Vintage Airplane - Dec 1987

 
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PUBLISHER
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EDITOR
GeneR. Chase
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MaryJones
ASSOCIATE EDITORS
Norman Petersen
DickCavin
FEATURE WRITERS
George A.Hardie,Jr.
DennisParks
STAFF PHOTOGRAPHERS
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Carl Schuppel
JeffIsom
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DECEMBER 1987• Vol. 15, No. 12
Copyright ' 1987bytheEAAAnt ique/ClassicDivision.Inc.Allrightsreserved
Contents
2 SeasonsGreetings
4 AlCNews/byGeneChase
5 MysteryPlane/byGeorgeA. Hardie,Jr.
5 Members'Projects/byGeneChase
6 WACO- M.H." Curly"Havelaar' s
PrototypeQCF-2/byGeneChase
11 TypeClubActivities/byNormPetersen
12 VintageLiterature/byDennisParks
13 VintageSeaplanes/byNormPetersen
14 TheSkyWasTheirOnlyLimit!
byGlenM. Stadler
17 WelcomeNewMembers
18 DennisVanGheem' s. . .Cessna195/
byNormPetersen
20 InterestingMembers- TheWeicks-
FredandDorothy/byKellyViets
24 Camden1987/byJeannieHill
26 BountyHuntersoftheAir/
byJohnF.Clark
27 EAAAntique/ClassicDivisionPhoto
Contest!byJackMcCarthy
28 Volunteers/byArtMorganandBobBrauer
29 TheVintageTrader
Page6
Page 18
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)
BACKCOVER ...You can al most hearthe low-pitched throb ofthe
275JakeasDennisVanGheemmakesaclosepasswithhisimmacu-
late award-winning Cessna 195B. For the true story of a boyhood
dream,see page 18.
(Carl Schuppel)
ThewordsEAA,ULTRALIGHT.FLYWITHTHE FIRSTTEAM,SPORTAVIATION.andthelogosofEXPERIMENTAL
AIRCRAFTASSOCI ATION INC., EAA INTERNATIONALCONVENTION.EAA ANTIQUE/CLASSICDIVISION INC .
INTERNATIONAL AEROBATIC CLUB INC.. WARBIRDS OF AMERICA INC.. areregistered 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.
EditorialPolicy:Readersare encouragedtosubmitstoriesand photographs.Poli cyopinionsexpressedin articlesare
solely those oftheauthors.Responsibilityforaccuracyin reporting restsentirelywith thecontributor. Material should
be sent to:Editor,The VINTAGE AIRPLANE,Wittman Airfield,Oshkosh,WI54903-3086.Phone:414/426-4800.
The VINTAGE AIRPLANE (I SSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division.
Inc.ofthe Experimental AircraftAssociation,Inc.and ispublished monthlyat Wittman Airfi el d.Oshkosh.WI 54903-
3086. Second Cl ass 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 thepublication of The VINTAGEAIRPLANE.Membership is open to all who are interested inaviation.
ADVERTISING- Antique/ClassicDivision does notguaranteeorendorseanyproductoHered throughouradvertis-
ing.Weinviteconstructivecriti cism and welcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc., WillmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
4
f)ews
Compiled by Gene Chase
EAA AIR ACADEMY WEEKENDS
EM Air Academy weekends will
bring exciting aviation activity to young
aviation enthusiasts. The idea, de-
veloped by Chuck Larsen, is an offshoot
of our highly successful EM Air
Academy. The thrust of the program will
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.
NEW RULE TARGETS DRUG
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.
 
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
'"
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.
4 DECEMBER 1987
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 . •
MEMBER'S PROJECTS... 
by Norm Petersen
Dale P. Jewett (EAA 19866, AlC 11742) of
606 N. Mayfield Road, Hutchinson, Kan-
sas 67501 has recently acquired a com-
pletely disassembled Stinson HW-75 built
in 1939. The three-place, high wing an-
tique is N23792, SIN 7247 and features a
Continental C85-12F engine installed
under an STC from Lombard Airport, Inc.
