Vintage Airplane - May 1985

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STRAIGHT AND LEVEL 
by Bob Lickteig
President
Antique/Classic Division
World of Flight - Oshkosh '85 is
scheduled for July 26 to August 2. This
is one day earlier than normal, so the
July issue of our Antique/Classic
magazine THE VINTAGE AIRPLANE
will also be our Convention issue. This
will be a special issue, and will include
the 15-year history and highlights of
your EAA Antique/Classic Division. Our
Headquarter's editorial staff consisting
of Dick Matt, Jack Cox, Gene Chase
and Mary Jones are working overtime
to bring you this historical review. I
know how important this issue will be to
your collection of VINTAGE magazines.
I suggest you pick up an extra copy or
two at the Antique/Classic Headquar-
ters during our Convention.
With this major project in good hands,
we can also announce the Antique/
Classic events that are planned for
Oshkosh '85. The regular activities will
be the Antique/Classic Fly Out, Picnic,
Hall of Fame Reunion, Antique and
Classic Awards, Parade of Flight, Inter-
view Circle, Educational Forums, Type
Club Headquarters Tent and Conven-
tion Photo Contest. In addition, we hope
to sponsor a riverboat dinner cruise and
will conduct our first week-long Antique/
Classic workshop. We are also initiating
an annual program to present each re-
gistered aircraft owner or pilot a Par-
ticipant's Recognition Plaque.
Our riverboat cruise is tentatively
scheduled for Monday evening, July 29th,
and will include refreshments, dinner
and a scenic boat trip on the Fox River.
The participant's wall plaque will be
presented to each registered aircraft
owner or pilot and will include a color
photograph of the aircraft parked at
Oshkosh - a lifetime remembrance.
The Antique/Classic workshop will
give each member an opportunity for
hands-on experience in dope and fabric
and aircraft woodworking.
Your Antique/Classic Division has a
full week of scheduled activities, with
something for every member and guest.
No, sorry to say we cannot lay claim to
the Concorde visit as an Antique/
Classic exclusive, however we do know
everyone will enjoy seeing this super
bird.
Complete details of these events will
be published in the June issue of THE
VINTAGE AIRPLANE. Watch for it and
make plans to be part of this interesting,
informative and exciting week.
It's going to be a great Convention.
Make the Antique/Classic area your
headquarters for Oshkosh '85. Wel-
come aboard - join us and you have
it all.
Photo by Jack McCarthy
EAA Antique/Classic Division Headquarters at Oshkosh '84. The Type Club Tent is on the left.
2 MAY 1985
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
DIRECTOR,
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVEART DIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
EDITORIALASSISTANT
Norman Petersen
FEATURE WRITERS
George A. Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig RoyRedman
1620BayOaksDrive Rt.3, Box208
AlbertLea,MN56007 Faribault,MN55021
507/373-2922 507-334-5922
Secretary Treasurer
RonaldFritz E.E. " Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union,IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366-7245 612/784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46274 Madison,NC27025
317/293-4430 919/427-0216
MortonW.Lester ArthurR.Morgan
P.O.Box3747 3744North51stBlvd.
Martinsville,VA24112 Milwaukee,WI53216
703/632-4839 414/442-3631
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
612/571-0893 813/485-8139
GeneMorris JohnR.Turgyan
15CSteveCourt,R.R. 2 Box229,R.F.D.2
Roanoke,TX76262 Wrightstown,NJ08562
817/491-9110 6091758-2910
S.J.Wittman GeorgeS.York
Box2672 181 SlobodaAve.
Oshkosh, Wl54901 Mansfield,OH44906
414/235-1265 419/529-4378
ADVISORS
TimothyV. Bowers PhillipCoulson
729 - 2nd St. 28415SpringbrookDr.
Woodland, CA 95695 Lawton, MI 49065
916/666-1875 616/624-6490
S.H." Wes"Schmid
2359LefeberRoad
Wauwatosa,WI53213
414/771-1545
W. S. "Jerry"Wallin GarWilliams
29804- 179PI. SE NineSouth135AeroDrive
Kent,WA98031 Naperville,IL60540
206/631-9644 3121355-9416
MAY1985• Vol. 13, No.5
Copyright © 1985by the EAA Antique/Classic Division, Inc. All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 A/CNews
byGeneChase
5 CalendarofEvents
6 RareRyanReturnsHome
byGeneChase Page6
8 LowTimeCessna180Classic
byNormPetersen
10 MysteryPlane
byGeorgeA. Hardie,Jr.
