Restorer's

Corner
f1JJj .J.R. NIELAl\DERJ.JR.
I n December we mentioned that we would be
including an as-up-to-date-as-possible listing of type
clubs, their officers and their newsletter editors in a
forthcoming issue of THE VINTAGE AI RPLANE, and
that we planned to update the list and print it on an
annual basis. Well, the time is at hand for the first an nual
printi ng of this list. You will find it located elsewhere in
this issue. We suggest that if you have a question
concerning a particular aircraft or engine, you check to
see if it is included in this list, and, if so, that you make
your inquiry direct ly to those who are most knowl-
edgable on the subject and who can give you the best
and quickest answer. Likewise, we heartily recommend
<that you support the type clubs of your choice both
morally and financially. The financial support usually
only amounts to a few dollars a year to cover printing
and postage of the newsletters. These officers and ed-
itors also appreciate hearing from you. They need both
encouragement regarding the important service which
they are providing, and information concerning the status
of your restoration project, etc. After all, they can't
write a newsletter if they don ' t have any news to write
about.
As our aircraft become older and as more basket cases
are started on their way to again becoming flying mach-
ines, the role of the type club keeps increasing in import-
ance. Usually the type club newsletter is the best, and
sometimes the only, source of information on parts
availability. It certainly is the best forum in which to
bring up a question concerning restoration, modifica-
tion, or substitution of parts. There is hardly any prob-
lem which you can face which some other member of
the type club hasn't faced and solved at some earlier
time. Since the theme of all type clubs is cooperation, he
will be glad to share his knowledge with you. Who
knows? The next time possibly you will face and solve a
problem first, and be able to pass on your knowledge to
someone else at a later date.
Our membership drive is showing very significant
results. The roster has grown by over 50% during the
past year. Your officers, directors and advisors thank
each of you members who have taken the time and made
the effort to acquaint your fellow aviation enthusiasts
with the activities of your Division. As we have men-
tioned many times before, we all gain from an increase
in membership. However, we have not as yet reached our
goal, so please don't let up on your efforts or your
enthusiasm. Let's each of us sign up a couple of more
new members over the next month. We shall again be
including new member applications along with your
copies of THE VINTAGE AIRPLANE.
EDI TORS NOTE
Up until now, we have done quite well at getti ng
the necessary material together for the magazine.
Sometimes we are saved at the last minute by receipt
of an article, sometimes we have to research and write
one. Our three Associate Editors deserve a great
amount of our appreciation, and as for the office of
Vintage, we could not have a magazine without them.
It will be necessary to spread the load in the future,
and we are particularly interested in getting all areas
represented. We particularly need editors in Texas,
the Northwest territory of Washington and Oregon,
Arizona, New York and Connecticut. Editors from
any area will be welcomed. These are areas that I have
noticed a lack of reporting from, and ones that are
known to have considerable activity. I f you have a
candidate, notify us. We will all be helped.
To get a greater balance of material, we would
appreciate having more Classic material. It is your
magazine, and we publish what we get, so let's hear
more from the Classic group. It would be a great help
if the Type Clubs would assist in a search for editors
oriented to their craft. If you like what you are get-
ting, get involved - solicit new members and help
gather interesting articles.
AI Kelch, Editor

ANTIQUEANDCLASSIC
DIVISION'"
OFFICERS
PRESIDENT
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JACKWI.NTHROP
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ALLEN,TX75002
SECRETARY
RICHARDWAGNER
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LYONS,WI .53148
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UNION,IL60180
THE VINTAGE"AIRPLANE is owned
Hales Corners. Wisconsin 53130. 5econ
53130. and additional mailing offices.
period of which $10.00is for the pubi
interestedinaviation.
Editorial
Staff
Editor
AI Kelch
Associate Editor
Robert G. Elliott
1227 Oakwood Ave.
Daytona Beach. Florida 32014
Assistant Editor
Lois Kelch
Associate Editor
Edward D. Williams
713 Eastman Dr.
Mt. Prospect. Illinois 60056
Associate Editors will be identified in the table of con-
tents on articles they send in and repeated on the article
if they have written it. Associate Editorships will be
assigned to those who qualify (5 articles in anycalendar
year).
Directors
Claude L. Gray, Jr.
9635Sylvia Avenue
Northridge, California91324
AI KelCh
7018W. Bonniwell Road
Mequon.Wisconsi n 53092
Evander M. Britt
Box 1525
James B. Horne
3840Coronation Road
Eagan. Minnesota55122 Lumberton, North Carolina 28358
George E. Stubbs
Box 113
Brownsburg. Indiana 46112
Willi am J. Ehlen
Route8. Box 506
Tampa. Florida 33618
M. C. "Kelly"Viets
RR 1. Box 151
Stillwell. Kansas66085
Morton Lester
P.O. Box 3747
Martinsville, Virginia 24112
Advi sors
W. Brad Thomas,Jr.
301 Dodson Mill Road
Pilot Mountain,North Carolina 27041
Robert A. White
1207 Falcon Drive
Orlando. Florida32803
Maurice "Sonny"Clavel
Box98
Wauchula. FL 33875
Dale A. Gustafson
7724 Shady Hill Drive
Indianapolis, IN46274
Roger J.Sherron
446-C Las Casitas
Santa Rosa. CA 95401
Stan Gomoll
104290th Lane. N. E.
Minneapolis. MN 55434
lusively by Antique Classic Aircraft, Inc. and is published monthly at
Postage paid at Hales Corners Post Office, Hales Corners,Wisconsin
ship rates for Antique Classic Aircraft, Inc.at $14.00per 12month
of THE VINTAGE AIRPLANE. Membership is open to all whoare
OFFICIAL MAGAZINE
ANTIQUE / CLASSIC
DIVISION
of
THE EXPERIMENTAL AIRCRAFTASSOCIATION
P.O. Box229Hales Corners, Wis. 53130
APRIL1977 VOLUME 5 NUMBER4
Restorer'sCorner ................................................1
WACO Identification ........... ..................................3
WACO Production 1923-1945 ......................................4
Vintage Album .................................................11
Primary CadetDays .............................................15
PrimaryCadet Days - Revisited ....................................18
Behind the Scenesat M*A*S*H .................... ........ ........19
National Type Club Listing 1977 ...... . .... ... . ....... .... .. ........20
Air Mail ... . .. .. ........ .. ... . .... .. .... . . ... . ................21
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP
o NON-EAA MEMBER- $34.00. Includes one year membership in the EMAntique/Classic Division, 12
monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa-
tion,12 monthlyissues ofSPORTAVIATIONand separate membershipcards.
o NON-EAA MEMBER- $20.00. Includes one year membership in the EMAntique/Classic Division, 12
monthly issues 01 THE VINTAGE AIRPLANE; c;ne year membership in the ExperimentalAircraftAssocia-
tion and separate membershipcards. SPORTAVIATION notincluded.
oEAA MEMBER - $14.00. Includes oneyear membership inthe EMAntique/Classic Division, 12 monthly
issues 01 THE VINTAGE AIRPLANE and membership card. (Applicant mustbecurrent EMmember and
mustgive EAA membership number.
PICTURE lOX
ONTHE COVER (BackCover)
Waco SRE from California, Waco Waco 7928JTOTaperwingpowered
A VN-8 from Oklahoma, Waco by 365 hp. Wright. Airmail and
CUC-2 from Chicago, Waco YOC passenger serviceCincinnati-Indiana-
from Texas, at the 7972 National polisandChicago.
Waco Fly-in.
CopyrightC> 1977AntiqueClassic Aircraft. Inc.AllRightsReserved.
2


... AIULAI" . . AlRPLAIU
By: RayBrandly
National WACO Club
2650 W. Alex-Bellbrook Rd.
Dayton, Ohio 45459
Allphotoscourtesy RayBrandly 7923 Waco 7, Notelocationofradiator.
Many people continue to think of WACO model
designations as being di ff icult to understand or some- WA[O PHODU[TIOn 1923-1942
what confusing. Actually, th ey are no more confusing
than distinguishing a 1932 Chevrolet from a 1935 Chev-
rolet or a 1929 Ford from a 1933 Ford.
