JA~~ARY l~lj

l~t PRt~IOt~r~ PAbt

By E. E. "Buck" Hilbert, President

EAA Antique And Classic Division

ANTIQUES AND CLASSICS ON THE WAY

Action at Headquarters includes a numbering system for the Antique and Classic Division
card holders, design of our own letterhead, an illustrated brochure and best yet, our maga­
zine which you are reading now, thanks to Jack Cox.
The membership number you receive will not coincide with your EAA number for a
couple of reasons. One is expiration date differences and, two, since we are a Division we
felt new and separate numbers would be more appropriate.
Our letterhead will soon be in evidence, another mark of individuality. There has been
suggested our own jackets and hats in a distinctive color. My feeling is that many of us have
already purchased EAA jackets and since money is the object along with loyalty to our
parent organization we should keep the basic jacket, add our patch, and maybe wear a sepa­
rate 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
application and an applicant history form. We'd like to uncover any talents and also indi­
~iduals who will participate in Division activities ... at Oshkosh and other fly-ins, and even
here at Headquarters. If you have a favorite picture of yours or any aircraft you would like
to see used in the brochure, send it in. We will use as many as we Can.
Another item of interest. Life memberships are available in the Antique and Classic
Division. Same terms, same price as EAA Life Memberships. Contact Bonnie Poberezny if
you are interested. Special numbers here too.
Now that you've seen "The Vintage Airplane", grab your pencil and a post card and for­
ward your critique and comments to myself' or Jack Cox. We may not change anything but
you'll make us think, and we might print your letter, too.
I~f
~ ~IAbf
ARPlA~f PAGE 5

VOLUME 1 - NUMBER 2 JANUARY 1973,

TABLE OF CONTENTS

Take My Toothbrush, But . .. ! .. . By Buck Hilbert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5

Fleet Club ... . ..... .... .. .. ..... . . . ............... . . ... ......................... . . 8
Ercoupe .. . By Kelly Viets ... . ..... . . ... . . ... . ................ ... .................. 10
Among Friends ........... '. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12
Chapter News ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13
How To Join The Antique/Classic Division ............... .. ........................ 13
How To Start An Antique/Classic Chapter .. ....... . . . ................... . . . . '..... . . 13
EAA Name Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14
Luscombe Ai rworthi ness Di rective .... . .. .. ... . .............. .. ...... .. ............ 14
Calendar Of Events . .. ...... . ................... .. . . .. . . .. ....................... . 15

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

EDITORIAL STAFF

Ed itor - Jack Cox

Assistant Editor - Golda Cox

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, Inc., and is publ ished monthly at Hales Corners, Wis . Second Class Per'l'it
is pending at Hales Corners Post Office, Hales Corners, Wis. 53130. Annual membership of the Division is $10.00 for a 12 month period of which $7.00
is for the subscription to THE VINTAGE AIRPLANE. All Division members are required to be members of the parent organization, the Experimental
Aircraft Association. Membership is open to all who are interested in aviation.

ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT­ VICE PRESIDENT

E, E, HILBERT J, R. NIELANDER, JR.
8102 LEECH RD. P. O. BOX 2464
UNION, ILLINOIS 60180 FT. LAUDERDALE, FLA. 33303

SECRETARY TREASURER
RICHARD WAGNER NICK REZICH
BOX 181 4213 CENTERVILLE RD.
LYONS, WIS, 53148 ROCKFORD, ILL. 61102

DIVISION EXECUTIVE SECRETARY

BONNIE POBEREZNY, EAA HEADQUARTERS

Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
_. Hales Corners, Wisconsin 53130
Copyright <!:> 1973 Antique Classic, Aircraft, Inc. All Rights Reserved.