11 One-onOneCampaign
12 AIMenasco,AviationPioneer,Part"
byChetWellman
17 TypeClubActivities
byGeneChase
18 SpartanAircraftProduction
byGeorgeE. Goodhead,Jr.
21 VintageLiterature
byDennisParks
22 HayMeadowSkiFly-In
byNormPetersen
24 HamiltonMetalplanesonFloats
byGeneChase
26 LetterstotheEditor
27 TheVintageTrader
Page8
Page 12
FRONTCOVER ...Bill Allen flies his rare 1940Ryan STM-
S2, N466WA, SIN466overLaJolla, Californiain December,
1983.FrontseatpassengerisCarlHays.Seestoryonpage6.
(Photo by Chris Woods)
BACKCOVER.._DeHaviliandDHC-2Mk.IBeaver,N9300Z,
SI N1400, owned byTyeeAirlinesofKetchikan, Alaska. This
tranquil Alaska scene was photographed by Roy G. Cagle
(EAA 15401, NC 1691), 9096 Minor Court, Juneau, AK
99801.
ThewordsEM,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAA INTERNATIONALCONVENTION, EAAANTIQUE/CLASSICDIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC. ,WARBIRDS OFAMERICA INC. ,are registered trademarks.THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policyopinions expressed in articles
are soley those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should besent to:Gene R. Chase, Editor,TheVINTAGE AIRPLANE, WittmanAirfield,Oshkosh,WI 54903-2591.
Phone: 414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091 -6943) is published and owned exclusivelyby EMAntique/Classic Division,
Inc.ofthe Experimental AircraftAssociation, Inc. and ispublished monthlyatWittman Airfield,Oshkosh, WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EMAntique/Classic Division, Inc. are $18.00 for current EMmembers for 12 month period of which $12.00 is
forthe publication of The VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antique/Classic Division doesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. Weinviteconstructivecriticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:SendaddresschangestoEMAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-2591 .
VINTAGE AIRPLANE 3
Compiled by Gene Chase
CANADIANS TO OSHKOSH '85
All Canadians flying their aircraft to EAA
Oshkosh '85 (July 26-August 2) or the lAC
International Aerobatic Competitions at Fond
du Lac (August 5-10) must comply with the
provisions of Federal Aviation Regulations.
Please follow the instructions below to obtain
your Special Flight Authorization.
CANADIAN EAA MEMBERS FL YING
AMATEUR-BUlL TI UL TRAUGHTI
WARBIRD AIRCRAFT TO OSHKOSH
It is necessary to comply with Federal Avi-
ation Regulations, Section 91 .28 in regard to
Special Flight Authorization for Canadian
registered amateur-built, ultralight and war-
bird aircraft. Due to the large number of
Canadian EAAers attending, the FAA has ar-
ranged to issue a Special Fl ight Authoriza-
tion to EAA, which will authorize operation
of amateur-built, ultralight or warbird aircraft
within the United States from the Canadian
border to Oshkosh and return by the most
direct route.
Members desiring to fly amateur-built, ul-
tralight or warbird aircraft to Oshkosh will be
required to complete an application form.
Upon receipt of the completed form a copy
of the Special Flight Authorization must be
in the aircraft at all times when the aircraft is
operated within the United States. Please
write to : Oshkosh Canadian Coordinator,
EAA Headquarters, Wittman Airfield, Osh-
kosh, WI 54903-2591 for application forms
and detailed instructions. Please note: Com-
pleted application forms must be received
by EAA Headquarters NO LATER THAN
JULY 8, 1985.
CANADIAN NON-EAA MEMBERS
FL YING AMATEUR-BUlL TI
UL TRAUGHTIWARBIRD AIRCRAFT
TO OSHKOSH
Please do not write to EAA Headquarters.
Address your request to : Richard L. Porter,
Manager, Flight Standards District Office No.
61, General Mitchell Field, Milwaukee, WI
STANDARD CATEGORY CERTIFI-
CATED AIRCRAFT (CERTIFICA TlON
OF AIRWORTHINESS):
A special United States Flight Authoriza-
tion is not required providing your aircraft has
correct and current Canadian documenta-
tion. However, you must file a United States
Flight Plan to point of entry and clear cus-
toms on arrival. Please note customs clear-
ance is not available at Oshkosh without
substantial cost. After customs clearance,
another flight plan must be filed to Oshkosh.