He hopes to have the rebuild completed
by the 50th birthday of the Stinson, De-
cember 21, 1989 and would appreciate
any encouragement or advice that mem-
bers could provide. Dale would like to lo-
cate the current ownership of the Type
Certificate A-709, and any possible man-
ufacturing prints. He can be  reached at
316/682-5523 (days) and 316/662-5207
(evenings).
VINTAGE AIRPLANE 5
M.H.  "CURLY"  HAVELAAR'S 
PROTOTYPE  QCF-2 
AIRPLANES
MAHlJFACTUA.£O IV NNAHCE. AlR.CAAFT co... TROY, OHIO
Curly Havelaar flying his rare prototype 1931 Waco QCF-2 near Wittman Field, Oshkosh, WI.
by Gene Chase
(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-
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-
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-
totype of the Waco F-2 series and still
licensed Experimental." Thanks to that
statement and his ensuing research,
Curly realized that he had better put it
back in its original configuration .
. . . he was somewhat disappointed .
. . that it wasn't all jazzed up with
wheel pants, speed rings, etc.
Prior to that decision, Curly admits he
was somewhat disappointed when he
bought the plane in 1957 that it wasn't
all jazzed up with wheel pants, speed
ring, etc. When he first started to restore
the Waco he planned to add those
items and "really make a hot shot look-
ing airplane out of it!"
During his early research, Curly
learned that his plane, the prototype
Waco QCF-2, NX11241 , SIN 3453, was
manufactured on 4-4-31 and sold to the
Continental Aircraft Engine Co. of De-
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."
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 mi les 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 Static tests being conducted on the stabilizer of NX11241 at the
and take off in the 100' circle ringed by autos. factory.
use of the plane as a test bed for the
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
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
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 .•
The neat installation of the 220 hp Conti-
nental engine and ground adjustable
Hamilton-Standard prop on NX11241 .
Factory tailwheel installation on the F-2. It was located 12" further back than on the F Curly has flown 1,400 hours behind this
series. engine.
10 DECEMBER 1987
I ClubActivities
West Coast 120/140
  ..
WEST  COAST 
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.
BUCKEYE  PIETENPOL 
ASSOCIATION 
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
Compiled by Norm Petersen
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 7L T,
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 
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'
FLIERS' FIRST CHOICE
e..,  ,inCI  ih  int.odtH;tion  of  the  Confine"t,1 
A40,  fin!  >,atume-bui lt  .ircrlft  I"gi",  of  ho,i-
l onlaMy.oppond  , i,.coot,d  d.,ign,  Conlinlnt.1 
Molo.,  h",been  in Ih,  ".'yIOl. lronlolprog_ 
.en  in  II..  ';'ple"e  ,"gi",  fi,ld.  lod.y.  thi, 
type  of  pow• • pllnt  i.  in ,Imoll  UniY"1I1 UI. 
- Ind  Ih,  fine lu.:c.nou  of  the  pion•••  A40 
Ire  Itenderd  in I..di"g  pe.,o",I,  I.mily  .nd 
(O."IIIIII.t  u,  _0.  'h  .. .. 
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lormenu,  join,d  ""ilh economy  ' 1'1.1 longlif' , 
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STI/It T FlYINt; ND W!
For ple..".e  - or  for profit  - ;"'''p,n,'.'  10 ''0'' ,,)',",  noW', 
you'"  find  "f.,  ful ,  .conom,c.1  Th,  Contin,n'"  R,d  Se,l  .n9'I'I, 
'''n'po.tetion  in one  of  , h.  m.ny  deel, r  ,tyour  n....d  .i,port  ...i. 
Cont'n,,,t,l-po"".r.d pl.n.. noW' in b.  gl.d  to  giy,  you 'ull  in'orm  .. . 
production,  It',  .impl •• ''''1'.  ,nd  tion  - no  oblig.tion  of  cou"•. 
