vintage airplane - feb 1974

8/12/2019 Vintage Airplane - Feb 1974

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Photo by ed Koston)

THE PRESIDENT S P GEBy E. E . Buck Hilbert

President Antique-Classic Division


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(Photo by Ted Kos ton)

VOLUM 2 NUMBER 2 FEBRUARY 1974

TABLE OF CONTENTS

Shade s o f 1928 . . Dave Jameson . . . . . .. . . . .. . . .. 4The Wallace Touroplane . . . . . . . . . . . . . . 11Around th e Antique /Classic World . . . . . . . . . . . . . 14Peter Br yn - Th e Travel Air King . . . . . . .19

ON TH E COVER Taperwing Waco BACK COVER . John Glat z s lipwingPhoto by Jack Cox Monocoupe .

WILLARD F. (,I"'HMt Photo bv Ted KostonI4Q27 ROCKY RIVER DR. N O .

HOW TO JOIN THE ANTIQUE CLASSIC DIVISION

Membership in the EAA Antique-Classic Division is open to all EAA members who have a special

intere s t in the older aircraft that are a proud part of our aviation heritage Membership in the AntiqueClassic Division is $10.00 per year which entitles one to 12 issues of Th e Vintage Airplane publishedmonthly a t EAA Headquarters . Each member will also receive a special Antique-Classic membershipcard plu s one additional card for one 's spouse or other designated fami ly member


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Photo by Go/da Cox)Dave Jameson taxis in for the 1968 EAA Fly-In at Rockford, Illinois . The subject of the article below ,this is, perhaps, the most historic of all Wacos. The Taperwing won the 1928 Transcontinental AirDerby with famous racing pilot Johnny Livingston at the controls and was later flown by many ofthe famous names of the 1920s and 1930s. Dave Jameson later sold the Waco to Fred Grothe ofShakopee, Minn . who, in turn, later donated the plane to the EAA Air Museum. It is presently beingrefurbished for display .

SHADES OF 1928. OR . . .


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I I

Photo Courtesy of Dave Jameson)Dave Jameson, right , and his son Dave, Jr. shortly after the flight from Buffalo to Oshkosh describedin the text. The Taperwing has a Wright R-760-E engine under a Stinson Reliant cowling that waspurchased new from the factory. The aircraft was modified to its present configuration around 1946or so - the cowling , rounded fuselage, tailwheel and I struts (built by Matty Laird) were added atthat time. Compare present photos with the aircraft in its original configuration .

Stored for years in Buffalo , New York, it just happenedthat our family planned to visit ther e, and the owneragreed to hold the plane, and my deposit, until we couldha ve a look for ourselves

tsoo n

became apparentth

atit

wouldbe

im possibleto ge t th e plane finished durin g the winter of '61-'62,

so I waited for s pring and sum m er, hoping , and lo okingforward to the da y our postman would bring the letter


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to see what their records might reveal.The first to answer was Livingston. John told of Waco

having built four of these new Taperwings, all just for therace , and he and X 7527 had managed to beat everyone'stime, including Bob Cantwell, who flew a Lockhee d Vega.

Next came the reply from Waco. I was told that, tothe best of their knowledge, I apparently owned the racewinner. Then , by and by , came the best news of all. Mr.Robert E Forbes, Chief, Aircraft and Airman RecordsBranch of the FAA, replied that since September 15,

(Photo From T C Weaver Collection)

Johnny Livingston in 1928 with thetrophy he received for winning theTranscontinental Derby that year.Notice the special racing windshieldon N-7527 . Before the race, therewas a lot of grumbling by other con-testants that the four TaperwingWacos were special speed jobsrather than production models . Theprotests were over-ruled, however,and Johnny went on to outrun everyone - even a couple of LockheedVegas

the image of Al Williams' famous Gulfhawk designs .Very soon, though, both Bill and I shared the same

thought - "Where's the airport?". This really wasn't ahappy thought, for, having flown for over 25 years, I had asinking sensation that we were on the airport. We justcouldn't recognize it because of distractions such as highweeds, bushes, no runways, and trees in the middl e of the

field which were taller than the airplane To say that Ihad a rather reluctant optimism, would be to un d ers tatethe case.