If you require specific details, write to EAA
Headquarters.
WEST COAST AIRLIFT TO
OSHKOSH '85
The third annual "Flight of the Eagles", an
airlift from either Los Angeles or Oakland,
California to Oshkosh '85 is scheduled for
July 26 to August 1. The complete price for
the 7 day/6 night package is only $419 and
includes:
1. RIT jet (United Airlines) from Los
Angeles or Oakland direct to Milwaukee,
Wisconsin.
2. RIT in-flight meal service.
3. RIT motor coach to lodging and Con-
vention.
4. Convention lodging, transfers, taxes.
5. Paid admission to the EAA Aviation
Center-Museum.
6. Pre-flight party admission at depar-
ture points.
7. Convention cap and commemorative
patch.
8. $10.00 goes to EAA Aviation Foun-
dation for each tour sold.
Only 100 seats have been reserved out of
both locations and no more will be available
at the current rates.
The tour is sponsored by Dr. Gerry Curtiss
(EAA 98908) . He will be the tour director and
can be reached for details at 216 Ridge Ter-
race Lane, Montebello, CA 90640, phone
818/915-8664 or 213/722-3142.
REFERENCE GUIDE FOR EAA
PUBLICATIONS
John Bergeson now has his fine reference
guide for 1984 EAA publications available at
$5.00 which includes SPORT AVIA TlON,
THE VINTAGE AIRPLANE, UL TRAUGHT
AND THE UGHT PLANE, and SPORTAER-
OBA TICS. This latest guide includes the
years 1980 through 1984 in one easy-to-use
volume. This latest guide follows those he
did for the previous years: 1953 through '59,
1960 through '69, 1970 through '74 and 1975
through '79. Each volume is $5.00 or all for
$20.00.
The guides are logically organized and
make it easy to locate information from EAA
magazines. If you locate information but
don't have the magazines, he will make
copies of the needed article for 25 cents per
page ($3.00 minimum charge). We use his
Guides in every Department at EAA Head-
quarters and find them indispensable. Order
from John Bergeson, 6438 W. Millbrook
Road, Remus, MI 49340.
AD PROPOSAL FOR MARVEL
SCHEBlER CARBS
The FAA has issued a Notice of Proposed
Rulemaking (NPRM) requesting an Air
Worthiness Directive against Marvel Sche-
bier Carburetors (now produced by Facet
Enterprises, Inc.).
The proposed AD concerns the replace-
ment of composite construction floats with
brass pontoon floats. The FAA contends that
the composite float can become saturated
with gasoline over a period of time causing
flooding, engine stoppage, and other fuel
metering problems. The FAA cites 132 re-
ports of carburetor flooding over the past five
years.
TEFLON TAPE CAUSES VACUUM
PUMP FAilURES
There are several reports of vacuum pump
failures caused by particles of teflon pipe
thread tape being ingested by the pumps.
Particles of tape have also been found inside
gyro instruments.
The use of plumbers thread tape to seal
threads on aircraft vacuum system fittings
should be avoided.
OSHKOSH ' 85 ANTIQUE/ClASSIC
FlYOUT
A popular activity for Antiquel Classic
members at Oshkosh '84 was the fly-out to
Wautoma, Wisconsin for coffee and rolls, fly-
ing games and lunch. (See story on pp. 16-
18 of the November 1984 issue of THE VIN-
TAGE AIRPLANE.)
Fly-out Chairman Bob Lumley reports that
Wautoma City Councilman Russ Nero has
extended an invitation to the group to return
this year. The city will provide refreshments
and they expect a good turn-out of local citi-
zens.
The airport has a full -time FBO now and
camping is available for those traveling to
and from the Convention.
The '85 Fly-out date is Monday, July 29,
with a rain date set for Tuesday. More details
will be forthcoming .
Volunteers are needed to make this activ-
ity a success. Anyone wishing to help is
asked to contact Bob Lumley, W158 N11 070
Legend Avenue, Germantown, WI 53022,
phone 414/546-2525 (office); or 414/255-
6832 residence.