First, you must pictur e each WACO in your mind and
assoc iate it with the approximate year th at it was
introduced. Now, it is reasonable to assume that most
peopl e associate the OX-5 engin e with open WACOs
built from 1923 thru 1929, namely, the WACO 7, the
WACO 9 and the WACO 10. The differences that easily
di st inguish these WACOs at a di stance are: the WACO 7
uses a radiator installed between the propell er and the
nose of the engine, the WACO 9 uses a balanced rudder
and elephant-ear ailerons on upper wings only, the
WACO lOuses seve ral different engi nes. So let's look for
the most distinguishing poi nts. The TEN introduced a
new hydraulic landing gear with lon g shock strut from
axle to top longeron of fuselage . Also, the TEN was first
WACO to use a center-section bet ween upper wings.
Upon close inspection there would be many more dif-
ferences, but with those ment ioned anyo ne should be
able to distingui sh between the three models from a dis-
tance of one hundred feet or more.
In 1928 the Wri ght Wh irl wind (radi al) engines were
being installed on basicall y the sa me fuselage, empennage
and landing gears as was being used by the OX-5 and
Hi sso powered TEN. Thus a model commonly known as
th e Straightwing came into being. Thi s distinction being
necessary to distinguish it from the Taperwing that was
simultaneously being produced. Actually, the same fu-
selage, empennage, landing gears and engi nes were being
used for both the Taperwing WACO and the Straight-
wing WACO, the wings, center-section, wires and struts
being the not iceable differences.
Editor 's Note :
Ray Brandly has been kind enough to write this
articl e, so that we can all identi fy Waco airplanes.
Through an error in the Vintage Album for October
1976, where I wrongly id enti fied Dick Jackson's
Waco D as a Military, I came in contact with Ray. I
will be forever grateful, for now the mystery is solved
and we can all become proficient at Waco identifi -
cation.
AI Kelch, Editor
1923 thru 1929
Advance Aircraft Company Troy, Ohio
Model & Year Engines Remarks
1923-24 WACO 7 OX-5 90 hp Radiator mounted between propeller and nose of
engin e, very small triangul ar shaped fin. 3-place
open.
1924 WACO 8 Lib erty 6 250 hp Si x- pl ace cabin with two-place open cock pit.
1925-26 WACO 9 OX-5 90 hp
OXX-6 102 hp Uses a balanced rudder . Ailerons on upp er wings
only (balanced elephant-ear type) . In troduced
the weld ed steel tubing fuselage. 3-place open.
1927
1928 &
1929
WACO 10
GXE
125
DSO
OX-5 90 hp
OXX-6 102 hp
Si eme ns-H al ske
100-122 hp
Hi sso 150 & 180 hp
In troduced the hydrauli c landing gear (long
shock strut from axle to top longero n at side of
fuselage) . First WACO to use cen ter-sectio n
between upper wings. 3-place open.
1928 &
1929
Straightwing
ASO
BSO
CSO
PSO
QSO
J-5 9 cyl. Wright 220 hp
J-6 5 cyl. Wright 175 hp
J-6 7 cyl. Wright 250 hp
Jacobs LA-1 170 hp
Continental A-70 165 hp
Hydraulic landing gears with long shock strut
(similar in app earance to WACO 10). Out-rigger
gear also used on these model s. Var ious improve-
ments were made to landing gea rs and wings. All
Strai ght wing WACOs are 3-place open.
1928 &
1929
1928 &
1929
Taperwing
ATO
CTO
Taperwing
ATO
CTO
JYM
J-5 9 cyl. Wright 220 hp
J-6 7
J-5 9 cy l. Wright 220 hp
J-6 7 cyl. Wright 250 hp
Wright R-975 330 hp
Tapered wings using a center-section much larger
than Straightwing center-section.
JYM fuselage 12 inch es longer. All Taperwing
Wacos 3-p lace open.
Since there was a variety of engi nes offered when the WACO 10 came out, it beca me
necessa ry to use letter designations for the first time. First letter shows engine,
second letter denot es wing design, third letter denotes type or series.
4
WACO 10-) -5
Right: 7928 WACO
A50 J-5 Wright Note
shock strut fairings.
Above: 7928 WACO A TO, This is Freddie Lund's Taperwing, with J-5 Wright
Below: 7924 WACO 8, empennage similar to Waco 9
Above: 7925 WACO 9, Note ailerons size and location
Below: 7928 WACO 70 D50, Note new landing gear, and center-
section. This type landing gear was used on approximately one
thousand Wacos.
Model & Y
In 1930, WACO production introduced a new type or
series commonly known as the WACO "F". Production
also continued with the CSO, the CTO and some special
types, the JWM and the CRG. All of these WACOs used
the out-rigger type of landing gear. The first WACO Fs
of 1930 and 1931 were easily distinguishable by a small
compact fuselage two feet shorter than any previous
WACO. Equal dihedral in upper and lower wings, bal -
anced elevators and a tail wheel that appeared to be too
far forward, were also distinct identification points of
those first "F" models.
A new greatly improved F model known as the F-2
was introduced in 1931. The F-2 was easily identifi ed
with larger engines, newly designed landing gears and
metal ailerons on all four wings. In 1932 and 1933 the
F-2 continued with improved wings and elaborate fair-
ings.
A sportsmen's WACO, seating two persons side-by-side
in a single cockpit, was also introduced in 1932 and
produced thru 1933. This was known as the WACO A.
Fuselages of approximately same dimensions, wings,
empennages and landing gears of same design were used
on F-2 and" A" models.
Chart showing WACO production 1930 thru 1934
does not list specifications or refinements pertinent to
each model. It is intended only to point out those dif-
ferences in appearance that should be noticeable at a
distance.
Always remember that the first letter identifies
engine make and horsepower, the second letter denotes
wing design and the third letter denotes type.
7934 WACO UKC, Note beautiful fairings
WACO PRODUCTION Continued
E .
Re marks
1930 &
193 1
RNF
IN F
KNF
MN F
WJrn er-Scdrab 125 hp
Kinn er B-5 125 hp
Kinner K-5 100 hp
Menasco C-4 125 hp
Ou trigger land i ng gears, fuse lage two feet short er
than prev ious open WACOs, ta il wheel fo rward
from end of fuselage, eq ual di hedral in up per and
lower wings, balanced elevators. Al l 3-pl ace open.
193 1
193 1
jWM
CRG
OCF-2
PCF-2
ODC
Wri ght R-9 75 330 hp
Wright R-7 60 250 hp
Co ntin enta l A-7 0 165 hr
j dcobs LA- 1 170 hp
Co nt ine nta l A-70 165 hp
Simil ar to JYM .
CRG used metal ail ero ns located on lower wings
onl y, spec ial outrigger gea r wi th longe r shock
str uts. 3- pl ace open.
Seco nd ' T " se ries with compl etely new landing
gears and metal aile rons on all fo ur wings. Fu-
selage and empenn age id entical in appearance to
fir s! " F" se ries. 3-pl ace open.
Firs t pmducti on cab in WACO. Uses streamline
fl ying and landing wires. Ail ero ns, empenn age and
landing geM identi cal in appea rance to F-2
models.
1932
1932 &
1933
1933
UEC
OEC
UBF-2
PBF-2
RCA RB A
ICA IB A
PCA PBA PLA
UCA UBA ULA
UIC
Contin ental R-670 210 hp
Kinn er C- 5 210 hp
Co ntinenta l R-670 210 hp
Jacobs LA-l 170 hp
Warn er-Scarab 125 hp
Kinn er B-5 125 hp
jacobs LA -1 170 hp
Co ntin ental R-670 210 hp
Co ntinental R-670 210 hp
Cabin WACO. Streamline steel tubing wing brace
strut repl aced wi res used on fi rs t cab in . 1931 &
1932 cab in s used narrow chord engin e cowl ,
both had rearview wi ndows not fitt ed to contour
of fuselage.
Gea r and wing-root fa irings most noti ceable di f-
ference from th e 1931 F-2.
The "A " se ri es had si ngle coc kpi t wit h sid e-b y-
sid e sea ting, fr ont and rea r baggage compart-
ments. Could be flow n as 2-pl ace open or closed.
Clbin WACO, with gear and wing- roo t fairings,
wid e chord bump engine cowl s, rea r-view win-
dows fitted to co nt our of fu selage.
1934
1934 &
1935
UKC
YKC
CjC
UMF
YMF
Co ntinen tal R-670 210 hp
Jaco bs LA 225 hp
Wri ght R-760 250 hp
Co nt inental R-670 210 hp
jacobs LA 225 hp
Cabin WACO. Actu all y th e 1934 Standard cabin
WACOs were refinements of th e 19 33 model and
usin g a new wing design. The Cj C, highest
per fo r ma n ce St andard had eight ee n inches
grea ter wi ng span.