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( Ph o to Cou rt esy of Joe J uptner)

Above. X-7525 as it ' appeared when owned by JohnnyLivingston . Although we refer to this model Waco Taperwing today as an ATO , the aviation press of 1928 calledthe plane a Sport Waco , Waco 10-7 or a Whirlwind 1 .

( Photo Courtesy of Joe J uptner )

Below . Johnny Livingston and X 7527 (as it was designated then). The wire-braced, cross-axle landing gear wasa temporary rig for the race later replaced by a split /oleo arrangement .

ju s t o ne o r two ' prop s', th e 350-hor se Wri g ht leap ed in t oac tion , a nd I sig na led fo r th e chock s to be re moved fr omth e w h ee ls. T hi s d o n e, I pl ann ed to t axi d o wn a n arro w ,cind er roa d way, whi ch r an across th e fie ld , a nd whi ch wasto be m y takeo ff s trip . I tr ied to beco m e ac cu s tom ed toth e s tr an ge rudd er b ar a nd s pu r " ty p e brak e leve rs,w h ich ran h ori zo nt a lly bac k from th e b ar, a nd up on w hi chI co uld res t my h ee ls . W e ll, da d , I c a n t ell yo u rig ht o ffth ese br akes a nd m ys e lf didn ' t b ecom e im m e di a te frie nd s

As w e climbed , I flew toward s my n ext airp o rt , o nl y afew mil es a w ay, wh ere, by and b y, we ' d land fo r m oregas. On ce in vie w , a nd w ith 3000 ft . of oxyg en and h yd roge n b e nea th u s , we S turn e d fo r cl eara nc e, a nd bega ns tall t es ts. Pow e r b ack, s trai g ht ah ea d w ith in creas in gbac k p ress ur e. U p and up co m es th e Wri g ht , to p erh a ps 30de g rees, but no s tall A s low se ttlin g, a nd th e n b ack toflyin g. W e ll, thi s w as too ge ntl e to b eliev e, so w e trie daga in Bo th fo rwar d r ig ht a nd le ft w ith a nd w it h o ut


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(Photo Courtesy of Dave Jameson)Above. Johnny Livingston in 1968 at the EAA Fly-In atRockf ord, Illinois. That big smile was there becauseJohnnyhad just flown NC-7S27 for the first time since 928He

now lives in Florida and still flies regularly including the initial test hops of Pitts and other hot home-builts.

(Photo by Oshkosh Daily Northwestern)

Below . DaveJameson, right , receives one of many trophieshe has won over the years for his tremendous collection

of antique aircraft . This one , being presented by GeneChase, is for Dave's Lockheed Vega Winnie Mae .

From the movies which were made at this time, Igather that most of the bystanders got a charge out of myenthusiasm. I couldn t stop talking about the thrill offlying the plane, and was reliving a good bit of it for anyone who would listen , and doing it all with a good bit ofhand and arm waving to emphasize flight attitudes.

I wanted Bill to fly the plane now, but couldn t persuade him to do it. Just a few miles away was a good sodfield, and we decided this would be a fine spot for me to

Now originally this had been a 3-place airplane , but foryears previously it had been used for air show work,with the front cockpit filled with a smoke system tank,and a streamlined cover made to ' fill in the opening.This tank had now been remo ve d, per my request, but itmeant that we would have to remove the cover, rig so me

kind of windshield and install a seat belt, in order for usboth to fly back home in it. All this was done by the nextmorning, and by 11 :00 a.m. Bill and I were ready, despite


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Photo Courtesy of Dave Jameson)A

close-up of Johnny Livingston and a passenger sometime in1928

Johnny was general manager ofMidwest Airways and was the largest Waco dealer in the world. e also handled Monocoupes and wenton to develop the fabulous Monocoupe 110 Special, the Clipwing as it is most commonly known .Before he retired to become chief test pilot for Waco in the late 1930s, Johnny was one of the mostsuccessful racing pilots of all times.

was nearer the engine, so I thought when Bill's headdisappeared under the cowling, that maybe he was takingoff an extra sweater Every little while an arm, or elbow,would become visible, then disappear again. Later I learn-ed that he wasn't taking something off, but was insteadtrying to get more on I'll never understand how he man-aged to get the extra clothes out of his baggage, removehis outer jacket put on the sweater and then replace the

then service our own plane.While we were doing this, the operator was gassing

with his friends, and each time a car drove up he ran tom ee t the car, dove to the front right side, and kissed thedriver's wife or girl friend. Then he showed everyonearound.