3
(Photo by Ted Koston)
 How all this started goes back several years. I've al­
ways been considered fickle when it comes to airplanes.
"Love 'em and Leave 'em," was my way. Since 1960
when I got back "IN" as an airplane owner, I've had an
airplane a year, sometimes two. A PI'-23 first, then a PI'­
22. A Porterfield LP-65, an Aeronca 65LA Chief, a 7 AC
Champ, 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 fourteen
airplanes! That's a real indicator of how fickle I am.
Now if that was women, I'd be the hero of the Aviation
Fraternity.
I'd admired Charlie Smith's Brewster Fleet for years
and I never could understand Charlie's jealousy and
possessiveness about the machine. After all it was just
another flying machine, but he turns from a smiling
Irishman into a mean and dirty old man and really
gets on the defensive when someone comes near. He
snarls at little kids. Swears at women and gets down­
right rude with fellow airmen. All because of that Fleet.
And since he doesn't want anyone to know what joy this
machine gives him, and how easy it is to fly, he spins
long hairy yarns about how wicked it is. How it will
bite you. Never to land on pavement. How you take your
life in your hands everytime you fly it ... if you believe
even half of what he says, you turn and run.
Well, I happen to know this guy pretty well. I've
seen his inner self a couple of times when we were buck­
ing thunderstorms, weather down to real tight minimums;
ice and snow up the Kazoo ... and I'll fly with him any­
time! The only real thing that ever gets him uptight is
when someone asks for a ride in that Fleet. I've finally
figured it out. He just doesn't want anybody askin' him
to share his greatest possession. That danged Fleet has
a real hold on him. I understand perfectly, now) cause
I have the same problem, but I'm getting ahead of my
story.
Dorr Carpenter started me lookin' at 431K. It was
rumored to be for sale, but Dorr, a Ryan purist, wasn't
interested, so he tossed it to me. I was interested. Inter­
ested enuf so that I grabbed Ralph Redmer and his
Cherokee 180 and we buzzed right out there.
There sat the saddest, awfullest lookin' thing I'd ever
seen. It was tucked into the back of an open air hangar
with one wheel blocked up to raise the wings high enuf
to make room for the Cessna 140 to be shoved in. The
faded blue and. white paint was covered with bird dirt
and dust. The oil puddle beneath that sad lookin' Kinner
and the weather beaten prop was scarey, too. The tires
looked flat and it was a pretty sorry lookin' mess. I al­
most called the whole thing off right then and there.
We moved it out. The Kinner seemed to have one
good jug and wheezed like an old sow when we pulled it
through. The tires were indeed almost flat and the birds
were real unhappy at having their nests evicted. The
right brake was flat. The only really new thing was the
seat belts. Brand new nylon PT belts, so stiff they could
hardly be adjusted.
Despite all this obvious tatter and the timeworn look,
there was something regal about this old guy. He looked
me over as I was lookin' him over. I was feelin' like he
was lookin' sideways at me all the while I was preflight­
ing him ... each time I discovered some hangar rash or
a loose somethin' or other, he seemed to shrug his wings
a little and stand a little prouder. I guess this was the
first indication that there was a personality here. He
reminded me of an old, but still proud, stallion ... full
of scars, but still willing, still full of fire, and ready to go.
Ralph helped me push him up to the gas pump. He
was completely dried out and took the full eighteen
gallons plus a couple quarts of oil. I took another look
at that Kinner and with Ralph in the rear cockpit
steeled myself for a tedious propping job. We used our
PI'-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 for
the immediate bang, pop and clatter. It started just that
easy.
While I suited up (it was about 25 degrees), Ralph
taxied up and down and around the strip. No sign of all
those wicked tendencies. It didn't suddenly flip upside
down, or cartwheel. or do anything. I felt sorta stupid
'cause I had relayed all the precautions to be taken
to Ralph. He came back with his goggles up on his fore­
head and grinnin' like you never saw. He was so cold he
was shivering, but his first words were "when could he
fly it?"
Now it was my turn. I jumped in and even with no
right brake and that 15-20 knot wind there were no
problems. That wheezy Kinner pulled like an R-985 and
• • •
sounded like a John Deere. After a couple runs, I let
him have his head and away we went. With that wind a
cautious final resulted in a real high approach. I dropped
it in and blasted off for another try. This was fun ... the
Myth dissolved in the breeze ... I shpt three or four
more and we started for home.
I nearly froze, but I really didn't notice. I was too
deeply enthralled with this goofy lookin' bird. He cruised
at 85 with 1550 rpm. He didn't really want to stall. His
longitudinal stability was absolutely nil. If the nose went
down or up it stayed there till either it began to push the
redline or until all speed was lost and then we'd mush.
Down near the ground in mechanical turbulence he had
. a mind of his own, but even then he was rock steady, light
and nimble on the controls. At the completion of each
maneuver, (no aerobatics) he just asked, "What next,
Buddy? What are we gonna try now?" This tattered
old wind wagon .really had a personality.
I had planned landing at Elgin, 'Illinois, to be on the
safe side. (My strip was 1400 feet with a dog-leg,
trees and very narrow.) But I soon realized there was
just no reason to go all the way to Elgin. Our Flighty
Fleet would go into the strip with no sweat at all ­
besides, the wind was right down the runway so why not?
Ralph had been flying circles around us watching
this get-acquainted process. I'd caught a glimpse of
him now and again in various positions around me. I
didn't really realize how I had ignored him until he com­
plained about it later. Ralph took several pictures and
clocked the cruise speed. He also watched me fall out
ofthe sky doing stalls - couldn't figure what was up when
I was checking that stability tendency - but stuck with
5
me at 80-85 mph all the way home . .. about 125 miles.
We landed at my strip. Ralph followed us in and after
exclaiming at how short a runway the Fleet needed, took
a rain check when I offered him a ride. He could see the
cold soak setting in pretty good by this time. As it turned
out, he didn't get his ride for several months. I pulled the
heads off the Kinner the next day. With Ralph's help, we
did a very thorough valve job. I replaced all the push
rod shrouds, installed new plugs and harness, reworked
the carb, and heat muff assembly, re-did the mags and
fixed that leaky fuel selector. Had the prop reworked up
at Whirlwind, replaced the front crankshaft oil seal and
caught up on lots of the little airframe stuff, too . . . like
tail wheel tire, new gas gauge, new brakes, bird's nest
removal, a few patches here and there, and a little clean­