Continental M.otors Corp-oration
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 
CONTINENTAL  A50,  A65,  A75,  A80  ENGINE5
YOUR CARBURETOR HEAT BEFORE 
CLOSING  YOUR  THROTTLE.  An  en-
gine  needs heat during an  extended idl-
ing  operation  during  glides."  which  has  been  unfolded  should  be  re- the  spotlight of admiration on  the  'Little 
The  report  continues  to  talk  about  ceived  with  dismay.  On  the  contrary,  Three.'" 
other facets  of  lightplane operations in- this survey,  far from  indicting,  reallyes- As a service to those who wish further 
cluding  fuel  and  oil, replacement  parts,  tablishes  the  position  of  the  'Little  information on this topic or who may be 
overhaul  and  vibration.  Three'  type  of  engine.  It  is  hoped  this  operating  engines  of  the  type  studied, 
In  conclusion  the  author  wrote,  "I,  will  act  as  a  stimulus  for  greater  im- the EAA Foundation Library can provide 
personally  do  not  consider  the  picture  provement  and  at  the  same  time  focus  copies  of  the  report .• 
VINTAGE SEAPLANES
Ordered  by the  Soviet  Union  in  1936,  this  Vultee  V-1A  was  mounted  on  Edo  36-9225  floats  and  flight  tested  in  San  Pedro, 
California  harbor.  Painted  blue  and  red,  it differed  from  other  V-1A' s  in  that  it  sported  a  triangular  fin  and  de-icing  boots. 
Registered  URSS  L-208, the plane was checked  out by the  Russian  pilots Levanevsky and Levchenko before they left August 
5,  1936 for  Russia  via  the  Alaskan  route.  Once  in  Russia,  the floats were  exchanged  for wheels  and  the pair continued  their 
flight to  Moscow.  The  5%  week,  10,000 mile trip went off without a flaw.  Note winter front on the Wright Cyclone GR-1820-GZ 
engine and the large ADF  loop on top of the fuselage. 
VINTAGE  AIRPLANE  13 
(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
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
hometown of Kankakee, Illinois.
Lindbergh and Harland "8ud" Gurney,
who later became famous as United's
Captain Gurney, were selling rides for
$1 .50 in an old Curtiss Robin .
On one of the landings, Lindbergh's
plane blew a tire, just as Haneline rode
up on his motorcycle. Lindbergh, un-
tangling his lanky frame from the
plane's cockpit, saw the youngster and
his bike. "Hey, kid," Lindbergh called, "it
looks like your tires and mine are about
the same size. How about . .. ?"
"Yes, sir, Mr. Lindbergh, " Haneline al-
most shouted. "you certainly can use
one of mine."
"Okay, son. What's your name?"
"Haneline ... Charlie . .. Charles.
The same as yours, sir."
"Okay, Charles," Lindbergh said,
smiling. "This's what we'll do. We'll
trade you the use of your tire for free
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.
14 DECEMBER 1987
Glen M. Stadler
3042 E. California Blvd.
Pasadena, CA 91107
Haneline bought his first plane for
$500 from a government-surplus
catalog when he still was a teenager. It
was del ivered 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 Il li nois 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 wi th 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 bel ieve 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.
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.
16 DECEMBER 1987
WELCOME NEW MEMBERS 
The following is a listing of new members who have joined the EAA Antique/Classic Division (through August 2, 1987). We are honored to welcome
them into the organization whose  members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional
listings of new members.
Winters Jr., Robert W. Shelton, Gerald O. Newton, Mahlon Rhodes, Tracy
Springfield, Ohio Foster City, California Burnside, Illinois Altus,  Oklahoma
Wardley, Paul
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 A-
Raymond, New Hampshire
Hult,  Ewin O.
Leaf River, Illinois
Paglia, A- M.