SUN 'N FUN '85
The 11 th Annual EAA Sun 'n Fun Fly-
In hosted 113,930 people from March
17-23 including 141 overseas guests
from 21 countries. Grand champion
awards included:
ANTIQUE Butler Blackhawk,
N299N, LeRoy H. Brown, Zellwood,
FL.
CLASSIC - Cessna 170B, N4414B,
Glenn and Kathy Dee, Michigan City,
IN.
REPLICA - Great Lakes 2T1 A,
N1 FF, Gerald & Barb Fidler, Alva,
FL.
A more detailed -account of the Fly-In
and other award winners will appear in
the next issue of THE VINTAGE
AIRPLANE.
4 MAY 1985
53207
ADDITIONAL  AUTO  FUEL  STCs 
Harry  leisloft,  Director  of  Engineer-
ing,  EAA  Aviation  Foundation,  reports 
the  organization  has just received  STC 
approval  for  the  use  of  auto  fuel  in  the 
Lycoming 0-235 and 0-290 engines. For 
details  contact:  STC-EAA  Aviation 
Foundation, Wittman  Airfield, Oshkosh, 
WI  54903-3065. 
EAAlALLISON  GAS  TURBINE  EN· 
GINE  SCHOLARSHIPS OFFERED 
Allison  Gas  Turbine  Division  of  Gen-
eral  Motors  Corp. has  offered  two  five-
year  scholarships  to  be  awarded 
through  the  EAA  Aviation  Foundation. 
Recipients  of  these  scholarships· for  a 
full  Bachelor  of  Science  Degree  in 
mechanical or electrical engineering will 
be  cooperative  students at  the  prestigi-
ous  AMI  Engineering and  Management 
Institute  in  Flint,  Michigan. 
As  cooperative  students,  sponsored 
by  the  Allison  Gas Turbine  Division, re-
cipients will  alternate 12 weeks of study 
on  campus  with  12 weeks  of  work  ex-
perience  (with  pay)  at  the  Allison 
facilities  in  Indianapolis,  IN. These  are 
unique  opportunities  for  a  quality  en-
gineering  education  and  work  experi-
ence  while  enjoying  many  benefits  of 
employment  by  General  Motors. 
Chapter  officers  and  members  as 
well  as  all  EAA  members  at  large  are 
urged to seek applicants for these addi-
tions  to  the  EAA  Scholarship  Program. 
EAA  membership  is  not  required  to 
apply for these or any of the EAA Schol-
arships. 
Young  men and  women  interested  in 
pursuing  careers  in  engineering 
through  these  scholarships,  scheduled 
for  awarding  at  Oshkosh  '85, are  urged 
to  immediately  call  or  write  Chuck  Lar-
sen,  Education  Director,  EAA  Aviation 
Foundation,  Wittman  Airfield,  Oshkosh, 
WI  54903-3065.• 
CALENDAR  OF  EVENTS 
We  would like to list your aviation event in our 
calendar. Please send information to the Editor, 
The VINTAGE AIRPLANE, Wittman  Airfield, 
Oshkosh,  WI  54903-2591.  Information  must be
received at least two months in advance of the 
issue in which  it will appear. 
MAY 18 - HAMPTON, NEW HAMPSHIRE - 9th 
Annual Aviation Flea Market (rain date Sunday. 
May  19).  Fly-in.  drive-in.  bring  your  junk! 
Buyers  and  sellers  welcome.  No  Fees.  Any-
thing aviation related okay. Food available from 
11 :00 a.m. to 5:00 p.m.  Contact 603/964-6749 
- days or 6031964-8833. 
MAY 18-19-CHINO. CALIFORNIA-5th Annual 
"Planes of Fame" Air Display - "Victory through 
Airpower"  with  Warbirds.  Pappy  Boyington. 
world's  only  flying  Zero  fighter.  Contact  714/ 
597-3722. 9 a.m.  to  5 p.m. daily. 
MAY  24-26  - ATCHISON,  KANSAS  - Greater 
Kansas  City  Area  19th  Annual  Antique  Fly-In 
at  Amelia  Earhart  Memorial  Airport.  Contact 
Fly-In  Chairman  Lynn  Wendl .  8902  Pflumm. 
Lenexa, KS  66215, 913/888-7544. 
MAY  24-26  - WATSONVILLE,  CALIFORNIA-
Annual  Antique  Fly-In.  Contact  Watsonville 
Chamber of  Commerce. 