ing up.
Curt Taylor came in here to supervise and nit-pick
my work. He shot me down for relicense with a leaky
gas tank. Finally, all the things were done and altho' the
rag was marginal, he was ready to fly.
Ralph got his ride. My wife and kids got theirs and I
was having a ball. But for some strange reason I wouldn't
let anyone fly it. I made excuses about brakes, about get­
(EAA Photo)
Bucky's favorite window to Mother Earth.
ting acquainted , stuff like that. I didn't attach any im­
portance to it at first. Never gave it a thought. Then I
let Curt Taylor fly it.
I died a thousand deaths. I couldn't watch. I finally
ducked into the office for a cup of coffee, but even then
I couldn't keep my eyes off that tattered blue wind
wagon.
Curt must have shot ten landings. I was a wreck. I
had applied so much body english I was all but exhausted.
I don't mean Curt can't fly, he is one of the better types
and he understands old airplanes, this is just a something
I suddenly developed that got worse as time went on.
Then he left the pattern. My relief was soon replaced
by another dread . Was he never coming back? It seemed
like an eternity before I heard that Kinner on downwind.
The relief at seeing him back was soon forgotten with
the twitch and turn of quickly applied body english as I
worked very hard through several more landings. When
6
he taXied in for gas I literally ran out to look "MY" air­
plane over. I ali but ignored Curt.
Gradually over the next year I seemed more and more
reluctant to fly 431K. I didn't take him anywhere. I made
excuses about having too much to do on the farm, or it
was too windy, or something else needed attention. Arid
then a strange thing began to happen. I began to drop
into the hangar just to look at him, to pull the engine
through, check the oil, to just sort of pet him once in a
while.
There were a few short side trips during this year with
a Meyers OTW, a Luscombe 8A, Breezy and a Starduster,
but really, they were just side trips, comparisons. I al­
ways came back and 431K always won the competition,
"no sweat"! He knew he was the best damned flyin' ma­
chine in the air, and he also knew he had me right where
I'm tender. Strange, isn't it? I even find myself compar­
ing the DC-8 to this guy.
And, again, I'm embarrassed by my reluctance to
let anyone fly him. I've turned down people like Bill Dodd,
my buddy Dario Toffenetti, Ralph, and others who I know
are real good or better than average aviators, with lame
excuses. This just ain't like me. I've always shared m)t
flyin' machines with any and all who would take the stick,
and I've enjoyed doing it, too. Ask anyone! My machine
was there to fly. I've given hundreds of rides and always
jumped out and let them fly solo.
Blakesburg '71 put me on the defensive. Evander
Britt and his buddy Dusty Rhodes gave me the "Poor
Boy Award" - a pocket knife - to scrape the grease and
dirt off my airplane. I'll treasure that award always, but
I was too wrapped up in just enjoyin' my Fleet to really
realize how tattered and dirty he really was. I kept tellin'
myself all he needed was a little paint Rnd maybe a little
rag here and there , and maybe a set of tires, and maybe
the engine was a little tired, but he flew better than any
other airplane there. Maybe the brakes do lock up, but
once you horsed him off he flew like a dream. So what if
them Stearmans and Waco's were prettier .. . what do
they know??
Oshkosh '72. We were flanked by Tom Street's pret­
ty Fleet on one side and Robert Frqst's on the other. They
both looked good, but compared to 431K they were im­
maculate. I was miserable. I developed a bad limp, I
felt a hundred years old, I wailed to George York about
how lousy it was to grow old. It was terrible.
Then the heavens opened up and sent me a saviour.
Bill and Dorothy Haselton met me on the line the after­
noon I got there. Almost before the handshake was over
Bill was talking projects, parts, and plans for a new
project .. . and did I know where he could find one?
Knowing this guy's wizardry with "Oak Lawn Corduroy",
and remembering the beautiful examples of his work
from experience, namely the Rearwin at the Museum, his
own T-Craft and other projects I had seen, I didn't dare
hope ... but I asked anyway. "How about a Fleet, Bill?"
I didn't get the derisive hoot I expected. He didn't laugh
at me either. He just simply asked if I really meant it,
if I had considered the cost and when could I bring it
over? He spent the whole day looking the airplane
over, wiggling this and wiggling that, and taking men­
tal notes on what had to be done, where. The first hint
that he was going to tackle the job was when he walked
up to the Fleet owner next to mine and said, "You got a
nice airplane here, fella , but watch out. WE'll be here
next year with a job that'll knock your eyes out!"
Chapter 101's annual bash at Joliet was to be the de­
livery date. Bill would pick it up there. This was right
after Blakesburg where I came pretty near getting the
Ratty Bird Award, which I largely ignored. I knew I not
only had the oldest unrestored and best airplane there,
but when we came back we'd have a whole new set of
threads and they'd really have something to look at. And
they will, too, this guy Haselton is somethin' else.
UAL had other ideas and the Joliet Fly-In was viewed
from thirty-nine thousand feet as I flew a charter from the
west coast to Detroit. Almost before I got home the phone
was hot ... Haselton, wanting to know where the air­
plane was? - why didn't I get it over there? I stalled
him. Now that the time had come, I was reluctant to
take him over to be torn down. I finally took him over to
SBN on Wednesday, October 18.
About ten days later I was invited over to view the
naked bones and Curt Taylor made the pre-cover in­
spection. Bill showed us the scars 431K had collected
during his 43 years. 16 splices were evident in his bones.
There had been a cracked longeron at the lower left en­
gine mount attach point. Then there were all the badly
worn bolts, and every bushing was badly worn and had
been 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 afflicted
with Fleet syndrome, too, 'cause less than a month later
he has him standin' on his new 650-10 shoes in his
Tennessee Red suit. Next spring will see him adorned in
his yellow wings and by early summer he'll be back in
the air.
Only one thing though, I had to promise Bill he could
fly it, and I'm already polishing up my best body eng­
lish and strengthening my white knuckle grip. Possessive
and selfish as I was when this airplane was such a
"DAWG", what is it gonna be like when I get him back
and he is all shining and pretty and "NEW"?
I once knew a guy who was the most generous fella
I have ever met ... would give you the shirt off his back
and have it altered if it didn't fit. Two things, 'tho,
were sacred to him. He always said you could have any­
thing he owned except his wife and his toothbrush ...
well, I'm one up on him! I also have my "Fleet"!
. .. And In 1963.
 - Dick Probert (contact Fleet Club
FLEET 2 - - Kinner K-5
for address) is modifying 22 x 10 x 4

