Not your ususal warbird but ex-AAC WWII none the less

[gliderman1]

I believe the batteries in the image were the 1.5 volt "dry cell". The four in series would make 6 volts for the lights. As I remember them, they were approx 6 or 7 inches long and 2.5 to 3 inches in diameter and were heavy (relative to an 8-10 year old kid). The batteries in the BC-721 (BC-611), though different shapes, were same type and those types of "dry cells" were not rechargeable.

The early CG-4A had no battery or lights. For training, in early 1943, field installed navigation lights and an externally mounted landing light were added. They also were put into production with the landing light recessed into the port wing. Shortly the the navigation lights were eliminated from production, but the landing light continued. The battery was a lead acid 6 volt battery similar to what was used in autos, mounted just aft of the floor in a holding bracket. The lead acid battery of course was rechargeable.

I agree the man in the back is Jack Laister.
Who in front? Randy Chapman or Howard Blossom?

[the330thbg]

Love that BIRD!!!! My father trained in them at Stuttgart back in 1942.

[Second Air Force]

Love that BIRD!!!! My father trained in them at Stuttgart back in 1942.

I didn't know your dad trained at Stuttgart. It will make our visit even better knowing that! I will have to look through the photo files I have on a couple of Arkansas AAF fields to see if there is anything on Stuttgart in them. I don't think so, but I'll let you know if I find anything.

Scott

[renick]

Ha, whilst doing a google search for info on my glider I came across this thread from this forum!

This was about my glider - unfortunately the barnstormers link does not work anymore. I bought it from Barstormers in late Oct 2009 so the time frame matches.

viewtopic.php?p=324362

[Ken Lilja]

World War II training - glider (TG4-A / LK10-A) needs a safe home.

I am the current owner of a vintage sailplane in danger of becoming permanently grounded. According to the sources I have found, this TG4-A / LK10-A is one of 57 registered of its type (4 are registered to museums), and I believe only five are still flying. I purchased the airplane with the intention of restoring this piece of aviation history to flying condition. Due to my present situation, I am forced to sell the plane or to donate it to an individual, museum, or organization. I have an interested buyer for the plane, but that entity intends to permanently ground the plane. I will consider any other offer that presents a reasonable chance at restoring it to flying condition or at least storing /displaying it in such a way that does not destroy its chances of restoration to flight in the future.

This sailplane (Serial Number 74) was built in 1943 by the Laister-Kauffman Company of St. Louis, MO. This aircraft, N473LK (previously N56300) is currently certified as the civilian version, a LK10-A, (flat top mod). It was airworthy until 2001 with 688 hours, and its last annual is dated 7/2/2001. According to the logbook, this aircraft has:
• logged a flight of 280 miles (8/8/1960)
• logged a wave flight of 27,500 feet altitude (2/11/1961)
• used both aero tow and winch launch
• flown in thermal, wave and ridge soaring
When I purchased the plane as a project, my intention was to strip the sailplane bare and restore as necessary to a regularly flying aircraft. The left wing needs restoration due to wood rot. The rot is in the left wing, mid-span, about 6' and might include the spar. It is my belief that the rest of the airframe is essentially sound. There is no reason that this aircraft could not be made airworthy and restored to its military configuration, if desired.
I have excellent documentation for the aircraft all the way back to the bill of sale from the Defense Plant Corporation dated 28th of April, 1945. I personally traveled to the Aircraft Certification Service - Small Airplane Directorate in Wichita, Kansas and acquired copies of all the original factory drawings as well as information on subsequent modifications. Other documentation includes:
• all maintenance records
• a CD containing all the records that the FAA has on the aircraft
• logbooks with flight entries
• letter from the designer (March 2, 1968) discussing wing ultimate strength
• copies of the Army repair manual, flight manual and rigging manual

I have been unemployed for several months, and I am no longer in a position to store the airplane. While selling it would benefit my family the most, my family agrees that this airplane should not be intentionally grounded if we have any other option even if that means giving it away. Please share this information with anyone who may be interested. All offers will be considered.

Ken Lilja, A&P Mechanic
ken.lilja@gmail.com
404-668-5265

[Obergrafeter]

Where at?

[airnutz]

Where at?

Phone# suggests Atlanta, Ga.

[Ken Lilja]

My LK10-A / TG4-A has been sold. Thanks for the interest in this warbird!
Ken

[marine air]

I would have been interested. Oh well, "you snooze, you lose" I guess.

[airnutz]

No photo's? That's it? Wham bam, thank ya' mam? Off ya' go, Bob's yer uncle?

[Obergrafeter]

Allready restored a TG-3A so that would have been a piece of cake, but Georgia is a long way from Gods country.