Cola, South Carolina
Smith, Michael S.
Mishawaka, Indiana
Osborne, William Winn
Richmond, Virginia
Andrews, Edward K.
Beeville, Texas
Schmukler, Fred
Syossot, New York
Hanna, Harry C.
Oklahoma City, Oklahoma
StIles, Robert C.
Cherokee, Iowa
Wardell, Guy H.
Upper Saddle River,
Bayer,  Roy C.
Torrance, California
Robertson Jr., Paul
Richmond, Michigan
Seller$, Craig  S.
Red Creek, New York
New Jersey
Wildman, David  E.
Bell, Joseph W.
Austin, Texas
Foster, Rick
Hickory, North Carolina
Faler, Vernon R.
Brownsville, California
Des Moines, Iowa
carpenter, David
 
Ubertyville, Illinois
Doner, Gene R.
Glendale, WISCOnSin
Buttke, Roger W.
laSalle, Illinois
Wesley, Bob 
Wasilla, Alaska
Crocker, Glenn
Jasper, Georgia
Green, John W.
Appleton, Wisconsin
Rogers,  David G.
Crescent,
Maxant,  Robert
Baldwin, New York
Cilurso, Michael F.
East Stroudsburg,
Pennsylvania
Grandview, Missouri
Pike,  Robert W.
Houston, Texas
Elmquist, Gerald L
Elk Hom, Iowa
Brewer, David C.
Hemphill, Kent
Rochester, New York
Denton, Ernest R.
Mack, Colorado
Koopsen, Lee 
Kalamazoo, Michigan
Rubino, Steve M.
Woodbury, Connecticut
Pittman, William
Sarasota,  Florida
Suppo, Dominick A-
Staten Island, New York
Fingleton, P.
Rowers,  Dennis
Bessemer, Alabama
Lannen, Robert
Ann Arbor,  Michigan
Drake, Clifford C.
Arlington, Texas
Krah, Karl H.
Antioch,  Illinois
Tuchscherer, James D.
Oshkosh, Wisconsin
Schaben, William R.
St.  Charles, Illinois
Matheson, Lester G.
Ft. Wayne, Indiana
Frautschy, Henry G.
Beacon Falls, Connecticut
Tannehill, Robert W.
Fountain Valley, California
Packer, Richard L
Radnor, Ohio
Shutt, Donald W.
Ft. Wayne, Indiana
Clampit, Edward T.
Agawam, Massachusetts
Miller, Daniel F.
Blue Springs, Missouri
Alves Sr.,  Keith R.
Vermillion, Ohio
Miamisburg, Ohio
Boots, TImothy L
High Point, North Carolina
Okrent,  Meyer B.
Wontogh, New York
Wright, Robert
Newcastle, Wyoming
McGowin, L Scott
Acworth, Georgia
Kretschmer, William E. 
Westerville, Ohio
HoIdt,  Harold
Kempsey, NSW, Australia
Abu  Dhabi, Saudi Arabia
Heinrichs, Harold
James, Samuel D.
Mequon, WISCOnSin
Blickhan, C. John
Quincy, Illinois
Larson, Jon D.
Aubum, Washington
Fremont, California
Riedesel, Ralph
Hoyt Sr.,  Kenneth C.
Monroe, Michigan
Colbert, Gerald E. 
Norwood,  New York
Hughes, James John
Arlington, Texas
Paton, Iowa
Bolt, RIchard J. 
Brehm, Richard
Lanesboro, Minnesota
Ruediger, Albert F.
Oceano, California
Hunter, Crystal S. 
Morehead, North Carolina
East Amherst, New York
Brubaker, Richard E. 
Nolan, John P.
Brookline, New Hampshire
Prange, Wayne
Porterfield, WlSCOIlsin
Jared, Charles
Valparaiso, Indiana
Mechanicsburg, Pennsylvania
PeperelI, Roger W.