wheels to accommodate 8:50 x 6 tires

N Number Serial Number Year Built

N 8648 61 1929

and tubes.
N 8687 74 1929

As previously noted there are 92

N 236H 104 1929

Fleets known to still be in existence

N 286H 119 1929

(on the U. S. Civil Aircraft Registry)

N 403K 126 1929

N 410K 133 1929

- with unknown numbers in other

N 413K 136 1929

countries.
N 415K 138 1929

Following is a list ofU. S. registered N 432K 155 1929

Fleets by Model, N Number, and N 436K 159 1929

N 605K 181 1929

Serial Number. By knowing the N N 610M 186 1929

Number, one can keep up with the N 616M 192 1929

Fleets - regardless of how many N 617F 193 1929

times they change hands - by con­ N 691M 241 1930

If you are a Fleet enthusiast, then N 724V 290 1930

perhaps you will want to join the sulting the latest copy of the U. S. N 760V 340 1930

Fleet Club and receive the group's Civil Aircraft Registry . N 764V 332 1930

newsletter. For information write: FLEET 2 - Kinner R Series

Bob Von Willer, President
N Number Serial Number Year Built

Fleet Club N 314L 108 1929

P. O. Box 1426
FLEET 1 - 145 Warner N678M 226 1930

Spring Valley, California 92077

N1P 325 1930

N Number Serial Number Year Built

The Fleet Newsletter is printed bi­

N 289H 5 1929

N 748V 333 1930

monthly. At present there are 98

N 8600 14 1929
FLEET 7 ­ Continental W670 Series
club members who own 92 Fleet air­
N 8616 28 1929

craft. 25 of these are currently flying

N 8618 30 1929
N Number Serial Number Year Built

N 8626 39 1929
N 743V 308 1930

and the remainder are under restora­

N 1980M 40 1929
N 798V 378 1931

tion.
N 420K 143 1929

The Fleet Club has drawings availa­ N 607M 183 1929

FLEET 7 ­ Kinner R-440-1 B Series
ble as well as Fleet decals. Many N 638M 213 1930
N Number Serial Number
Year Built

N63J 229 1930

94

wing fittings and internal wing parts N 649M 233 1930

N 226H 1929

N 228H 121
1929

are available to club members . N 766V 347 1930

N 411K 134
1929

Several Fleet Club members can N 771V 352 1930

N 424K 147
1929

provide services valuable to restorers: FLEET 2 - - Kinner R-440B Series N 446K 169
1929

- For sources of laminated upper N 716V 311

1930

N Number Serial Number Year Built N 780V 361

1930

spars contact: N 788V

N 8632 45 1929
369
1930

Chuck Nichles N 431K 154 1929

N 794V 375
1931

P . O. Box 952
N 448K 171 1929
N 795V 376
1931

Brenham, Texas 77833 - or­

N 606M 182 1929
N 63V 402
1931

N 608M 184 1929

N 86V 404
1931

George Haddock
N 53Y 412

N 648M 223 1929

1932

Route 5, Box 709

N 774V 355 1930

Battle Creek, Michigan 49016

A Fleet 1 at Oshkosh ... then owned by Dr. Roy Wicker of Atlanta .

8

 Jack Fahey's Fleet 168.

N 1328V 325 1942

N 39612 339 1941
N 666J 350 1941
FLEET 9 - - Kinner. R-440-1 B Series N 39615 359 1941
FLEET 7 - Kinner R Series
N 211K 387 1941
N Number Serial Number Year Built
N Number Serial Number Year Built N 31684 474 1942
N 939V 503 1931
N 8620 32 . 1929 N 1238V 512 1942
N 66V 508 1932
N 440K 163 1929 N 3~618 533 1942
N 13933 326 1930 FLEET 10 - - Kinner R-440-1 B Series N 9427H 539 1942
N 790V 372 1930 N 8468 556 1942
N Number Serial Number Year Built N 39617 610 1940
FLEET 7 - - Phillips Model 333 N 2069 262 1939 N 39623 646 1942
N 751V 411 1932 N 128H 668 1942
N Number Serial Number Year Built
N 637M 212 1942
FLEET 16B - - Cont. R-670 FLEET 16B - - Kinner R
FLEET 7 - - Warner R-500-2 N Number Serial Number Year Built N Number Serial Number Year Built
N 41871 519 1940 N 685M 277 1930
N Number Serial Number Year Built
N 162V 284 1941
N 442K 165 1929
FLEET 16B - - Kinner B N 39630 443 1941
N 682M 230 1930
N 39622 636 1941
N Number
Serial Number Year Built
FLEET 8 - - Kinner R-44G-1 B Series N 39606
285 1941
N 39604
FLEET 16B - - Warner R-500
289 1941
N Number Serial Number Year Built
N 39601
301 1941 N Number Serial Number Year Built
N 49V 803 1931
N 24197
303 1941 N 39627 663 1941
9
 fR[OUPf

