vintage airplane - jan 1973

8/12/2019 Vintage Airplane - Jan 1973

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l ~ t P R t ~ O t ~ r ~ PAbtBy E. E. Buck Hilbert, PresidentE Antique nd Classic Division

NTIQUES ND CL SSICS ON THE W Y

Action at Headquarters includes a numbering system for the Antique and Classic Divisioncard holders, design of our own letterhead an illustrated brochure and best yet, our magazine which you are reading now, thanks to Jack Cox.The membership number you receive will not coincide with your EAA number for acouple of reasons. One is expiration date differences and, two, since we are a Division wefelt new and separate numbers would be more appropriate.Our letterhead will soon be in evidence, another mark of individuality. There has beensuggested our own jackets and hats in a distinctive color. My feeling is that many of us havealready purchased EAA jackets and since money s the object along with loyalty to ourparent organization we should keep the basic jacket, add our patch, and maybe wear a separate and distinctive ball cap Let's have some comments on this.The new brochure will be a simple photoplay and description of our Division with an


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A P l ~ fPAGE 5

VOLUME 1 - NUMBER 2 JANUARY 1973,

TABLE OF CONTENTSTake My Toothbrush, But . .. ! y uck Hilbert 5Fleet Club . . . . .. .. . . . . . . . . . . 8Ercoupe y Kelly Viets 10Among Friends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12Chapter News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13How To Join The Antique/Classic Division .. 13How To Start An Antique/Classic Chapter .. . . . . . . . . . 13EAA Name Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14Luscombe Ai rworthi ness Di rective . .. .. . . . . .. .. 14Calendar Of Events . .. . .. . . .. . . . . . 15

ON THE COVER Buck Hilbert and his Fleet 2. Photo by Ted Koston.


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How all this started goes back several years. I've always been considered fickle when it comes to airplanes."Love 'em and Leave 'em," was my way. Since 1960when I got back "IN" as an airplane owner, I've had anairplane a year, sometimes two. A PI'-23 first, then a PI'22. A Porterfield LP-65, an Aeronca 65LA Chief, a 7 ACChamp, another PI'-22, an Aeronca C-3, another PT-22,the Ar ow Sport "M", a Cessna 120, Meyers OTW, Breezy,Luscombe 8A, and the Fleet 11. Egads That's fourteenairplanes That's a real indicator of how fickle I am .Now if that was women, I'd be the hero of the AviationFraternity.I'd admired Charlie Smith's Brewster Fleet for yearsand I never could understand Charlie's jealousy andpossessiveness about the machine. After all it was justanother flying machine, but he turns from a smilingIrishman into a mean and dirty old man and reallygets on the defensive when someone comes near. Hesnarls at little kids. Swears at women and gets downright rude with fellow airmen. All because of that Fleet.And since he doesn't want anyone to know what joy thismachine gives him, and how easy it is to fly, he spinslong hairy yarns about how wicked it is . How it willbite you. Never to land on pavement. How you take yourlife in your hands everytime you fly it if you believeeven half of what he says, you turn and run.Well, I happen to know this guy pretty well. I'veseen his inner self a couple of times when we were bucking thunderstorms, weather down to real tight minimums;

was lookin' sideways at me all the while I was preflighting him each time I discovered some hangar rash ora loose somethin' or other, he seemed to shrug his wingsa little and stand a little prouder. I guess this was thefirst indication that there was a personality here. Hereminded me of an old, but still proud, stallion fullof scars, but still willing, still full of fire, and ready to go.

Ralph helped me push him up to the gas pump. Hewas completely dried out and took the full eighteengallons plus a couple quarts of oil. I took another lookat that Kinner and with Ralph in the rear cockpitsteeled myself for a tedious propping job. We used ourPI'-22 experience and after a sufficient number of blades.to clear the lower jugs some, primed it and hollered"Contact". I don't think either of us was prepared forthe immediate bang, pop and clatter. t started just thateasy.While I suited up (it was about 25 degrees), Ralphtaxied up and down and around the strip. No sign of allthose wicked tendencies. t didn't suddenly flip upsidedown, or cartwheel . or do anything. I felt sorta stupid'cause I had relayed all the precautions to be takento Ralph. He came back with his goggles up on his forehead and grinnin' like you never saw. He was so cold hewas shivering, but his first words were when could hefly it?Now it was my turn. I jumped in and even with noright brake and that 15-20 knot wind there were noproblems. That wheezy Kinner pulled like an R-985 and

ice and snow up the Kazoo and I'll fly with him any sounded like a John Deere. After a couple runs, I let