GIbbs, Steve 
Hacienda Heights, California
Lambert, Steve 
Wooowoc, WlSCOIlsin
Waddlngham, Graham
VICtoria, Australia
Chearsley Aylesbury Bucks,
England
Van Gheem, Dennis
DePere, Wisconsin
Smith, Rodney N.
Jonesboro,  Ar1<ansas
Hutchins, William T.
Homested, Florida
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
nteresting Members 
-----The 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. 
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
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.
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
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
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-
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-
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
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.
22 DECEMBER 1987
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 pro- "t'
fession. Most engineers are poor
municators but when one reads the writ-
ings of Mr. Weick, one can  
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 - Barbara Kitchens, Milner, GA received the Best Silver Age
Grand Champion Antique for his Staggerwing and the Oldest trophy for her 1931 WACO RNF, N11256.
Pilot.
Story and photos by Jeannie Hill
(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
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.
24 DECEMBER 1987
expectations of Mrs. Woodward, the re-
lief of the golfers and the delight of the
pilots, the money was put to good use.
Hence Woodward Field appeared. It's
just the kind of airport where the types
of planes we fly feel most at home.
Woodward Field has a rich history,
too much to tell in this article. For in-
stance, during WW II it was used as a
Stearman Base for training pilots. After
the war it was a War Assets Administra-
tion distribution station where
thousands of war weary planes were
sold into civilian life. (I wonder if any of
them have come back to visit during
these fly-ins?) Before all of that a gal
named Jessie Woods ran the airport
flight instructed and restored airplanes.
Which was pretty quiet activity for
someone who was used to jumping out
of and walking the wings of just about
anything that flew. The little room where
she used to live is still there as is the
wood stove which warms the room
nearly as well as the memories that live
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
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.
This 1934 Douglas Dolphin, NC14205 is the only known flying example. Owned by
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 .
CALENDAR 
OF 
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-
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 
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.
by Jack McCarthy 
(EAA 87959,  AlC  2698) 
14132 So.  Keeler 
Crestwood,  IL 60445 
Eligibility 
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. 
Dates and  Location 
The  dates  for  the  contest  will  be  re-
stricted  to  the  1987  Oshkosh  Conven-
tion  including  identifiable  photographs 
taken  enroute. 
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. 
Categories 
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. 
Entry Fee 
None. 
Restrictions 
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. 
Model  Release 
A  model  release  must  be  obtained 
from  recognizable  person  or persons in 
the  photos  only  if  and  when  requested 
by  Antique/Classic  Division  personnel. 
Negatives 
Do  not  submit  negatives  unless  re-
quested  by  the  Antique/Classic  Division. 
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. 
Entry Form 
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. 
Quality 
Each  entrant  may  submit  up  to  five 
photos  and/or  tran'sparencies  in  each 
category. 
Awards 
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  1 988  EAA  Convention  at 
Oshkosh,  Wisconsin.  Any  contest  win-
ner  unable  to  attend  that  Convention 
will have his or her prize mailed to them . 
Deadline 
All  entries  must be  in  the chairman's 
hands  by  January  15,  1988.• 
OLUtl,.EERS
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-vi sual  presentations. Stop  by-here's 
something  the entire family will  enjoy. Just 
minutes away! 
E A t   ~
FOUNDATION 
.....~ N Wittman Airfield 
414-426-4800  Oshkosh, WI  54903-3065 
830 to 500 p.m.
HOURS
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... 
25e per word,  20  word  minimum. Send  your ad  to 
The Vintage Trader,  Wittman  Airfield 
Oshkosh. WI  54903-2591. 
AIRCRAFT: 
Bellanca  1947  - 150  Franklin,  $7250.  316/778·
1164. (12·2) 
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)
PLANS: 
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.
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 -
$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.
MISCELLANEOUS: 
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) 
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) 
ASP---.....  T   M ~ 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.
• CLEAN
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30  DECEMBER  1987 
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