By M . C. "Kelly" Viets
Ercoupe Club

Rt. 1, Box 200

Stilwell, Kansas 66085

For me one of the most fascinating things about avia­
tion has been to study and watch the genius and deter­
mination of men as they try to reach the ultimate design
of aircraft. I feel privileged to have had the opportunity
to have not only observed, but also had the unique
experience of having flown an aircraft for the past 26
years that I consider one of the outstanding designs
in the history of aviation. This design , of course, is Mr.
Fred E. Weick's Ercoupe.
After having made such a statement, let me give my
reasons. A small amount of research will reveal that Mr.
Weick is a very methodical and practical man while
being blessed with true genius as few men are. In 1930,
Mr. Weick set down a list of 25 things which he con­
sidered were necessary for the criteria of the ideal light
plane design.
10
Mr. Weick's preliminary statement of light plane re­
quirements , a one-page memorandum, which he still has
and which was born of discussion with countless pilots,
engineers , etc., as well as his own experience, called for
a plane with the following characteristics (besides linked
controls and freedom from spin and wing-tip stall):
Ability to land safely at both the greatest angle of
attack and the greatest gliding angle maintainable ­
in other words , ability to make satisfactory landings with­
out particular respect to the pilot's skill; stable "hands
off' level flight, i.e., level flight without constant, weari­
some fussing by the pilot, as was the case with an old,
unstable plane like the Jenny; dynamic longitudinal
stability as nearly as possible "dead beat", that is, if the
nose is raised or depressed, as by a gust, the plane should
return to level flight without excessive up-and-down
swaying or "hunting"; inability to maintain a dive at a
speed greater than 1.1 times the maximum horizontal
speed; wide range of vision in the air and on the ground;
reasonable comfort in gusty and bumpy air; minimum air
speed, 30 mph; cruising speed 100 mph; take-off run 100
feet; landing run 50 feet; rate of climb 400 feet a minute;
optimum angle of climb about 10 degrees; minimum glid­
ing angle, five degrees or less; maximum gliding angle,
27 degrees; ~imple engine and auxiliary controls; simple,
rugged structure, to keep down repair time and original
and maintenance cost; vibration, only slight and unob­
jectionable; side-by-side seating, to permit companion­
ship; interior quiet enough for normal conversation; built­
in crash protection for pilot and passenger; and the plane
as a whole small in size.
Then during the winter of 1933-34 he, along with some
friends, constructed his first aircraft which embodied his
criteria. The aircraft was a high wing monoplane (unique
in 1934) with a pusher engine, twin booms to twin rud­
ders, the main wheels were widely spaced at the rear and
.. . "HORRORS!" ... there was a nose wheel.
Now, this really shook up the Civil Aeronautics per­
sonnel. The plane was appropriately called W-1. The
plane was built following a series of tests with gliding
models - built in his basement in slightly over a year's
time - the cost approximately $2,000.00. This included
a geared drive Pobjoy engine. Built of wood and steel tub­
ing it is interesting to note some of the design figures.
The plane had a 30 foot span (sound familiar?), weighed
1,150 pounds, wing area was 161 square feet but it only
cruised at 80 mph. But it did accomplish its purpose. Its
stalling speed was 35 mph, take-off run was 120 feet and
landing run was 100 feet.
About this time the Bureau of Air Commerce, under
Mr. Vidal, became interested in private flying and started
a research program to produce a $700 light plane that
would be safe for the average man to fly. The man they
placed at the head of this project was Mr. John H. Geis­
se.
His first step was to contact the NACA. There he. m~t
aircraft which met or exceeded their proposed specifi­
cations. The Bureau arranged to purchase the plane for
tests for $5,000.00. This accomplished, they immediately
ran into a typical bureaucratic reaction of aversion at
the purchase of a "backyard" aircraft. Therefore, they
had Fairchild construct a copy so they could test a "pro­
fessional" product. This plane was called W-1-A. Similar
in all respects except t_h e_ plane was equipped with