MAY 3o-JUNE 2 - FREDERICK. MARYLAND-
Cessna  150-152 National  Fly-In. Contact  Skip 
Carden. P.O. Box  15288.  Durham.  NC  27704. 
phone  919/471-9492. 
JUNE  5-10  - TULLAHOMA.  TENNESSEE  -
1985  Staggerwing Convention at  Parish  Aero-
drome.  For  information  contact  the  Stagger-
wing  Museum.  P.O.  Box  550,  Tullahoma.  TN 
37388.  phone 6151455-1974. 
JUNE 7-9 - MERCED,  CALIFORNIA - 28th An-
nual  Merced  West  Coast  Antique  Fly-In. 
Merced  Municipal Airport. Contact Gail McCul-
lough. 2091722-3145. 
JUNE 22 - OSAGE  CITY, KANSAS - Sport Avi-
ation  Day  and  Pancake  Breakfast  sponsored 
by  EM Chapter  313.  Contact  Dan  Walters, 
913/828-3579  or  Kelly Viets, 913/828-3518, R. 
R.  2, Box  128.  Lyndon. Kansas  66451 . 
JUNE  28-30  - DAYTON.  OHIO  - Luscombe 
Assn. National Fly-In  at Moraine Airpark.  Con-
tact Ralph Orndorf, 1749 W.  Stroop Road.  Ket-
tering. OH  45439. 
JUNE 29-30 - ORANGE. MASSACHUSETTS -
Annual  New  England  regional fly-in sponsored 
by  EM Chapter 726. Awards for best antiques 
and  best classics.  Antique  steam  and  gas en-
gine  show.  flea  market.  food.  Contact  Jim 
O'Connell. 413/549-3800. 
JUNE 29-30 - KALAMAZOO, MICHIGAN - 1985 
Michigan  International  Air  Show  High  on 
Kalamazoo at Kalamazoo County Airport.  Aer-
ial events and daily airshow featuring Canadian 
Snowbirds.  French  Connection  and  Leo 
Loudenslager.  Contact  High  on  Kalamazoo, 
Kalamazoo  County  Airport,  Kalamazoo.  MI 
49002. 616/385-8177.
JULY 2-4 - CARLSBAD. NEW MEXICO - 1985 
National  Ercoupe  Fly-In.  Contact  Skip  Cardin. 
Box  15058,  Durham.  NC  27704.  Phone  9191
471-9492. 
JULY  4-6  - BLAKESBURG,  IOWA  - Aeronca 
Fly-In  at  Antique  Airfield. Awards. forums,  fly-
out Aeronca party and slide show. Contact The 
Aeronca  Club,  1432 28th  Court.  Kenosha.  WI 
53140.414/552-9014.
JULY  5-7 - ALLIANCE. OHIO - nnual  Taylor-
craft  Fly-In/Reunion  at  Barber  Airport.  three 
miles north of Alliance.  Contact Bruce M.  "Bar-
ney" Bixler. 12809 Greenbower.  N.E..  Alliance, 
OH  44601. 
JULY 5-7 - MINDEN. NEBRASKA - 9th Annual 
National  Stinson  Club  Fly-In.  Make  reserva-
tions  at  the  Pioneer  Motel  in  Minden.  phone 
308/832-2750.  For  information  on  the  Fly-In 
contact Doug Shannon. P.  O.  Box  12864, Dal-
las,  TX  75225. 
JULY  7  - ALBERT  LEA,  MINNESOTA  - EM 
Antique/Classic  Chapter  13  2nd  Annual  Fly-In 
breakfast  and  many  other  activities.  including 
sky  diving.  Contact  Air  Albert  Lea.  5071373-
0608. 
JULY 18-21  - VANDALIA. OHIO - Dayton Inter-
national  Air  Show & Trade  Exposition. Daylon 
International  Airport.  Vandalia.  OH.  Contact 
George  Wedekind.  Jr..  Room  214,  Terminal 
Building.  Daylon  International  Airport.  Van-
dalia. OH  45377, 513/898-5901. 
JULY 22-26 - BLAKESBURG. IOWA - 17th An-
nual  International  Cessna  170  Association 
Convention.  Contact  F.  O.  Kline.  602/567-
4588. 