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me at 80-85 mph all the way home . about 125 miles.We landed at my strip. Ralph followed us in and afterexclaiming at how short a runway the Fleet needed, tooka rain check when I offered him a ride. He could see thecold soak setting in pretty good by this time. As it turnedout, he didn't get his ride for several months. I pulled theheads off the Kinner the next day. With Ralph's help, wedid a very thorough valve job. I replaced all the pushrod shrouds, installed new plugs and harness, reworkedthe carb, and heat muff assembly, re-did the mags andfixed that leaky fuel selector. Had the prop reworked upat Whirlwind, replaced the front crankshaft oil seal andcaught up on lots of the little airframe stuff, too . . . liketail wheel tire, new gas gauge, new brakes, bird's nestremoval, a few patches here and there , and a little cleaning up.Curt Taylor came in here to supervise and nit-pickmy work. He shot me down for relicense with a leakygas tank. Finally, all the things were done and altho therag was marginal, he was ready to fly.Ralph got his ride. My wife and kids got theirs and Iwas having a ball. But for some strange reason I wouldn'tlet anyone fly it. I made excuses about brakes, about get

he taXied in for gas I literally ran out to look "MY" ai rplane over. I ali but ignored Curt.Gradually over the next year I seemed more and morereluctant to fly 431K. I didn't take him anywhere. I madeexcuses about having too much to do on the farm, or itwas too windy, or something else needed attention. Aridthen a strange thing began to happen. I began to dropinto the hangar just to look at him, to pull the enginethrough, check the oil, to just sort of pet him once in awhile.

There were a few short side trips during this year witha Meyers OTW, a Luscombe 8A, Breezy and a Starduster,but really, they were just side trips, comparisons. I always came back and 431K always won the competition,"no sweat" He knew he was the best damned flyin' machine in the air, and he also knew he had me right whereI'm tender. Strange, isn t it? I even find myself comparing the DC-8 to this guy.And, again, I'm embarrassed by my reluctance tolet anyone fly him. I've turned down people like Bi ll Dodd,my buddy Dario Toffenetti, Ralph, and others who I knoware real good or better than average aviators, with lameexcuses. This just ain t like me . I've always shared m)tflyin' machines with any and all who would take the stick,and I've enjoyed doing it, too. Ask anyone My machinewas there to fly. I've given hundreds of rides and alwaysjumped out and let them fly solo.Blakesburg '7 put me on the defensive. Evander

Britt and his buddy Dusty Rhodes gave me the "PoorBoy Award" - a pocket knife - to scrape the grease anddirt off my airplane . I'll treasure that award always, butI was too wrapped up in just enjoyin' my Fleet to reallyrealize how tattered and dirty he really was . I kept tellin'myself all he needed was a little paint Rnd maybe a littlerag here and there , and maybe a set of tires, and maybethe engine was a little tired, but he flew better than anyother airplane there. Maybe the brakes do lock up , butonce you horsed him off he flew like a dream. So what ifthem Stearmans and Waco's were prettier . . . what dothey know??Oshkosh '72. We were flanked by Tom Street s pretty Fleet on one side and Robert Frqst's on the other. They


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threads and they'd really have something to look at. Andthey will, too this guy Haselton is somethin' else.UAL had other ideas and the Joliet Fly-In was viewedfrom thirty-nine thousand feet as I flew a charter from thewest coast to Detroit. Almost before I got home the phonewas hot Haselton, wanting to know where the airplane was? - why didn t I get it over there? I stalledhim. Now that the time had come, I was reluctant totake him over to be torn down. I finally took him over toSBN on Wednesday, October 18.About ten days later I was invited over to view thenaked bones and Curt Taylor made the pre-cover inspection. Bill showed us the scars 431K had collectedduring his 43 years. 16 splices were evident in his bones.There had been a cracked longeron at the lower left engine mount attach point. Then there were all the badlyworn bolts, and every bushing was badly worn and hadbeen replaced, but do you know something? He was all

Buck's Fleet in the 50 s . .

original, he was honest, and I think Bill is being afflictedwith Fleet syndrome, too, 'cause less than a month laterhe has him standin on his new 650-10 shoes in hisTennessee Red suit. Next spring will see him adorned inhis yellow wings and by early summer he'll be back inthe air.Only one thing though, I had to promise Bill he couldfly it, and I'm already polishing up my best body english and strengthening my white knuckle grip. Possessiveand selfish as I was when this airplane was such a"DAWG", what is it gonna be like when I get him backand he is all shining and pretty and "NEW"?I once knew a guy who was the most generous fellaI have ever met would give you the shirt off his backand have it altered if it didn't fit. Two things, 'tho,were sacred to him. He always said you could have anything he owned except his wife and his toothbrushwell, I m one up on him I also have my "Fleet"