1936
Weick W-1A

SLOT LIP AILERON GLIDE-CONTROL FLAP

CRUISING POSITION

~~~\\
CUTTING OUT YAW ­ In 1936 Fred Weick was test flying his
\ \ ',"-
\\ A~'"'­

W-1A with a N.A.C.A. slot-lip aileron. With the aileron \,\\\ LANDING
up, lift was killed and the slot behind it prevented the ' RANGE
formation of burbling, which would cause a momentary accumu­
lation of lift. The ever-open slot through the wing prevented
the wing tips from stalling at large angles of incidence.

The W-1A was an experiment to develop that elusive "everyman's

airplane". Looking at present-day stall/spin fatality statis­
tics, we wonder if Mr. Weick shouldn't have been given support
in pursuing this line of work. (Drawing by Jack Cox)

11
 flaps instead of the fixed slots on the original. Again,
typically, they were so sure something had to be wrong
with a nose gear that they ended up destroying the air­
craft trying to produce "shimmie" in the nose wheel. All
this in the face of the fact that no "shimmie" problem had
developed in the original design.
Mr. Weick had been in touch with an old friend, Mr.
Henry Berliner, who was head of Erco, a firm of aviation
tool makers . Mr . Berliner was, by the way, the son of the
inventor of the microphone . From this meeting these men
set out to design an aircraft which not only had all the
safety principles but would have good looks, sturdiness
and utility.
The first Ercoupe was built and flown in 1937 and
was affectionately called the "Jeep". It was powerf;ld by
a 40-hp Continental pending development of Erco's own
65-hp power plant. Designed by Harold Morehouse this
design was a 4-cylinder, inline, air-cooled engine. The
production costs proved to be excessive and the engine
• was dropped in favor of the new 65-hp Continental. This
then became the production model , of which 112 were
constructed prior to the war.
Our friend, Mr. Larry Acock, radio man par excel­
lence, was installing our radio and he told the story of
his father-in-law, who purchased an Ercoupe in Kansas
City, Kansas at the Fairfax Airport. After purchase, it
was decided to find the production number of the air­
craft. So while the mechanic crawled inside", the proud
new owner got out his paper and pencil. The mechanic
called out "one" loud and clear, then crawled out and
started closing the cockpit. The new owner said, "Well,
what's the rest of it?"
"That's all", came back the startling answer.
some time ago when it was blown over by a large airline
type.
Most of the above information was gleaned from an
article published in Air Trails Magazine, March 1945,
written by Mr. Leonard Engel. The only thing Mr. Engel
did not see was the impact that the Ercoupe would ul­
timately have on private aviation. This, I have been pri­
vileged to see. .
In 1946, when I was first "slipping the surly bonds
of earth", there was only one plane on our entire- airport
that had a nose wheel and that, of course, was the Er­
coupe. The plane also had one of those new-fangled
electric starters and lights - real deluxe. Those of us who
were trying for commercial licenses were required to
have ten hours night flying so we had to check out in the
Ercoupe. This was fine because the plane looked good
to me. The only problem was my instructor - it seems
he was mortally afraid of having a wheel up front, plus
the shortage of rudder pedals. I can still remember my
own aching legs from stomping the floor with nothing
there. It wasn't until several years later that I finally be­
gan to fly the Ercoupe as it was designed to fly.
Now, friends, look at a modern airport and remem­
ber the Ercoupe was the number ONE mass production
tricycle gear.
In 1945 and 1946 no one was even thinking of the
impact this little airplane would ultimately have, but
today, Mr. Weick should surely take great satisfaction
in the total acceptance of his design philosophy. It
made me smile when I asked an instructor with almost
a thousand hours to go around the patch with me in a
Cessna 180 that was for sale. His reply was , "Me, fly one
of those tricky tail draggers? Never!"

Yes , Mr. Weick, your design theory has been accepted.

The sad end to this is that the aircraft was totalled

Dear Mr. Cox : Dear Jack :

It is difficult to top the week of the Fly-In ,
and seeing an old bird one has labored over for
several years featured in the SPORT AVIATION
adds to one's en joyment. Please add my name
to the thousands that have been able to enjoy
THE Fly-In, and who have appreciated every
minute of it.
I have several comments concerning the
Lenape Cub :
a) Ken Kress who established a record in
the orig inal 20280 flew the airplane from
Friendship Airport when it was completed . He
is head of the GADO office.
b) My good friend Charles Schuhart who
sanded , painted , ribstitched , and bossed me
start to finish on this project, won 't speak to me
unless the notion that my wife and I flew the
J-3P to Oshkosh is corrected . It was Charlie
and his wife , Dolores, who sat for 34 hours as
it chugged across country. I met hi m there after
picking up a new Bonanza in Wich ita on Satur­
day, the day the Fly-In began. I think that you
will agree that that was some vacation with
flying machines.
It was indeed a great week and Charlie's
return with the Silver Age Category Champion­
ship Award topped it all off .
Many thanks to all in the EAA who worked
so hard and who produced such a magn ificent
week.
With best regards,
Alfrea S. Garrison, M. D.
Wilkens & Pine Heights Avenues
Balti more, Md . 21229
Hello Jack,
My copy of Vintage Airplane arrived yes­
Sorry to have missed the last Antique and
terday· and I was very surprised , to say the
Classic meeting.
least, to see the old FC-2 adorning the cover
Received " The Vintage Ai rplane" and it
as well as the nice story inSide. Many thanks
looks like a winner .
for the plug.
Enclosed is my ten dollars dues for the An­
The least I can do is to join the Antique
tique and Classic Division. I will be looking
and Classic Division and pay my $10.00 which
forward to seeing you nice people at the next
is enclosed . I already have a card for 1972
meeting .
so this wi II take care of 1973.
Sincerely ,
I am making progress on the Curtiss Wright
Vince Mariani
Speedwing which , as you know, I trucked
636 W. Melrose
back from Milwaukee a few months ago.
Findlay, Ohio 45840
I built a complete left lower wing which is now
complete except for the plywood on the wing