By now Bill was fit to be tied, and wanted to take offagain without putting any gas in at all I really wanted


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airfields, but we had been flying, since Buffalo, into theteeth of a Southwester, and our ground speed had suffered drastically. t was apparent that we d have to land ournon-electrical Taperwing before sunset, so a close trackwas kept . of our position, with one finger always on thenearest aIrport.

As the setting sun sank slowly in the west, we weresouthwest of South Bend, Indiana, and decided to divertand land there for the night After landing and getting

(Photo Courtesy of Dave Jameson)An interesting episode in the historyof N-7527, this shot taken in 1930shows Paul Rizzo (center, in Sweater)shaking hands with the famous Italianracing pilot, Major Mario Di Bernardi.Rizzo owned the Waco from 1930through 1931 and had just loanedDi Bernardi the aircraft for an aerobatic performance. he hand shakingis for the spectacular show put on bythe Italian . Major Di Bernardi won the1926 Schneider Trophy and held theworld s absolute speed record from1926 through 1928. Paul Rizzo paid$2,200 for the Taperwing and wasallowed $2,000 for it on a trade-in ona Sikorsky S-38 in 1931. Rizzo usedthe plane for air show work and had

small fuel tanks mounted on thelanding gear for inverted flying an early inverted fuel system Duringthis period the Waco had a blackfuselage with International Orangetrim, wings and horizontal tail. hestruts and other exposed metal sur-faces were chrome plated. What abeauty it must have been

certainly wouldn t want to land with one of them drapedacross our nose, and with the trouble they sometimes havewith little old birds, I know they would not want to tacklesomething as big as ourselves

Bill lives just a few miles from the airport, so after abuzz Job (not once below 500 ft.) to alert the citizens,he proceeded to make a beautiful landing, in what turnedou t to be 30 knot winds

Now, as an accommodation to me, for I would fly to


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Golden Oldie of the Month ...

4 0 2 7 ROCKY R I V E R DR NO

~ L E V . E L A N DOHIO 4 4 I S S

THE W LL CE TOUROPL NE

The picture above is photocopied from Vol. 2 of Joseph Juptner 's U S . CIVIL AIRCRAFT, AeroPublishers , Inc., 329 Aviation Rd. , Fallbrook , Cal . 92028 - the antiquer s bible. The plane isNC276K, Ser. No . 12 owned today by Jim Frost of Tulsa . See pictures elsewhere.

Folding wings , landing gear mounted by means ofuniversal joints, two throttles - one for each front seat,

linoleum floors ( ) . these are just a few of the featuresthat set the Wallace Touroplane apart from its contempor-aries in the aviation world of 1928. The June 18, 1928issue of AVIATION b ght th t little 2 3 place high

and chord 5 ft. 10 in. Structurally the wing is of conventional design, constructed so that it may be easily folded.

The center section extends beyond each side of the fuselage and its trailing edge hinges about th e rear spar to provide a recess for the trailing edge of the outer panel of the


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olden Oldie of the onth .

n the sides of the center section, which project beyondthe fuselage, are the fuel tanks of 14 gal . each . Thus, themain fuel load is carried outside the fuselage yet on the

ce nter of gravity and all fuel lines ar e outside the cockpit. However , if larger engines are used, an additional tankis carried in the front of the fuselage. The center sectionspars are of greater depth than those of the outer wingpanels. They are level with the tops of the cap strips of theribs while those in the outer panels are centered betweenthe top and bottom of the rib , as a spar the full depthof the wing would be too heavy . The entire upper part ofthe center section is covered with birch plywood , whichreplaces the center section drag wires . The lower part of

the front spar is cut away to a depth of two inches overth e width o f the fu sela ge to permit b e tt er vision . Sw a ge dtie ro ds a re run along ea ch spar, throu gh the center se ction, conn ecting the win g hin ges.

The external wing braces are of streamline Kawneersteel tubing , welded a long the trailing edge. t is cadmiumplated for protection and appearance. Universa l joints areused in making connection s to the wings in the case ofboth struts , and to the fuselage in the case of the rear strut.