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FLEET 2 Kinner K-5

If you are a Fleet enthusiast, thenperhaps you will want to join theFleet Club and receive the group'snewsletter . For information write:Bob Von Willer, President

Fleet ClubP. O. Box 1426Spring Valley, California 92077The Fleet Newsletter is printed bimonthly. At present there are 98club members who own 92 Fleet aircraft. 25 of these are currently flying

and the remainder are under restoration.The Fleet Club has drawings availa-ble as well as Fleet decals. Manywing fittings and internal wing parts

are available to club members .Several Fleet Club members canprovide services valuable to restorers:- For sources of laminated upperspars contact:Chuck NichlesP . O. Box 952

Brenham, Texas 77833 - r-George HaddockRoute 5, Box 709

- Dick Probert contact Fleet Clubfor address) is modifying 22 x 10 x 4wheels to accommodate 8:50 x 6 tiresand tubes.As previously noted there are 92Fleets known to still be in existenceon the U. S. Civil Aircraft Registry )- with unknown numbers in othercountries.Following is a list ofU. S. registeredFleets by Model, N Number, andSerial Number. By knowing the NNumber, one can keep up with theFleets - regardless of how manytimes they change hands - by consulting the latest copy of the U. S.Civil Aircraft Registry .

FLEET 1 - 145 WarnerN Number Serial Number Year BuiltN 289H 5 1929N 8600 14 1929N 8616 28 1929N 8618 30 1929N 8626 39 1929N 1980M 40 1929N 420K 143 1929N 607M 183 1929N 638M 213 1930N63J 229 1930N 649M 233 1930N 766V 347 1930N 771V 352 1930

FLEET 2 Kinner R-440B SeriesN Number Serial Number Year BuiltN 8632 45 1929N 431K 154 1929N 448K 171 1929N 606M 182 1929N 608M 184 1929N 648M 223 1929N 774V 355 1930

N NumberN 8648N 8687N 236HN 286HN 403KN 410KN 413KN 415KN 432KN 436KN 605KN 610MN 616MN 617FN 691MN 724VN 760VN 764V

Serial Number Year Built61 192974 1929104 1929119 1929126 1929133 1929

136 1929138 1929155 1929159 1929181 1929186 1929192 1929193 1929241 1930290 1930340 1930332 1930

FLEET 2 - Kinner R SeriesN NumberN 314LN678MN1PN 748V

FLEET 7 N NumberN 743VN 798V

FLEET 7 N NumberN 226HN 228HN 411KN 424KN 446KN 716VN 780VN 788VN 794VN 795VN 63VN 86VN 53Y

Serial Number Year Built108 1929226 1930325 1930333 1930Continental W670 SeriesSerial Number Year Built308 1930378 1931

Kinner R-440-1 B SeriesSerial Number

94121134147169311361369375376402404412

Year Built1929192919291929192919301930193019311931193119311932


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swaying or hunting ; inability to maintain a dive at aspeed greater than 1.1 times the maximum horizontalspeed; wide range of vision in the air and on the ground;reasonable comfort in gusty and bumpy ai r; minimum airspeed , 30 mph; cruising speed 100 mph; take-off run 100feet; landing run 50 feet; rate of climb 400 feet a minute;optimum angle of climb about 10 degrees; minimum gliding angle, five degrees or less; maximum gliding angle,27 degrees; ~ i m p l e engine and auxiliary controls ; simple,rugged structure, to keep down repair time and originaland maintenance cost; vibration, only slight and unobjectionable; side-by-side seating, to permit companionship ; interior quiet enough for normal conversation; builtin crash protection for pilot and passenger; and the planeas a whole small in size.Then during the winter of 1933-34 he, along with somefriends, constructed his first aircraft which embodied hiscriteria. The aircraft was a high wing monoplane (uniquein 1934) with a pusher engine, twin booms to twin rudders, the main wheels were widely spaced at the rear and. . . "HORRORS " . . . there was a nose wheel.Now, this really shook up the Civil Aeronautics personnel. The plane was appropriately called W-1. Theplane was built following a series of tests with gliding