JULY 26 - AUGUST 2 - OSHKOSH. WISCONSIN 
- 33rd  Annual  EM  Fly-In  and  Convention. 
Make  your  plans  now  to  attend  the  World's 
Greatest  Aviation  Event.  Contact  EM. 
Wittman  Airfield. Oshkosh.  WI  54903-2591 . 
AUGUST 2-4 - COFFEYVILLE, KANSAS - Funk 
Fly-In.  Fly-bys.  contests. homebuilts,  antiques. 
Contact  Ray  Pahls.  454  S.  Summillawn. 
Wichita.  KS  67209. 
AUGUST  18  - WEEDSPORT.  NEW  YORK  -
EM Chapter 486 Airshow - Whitford's Airport. 
Pancake  Breakfast.  refreshments.  Contact 
Jack Briggs.  315/699-2946.
AUGUST 25 - MICHIGAN CITY.  INDIANA - 4th 
Annual  Michigan  City  Aviators  Fly-In,  Drive-In 
Pancake  Breakfast  and  Airshow.  Antiques. 
Classics,  Warbirds.  Ultralights.  Homebuilts  on 
display.  Door prizes  and  much  more.  Contact 
Marge  Edson,  P.O.  Box  2092.  Michigan  City. 
IN  46360, 2191785-2103.
SEPTEMBER  4-8  - GALESBURG.  ILLINOIS  -
National  Stearman  Fly-In. Contact  Tom  Lowe, 
823  Kingston  Lane.  Crystal  Lake. IL  60014. 
SEPTEMBER  6-8 - GIG  HARBOR,  WASHING-
TON  - Puget Sound  Antique  Airplane  Club's 
5th  Annual  Fly-In  at  Tacoma  Narrows  Airport. 
Antique/Classic  judging  and  awards.  Contact 
Lloyd  Tuckness,  29528  - 179th  Place.  SE, 
Kent. WA  98031 , phone 206/631-7454.
SEPTEMBER  7-8  - MARION.  OHIO  - Annual 
Mid-Eastern  Regional  EM  Fly-In  at  Marion 
Municipal  Airport.  Contact Lou Lindeman. after 
5 p.m.  513/849-9455.
SEPTEMBER  7-8 - SUSSEX,  NEW JERSEY -
EAA  Chapters  73  and  238  Tri-Chapter  Fly-In 
with  AntiquelClassic  Chapter  7.  Food.  camp-
ing.  Saturday  night  entertainment.  Aviation 
vendors  welcome.  Contact  Vearl  Lack.  201 / 
584-9553  or  Anne  Fennimore,  201 /584-4154 
(after 6 p.m.). 
OCTOBER  11-13  CAMDEN.  SOUTH 
CAROLINA - EM Chapter 3 Fall  Fly-In. Con-
tact  Henry or Pat  Miller.  919/548-9293. 
VINTAGE  AIRPLANE  5 
An interesting in-flight shot of N466WA by photographer Chris Woods.
Rare Ryan Returns Home 
by Gene Chase
After an absence of 40 years a Ryan
STM-S2 arrived back in San Diego,
California on a ship, the same way it
departed in 1940 when it was shipped
by the Ryan Aeronautical Co. to the
Dutch East Indies. It was one of 108
aircraft ordered by the Dutch during the
buildup of Japanese troops around
Java.
The Dutch used the planes to train
their pilots before sending them off to
England to continue the fight against
the Axis powers. All but 34 of the Ryans
were destroyed or captured by the
Japanese, with the surviving aircraft
being loaded ori a boat for Australia,
where they were flown on a limited
basis by officers of the Royal Australian
Air Force.
After WW II the Ryans were declared
surplus and acquired by civilian pilots in
Australia. SIN 466 had at least two such
owners before being acquired by Bill
Allen (EAA 193107, AlC 9195) of San
Diego.
It was through Australian Jeff Trap-
pett that Allen, owner of a Ryan PT-22
and a Stearman PT-13D found his
STM-S2.
6 MAY 1985
Several years ago, Trappett, a
squadron leader flying F-111 s with the
RAAF was on a military mission in the
United States and he contacted Allen
about some P-51 parts. During their
conversation, Allen learned that Trap-
pet1 owned two STM-S2s.