The fuselage i s rectan gular in s ection with four longer

on s and Pr a tt tru ss bracin g and wires . The m e mber s a reall seamless steel tubing with none smaller than 5/8 in .by .035 in . in the side truss or in the engine mount. Thesmallest members in the top and bo ttom trusses are 1 2 in.by .035 in . The tubes in the bottom truss , to which thewing brace s are attached , are re inforced with 7 6 in . tierods . The rear of the upper part of the fuselage, or turtledeck, is built up of spruce cap strips . The engine mount ,on the front, is of welded steel tubing . t is pinned to thefuselage at four points with nickel steel bolts and is readilydetachable for the substitution of another engine.

A side by s id e se atin g a rran ge ment , with dual control,is u se d in both plan es . In the larger mo d el th e third seat islightl t th d i th t f th bi Th '

The control surfaces are constructed of welded steeltubing, the rudder and fin being interchangeable. The finand horizontal stabilizer are made in the same jig butuse different fittings.

The landing gear is of the divided type employing anoleo and spring type shock absorber. The members areattached to the fuselage longerons , and mounted with un -iversal joints with lugs of cast manganese bron ze. t iscla imed that by having the chassis mounted with universaljoints, the fuselage i s relieved of twisting strains whenlanding, and i f the chassis should be injured or wiped offin an accident , adjoining fuselage members are less likelyto be distorted . All bolts are nickel steel. The front

chassis strut, which contains the shock absorber, is roundsteel tubing covering with aluminum fairing. The rear strutis a streamline tube welded along the trailing edge . Theaxle is chrome molybdenum steel tubing, heat treated to astrength of 130,000 lb . Bendix wheels and brakes areused .

Specifications of the Wallace C-2 Touroplane, assupplied by the manufacturer , are as follows:

Length overall . . . . . . . . . . . . . . . . . 23 ft. 6 in.

Height overall . . .

7 ft. 6 in .Wing Span . . . . . . . . 37 ft.Chord . . . . . . . . . .. . . . . . 5 ft. 10 in.Wing area including aileron 205 sq. ft.Aileron area . .. . . . . . . . . . 31 sq . ft.Stabilizer area . .. . . . . . .22 sq . ft.Elevator area . . . . 16 sq . ft.Rudder area . . . . . . . .8 sq . ft.Fin area . . . . . . . .6 sq . ft .Weight empty with 80 h.p.

An za ni engine . . . .

. . . .

850 Ibs .Useful load . . . .650 Ibs.Pilot . . . . . .. . . . . . . . . .160 Ibs .F l 160 Ib


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Golden Oldie Of The Monththe merger, production was moved to Kansas and th eTouroplane was produced as the A merican Eagle 330."Some re-design was done at American Eagle . . . thatresulted mainly in increasing the weig ht by an incredible600 pounds over the prototype! Still powered by th e 100h . p . Kinner, one can easily imagine what ha pp en ed tothe little airplane's performance!

Probably at least in part because of the poor flyingand sales - per fo rmance of the Model 330, American Eaglemade th e decision to upgrade the d esign to a four placepowered by a five cylinder, 165 h. p . Wright J6-5. Thisaircraft, the American Eagle D-430, was type certificatedon March 18, 1930 and offered for sale at a price of 7,395post-Wall-Street-Crash-dollars. Few were sold, even after a

( Photo by Gene Chase)

Left . im Frost s Wallace Touroplane ,NC-276K , Ser. No . 12 . The foldingwing Stits Playboy in the backgroundalso belongs to Mr. Frost. e utilizesthe folding wing to the hilt bothaircraft are kept at his home .

WILLAR:J F S HMlrrROCKY RIVER DR. NO

~ V E L A N DOH I .O 44t;3 .tI


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Several parts we could not identify. This is the first timeLane had looked at it all in over 30 years, so his memorywas really taxed . Mr. Lane is about 83 years old now.

Of course , one of the first questions I asked Mr. Lanewas how in the world he ever acquired it. The story wasmost interesting.

Mr. Lane was with the Wright Aeronautical Corporationin New Jersey when Lindbergh appeared at RooseveltField to prepare for the flight. He was Chief Engineer incharge of Aircraft Design , then. The company assigned himand three others (Ed Mulligan, Ken Boedecker and DickBlythe) to assist wherever necessary on the aircraft and,of course, on the engine. As a result, Lindbergh becamevery close to these me n , a friendship which has lasteduntil th e present time , and he put his complete trust inthem and their capabilities.