walk . I' m waiting 'i~ the plywood which I
had to order so as soon as it arrives I will
get it installed . I hope to have the whole thing
flying by the summer of 1974 and if so I plan
on bringing it to Oshkosh . It will be a rare bird
as it is the only Model B14B still in existence.
I understand that there is a Model A14 some­
where in North Carolina. This model had the
7 cyl. Wright R760 of 230 hp whereas mine
has the R975 of 440 hp. It should be a bomb
with all that horsepower.
I enjoyed seeing Golda and yourself at our
Tulsa Fly-In and hope you had a nice Christ­
mas and will have a good New Year.
Lots of luck as Editor of Vintage Airplane.
Yours,
H. M. (Herb) Harkcom
Buzzards Roost, Rt. 1
Inola, Oklahoma 74036

12
 And speaking of Clipwing Monocoupes, the most
famous one of them all, N36Y, is currently undergoing
a complete restoration. This is the famed "Little Butch'
in which Woody Edmondson won the World's Aerobatic
Championship at Miami in 1948. This little tiger has for
several years been the _proud possession of John McCul­
loch of Fairfax, Virginia. He has the fuselage at Ken

[AR~lI~A~-YIRbl~IA _
.-Officers for 1973 are.~
Hyde's shop near Warrenton, Virginia and the wing at
"Pop" Hatchers in.. Lynchburg, Virginia. "Little Butch"
will be restored just as it was when owned by Edmond­
President son.
Herb Puckett One of the rarest antique airplanes in the world today
Rt. 7, Box 668 J has just emerged from Dick Terhune's restoration shop
Charlotte, N. C. 28213 near Charlottesville, Virginia - a 1922 Farman Sport.
Vice President
Dr. Ed Garber, Jr.
1810 Lakeshore Dr.
Fayetteville, N. C. 28304 fl~RI~A [~APlfR The proposed new Florida Chap­
Sec.!Treas. ­ ter of the EAA Antique and Classic Division will hold a
Liz Pace fly-in and organizational meeting January 20-21 at Lake­
3000 Crawford Ave. land, Florida. Paul Poberezny, EAA President, will be .
Gastonia, N. C. 28052 the principal speaker. Antique/Classic Division Presi­
Newsletter Editor dent Buck Hilbert, Vice-President J. R. Nielander, and
Ray Bottom, Jr. Secretary Dick Wagner will also be on hand to welcome
103 Powhatan Parkway this fine group into our organization. Richard "Jonathan
Hampton, Va. 23361 Livingston Seagull" Bach is also slated to be present.
Bach has recently made his home in Winter Haven.
Ray Bottom publishes the Chapter's excellent bi­ Florida Chapter officers for 1973 are:
monthly newsletter, Antique Airways. It is available to
all interested antique and classic enthusiasts for $5.00 President Sec.lTreas.
per year, which includes membership in the Chapter. The James A. McClanahan W. D. Thompson
newsletter is printed on offset and contains pictures and 2116 Cordova Circle Rt. 6; Box 70
news of the activities of this large and very active group. Lakeland, Fla. 33803 Lakeland, Fla. 33801
For membership, send your check to Liz Pace. Vice President Chaplain
The Carolinas-Virginia Chapter's 1973 fly-in calendar George R. O'Neal Olin Longcoy
has been set (see "Calendar of Events") for Santee, S. C. 4750 Cove Circle 505 Rt. 3, Box 398
in the spring and Gastonia, N. C. in the fall. These are St. Petersburg, Fla. 33713 Orlando, Fla.
annually very large and well attended antique and classic
fly-ins.
Dr. Ed Garber has added a 1931 Stinson JRS to his ~~w mJ~I~ I~f A~IIO~f [lA~~I[ ~IYI~m~
stable of antiques which includes an Aeronca C-3 and a
Curtiss-WrightCW-1- both in that much-bandied "mint" Membership in the EAA Antique/Classic Division is
condition. open to all EAA members who have a special interest in
Past-president Morton Lester of Martinsville, Virginia the older aircraft that are a proud part of our aviation
should have flown his 110 Special Monocoupe by the heritage. Membership in the Antique/Classic Division is
time you read this. This "Clipwing" is a "new" one in $10.00 per year which entitles one to 12 issues of The
that it is not a factory 110 Special. It was modified from a Vintage Airplane published monthly at EAA Head­
straight 110 just as John Livingston did to create the ori­ quarters. Each member will also receive a special Antique/
ginal Clipwing in the earl~30's. Classic membership card plus one additional card for one's
(Photo by Jack Cox)
spouse or other designated family member.
John McCulloch, left, Harold Membership in EAA is $15.00 per year which in­
Neumann and "Little Butch". cludes 12 issues of Sport Aviation. All membership
correspondence should be addressed to: EAA, Box 229,
Hales Corners, Wisconsin 53130.

~~w mf~RM A~ A~IIO~f [lA~~I[ [~APlffi

EAA is now chartering Antique/Classic Chapters

around the nation. The basic requirement is ten mem­
bers of national EAA. The Chapter must become incor­
porated as a non-profit organization in accordance with
the laws of the given state and this incorporation must
be maintained from year to year.
First, a list of 10 national members of EAA (names,
addresses, EAA numbers) should be sent to EAA Head­
quarters along with a formal request to organize a Chap­
ter. Upon receipt of this material, EAA will mail out a
Chapter "Starter Kit" that will contain all information
necessary for your group to become a Chapter in the
finest and most active aviation organization anywhere.

13
 fAA ~AMf [~A~bf
EAA is about to become SAA. A formal vote has
been taken among the officers and directors of EAA that
l~~[~MBf AIRW~RI~I~f~~

has resulted in a unanimous vote to change the name of

the Experimental Aircraft Association to the Sport Avia­
tion Association.
This change is coming about because "EAA" no
OIRf[IIVf RfVI~I~N

longer reflects the true scope of activities of the organiza­

tion. Further, recent accidents, involving "experimental"
aircraft (not homebuilts) have brought the wrath of
public opinion down on us - as a result of mis-information
and a "guilt-by-association" line employed by the news
media. It is recognized that we must do whatever is neces­
sary to protect the organization from severe governmental
restrictions that may be demanded by an ill-informed
general public.
Watch the pages of Sport Aviation and The Vintage
Airplane for an announcement of the timetable for the
changeover to the new name.
55-24·1 Luscombe. Published in 21 FR 9540 on December
4, 1956, and as amended in 22 FR 2416 on April 11, 1957,
is further amended by Amendment 39-1565. Applies to
.all 8 Series aircraft except Model 8-F with Serial Num­
'bers S-l and up.