Trappett wanted a Stearman and
Allen wanted an STM so they agreed
on a trade. When Jeff returned to Au-
stralia, Allen didn't hear from him for
quite a long time and he feared the deal
was off. Suddenly an import permit
came for the Stearman and the way
was cleared for the trade.
This was the first Stearman to go to
Australia and it has become a popular
attraction there. Jeff flies it to many air
shows in the country.
Through Trappett, Allen learned
some of the history behind his aircraft.
His Ryan contains components of two
aircraft. The fuselage with a data plate
are from serial number 466 and the
wings are from number 475. Allen's
Ryan displays the original side number
S-30.
Jeff Trappett bought the STM from
Les Barnes, an ex-airline pilot. Barnes
had quit his job with the airline and went
Photo courtesy 01 the San Diego Aerospace Museum - Ryan Library
Ryan STMs lined up for inspection in Java circa 1941. All three of the STMs now in the
U.S. are in this photo, including Bill Allen's S-30, Pat Friedman's S-21 and Bill Rose' s
S-22. Patricia Friedman (EAA 63840) and Bill Rose (EAA 159635, AlC 6612) both live in
the Chicago area.
_  mo·" 
Les Barnes and Ryan STM S-30, SIN 466, in Australia. Les was the first civilian owner
of this aircraft. Its Australian registration was VH-AGR.
to work for a new company which later
failed. Having fallen on hard times,
Barnes was forced to sell the Ryan.
Trappett and a friend traveled to the
middle of New South Wales to pick up
the plane which was stored in a barn.
When they opened the doors they
found the STM covered with cobwebs
and bird droppings and looking very for-
lorn. Beneath the mess, the black fuse-
lage, red fairings and yellow wings
barely were visible.
After hiking out for water and spend-
ing two days scrubbing the airplane,
they decided to see if the engine would
start. After changing the oil and putting
in gas, the 150 hp Menasco started right
up.
Trappett flew it back to Melbourne
that day and experienced some excite·
ment when he hit some turbulence and
a strip of fabric departed one wing. Back
in Melbourne, he restored the STM in
his spare time.
When Bill Allen received the plane in
1980 he elected to tear it down and re-
store it to its original condition from the
ground up. The most enjoyable hours
during the restoration were when sev-
eral of the old Ryan employees, and
even Mr. T.  Claude Ryan himself would
show up to check on the progress. They
were all very excited when word got out
that an STM was "back home". Some
of the Dutch pilots who flew them during
the war also showed up. It brought back
a lot of fond memories for them.
Assisting Bill with the restoration
were Carl Hays, Sam Jeromine, Bob
Laughlin, Bob McDonald, Marshall
Smith, Dave Smith and the Kelly
Brothers. All wiring, pulleys, cables and
the seat belts were replaced. The fabric
surfaces were recovered with Stits
Polyfiber. Ole Fahlin made a new pro·
peller for it and Bob Yates custom built
the spinner.
Work on the wings alone took more
than 500 hours and everyone who
worked on them wrote his name inside,
what he did and the date.
Bill even found some Ryan inspection
stickers and placed them inside the
plane as the work was completed. The
Ryan was finished in the original Dutch
colors, silver with orange markings. Be-
cause the STM-S2 was never type cer-
tificated in the U.S., it is licensed in the
experimental exhibition category with
registration number N466WA.
Finally after 1500 hours of work over
a three year period, the Ryan was ready
Ryan Aeronautical
Co. ad in an early
forties magazine.

sO
planes "'cre primal),. basic, advanced and blind flying (uin· 
ers all wrapped up in one. Students wemdirectly from Ryan 
"primary"  trainers  to multi-engine equipment, When  the 
Japs sleuck.  already overworked trainen were pressed 
intO  incet-island IYoHrol service and the transporting of per-
sonnel,  suollegic  materials and  medical  supplies. 
Ho'"  heroically  the  Dutch  proved  that Ryan  Builds  Well! 
TODAY  exlre....... <kln1nJ. of    prov;Ilg qualify 
of  Rpn  IHpbn(,l . manifolds  and  mljor   
TOMORROW.  rhls quJoty  ... ill be bOlllr infO
R),. n  produCTS for 1  frienJly  look fox reo
Remember.  in puce  :I.S in Ryan Builds  W('ll 
ItYAN AElONAUTlCAL COMPANY, S- DMtt. ( .. " .  ....--..........i _I Airtnfl w. '....Mrl.. C-II. '--
..,........t_.A,,",  OI .n .. ....."Y   AI"" ".:",........  s.to-......... r ........ b  ........'  .... s,...-'" _  1<.', _  AI<.,.fa 
to fly. Don Carter made the test flight
for Bill and all went well.