When Lindbergh returned to the United States aboardthe U.S. cruiser Memphis , and docked at Anacostia NavalAir Station, Washington , D .C., he was immediately requested to attend numerous dinners and other formaland social functions. The Spirit needed to be assembledfor his forthcoming good will tour of the United Statesand Central South America, and he just did not have timeto do this . He immediately called in Lane to completelysupervise the reassembly, and in so doing turned overthe box of parts and survival equipment to Lane to takehome for safekeeping until he returned. They certainlywere not needed on these upcoming flight s. And therethey stayed, all these years, until discovered in thesummer of 1973 .

Now, as I sat there in Lane's living room I thought tomyself, I wonder what in the world h e plans to do withit a\l?" I asked him this question. He really had not givenit much thought, he said, and I immediately suggestedthat it would be most unfortunate if it ever drifted into thehands of someone in the family who did not know whatit was or thought it to be junk and would then have it disposed of, or that it could somehow get into th e hands ofsome collector, who would immediately put some fantastic price tag on it all and then who knows where it would

AERONCA C 3 ADDENDUM

Dear Buck:

Thanks for the copy of Vintag e A irp la ne I read thearticle about your Aeronca C-3 and I know how you musthave felt on your first flight. I've been working on minesince '64 and still have a long way to go. Although I'mthe third owner of mine , and it is complete in every respect,it was beyond any doubt the most "balled up C-3 thatwas ever made. When I stripped it down, I found thefuselage was 6 to the left on fuselage tram from behindthe cockpit to the tail post. After cutting every bay behindthe cabin, I then straightened the fuselage out and addednew tubing where needed. When I installed the engine, Ifound one side of the engine mount was 4 shorter atthe lower mount (you guessed it, it was pointing the engineto the left) . Then to top it off, the top mount was pointingthe engine 3/8" up. I've just about finished getting themount straightened. I might add, Buck, I have the drawingsand dimensions for the C-3 motor mounts, if anyone everneeds them . Actually, I have the complete original Engineand Airplane Hand Book." It covers all drawings, tolerances, parts numbers, cost , (boy , w hat dreaming one cando looking a t those prices ), parts break down, top overhauls and majors on the E107 A E113, El13A-B-C engines.Also , parts break-down on the Zenith carb , Strombergcarb and Bosch magneto.

I had a copy made of the most important pages of theoriginal hand book and put them together in a loose leafnotebook. I'll loan this out for opy only up o n receipt of a$20.00 deposit , which will be returned if the book is returned in good condition. I hate to have any money involved but it's only for assurance of return and in goodcondition. I wouldn't want it used in a shop where itwould become soiled - just for copy. The original wasin good shape so copies could be made.

There are several other pieces of information I'd like


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ROUND THE ANTIQUE/ CLASSIC WORLD

eronca Potpourri Photo from EAA files

to the 1935 price, they cost 160.00 each. I don't know ofanything that hasn't raised at least four times over thatperiod.

I h E 113 i I ld like to t d for a

ings. The front fuselage section has about 30% new tubingwith the rest of the tubing in good shape. All new tubingon the center backbone. All wing fittings are new and willbe sandblasted and Glid-Plate primed. Wish you would


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I know where a K fuselage and landing gear are located . Fuselage, doubtful use behind the cockpit but couldbe used for a pattern . Might be bought for $75.00$85.00 ?).

I read in yo ur " President' s Page where stick and ragmen were getting hard to find. I've spent over 40 yearswith s.tick and rag. I wish I could find someone who coulddo good photo work and a write up on covering and woodwork. I feel I have a world of know-how, but don't knowhow to pass it on. I've had 3 Grand Champion planes inthat many years, plus a number of best in class. My lastcomplete cover job won the best dope finish for a Pitts atth e Oshkosh Fly-In this year. You mi g ht know the ownel- Walt Tubb.

I see so many new processes on the market. True,they save time but that's about all. I've got dope jobsthat were done in 1943 that were still good in 1967. Evenin Arizona I can get 10 years, if I can do them my way.I have a method of tying the knots on the inside of thewing which really helps in looks and speed without astrength loss.