To be accomplished by March 1, 1956, and at every
annual periodic inspection thereafter,
Extreme surface corrosion has been found to exist in­
side the fuselage spar carry through structures PIN
28018 and 28019 of Luscombe Series 8 aircraft, par­
ticularly in those airplanes which are located near
coastal areas. If allowed to progress, such corrosion

[Alf~~AR

could deteriorate the spar carry through members un­

til a structural failure occurred.
This corrosion is internal and cannot be detected by
~f
an external inspection. Therefore, the inside surfaces of
the spar carry through members must be inspected. This

fVf~l~

may be accomplished by either of the two following ac­

ceptable methods:
(1) Remove wings from the airplane and also the wing
attachment fittings. The ends of both the front and rear
JANUARY 20-21 - LAKELAND, FLORIDA - Organizational meet­
spar superstructures will then be open so that an internal
ing of the Florida Antique/Classic Chapter of EAA. Paul Poberezny
inspection of these hat-section members can be made.
to be featured speaker. Fly-In activities. Contact: James A. Mc­

Clanahan, 2116 Cordova Circle, Lakeland, Florida 33803.

(2) Use of this method of inspection will not require

MAY 4-6 - SANTEE, SOUTH CAROLINA - Wings and Wheels Mu­
the removal of the wings from the airplane. One-half
seum/Airport. 5th Annual Spring Fly-In of Carolinas-Virginia
inch holes may be drilled through the top wing skin
Chapter of EAA Antique/Classic Division. Contact Chapter Secre­
directly over each spar carry through member so that a
tary Liz Pace, 3000 Crawford Ave., Gastonia, N. C. 28052 (704/

864-4534). The East Coast's really big show for antiquers.

visual inspection can be made directly into the bottom of

JUNE 8-10 - DENTON, TEXAS - Denton Municipal Airport. 11th
the hat sections. The airframe structure had adequate
Annual Texas Antique Fly-In. Everyone welcome - Texas hos­
margins of safety in this area so that the existence of the
pitality assured. Contact: Jack Winthrop, 3536 Whitehall Drive,
lh-inch inspection holes will not impair the structural
Dallas, Texas 75229.

JULY 29-AUGUST 4 - OSHKOSH, WISCONSIN - 21st Annual EAA

integrity of the airplane. Five of these lh-inch holes should .

International Fly-In Convention. Complete program and awards
be drilled over each of the spar carry through hat sec­
for antique and classic aircraft. World's greatest aviation event.
tions, one hole at the middle of each spar carry through,
SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - Gastonia
one hole 5 mcheS from each outboard end of the wing at­
Municipal Airport. Carolinas-Virginia Chapter Annual Fall Fly­

In. Contact Liz Pace (see address above).

tachment fittings and one hole approximately centrally

located between this latter hole and the middle hole.
This will provide a distance of approximately 7lh inches
between holes and should render it possible to inspect all
ofthe internal surface ofthe hat-section spar carry through
members. After the inspection has been made, the lh-inch
holes must be covered with a small patch of aircraft fabric
doped to the surface of the wing skin or by the insertion
of a rubber or neoprene seal plug, or equivalent. This
method will also provide a ready means of rechecking
the spar carry through members for corrosion during the
time of subsequent inspections.
If any evidence of corrosion is found to exist, the af­
fected spar carry through member should be removed and
replaced with an identical new part.
The above inspections may be discontinued if both
spar carry through structures are replaced with new parts
that are identical to the original and properly anodized
.and painted to prevent corrosion, .or if an equivalent
modification is approved by the Chief, Engineeri~g and
Manufacturing Branch, FAA Southern Region.
This Amendment 39-1565 becomes effective Decem­
ber 2,1972.
14
 EAA Antique/Classic embroidered patches (pictured at right)
- A distinctive, colorful emblem . $1 .50 each
EAA Caps - men and ladies. Specify small, medium , large ,
or extra large . Ladies, one size. $2.25 each
1973 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 each
EAA 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 merchandise
-
free of charge. Includes a listing of all available back issues of Sport

Aviation

-------- *-------­

EAA PUBLICATIONS OF INTEREST TO ANTIQUE AND

CLASSIC ENTHUSIASTS AND/OR RESTORERS

Wood . Vol. 1 . . .. . . .. . . $2.00

Wood. Vol. 2 .. . . . . . . . ..... ... $2.50

Sheet Metal. Vol. ....... ... . .. . $2.50

Sheet Metal. Vol . 2 .......... . $2.50

Tips on Fatigue . .......... . ....... . .. $2.50

Welding. . ..... .. . . ............. $2.00

Dope and Fabric · ... . .. ... ..... $2.50

Hand Tools. Vol. 1 .. . . .... . . . .. .. .... $2.50

Hand Tools. Vol. 2 $2.50

CAM 18 (Reprint) ... .... .... ..... .. $3.00

CAM 107 (Repri nt) . $4 .00

Flying and Glider Manual Repr ints ..

1929. ..... . ... $2.00

1932 . . . ... .. .. .. . . . . .. .. .. . . ... . ... $2.00

1929-32 . . . $2.00

'" Add 30c postage for first manual plus 10c

for each additional one

Wings Of Memory - 72 pages of Aero Digest reprints. Covers the greats of civil

aviation from 1932 to 1941 . Ryan STA, Howard DGA-9, Fairchild 24 , Cessna Air­

master, Rearwin Speedster. Fleetwings " Sea Bird ", Stinson SR-1O, Stearman Model

80 , and many more. Beautiful photos, 3-views and flight reports . $2.50

Golden Age Of Air Racing - 168 pages covering the great 1929-1939 air racing

era. All about the racers and their pilots who flew for the Bendix, Thompson ,

Greve and other trophies. $2.75

Back Issues of American Airman. While they last - 25c ea.

ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an an­
tique or classic (specify which) ; you are eligible for a beautiful certificate you will frame and be
proud to display in your home or office. These certificates are free, courtesy of EAA to recognize
your efforts to save another great old airplane. Just send your name and address and the year, make
and model (i.e. - 1937 Monocoupe 90A) of your aircraft. Solo certificates are also available.

JOIN EAA ,- JOIN THE ANTIQUE/CLASSIC DIVISION - WRITE FOR INFO PACKET - $1.00
EAA Antique/Classic Division
P. O. Box 229
Hales Corners, Wisconsin 53130
15
 (Photo by Dick Stouffer) ,
Stearman PT-17 flown
by John Guerra at
Crystal Lake Airport, III.
r