Lu xuri ous " F" models with uph olstered cock-
pits, elaborate gear and wing-root failings, deep-
skirt bump cowl s, 2-foo t longer fuselages than
previ ous "F"s. Des ignated F-3 fir st six month s,
thereafter all de signated F-5. 3-pl ace open.
S3HD
WHOA
JHD
Pratt & Wh itn ey 440 hp
Wri ght R-975-E2 420 hp
Wri ght R-975-E 330 hp
No ce nt er-sec tions used on "0" models. Tandem
sea ting for two in ca nopy enclosed coc kpits.
7
7933 WACO VLA, Single cock-
pit sport plane (this one had
green wings with yellow fuselage)
7937 WACO CRG, SpecialStraightwing. Note gear.
Above: 7937 WACO QDC, Note rear-view windows.
Below: 7934 WACO WHDA, Military Waco D (Fac-
tory demonstrator - Sold to Nicaraguan Government
4-27-39.
1933

2 PLACE SIDE BY SID
8
Above: 7930 WACO C50, Note out-rigger landing gear (this Waco was sent to China) Above: 7930 WACO CTO, This Taperwing is still flying,
Below: 7930 WACO RNF 7937 WACO QCF-2 7932 WACO OEC.
The Waco Aircraft Company decided to expand
production of the cab in WACOs by introduci ng a larger, WACO PRODUCTION Continued
faster CUSTOM WACO in 1935. All Custom WACOs are
eas il y id entified by larger upper wings and very short
lower wings. STANDARD cabin WACOs have wings of
equal area, upper and lower. A slight change in ident-
Model & Year Engines Remarks
ification letters was necessary in 1935 with the introduc-
tion of the Custom. Standard cabin models used -S to
denote Standard and the letter C indicated Custom from
1935 on . Also, WACO came out with a new high-
performance "F" in 1935, the CPF with larger engines, a
new wing design and a completely new empenage with
balanced rudder.
1936, was a big production year for WACO cabin
airplanes as both the Custom and the Standard models
were greatly improved. The Custom fuse lage was length-
ened one foot, the gear shock strut changed slightly and
the ai lero ns were fabric covered. The 1936 Standards
were distinguished by a completely redesigned landing
gear. The 1936 "F" WACO, known as the F-6, was a
refinement of the CPF with a completely redesigned
landing gear and an enclosed rear cockpit.
The 1937 Standard S-7 had many refinements, but in
outward appearance was identical to the 1936 S-6. The
1937 Custom C-7 was easily identified by a new wide
gear and new streamlined three-piece windshield. Trail-
ing edge split-type flaps replaced the mid-chord flaps of
the previous Custom models. The 1937 F-7 s had many
refinements, but were identical in outward appearance
to the 1936 F-6.
1938 and 1939 were great years for improvements
and the introduction of new cabin WACOs. See chart for
differences in identification.
Standard cabin WACOs remained basically the same
in appearance in 1940. A ,completely new "E" model
replaced the WACO " N" and the C-8 Custom and for the
first time WACO used a Lycoming engine. In 1941 and
1942 the Standard cabin used a mid-chord wing flap on
upper wings only and was equipped and used as an in-
strument trainer. See chart.
The three-place open F-7s received many changes
during 1939 and thru 1942, mainly to meet require-
ments of a Government CPT program. See chart.
1935 UKC-S
YKC-S
Continental R-670 210 hp
Jacobs L-4MB 225 hp
Standard cabin WACOs that were almost iden-
tical in ap p earance to the 1934 models.
El aborate fairings .
UOC
YOC
YOC-l
CUC
CUC-l
CUC-2
Continental R-670 210 hp
Jacobs L-4MB 225 hp
Jacobs L-5M B 285 hp
Wright R-760 250 hp
Wright R-760-E l 285 hp
Wright R-760-E2 320-350 hp
CUSTOM cabin WACOs, large upper wings with
metal ailerons and mid-chord flaps. Short lower
wings had no ailerons. New empennages had bal-
anced elevators and balanced rudder.
CPF Wright R-760 250 hp New wing design, new empennage using balanced
elevators and balanced rudder. Landing gear and
fuselage same as F-5 . Three-place open.
1936 UKS-6
YKS-6
ZKS-6
DKS-6
Continental R-670K 225 hp
Jacobs L-4MB 225 hp
Jacobs L-5MB 285 hp
Wright R-760-El 285 hp
This STANDARD cabin WACO used a complete-
Iy redesigned landing gear, with fairing over
shock strut only.
UQC-6
YQC-6
ZQC-6
AQC-6
DQC-5
EQC-6
Continental R-670K 225 hp
Jacobs L-4MB 225 hp
Jacobs L-5M B 285 hp
Jacobs L-6MB 330 hp
Wright R-760-El 285 hp
Wright R-760-E2 320-350 hp
CUSTOM cabin WACOs, wings approximately
same size as 1935 Custom, but new design used
fabric covered ailerons, also had mid-chord flaps.
Short lower wings very similar to 1935 Custom.
Fuselage twelve inches longer than 1935 Custom.
YPF-6
ZPF-6
Jacobs L-4MB 225 hp
Jacobs L-5MB 285 hp
The F-6, sport WACO, using wing and empennage
desig n of the 1935 CPF, added a new fuselage
and redesigned land ing gear simi lar to the S-6
Standard cabin. Rear cockpit enclosure also
provided.
1937 UKS-7
VKS-7
YKS-7
ZKS-7
Continental R-670K 225 hp
Continental R-670M 240 hp
Jacobs L-4MB 225 hp
Jacobs L-5MB 285 hp
From outward appearances the 1937 S-7 was
id entical to the S-6.
ZGC-7
DGC-7
EGC-7
AGC-7
Jacobs L-5MB 285 hp
Wright R-760-El 285 hp
Wright R-760-E2 320-350 hp
Jacobs L-6MB 330 hp
The 1937 CUSTOM introduced a new wide land-
ing gear with 108" tread as compared to 87"
tread on previous cabins. Also used a three-piece
streamlined windshield. Split-type trailing edge
fl aps.
10

Men and Thei
-
7935 WACO YMF-5, The F-3 and F-5 Wacos were introduced in 7934.
A good general rule to follow in WACO identification
for cabin model s CUSTOM 1935 thru 1942 large upper
wings, short lower wings and ailerons on upper wings
only. STANDARD cabins 1931 thru 1942, upper and
lower wings of equal area, metal ailerons on all four
wings and no bal anced rudders.
It is hoped that WACO identification may be much
7935 WACO CPF, Most of these high-performance Fs were exported.
7935 WACO S3HD-A, Captains Len Po vey and St. Orta taking delivery of this D
for Cuba.
7936 WACO YPF-6, First F-6 sportsmar.
11
Album
lintage Machines
7935 WACO YOC, First of the CUSTOM cabin mode/so
7936 WACO YQC-6, This Custom purchased by Dr. Galstaun of Calcutta, India.
easier and the identi fy ing lett ers much simpl er after
reading the descrip t ions and associating them with th e
accompanying photos. As previously menti oned, onl y
di fferences in outward appeara nces are menti oned here-
in. Specifica ti ons, perfor mance data, equipment and
color sc hemes are also avail abl e upon requ est to those
who desire to restore a WACO to its original appearance.
lIaco purchased by Burr Bi,lsh of Chicago.
7937 WA CO ZGC-7, First wide-gear Custom (note trailing edge flaps).
12
WACO PRODUCTION Continued
Model & Year Engines Remarks
UPF-7 Continental R-670K 225 hp The 1937 F-7 used the same 77" tread gear that
VPF-7 Continental R-670M 240 hp was used on the F-6. Cockpitenclosures available
YPF-7 Jacobs LAMB 225 hp on these 3-place Fmodels also.
ZPF-7 Jacobs L-5MB 285 hp
1938 VKS-7 Continental R-670M 240 hp New three-piece streamlined windshields and new
1939 YKS-7 Jacobs LAMB 225 hp wide gear similar to the 1937 Customs.
ZKS-7 Jacobs L-5MB 285 hp
ZGC-8 Jacobs L-5MB 285 hp Same appearance as 1937 Custom, except fu-
AGC-8 Jacobs L-6MB 330 hp selage was 12 inches longer.