models - built in his basement in slightly over a year'stime - the cost approximately $2,000.00. This includeda geared drive Pobjoy engine. Built of wood and steel tubing it is interesting to note some of the design figures.The plane had a 30 foot span (sound familiar?), weighed1,150 pounds, wing area was 161 square feet but it onlycruised at 80 mph. But it did accomplish its purpose. Itsstalling speed was 35 mph , take-off run was 120 feet andlanding run was 100 feet.About this time the Bureau of Air Commerce, underMr. Vidal, became interested in private flying and starteda research program to produce a $700 light plane thatwould be safe for the average man to fly. The man theyplaced at the head of this project was Mr. John H. Geisse. His first step was to contact the NACA. There he. m ~ taircraft which met or exceeded their proposed specifications. The Bureau arranged to purchase the plane fortests for $5,000.00. This accomplished, they immediatelyran into a typical bureaucratic reaction of aversion atthe purchase of a "backyard" aircraft. Therefore, theyhad Fairchild construct a copy so they could test a "professional" product. This plane was called W-1-A. Similarin all respects except t_he _ plane was equipped with

1936Weick W-1A
http:///reader/full/2,000.00http:///reader/full/5,000.00http:///reader/full/2,000.00http:///reader/full/5,000.00


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flaps instead of the fixed slots on the original. Again,typically, they wereso sure something had tobewrongwith a nosegear that they endedupdestroyingthe aircraft trying toproduce"shimmie" in the nosewheel.Allthis in the faceofthefactthat no"shimmie"problemhaddeveloped in the original design.Mr. Weickhad been in touchwith an oldfriend,Mr.Henry Berliner,whowashead ofErco,a firm ofaviationtoolmakers .Mr .Berliner was,by the way,the sonof theinventor of the microphone.From this meeting these menset out todesign an aircraft which not only had all thesafety principles but would have good looks, sturdinessand utility.The first Ercoupewas built and flown in 1937 andwas affectionately called the "Jeep". t was powerf;ld bya 40-hpContinental pendingdevelopment of Erco'sown65-hp power plant. Designed by Harold Morehouse thisdesign was a 4-cylinder, inline, air-cooled engine. Theproduction costs proved to be excessive and the engine wasdropped in favor of the new 65-hpContinental. Thisthen became the production model, of which 112 wereconstructedpriortothe war.

Our friend, Mr . Larry Acock, radio man par excellence,was installing our radio and he told the story ofhis father-in-law, whopurchased an Ercoupe in KansasCity,Kansas at the Fairfax Airport. After purchase, itwas decided to find the production number of the aircraft. So while the mechanic crawled inside", the proudnew ownergotout his paper and pencil.The mechaniccalled out "one" loud and clear, then crawled out andstarted closing the cockpit. The new owner said, "Well,what's the rest of it?""That's all",camebackthe startling answer.

The sad end to this is that the aircraft was totalled

sometime agowhen it was blownoverbyalarge airlinetype.Mostof the above information was gleaned from anarticle published in Air Trails Magazine,March 1945,written by Mr.Leonard Engel.The onlything Mr.Engeldid not see was the impact that the Ercoupewouldultimately have onprivate aviation .This,Ihave been privilegedtosee. .

In 1946, when I was first "slipping the surly bondsof earth", there was onlyone plane onour entire- airportthat had a nose wheeland that ,of course,was the Er-coupe. The plane also had one of those new-fangledelectricstarters and lights - real deluxe.Thoseof us whowere trying for commercial licenses were required tohave ten hours night flyingsowehad tocheckout in theErcoupe. This was fine because the plane looked goodtome. The onlyproblemwasmy instructor - it seemshe was mortally afraid of having a wheelup front, plusthe shortage of rudder pedals. I can still remember myown aching legs from stomping the floor with nothingthere . t wasn't until several years later that Ifinallybegan tofly the Ercoupeas it wasdesignedto fly .Now, friends, look at a modern airport and remem-ber the Ercoupe was the number ONEmass productiontricyclegear.In 1945 and 1946 no onewas even thinking of theimpact this little airplane would ultimately have, buttoday, Mr Weick should surely take great satisfactionin the total acceptance of his design philosophy. tmade me smile when I asked an instructor with almosta thousand hours togo around the patch with me in aCessna 180that wasforsale.His reply was ,"Me,fly oneof thosetricky tail draggers?Never!"Yes,Mr.Weick,your designtheory has been accepted.