I have a tool I call a scraper which is made froman old file . t is very useful in removing fuz z and knotsfrom Grade A and Irish linen - also to smooth ou t brushmarks when build up is about complete. t also workswell in feathering out patches and pinked rib tapes . Thenice thing about scrapers is the s peed. t will cut sandingdown to 1 /4 once you learn to use them. You take a sm a ll8 or 10" file to a machine shop and have one side surface ground. Break the file in 2 pieces and shape on abench grinder. The only bad thing is , you must have abench grinder. Actually, with the money saved from sandpaper, you can afford to buy one. I can scrape about .025of dope off a square foot of surface in about 3 minutes.Try that with even wet sandpaper. Another nice thingabout them is they ride on top of fabric and do not cutand scratch like sandpaper. Everyone who learns how touse these scrapers - and it's easy - won't us e anythingelse. They are not the final answer, however - some finesandpaper should be used in the end. I've used these

OREGON TAYLORCRAFT

Dear Jack:The enclosed print of m y o i d T'Craft turned out so

" pretty I thought I should send it to you. I took the snapshot at Vernon Sudbeck's place (N. E. Nebraska, nearHartington) while en rou te to Oshkosh '73.

I know you are undoubtedly swamped with photos

from others who are equally as proud of their planes , butthis old girl has taken me from Oregon to Oshkosh twice ,and with its 1946 ferry trip, has surmounted the Continental divide five time s, so I'm really proud of her.

Sincerely yours,Gene ParkerP.O. Box 1298Medford, Ore. 97501

VRO PROJECT


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LAMBERT PARTS

I JUST CAME across sem e arlcient mags, carburetor, andan oil tank for a Monocoupe 90A. They are parts I oncebought together with a spare engine for a 90 h. p. Lambert

that I wish I still had' With all the money floating aroundthis country, you'd think somebody could resurrect one ofthose fine old radial engines. Open cockpit airplanes needradial engines

Just returned from Dayton with a beautiful little Continental A-40 restored to better than original. Hope to getgoing on my Heath Centerwing real soon now. All I neednow is a pair of old style Cleveland wheels (6:00x6) likethe old Champ and Chief had with the shoe type brake .Let me know anytime you find some .

Lloyd GabrielR t 2 Box 440ASault Ste. Marie, Mich. 49783

Jack Gardiner s Curtiss replica.

CURTISS PUSHER

Dear Buck:Last time I talked or wrote to you was in October 1 9 7 2

6G hi h l f i

A BEAUTIFUL C HIEF

Dear Sirs:Please find enclosed a photo of our recently restored

Aeronca Chief Model 11AC.The owners are Keith Locke (EAA 75247) and Clarence

Hydorn , both of lola, Kansas. We both work for the lolaFire Department and work every other day, thus we wereable to complete this project in only 4 1 2 months .

The airplane is as near factory original as we could getit, even to using the original Aeronca Emblems and numbers from the old fabric for patterns and making stencilsto apply the new ones. t has all the original instrumentsand h nd starter, which works beautifully, and certainlygets a lot of attention when used.

We are extremely proud of our bird and are lookingforward to bringing it to Oshkosh 1974.

Yours very truly,Keith Locke, EAA 75247910 North Sycamorelola Ks 66749


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1917 Standard No. 6948 with a 4-cylinder, Hail Scott Two 1917 Standard J-1s. 6948, left, is equipped with aA7A (5 114 bore , 7 stroke - 100 hp. at 1400 rpm) . Curtiss OXX Q engine and 163, right, has a Mercedes The Hail Scott was later replaced with Curtiss OXX Q Benz.

PETER BRYN - THE TRAVEL AIR KING

Most dedicated antique airplane buffs have heard of Peter Bryn of Dazey , North Dakota. He'sthe fellow who had the foresight to collect a whole farm full of n ow rare antique aircraft - mostlyTravel Air 4000s - down through the years. No w , of co ur se, each of hi s o ld tim ers is a very valuableartifact of aviation s Golden Age.

Recently, Mr. Bryn sent along the pictur es you see h ere. Some are of aircraft he has owned, someare of aircraft he sti ll owns. In any case, we sincere ly thank him for the opportunity to sharethe photographs with a ll of you.

WILLARD F SCHrv;; i i 'AO 2Z ROCKY RIVER DR. NO. 22

DI W Q A N D OHIO ~ _


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vintage airplane - feb 1974

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