EGC-8 Wright R-760-E2 320-350hp
ZVN-8 Jacobs L-5MB 285 hp Tri-cycle landing gear and flaps on all four wings.
AVN-8 Jacobs L-6MB 330 hp
ARE Jacobs L-6MB 330hp These CUSTOM WACOs used new plywood
Above: 7938 WACO GC-8, Demonstrator sold to
SRE P& WWasp Jr. 450hp covered wings, narrower more streamlined fu-
State ofOhio.
selage and flying and landingwires replaced wing
brace strut.
Below: 7939 WACO YPT-74, This military F-7 was
1940 VKS-7 Continental R-670M 240 hp Same general appearance as the 1939 Standard one of73 delivered prior to the 600 CPT UPF-7s.
1941 YKS-7 Jacobs LAMB 225 hp cabin WACO. Note narrow gear and windshields without frames.
1942 ZKS-7 Jacobs L-5MB 285 hp
ARE Jacobs L-6MB 330 hp These CUSTOM WACOs introduced in 19.39 and
SRE P& WWasp Jr. 450hp generally known as the WACO "E".
HRE Lycoming R-680-E3 300hp
VKS-7F Continental R-670M 240 hp This Standard cabin introduced in 1941 as an
instrument trainer and was the only Standard to
use a wing flap. (Mid-chord type similar to C-6).
1939 UPF-7 Continental R-670-6A 220hp These F-7 open WACOs still had narrow gear
YPT-14 Continental R-670-6A 220hp (77"). Two-place front seat was replaced with a
single-place seat. Used hand inertia starters.
YPT-14 was a military designation and these F-7s
were later changed to the new 100 inch wide
gear. Engines were cowled..
1940
1940
1941
1942
UPF-7
Continental R-670-6A 220hp These F-7 open WACOs all used wide gear, en-
gines were not cowled, windshields had cast alu-
minum frames, and electrical system replaced
inertia starter. Two-place original front seats
were provided after W.W. II.
13
Above: 7938 WACO A VN-8, Had trailing edge flaps on all four wings. This
one purchased by CAA Air Safety Board
Below: 7939 WACO A RE, The ultimate in a high-performance Custom. This
first Waco E was purchased by Tarrant Flying Service Billings, Montana.
Above: 7939 WACO VKS-7, Wide-gear Standard
Below: 7947 WACO UPF-7, One of the 600 CPT F-7s - this one is currently
flying in mint condition owned by John I. Shue.
7947 Ryan PT-22 Field No. 1-342 of the type used
by D.j. Armand, when he was an A viation Cadet.
PRIMARY
(CADET
DAYS
By: D.j. Armand
Photos furnished by Bill Hodges
My first introduction to the Ryan PT-22 came in the
middle of May, 1943, when my Aviation Cadet Class
43-K reported to the Fifth Army Air Forces Flying
Training Detachment at Ryan Field, Hemet, Calif. The
sight of those PT-22's in the traffic pattern was a thrill,
and I'm sure many of my classmates had a few feelings
of apprehension, as I did, about our ability to handle the
little monster.
During our Preflight training at Santa Ana, we had
heard barracks talk by the carload on the relative merits
of the three primary trainers then in use, the PT-17,
PT-19 and PT-22. Though the Stearman was touchy
during the landing roll, neither it nor the Fairchild land-
ed as fast as the Ryan, so the stories went. By the time
we were told where we would go for Primary training,
we were pumped so full of talk that those of us who
were assigned to Ryans firmly believed we would be
landing a P-40 on our first flight. So, it was both a
matter of concern and at the same time, a challenge.
My first flight, or orientation flight, came on May 26,
1943, and it was also th e first time I had ever been up in
any aircraft. The entry in my log book shows "Army
PT-22, H.P. 160, No. 484-A" (Field Number). The flight
lasted 35 minutes and consisted mostly of my being
shown the local flying area and our auxiliary fields. I was
allowed to take the controls for a considerable part of
the time and began my actual flying training by doing
a series of turns. Though I had never actually flown
This Article is a reprint from "Ryan Club News"
15
before, I was no stranger to aircraft and the functions of
their controls. From the time I was old enough to know
what an airplane was, I knew I wanted to fly. I read and
collected everything I could, built models by the dozens,
and hung around the local airport as much as I could.
The flight instructors at Hemet were all civilians, but
dressed in uniforms and were treated by all cadets as
commissioned officers. My instructor, Mr. J. F.
Hutchins, was a fine gentleman, soft-spoken and easy
going. He never got ruffled; even in hairy situations you
could always depend on that calm, quiet voice over the
gosport to help you out. To me, at that time an impres-
sionable 19-year-old, who lived, breathed and dreamed
airplanes, he was second only to God.
My second flight came on May 29, in Number 596,
and lasted 40 minutes. This time I was allowed to follow
through on the controls during take-off and after then it
was mine. We climbed to our working area and I began
practicing turns again. Later on Mr. Hutchins dem-
onstrated power-on and power-off stalls, straight ahead,
and let me try some. The last item on that flight before
landing was my first introduction to what I thought at
the time was a complete disaster - the spin. Needless to
say, it left me with the impression that mayb e I was in
the wrong kind of racket. But that didn't last long.
The third and fourth flights were pretty much the
same, consisting of turns, stalls, spins, coordination ex-
ercises and rectangular patterns. On the fifth flight we
began take-off and landing practice, which I liked best.
The following flights, through my twelfth , were a succes-
sion of pure dual instruction and practice on take-offs,
turns, stalls, spins and landings. At the end of the
twelfth flight I had a total time of9:25, on June 16.
The policy at Hemet was that each instructor have his
students fly a "cross-check" with another instructor as
they approached the time for their solo. So, on June 18,
I flew my cross-check, which lasted 15 minutes, and
consisted of take-offs and landings only. It must have
been okay, because I remember Mr. Hutchins coming
back with a big grin, after talking to the other instructor.
Anyway, back up we went for another 35 minutes of
bounce drill.
There was a requirement at Hemet on the Ryans that
no one would be allowed to solo with le ss than eight
hours dual, no matter how much previous time he had.
Since I had passed th is minimum and had had my cross-
check, I know my solo was not too far away, so I was
getting pretty excited.
The next day, June 19, we took off in Number 832
and went to one of our auxiliary fields. As I remember,
there were three or four of these fields, which were sod,
where we did our practice take-offs and landings in order
to relieve the load at the main field. There was a small
stage-house in a corner, where a caretaker usually sat
during the day, and where an instructor could sit while
his student shot solo landings. After I shot a couple of
landings, Mr. Hutchins told me to taxi over to the stage-
house. When I stopped, he climbed out of the front pit,
stepped down off the wing and said, "You're ready;
want it?" I gulped and nodded, so he walked away.
Back to the take-off position I went, with a feeling
that something was not the same. It was not until I was
about 300 feet in the air that I realized what it was. That
familiar head was missing from the front pit. When it hit
me, I had a short moment of apprehension as I told
myself, "0. K., boy, you're up here now and there's no
one but you to get this thing back down on the ground."
So, around the pattern I went and turned in on the final.
I had always heard that your first solo landing was
the best landing you'd ever make. Well, I've made better
landings after that first one, especially after I got into
heavy aircraft, but there was nothing wrong with that
one. Three points and no bounce. I taxied over and Mr.
Hutchins waved me on, so I went around again. The
second land ing was okay, but not as good as the first. I
had finally made it, after 10: 30 of du al, and recorded
00: 15 for my solo fl ight in Aircraft No. 832. On the
21 st, I had another 30-minute session of dual, and then
my second solo flight lasting 30 minutes also, in which I
shot take-offs and land ings.
On the day of my solo, I was treated to a bath
under a fire hydrant, uniform and all. That was the
custom at Hemet, since we had no swimming pool in
which to be heaved. The living quarters were a small
bungalow type of building, with four cadets assigned to
each. There were two bunk beds with an upper and
lower, two small desks, and one bath. Though a little
crowded, it was still pretty nice, and had the old G.I.
barracks beat. The food was typical Army chow, and we
were no longer made to pull K.P., as we had done in
Preflight School at Santa Ana. There was a P.X. in which
we spent a great deal of our off time, especially in the
malt shop, and the juke box caught the devil, partic-
ularly Tommy Dorsey's "Boogie-woogie."