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[ A R ~ l I ~ A ~ Y I R b l ~ I A _-Officers for 1973 a r e ~PresidentHerb PuckettRt. 7, Box 668 JCharlotte, N. C 28213Vice PresidentDr. Ed Garber, Jr.1810 Lakeshore Dr.Fayet tevi lle, N. C. 28304Sec. Treas. -Liz Pace3000 Crawford Ave.Gastonia, N. C 28052Newsletter Editor

Ray Bottom, Jr.103 Powhatan ParkwayHampton, Va. 23361

Ray Bottom publishes the Chapter's excellent bimonthly newsletter, Antique Airways. t is available toall interested antique and classic enthusiasts for $5.00per year, which includes membership in the Chapter. Thenewsletter is printed on offset and contains pictures andnews of the activities of this large and very acti ve group.For membership, send your check to Liz Pace.The Carolinas-Virginia Chapter's 1973 fly-in calendarhas been set (see Calendar of Events ) for Santee, S. Cin the spring and Gastonia, N. C in the fall. These areannually very large and well attended antique and classicfly-ins.

Dr. Ed Garber has added a 1931 Stinson JRS to hisstable of antiques which includes an Aeronca C-3 and aCurtiss-WrightCW-1- both in that much-bandied mint

And speaking of Clipwing Monocoupes, the mostfamous one of them all, N36Y, is currently undergoinga complete restoration. This is the famed Little Butch'in which Woody Edmondson won the World's AerobaticChampionship at Miami in 1948. This little tiger has forseveral years been the _proud possession of John McCulloch of Fairfax, Virginia. He has the fuselage at KenHyde's shop near Warrenton, Virginia and the wing atPop Hatchers in Lynchburg, Virginia. Little Butchwill be restored just as it was when owned by Edmondson.One of the rarest antique airplanes in the world todayhas just emerged from Dick Terhune's restoration shopnear Charlottesville, Virginia - a 1922 Farman Sport.

f l ~ R I ~ [ ~ P l f R The proposed new Florida Chapter of the EAA Antique and Classic Division will hold afly-in and organizational meeting January 20-21 at Lakeland, Florida. Paul Poberezny, EAA President, will be .the principal speaker. Antique/Classic Division President Buck Hilbert, Vice-President J. R Nielander, andSecretary Dick Wagner will also be on hand to welcomethis fine group into our organization. Richard JonathanLivingston Seagull Bach is also slated to be present.Bach has recently made his home in Winter Haven.Florida Chapter officers for 1973 ar e:President Sec.lTreas.James A McClanahan W D Thompson2116 Cordova Circle Rt. 6; Box 70

Lakeland, Fla. 33803 Lakeland, Fla. 33801Vice President ChaplainGeorge R O'Neal Olin Longcoy4750 Cove Circle 505 Rt. 3, Box 398St. Petersburg, Fla. 33713 Orlando, Fla.~ ~ w m ~ I ~ I ~ f ~ I I O ~ f [ l ~ ~ I [ ~ I Y I ~ m ~Membership in the EAA Antique/Classic Division is


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EAA Antique/Classic embroidered patches (pictured at right)- A distinctive, colorful emblem . $1 .50 eachEAA Caps - men and ladies. Specify small, medium , large,

or extra large. Ladies, one size. $2.25 each1973 EAA Calendar. Made of heavy, unbleached cloth.Features full color renditions of a Standard J-1 ,P-51 , Scorpion Helicopter, and a Dyke Delta. $2.30 eachEAA Flight Bags. Durable nylon with waterproof lining . Blue

with EAA decal on both sides. $4 .50 each-

Write for a complete listing of EAA publications and merchandisefree of charge. Includes a listing of all available back issues of SportAviation * -EAA PUBLICATIONS OF INTEREST TO ANTIQUE AND

CLASSIC ENTHUSIASTS AND/OR RESTORERSWood . Vol. 1 . . .. . . .. . . $2 .00Wood. Vol. 2 .. . . . . . . . ... $2 .50Sheet Metal. Vol. . . . . . . . . . . . .. . $2 .50Sheet Metal. Vol . 2 . $2 .50Tips on Fatigue . . . .. $2 .50Welding. . .. . . $2 .00Dope and Fabric . . . . .. ... $2 .50Hand Tools. Vol. 1 .. . . . . . .. .. $2 .50Hand Tools. Vol. 2 $2.50CAM 18 (Reprint) ... .... .... .. $3 .00CAM 107 (Reprint) . $4 .00

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Photo by Dick Stouffer)Stearman PT-17 flownby John Guerra atCrystal Lake Airport III.

vintage airplane - jan 1973

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