, second and third prizes in each category, and as many honorable mentions as the judges choose to make depending upon the total number of entries. The winning photos will be published in The Vintage Airplane magazine at the discretion of the editors. Prizes will be given to win ners at Antique/Classic Headquarters during the 1988 EAA Convention at Oshkosh, Wisconsin. Any contest win ner unable to attend that Convention will have his or her prize mailed to them .
Do not submit negatives unless re quested by the Antique/Classic Division.
All entries must be in the chairman's hands by January 15, 1988. •
A Bool< Of Heroes
by Art Morgan and Bob Brauer
Who are these people anyway? Where do they come from? What are they doing here at the airport? It's 5 a.m., even the darn roosters are still asleep. And yet, here they are getting things ready for the ''fly-in'' so that you and I can come and enjoy ourselves. Men and women, boys and girls, people of all ages are walking around getting their feet wet in dew soaked grass, smiling so broadly you think you're looking at a piano factory and they're doing it because it's fun. The Wisconsin antique bunch went out on its annual "Grass Roots" Fly-In on a weekend last September It's always at Brodhead, Wisconsin and I have to tell you, it's great! The site is an EAA chapter owned strip airport with three wide, smooth runways, a maintenance hangar, 100LL and auto gas on the field, open front tee hangars and somewhat more elaborate metal hangars. The park-like grounds are always well maintained. The soft, sandy soil just begs for aircraft camping, and we oblige. It's the friendliest and nicest bunch of people you could ever hope to meet. Sounds like a little bit of heaven, doesn't it? Well, friends, that's just what it is. Most of us try to arrive on Friday after noon. We set up camp under the pine trees and get ready to watch the other arrivals . . And here they come. Big ones, little ones, red and blue and white and green and tan and silver and every other color that you could imagine. It doesn't make any differ ence whether this is a person's first time or the tenth time, if they aren't with friends when they get there, they soon will be. Now, keep in mind, this is Friday after noon, and the volunteers are already here. They provide a supper, something to quench our thirst, talk around the camp fire and then it's sack time. Saturday morning always starts about 5:30 a.m. with a "Dawn Patrol" by those of early rising tendencies and abilities, and everyone is up and at 'em for a full day of flyin', talkin', lookin' and not just a little bit of droolin' over the other guys airplane. What a way to spend a weekend! After the day's flying is over, these won derful "Brodheadians" open up "Waco Willie's" hangar and cater in a dinner that would roll back the eyes of Orsen Wells. Remember, now, these folks are "volun teers." After we have all gorged ourselves, an EAA Antique/Classic member, short wing Piper pilot, disc jockey extraordinaire, "Stimulating Steve" cranks up his ampli fier, speakers, records and tapes and, let 28 DECEMBER 1987
me tell you, we have a hangar dance. We are entertained with Madonna, Glenn Mil ler, Louie Baskell, Iron Butterfly, Artie Shaw, Elvis, Woody Herman and all at a sane audio level that leaves your hearing intact. All this by a volunteer. The liquid refreshments, snacks, con versation, dancing, airplane talk, fun laughter and exhaustion continue until the wee small pupils of your eyes finally cross into the ultimate state of "pooped out." Then we all retire to our camp sites. Those folks in Brodhead do make sure you have a good time. So much so in fact that some of us have been known to go dancing in pink jogging pants, tucked into cowboy boots, topped by a dark blue sweatshirt and a high mileage EAA cap, all of which is looked on disdainfully by
one's wife . . . a volunteer lifeguard of sorts. As Sunday dawns, and dawn it must, we all pack up our camp kits, pre-flight that sweet bird of ours and prepare to head for the house hangar. Nuts! This was just too darn much fun, and so, although we'll see these same folks in a month or so, we shake hands, hug, kiss, wipe a tear, blow a nose and head off to home base. The volunteers still have some work to do, and so do we, but the memories .. . ahh, the memories. This month's "Tip of the Oshkosh Kepe" goes to that bunch of great folks at Brod head, Wisconsin, and to all those just like them all over the country. Stand tall, y'all. By the way, "join us, and you have it all."
It's Exciting! It's for Everyone! See this priceless coillection of rare, historically significant aircraft, all imaginatively displayed in the world's largest. most modem sport aviation museum. Enjoy the many educational displays and audio-visual presentations. Stop by-here's something the entire family will enjoy. Just minutes away!
~ FOUNDATION ~N Wittman Airfield
Oshkosh, WI 54903-3065
830 to 500 p.m. Monday thru Saturday 11000 a.m. to 5:00 p. m Sundays
Closed Easter. Thanksgiving. Christmas and New Years Day (Guided group tour arrangements must be made tv.o weeks in advance).
CONVENIENT LOCATION The EAA Aviation Center is located on Wittman Field. Oshkosh. Wis. -just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follOW signs. For fty-ins-free bus from Bilsler Flight Service.
Where The Sellers and Buyers Meet...
$15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.
25e per word, 20 word minimum. Send your ad to
The Vintage Trader, Wittman Airfield
Oshkosh. WI 54903-2591.
Bellanca 1947 1164. (12·2)
POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.
Enjoy a VHS video flight with Donna and I around the border of the U.S. in our J·3 Cub. See Nova Scotia, New York City, Kitty Hawk, Key West, lost in Texas! Mt. St. Helen, Expo '86.12,788 miles, 61 days, camping under the wing. $36.00 ppd, or book and color pictures, $10.00 ppd. Make good gifts! Phil Michmerhuizen, 186 Sunset Drive, Holland, MI 49423. (12-2)
ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw· ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing
SWISS WATCH REPLICAS! - Wholesaler! Pub· lic Welcome! 100% satisfaction. Exchange guaran· teed! Goldplated! Warranty! Good weight and color! Fabulous Promotion and Gift item! PROMO· TIONAL CHRISTMAS SPECIAL! Limited time offer! Order! Call! 404/963-3USA. (4-6)
150 Franklin, $7250. 316/778·
Piper J-3 Cub - Cont. 65. Fresh annual. Very nice. Bill Clark, 814/234·4321. (12·1) Stolp V Star - 90 Cont. 200 hrs. total A&E. Single place, full aerobatic. Bill Clark, 814/234·4321 . (12· 1)
1947 Stinson 108-1 - Immaculate condition , re cent rebuild, new Ceconite and interior, fresh an nuaL Dual Nav-Comms. Best offer close to $10 ,000 . 307/674-7944 . (12-1)
ASP---..... TIM~. RE-UVE IT!
The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reprodUction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Vol. I (no. 21-14452) and Vol. " (no. 21-14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EM Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612.
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Phone (714) 684-428Q
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EAA Case Price (12): $72.00 Above prices include shipping for Continental U.S.A. Only. Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send '$72.00 for each case of 12 - 16 oz. bottles to :
EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5% Sales Tax
30 DECEMBER 1987
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