Our ground school classes were all on subjects related
to our flying training. One week we would have ground
school in the mornings and fly in the afternoons; the
next week would be the other way around. It was pretty
warm in Hemet at that time, and I remember how hard
it was to stay awake when we had afternoon classes.
Particularly in Engines class; Mr. Raine, the instructor,
had a deep bass voice and no matter how hard we tried,
some of us would doze now and then. But a short break
between classes would perk us up for the next.
Another custom at Hemet which we were allowed to
stop after solo, was that of wearing our goggles every-
where we went on the base. This was not an Army
requirement; it was required by the upper classmen, and
the Army just looked the other way. You did not wear
the hel met--just the goggles. And, anytime you went
around a corner you had to clear yourself, right or left,
before you made your turn. I t was good-natured upper-
class hazing, but it also served a useful purpose in
helping you to look around when you were actually
flying. I was really glad to be able to discard those
goggles on the ground, especially on Sundays when vis-
itors were allowed on the post. The snickers and cute
remarks some of those civilians came up with were some-
times hard to swallow.
On June 22, I had my ten-hour check ride, during
which I did steep turns, stalls and S's along a road.
I mmediately following that, I had a 30-minute period of
dual on 90
0
spot landings, after which I went solo for
45-minutes more to practice. The next three days, June
23, 24 & 25 were a repetition of the 22nd (minus the
check ride) with three separate flights coming each day.
Needless to say, I ate it up. Especially the 90
0
spot land-
ings. We had our spot marked on the field, and as we
came in on the base leg, we had to cut our power at the
right moment so as to make our turn on the final and
make it to the spot without having to add power.
June 28 came up with three more hops, two in Ryans
and one in a Link Trainer. I spent one hour even in that
little monster, and felt more exhausted than five hours
in the Ryan would have caused. We got a total of five
hours in the Link while we were at Hemet.
Along about this time, Mr. H'utchins began introduc-
ing me to chandelles, lazy 8 's and 180
0
side approach
landings. The air work was okay, but I really liked the
landings, and anything having to do with them was
always my favorite. To me, the landing is where a pilot's
16
7942 Ryan PT-22A No. 484A (D.j. Armand's first
flight was in this aircraft) C/N 7780 AFS/N
42-57484, as owned by the late Charlie Scheetz
(his photo.)
ability is measured. Heaven knows I shot enough of
them later, after I started instructing.
My thirtyhour check ride came on Jul y 2 and my log
book showed a total of thirty-one hours, thirty minutes.
The ride on ly lasted 30 minutes; then I had two more
solo hops that day. The next day brought one hour of
dual with some aerobatics; snap rolls and slow rolls.
From there on to the 7th, I only had one 40-minute dual
hop; the remainder, consisting of five other flight s, were
all solo .
On the 7th, I had 45-minutes of dual on obstacle
landings. There were two poles erected on either side of
the runway with a string of small flags stretched across
between the poles. As well as I can remember, the poles
were about 25 feet high. Farther down the runway, a
white line was marked across and we had to clear the
obstacle while setting down before crossing the line. You
had to come in with full flaps and a lot of power - on the
verge of a stall. When you crossed the obstacle, chop the
power, jam the nose down to keep from stalling and
then bring it back up before you hit the ground, adding
power if necessary, to set it down easy. It kept you on
your toes there for a coup le of minutes.
All the Ryans at Hemet, except one, were painted
with yellow wings and tails and the fuselages were left
the natural aluminum color. That one ship, number 780,
was the personal ship of Lieutenant Raymond V. Castro,
one of the Army check pilots. It was all silver, and
always shone like a new coin. On July 8, with 45-hours
and 15 minutes of time so far, I took my Army check
ride with Lieutenant Castro. It lasted 25 minutes and
consisted of a spin, some stalls, chandelles, snap rolls and
a couple of landings. I found the lieutenant a very quiet
and considerate man , not at all like some of the stories
we had heard. He pointed out things to me which helped
me improve my flying and all in all, I enjoyed th e flight
very much.
From here on my flight training consisted of a great
deal of solo work, with dual hops spaced so as to keep
tabs on my progress. Our upper class, 43-J, had gone on
to basic training (Vultee BT13's) and we were now the
upper class. The new lower class, 44-A, of course, were
treated by us with fatherly tolerance, since we were now
"veterans." But all along the way, there was an occa-
sional sad note as some of our classmates were washed
out. Thi s happened for various reasons from continual
airsickness to failure in ground school subjects, but most
of the time it was as a result of unacceptable perform-
ance in flying. I parted with severa l good friends who
washed out, and it was a heart-breaking thing to happen
to someone who really wanted to make it. However , a
lot of them were able to qualify as bombardiers or nav-
igators, and many went on to be aerial gun ners.
As we neared the time when our primary training
would be finished, our instructors demanded better and
better performance. All maneuvers had to be executed
smoothly and precisely, within the limit s all owed by
that poor 160 H.P. Kinner. I had reached an under-
standing by now with the Ryan, and looked forward to
each new flight with a great deal of anticipation. We had
been checked out on all the required maneuvers and our
flights were now practice, practice and more practice. I
remember the 90
0
crosswind landings especia ll y, because
we were required to three-point it in all except a severe
wind . Surprisingly, we had very few ground loops. In
fact, while 43-K was at Hemet, there was only one
accident I recall. It involved one of the 43-J students on
a solo flight, and he died in the crash. Some of us saw
the ship when it was brought in, and it gave us some
sobering thoughts.
On July 21, I had a 40-minute dual hop which cover-
ed everything I knew. After that, I went up solo for
another 1 :05 to practice for the next day, since Mr.
Hutchin s had told me I would have my sixty-hour, or
fi nal, check ride. I frankly admit, I did some sweating
until the next day. As well as I can remember, the check
pilot was Mr. J. c. Kumler, the Flight Commander. He
was a big fellow, rather quiet but a littl e on the formal
side. The ride only lasted 30 minutes, but I went
through the whole routine for him. Later, after Mr.
Hutchin s talked to him, he came and told me that Mr.
Kumler was well satisfied and that I had made it. Need-
less to say, I was one happy cadet.
We were required to have sixty-five hours tot al time
for our primary training and I still lacked 2:10 to finish.
So, on the 23rd , Mr. Hutchins rode with me for 1 :05
and it was quite a flight. He let me fly from the front
seat, which was a new experience and which I liked very
much. He had me climb to 13,000 feet, which was
pretty tough for that Ryan, and we could see Catalina
Island , off the Calif. coast. After that, he told me to do
what I wanted, so I tried my best to tie the ship into
knots. I went through every aerobatic maneuver he had
taught me, and probably a few he never knew existed ..
me either. By the time we got back down to lower
altitudes and landed, I was feeling pretty woozy, but I
was pretty proud of myself since I had never bee n air-
sick yet, even on my first flight.
Mr. Hutchins got out and I went solo to finish my last
1 :05. I decided I would just take it easy and look over
the area, since it would probably be the last time I'd see
it. So, there I was, just cruising along, making gentle
turns, when disaster struck. That previous hour of solid
aerobatics caught up with me and I got airsick. I was
able to lean over to the left side and let fly outside so
there was none of it in the cockpit. But I was one sick
boy for awhile, and I began to wonder if I would recover
enough to land the ship.
Finally, things got straight again and I came in when
my time was up. Since it was a disgrace to get airsick on
your last flight, I didn"t say anything to anyone, even
though we were supposed to clean up an airplane if we
were sick in it. I thought maybe I had mad e it, until that
afternoon in ground school when I was called out of
class and told to report to the Group Commander. As I
went into h is office, I saw a bucket of wa ter and rags by
his door. He asked me two questions:
"Did you fly ship number so-and-so this
morning?"
" Yes, sir."
" Do you know why you were called down here?"
"Yes, sir."
"Then, go to it." And he pointed to the bucket,
and I went to it.
That was th e last time I saw a Ryan until afte r the
war . Shortly afterward, we left Hemet for Merced Army
Air Field to begin our basic training in the Vult ee BT-13.
17
PRIMARY~ D E T DAY- ItEVIITID
By: Howard Hightower
Cypress, Texas
I read with interest the account by D.
J. Armand. You see, I was in 43K at
Hemet, also; however, I was never in
Armand's Squadron. He gave about as
factual an account of what it was like as
possible, but then in looking at my 43K
Magazine from Hemet, I see under his
name the notation, "Just call me eager,"
and it would take an eager beaver to
recount the detail he presented.
He brought back one th ing I had
forgotten. We traveled from Santa Ana to
Hemet by truck convoy. As we approach-
ed Hemet a flying session was ending and
plane after plane was coming into the
landing pattern - - in the Army you flew a
very precise pattern - - and it looked
pretty exciting to me. I had forgotten my
first impression of Hemet.
He took his first flight in 484. My log
book shows I flew 484 on July 3, solo 1
hour. He had the link trainer on June 28.
My log book shows I had it the 29th. He
mentions having 45:15 on July 8; at that
time I show 45 :10.
I went to Merced for basic and then to
Williams Field in Chandler, Ariz., a twin
engine fighter school. Of course, that
meant one thing, P-38's.
On May 25, 1944, exactly one year
from my first ride in a Hemet Ryan, I
flew my first combat mission in the
479th fighter group, 8th Air Force. The
P-38 did well in the Pacific, but not in the
E.T.O. During the summer of '44, they
changed all the P-38's to P-51 'so Since we
were the last fighter grou p to go to the
8th, we were the last to change to P-51 'so
I had 53 hours in 51 'so
I had one F.W. 190 damaged, and
completely wrecked a P-38. Counting
what I ate, gasoline I burned, and ship-
ping me over and back, I didn't greatly
help the cause, but, by God, I had fun!
After coming back home, I flew P-39's
at Harlingen. Discharged in 1945, I never
touched the controls of a plane until
1966 - - a1 years. You see, I had flown
too much good stuff under stimulating
conditions to get interested in civilian
flying. I had to enroll in a flying school to
get my license. I then bought a fine
restored Fairchild R-24, but I didn't like
flying in a cabin. I had a hankering for a
PT-22, and found one in great condition,
which I have owned for 4 years.
It was then I started hearing all the
dangers of flying a PT-22. One fellow told
me it was a killer airplane. To the pilots
who have a few hours or those who are
thinking of a PT-22, just remember this:
If the Ryan was a dangerous plane, it
would never have been used as a trainer.
In my opinion, it isn't a great plane, but
it is tough as a mule. It was a fine plane
for training single engine fighter pilots
because you had to fly it every minute.
Two things the Army preached: (1) to
recover from a stall you didn't ease the
stick forward, you popped it forward,
and (2) in making the final turn use a
fairly steep bank in a coordinated turn
with the nose down, no flat skidding
turn.
Armand said on his second flight the
instructor did a spin, we did lots of spins.
At the time I was very young and thought
the Army was teaching me how to recov-
er from a spin. Thirty years later, and still
flying Ryans, I think maybe the Army
was teaching us that if you stall a Ryan,
you just might spin.
This Articleisareprint from "Ryan Club News"
18
TMrlE AT
By: Eldon Burkett
NRC West Coast Advisor
5337 AnthonyAve.
Garden Grove, Cal. 92645
,"*A*'*mH
Well, one day at work I received a phone call from a was very desperate, due to the studio needing one in two
friend of mine who asked if I would rent my Ryan to a
friend of his to make the M*A*S*H show. I then got a
phone call from the friend who told me that he was a
commercial pilot and wanted me to check him out in an
afternoon, so he could fly the show. I asked him if he
had ever flown a Ryan, or anything comparable. He said
that the only tail dragger time he had was a few hours in
a J-3 Cub a few months before, but he was sure that he
could handle the Ryan after a couple of hours. I told
him that I didn't want to rent my Ryan and that I didn't
think he could check out in a Ryan in just a couple of
hours (most of his time is in helicopters) .
I then gave him the names and phone numbers of all
the Ryan owners in the Southern California area, so he
might rent one. About three days later, he called me and
told me that he couldn't find a Ryan to rent, and that he
days. I told him that the only way I would let him use
my Ryan was if I flew it and that I would duck out of
sight on camera. He then agreed to this, and asked me to
bring the Ryan over to his hangar to be painted. The
next day the Studio painters made my Ryan look like
"something else." (They painted everything.) On the day
of the shooting, I had to leave Long Beach on a special
VFR to Van Nuys to pick up the commercial pilot.
Upon landing at Van Nuys, the tower laughed at me and
told me the museum was N/W of the field!
I met the pilot and he had a box of 10 bomb!;
(wooden). I hadn't been told about them. They weighed
about 12 Ib s. each, and he told me that we had to carry
all 10 of them in the Ryan. He wanted to sit in the rear
cockpit. I told him, no, due to its being 90
0
at the air-
port and a strong crosswind blowing and 120
0
0n the set.
Also, we didn't have much room with 5 bombs in each
cockpit. Takeoff required a lot of runway and climb was
slow.
The TV setting was something else. It was a narrow
canyon which was approximately 1200 ft. higher at one
end and came out over a small lake, but was walled on
all sides except over a small stream. The TV set was
about halfway down the canyon on one side. The direc-
tor wanted us to fly down the canyon, around the set,
and back up the same way we came in. (Seems they had
done this with a Super Cub before.) I told the front seat
pilot not to let the Ryan get slower than 85 indicated,
and not to try to climb straight up over the canyon
walls, due to its being 120
0
and no wind. On camera I
would duck down and wait until he would tell me to sit
up and take it. I would then hand him another bomb
while flying out of the canyon. The director kept telling
us to get lower and closer to the set on each run. We
already were using max performance to get out of the
canyon.
On the third or fourth pass, we threw out the bomb,
and the pilot yelled for me to sit up and HELP him. I
looked up and all I could see was the side of the canyon
wall. (He had tried a short cut.) First thing I noticed was
the airspeed down to 75 and nose up trying to climb
over the top, which was approximately 300' above us,
we were mushing down. I immediately pushed the stick
forward and got a little speed and made a left turn;
missed the wall by no more than 5-10 feet. (I n gl iders
thisiso.k.)
I headed for a small cut in the wall, and by making a
tight turn we got through the cut by 20-30 feet into the
next canyon, where we could climb out.
We made a total of 10 passes at the set, and all were
max performance for the Ryan, and if I had let th is
commercial pilot take my plane I would have lost it for
sure. He told me once we were on the gro und that he
thought that we had bought the farm, and was very
thankful that I had not let him take it alone. He said
that he had learned a lesson--that airplanes do handle
differently--especially the Ryan.
The studio paint crew removed the paint (I walked in
and found them using a detergent and scrub brushes on
the wings, and I wasn't too happy about that!) It got
many paint chips and scratches. I don't think I would go
through this again, as I like my Ryan the way. it is, and
you never get all the water color out.
19
NATIONALTYPE
CLUB LISTING
1977
Mr. Joseph Hecker, Chairman
Howard Club
4617 E. Talmadge Drive
San Diego, CA. 92116
Mr. Bruce F. Mitchell,Chairman
InterstateClub
5421 N.E. 43rd Street
Kansas City, MO. 64117
Mr. Richard Lawrence
Luscombe Association
1787 Russell
Lincoln Park, MI. 48146
Mr. Everette J. Payette, Chairman
MeyersClub
1604S. Custer Road
Monroe, MI .48161
Mr. James Harvey, Chairman
MonocoupeClub
12116Swan Lake Drive
St. Louis, MO. 63141
Mr. Fred Quarles
Mooney MiteOwnersAssoc.
Box 3999
Charlottesville, VA.22903
Mr. A. R. Cardono,
Chairman ofthe Board
American Navion Society
Box 1175, Airport St ation
Banning, CA. 92220
Mr. Cecil Ogles, Editor
Vagabond News
448 CAvenue
Coronado, CA. 92118
Mr.Charles E. Lebreckt,Chairman
Porterfield Club
3121 E. Lake Shore Dr ive
Wonder Lake, IL.60097
Mr. George T. Willi ams, Chairman
Rearwin Club
Rt. 1
Poynette,WI. 53955
Mr. George W. Mojonnier, Editor
Seabee Newsletter
601 Avenue A, Apt. 1
Snohomish, WA. 98290
Mr. Mitch Mayborn, Chairman
National Ryan Club
3164 Whitehall
Dallas,TX.
Mr. Bill J.Hodges, Chairman
National Ryan Club, PT22 Div.
308 W. Moore Avenue
Searcy, AR. 72143
Mr. Don Fairbanks, Chairman
Spartan Club
Cardinal AirTraining, Hangar 221
Lunken Airport
Cincinnati, OH. 45226
Mr.Del Underwood,Chairman
Stampe Club
10305N.E. 114th Place
Kirkland,WA. 98033
Mr. Thomas E. Lowe, Pres.
Stearman Restorers Assoc.
823 Kingston Lane
Crystal Lake, IL. 60014
Mr. J. J. Paul, Chairman
Stinson Club
1518 Ronson
Houston, TX. 77050
Mr. Charles Nel son, Pres.
Internati onal Swift Assoc., Inc.
Box 644
Athens,TN. 37303
Mr. Mert on A. Meade, Jr., Chairman
TaylorcraftOwners Club
5906 Sumner Lane
Oxon Hill,MD. 20021
Mr. Herbert M.Har kcom,Chairman
Travel Air Club
Buzz ard' sRoost, Rout e1
Inol a,OK.74036
Mr. Ray Brandl y
National Waco Club
2650W. Al ex .- Bcl lbrook Road
Dayt on, OH. 45459
Mr. Leonard E. Opd ycke, Editor'
World War I Aeroplanes
15 Crescent Road
Poughk eepsie,NY. 12601
Dr. Stanley L. Morel
Fokker Verein
812 E. Park Row
Arlington,TX.
Mr. Kenneth R. Willi ams, Editor
The Little Round EngineFlyer
331 E. Franklin Street
Portage,WI. 53901
OX5 Aviation Pioneers
419 PlazaBuilding
Pittsburgh, PA. 15219
Mr.GeorgeB. Lanning, Chairman
The Wright J- 5Club
833 Stoneburner Lane
Kent, WA. 98031
Mr. John J. Kalas, Pres.
American Luscombe Club
2603 S. SuperiorStreet
Milwaukee, WI. 53207
Mr. Edward Schubert, Chairman
AeroncaClub
280 E. State Street
Janesville, WI. 53545
Mr. CharlesW. Lasher, Pres.
Aeronca OwnersClub
Hialeah Lakes, FL. 33014
Mr. Adolph R. Svec, Editor
AeroncaOwners Club Bull etin
364TeeLane
Carpentersville, IL. 60110
Mr. Ralph G. Haesloop,
ExecutiveDirector
American Bonanza Soci et y
ChenungCount y Ai rport
Horseheads, NY. 14845
Mr. James C. Gorman,Pres.
St aggerwingClub
Box 1217
Mansfield, OH. 44902
Mr. BeryI L. Barber
TheBell anca Pil ot
Box 9185
SantaRosa, CA. 95405
Jeannie Hill,Secretary
The Bird Airplane Club
Box 89, Harvard, IL. 60033
Mr. Gar W. Williams, Jr. ,Chairman
Airmaster Club
9S 135 Aero Drive, Route 1
Naperville, IL.60540
Mr. Tom Teegarden, Pres.
Cessna 120- 140Assoc.
Box 92
Richardson,TX. 75080
Mr. Don Her'man, Editor
West Coast Cessna120/ 140
Club Newsletter
8461 Fox HillsAvenue
BuenaPark, CA. 90621
International Cessna
One- Seventy Assoc.
Box 789
Guthrie,OK.73044
Mr. Bob Coat s,Pres.
International Cessna
One- Sevent y Assoc.
343 Ozark Avenue
Cabool, MO. 65689
Mr. Dwight M. Ewing, Pres.
The International 195 Club
Box 737
Merced, CA. 95340
Daniel J. Kindel, III,M.D. Pres.
Eastern Cessna 190/ 195 Assoc.
560Cody Pass
Cincinnati,OH.45215
Mr. John T. McGeoghegan, Secretary
Cub Club
7 MountainShadows Lane
Monterey, CA. 93940
Mr. Lawrence Low,Chairman
CulverClub
60 Skywood Way
Woodside, CA.94062
Mr. VicSchroeder,
Managing Editor
Cul verCadet Newsletter
Box 22125
Dallas, TX.75222
Mr. Tom Bay, Editor
CulverCadet Newsletter
813 Twenty-Second StreetW.
Bradenton, FL. 33505
Mr. Ri chard Miller,
Technical Editor
CulverCadet Newsletter
1276 Winston Court
Upland,CA.91786
Mr. Walter L. Tufts,Chairman
Robin Club
4138Santa Rosa Drive
Moorpark,CA. 93021
Mr. Ll oyd D. Washburn, Chairman
Dart Club
3958 Washburn Dri ve
Port Clinton,OH. 43452
Mr. John Bright, Chairman
The DeHaviland MothClub
221 E. Ransom Street
Kalamazoo, MI.49007
Mr. M. C. "Kell y" Viets, Pres.
Ercoupe Club
VietsConsulting Engineers
R. R.1, Box 151
Stilwell, KS. 66085
Mr. SkipCarden, Pres.
ErcoupeOwners Club
Box 2044
Durham, NC. 27702
Mr. Ken Love, Pres.
Fairchild Club
1102Main Street
Crete, IL. 60412
Donald L. Coleman, M. D.,Secretary
Fairchild Club
2750 Broadway
Highland,IL.62249
Mr. RobertVonWiller,Chairman
FleetClub
Box 1426
Spring Valley,CA.92077
Mr. Robert Burge, Chairman
Heath Club
7612 Erie Street
Sylvania, OH.43560
Listingprinted solel y as aservice, does notconstitutean endorsment by or/affiliation with EAA.
20
aircraft, we know that, indeed, this plane to help. Should really make for a lot of Dear Mr. Nielander, Jr:
()
Hirmail
Dear Mr. Collins:
National Air and Space Museum
I have recently read an issue of "The
Vintage Airplane" which is, as you are no .
doubt aware, published by the Antique/
Classic Division ofthe Experimental Air
craft Association.
The article on the National Air and
Space Museum was of great interest to
me; however, in some respects it was
disturbing as I shall relate. We are both
aware and proud of the fact that the
NASM is a magnificent edifice which has
been dedicated to aviation for the pres-
ervation ofcorrect historical factfor past
and future generations . The above men-
tioned article contains a photograph
(copy attached) which is captioned:
"Above: Turner RT- 14 Racer. Turner's
trade mark, the lion, was forever with
him. One of his racers had a painting of
the lion on the wheel pants."
I must say that I was extremely
disturbed at what I believe the implica-
tions are and that being that the aircraft
was designed and built by Turner himself.
As we are all familiar with this particular
was registered with the U. S. Department
of Commerce as the L TR, Laird- Turner
Racer and that the previously issued
restricted license number, R 263 Y,
would still be applicable. Iknow itis also
a fact that Turner later insisted that the
Laird name not be associated with the
plane. What his wishes were and what is
legal fact are two different matters. The
records again will substantiate that this
aircraft was entered in the Thompson
races as the Laird- Turner entry. Of the
Turner wins in these events, twoofthem
were with the L TR- 14 and the magnif-
icent Thompson Trophy was given to
Turner permanentlyafterhis third win.
To epitomize the flamboyance of a
colorful individual is, of course, accept-
able and an interesting anecdote to the
detail of historical fact; however, to
convey the impression that this individual
was responsible for the technical know-
ledge and skill for the manufacture of a
product is a great injustice to those who
deserve the credit and agrave injustice to
correct historical fact. Iam certain this is
notthe intention ofthe NASM.
I am hopeful that this matter will be
corrected immediately and will look for-
ward to your commentson the subjectat
your very earliest convenience. Should
you be desirous of more data, I would be
most pleased toassist.
Sincerely,
Robert E. Post
9401 Roberts Drive, N.W.
Atlanta, GA. 30338
Apt. 38 G
Dear J. R:
Thanks for y.our nice reply to my let-
ter. I will send AI Kelch my 8x1O's ofthe
Fokker D- VII Replica for publication.
Delighted that your plans will include
judging the Replicas next year. Let me
know if there is anything Iam able todo
happy people who felt so left out in the
cold before.
There will probably be some sub-
divisions and some deviations in engines
and such, ofnecessity.
Plans are nearly a snap, incIuding orig-
inals. I have the ALBATROS Fokker
D- VII original plans concerning rigging,
engines, (2); wings; and flight characteris-
tics. Also, I need badly to get these
reproduced for posterity, lest they be
damaged or lost, and feel that EAA
would be a good place to have them for
safekeeping.
There are enough sources of most
plans so as to provide no construction
problems. Really, theproblem in building
these are not the plans, but the builders'
tendency to "Improve", using new mate-
rials ....which always causes more prob-
lems. Those planes were all flight proven,
some were proven with very strictlimita-
tions, written into the aircrafts' opera-
tional information. Sopwith Camel was a
man eater, killing its pilots in tight turns
on the wrong side, as well as its enemies.
All were built to land into the wind, with-
out brakes and tailwheels, but with the
latter, and crosswind techniques current,
can be done, but with 100% attention to
what is planned.
While that applies to all aircraft any-
way, it is still more so in the WW Iplanes,
and someofthe post-war,brakeless, skid
types too, with high C. Gs.
Once again, my thanks for your cour-
teous consideration of the Replica situa-
tion. Antique/Classic really will be more
representativeofall facets ofaviation.
Sincerely yours,
Stanley L. Morel
Fokker Verein
81 2 E. Park Row
Arlington,TX.
Well, I try to put wordson paperas to
how Ifeel about the J- 3 that Ihave just
finished restoring to original, Lockhaven
yellow, black stripe and all.
When I was about 9 years old I was
taken for my 1st airplane ride and it was
in a J- 3atan airport near Pimlico, Mary-
land. I well remember the ride and it was
many years ago. I was offered the ride
only with the consent of my parents,
permission granted, Iwaited for the next
day, and 10 & behold, rain! Itsure was a
long day, then the next day, everything
fine. I rode my bike about 8 or 10 miles
to theairport, and as well as Ican remem-
ber, the ride lasted all of 30 minutes.
Since then I have ridden in many air-
planes, B- 10, B- 18, B- 17, B-25, AT6,
T33, C135 and many others and still the
love was therefor aJ- 3.
Well, finally Ifound one scattered over
Reading, Pa. A mechanic friend phoned
me one day, about 10 weeks ago, to tell
me that, he knew ofone and gave me the
owners name. I contacted the owner and
made arrangements to go to Reading, Pa.
and look. Well, when we arrived at his
brother's house in Pa. we went down to
the basement, there sat all covered up a
J-3 frame, in perfect condition, all
primed and covered to keep thedustoff.
Right then I handed him the money for
the deal. We then went to arented garage
across town and there was another J- 3
frame sawed in half, one wing, one setof
tack feathers, one boot cowl, one set en-
gine cowling and many other pieces too
numerous to list, and last but not least, a
65 Continental engine. From there we
went to Reading Airport, there, two
wings, almost ready to cover, anotherset
of tail feathers, another set of cowling
and bootcowl, and seven ailerons.
Then a 24ft. U Haul truck, and several
hours of loading, padding & tying in
place. Then the trip back to Hyde Field
21
near CIinton, Maryland. Arrangements
had been made to put the pieces into a
friend's hangar. Then the fun started. It
wasn't too bad, since I had just complet-
ed restoring a PA16serial 16-285, 2years
previous. It took about8or 9 weeks with
quite a lot of help, and being a member
of a local CB Club, interest was generated
on the CB radio and many people
stopped by periodically to see how the
project was comingalong.
I am proud to state that on the after-
noon of 7 Oct 76, JC NC1500N was li-
censed and signed off. A very nervous
pilot (Me) got in the rear seat, fastened
the seat belt, call contact, the 65 came to
life and after a mag. carbo heat, control
check, and instrument panel check, I
started down runway 23 at Hyde Field.
When the Cub lifted off the ground all
the work, sweat and hassle was all worth
it!
I have wanted a J- 3 si nce that first
ride and now I have it, and I am really
proud of it. I'll send pictures along with
this account ofanother J- 3 flying again.
Sincerely,
Homer S. Clark
5901 Aley Road
Camp Springs,
Maryland 20031
EAA No. 82268
A/C No. 1493
Dear Mr. Nielander, Jr:
There was, a couple of years ago, an
abortive (I think) effort to start a Na-
tional Cessna 120- 140 Association.
Being the owner ofa C-140 I became a
charter member (No.8); even offering at
the time I joined, to get things together
for the 120- 140 crowd here in the West.
But the whole thing apparently died
aborning. Last Fall Iwrote to the Pres. of
the Cessna Association suggesting that
ratherthan allow thedeath ofwhatseems
a good idea, that theCessna 140Associa-
tion JOin the Antique/Cl assic Divisi on en
masse. Igotno reply atall.
I haven't any hesitancy aboutoffering
my services in thisdirection.
Perhaps by the time Oshkosh rolls
around there'll be enough interest by
enough people to bring this whol e thing
into some kind of focus, over as many
cups of coffee as it takes to find out if
there is any merit in the idea.
Best regards,
Tom Williams
Death Valley Junction,
California92320
Dear Paul:
Just a few words from one of your
EAA life members. My family and Iare
on our way to the United Kingdom to
attend to some business and view the
"Farnbourgh Air Show."
I would like tocommenton "TheVin-
tage Airplane", the magazine is well writ-
ten and the photosare top grade. I'm sure
that some of us would like to see some
articles directed toward aircraft systems
used on the older aircraft. Technical data
is hard tocome by. Therestorer thatlives
in the more remote areas of the U.s. &
other nations would benefit from the
wealth ofinformation that is contained in
the EAA library and individual members
ofEAA.
keep up the good work, hope to see
you when our regional meeting takes
place thisfall.
Yourfriend,
John Dagle
225 Cabrillo Lane
San Luis Obispo, CA. 93401
EAA No. 7593
Dear John:
Thanks very much for your letter of
September 3rd. Iam p l e s ~ d thatyou like
our Antique Magazine. AI Kelch certainly
doesafine job and puts in many hours on
making it a success. Obtaining articles on
aircraft systems and technical data is not
always easy. Also, with so few antiques
desiring particularinformation,considera-
tion of space in the publication must be
given so that it serves the majorityfor the
dollar.
We have many fine manualsonaircraft
maintenance, construction, techniques,
etc. We prepare them and keep them on
hand as a service and educational benefit.
Hope you had afine trip.
Sincerely,
Paul H. Poberezny
President
Dear Paul:
I am interested in obtaining informa-
tion aboutthe first transcontinental flight
which was made by Cal Rogers.
.I would appreciate any information
any ofourfellow members might have.
Cordially,
Larry Rogers
1817 Santa Bi as
St. Louis,MO. 63138
EAA No. 11042
EVENTS 1977
May 28-29
WATSONVILLE, CALIFORNIA
13th Annual West Coast Antique Aircraft
Fly-In apd Air Show. Co-sponsored by
the Northern California Chapter Antique
Airplane Assn., and the Watsonville
ChamberofCommerce.
Contact Earl W.Swaney
525 Saratoga Ave., No.3
SantaClara, CA 95050
June 12
ALLENTOWN, PA. - 5th Annual EAA
Chapter 70 Fly-In. Queen City Airport.
Warbirds, Homebuilts, Antiques and
Classics. Rain date June 19.
Contact JoeTarafas
215-865-9478
June 24- 26
HAMILTON, OHIO - Waco Reunion
Fly- In.
Contact Ray Brandly
2650W. Alex Bellbrook Rd.
Dayton, OH 45459
June 26thru July 4
Antique Airfield, Bl akesburg, Iowa,
50th Anniversary Commemorative Fly-In
of Lindberg's Trans-Atl antic flight.
July 30 - August 6
OSHKOSH, WISCONSIN - 25th An-
nual EAA Fly-ln.Start making your plans
now - it'sgoing to be abig one.
August 21
WEEDSPORT, NEW YORK - Antique,
Classic and Homebuilt Fly-In. Trophies -
Air Show. Field closed 1:00 P.M. until
5:00 P.M. Intermission for early depar-
tures. Pancake breakfast 8:00 A.M.
12:00 noon. Sponsored byEAA 486.
Contact Herb Livingston
1257 Gallagher Rd.
Baldwinsville,NY 13027
August 28thru September5
7th Annual AAA-ADM Fly-In,
Antique Airfield, Blakesburg, Iowa. The
National AAA Convention,open to mem-
bers and guestsonly. No public day.
CLASSIFIED
1941 PORTERFIELD. Dismantled,
many spare parts including engine. Need
$1500 to complete other aircraft . Glenn
Peck Jr., 682 Division, Nipomo, CA
93444
RESTORATION SPECIALIST or
build from scratch. 28 years experience in
Antique/Classic airplanes. Expert work-
manship on round or flat engines, dope
and fabric, woodwork, sheetmetal,
machine and welding, and parts fabrica-
tion. Well equipped shop on private air-
port in central Florida. Gid Townsend,
P.O. Box 427, Ocala, FL 32670,
904-237-2830
22