Bill Allen's great interest in Ryan air-
craft, the history of the company and its
role in aviation training has been
heightened by his becoming friends
with many ex-Ryan people, including:
William P. "Doc" Sloan, one of three
pilots who delivered STMs to Honduras;
Walter K. Balch, director of technical
training and maintenance, Joe Hecker
who rigged all the STM-S2s before
shipment to Java; W.T. "Bill" Im-
menschuh, director of the X-13 Vertijet
program and currently President of the
San Diego Aerospace Museum. Im-
menschuh's first job with Ryan was lay-
ing out the Dutch markings on the STM-
S2s.
Another friend is John H. Russell , the
third American instructor sent to Java
to train Dutch pilots; and before he died,
T.  Claude Ryan who enjoyed coming to
Allen's hangar and seeing both the PT-
22 and STM.
Bill keeps these two Ryans plus a
Stearman PT-17 and Great Lakes 2T-
1 A in his hangar at Montgomery Field,
north of San Diego. He considers it a
real privilege to own and fly the rare
Ryan STM. He believes only ten exist
in the world with three of those being in
the U.S.
What a rare treat it would be to see
those three STMs parked wing tip to
wing tip at Oshkosh one day.
Editor's Note: Willis M. "Bill" Allen, Jr.,
lives at 7868 Lookout Drive, La Jola,
CA 92037. He currently serves on the
Board of the San Diego Aerospace
Museum Hall of Fame.•
VINTAGE AIRPLANE 7
Low Time 
Rear quarter view clearly illustrates the bright polish job on this 1955 airplane. Note two VOR antennas on wing and Grimes strobe
Bright finish on door reveals scroll-like "One-Eighty", exactly as done at the factory.
Swing out windows were standard on 180 models. Note fuel tank vent above cabin.
on top of fin.
Story and Photos
by Norm Petersen
Moving slowly along the lines of
classic airplanes at Oshkosh '84
brought many pleasant memories as
each airplane seemed to tell its own
story. Suddenly my pulse quickened as
I spotted a Cessna 180 that ran shivers
up my spine. The beautiful maroon
paint job was set off by polished
aluminum that glistened like chrome.
The paint design was unmistakeably -
1955!
Cessna 180, N4698B, SIN 31596,
was delivered to its first owner in the
small western Montana town of Polson
in 1955. For 25 years the airplane was
maintained by Johnson Flying Service
of Missoula, MT - yes, the same com-
pany with the Ford Tri-Motors and
Travel Air 6000 machines used for haul-
ing smoke jumpers. The owner flew it
less and less over the years. In fact,
from 1970 to 1980 the Cessna logged
only 10 hours!
Keeping an eye on this operation was
a veterinarian in Missoula named Dr.
Robert Crossley, (EAA 223092, AlC
8352) 1605 Stephens, Missoula, MT
59801. Dr. Crossley had flown as a
crewman in WW II and had taken up
flying in 1953. His wife was a cousin to
the wife of the Cessna 180 owner! As
the usage of the Cessna declined each
year, the doctor would approach the
8 MAY 1985
owner about selling - "to keep it in the
fami ly".
In 1980, Dr. Crossley's efforts paid
off when the owner decided to sell for
medical reasons. The Cessna was pur-
chased with 310 hours total time, com-
plete with original logs, owners manual
and the original low frequency radios.
Thrown in with the deal was a pair of
Federal hydraulic wheel-skis!
The first item on the improvement list
was a new windshield as the old one
was yellowed and crazed. A Scott tail
wheel replaced the original hard rubber
unit and a Brackett air filter was instal-
led on the carb intake.
- -
Looking like it just rolled out of the Cessna factory, the beautiful 1955 "180" is really
enhanced by the brand new factory wheel pants. Paint job is authentic.
A full compliment of King radios was
added to upgrade the avionics from
1955 status. Included were dual King
KX-170B's plus KT-75 Glideslope Re-
ceiver and KI-209 Loc/Glideslope Indi-
cator. In addition, a King KR-86-ADF
with a KMA20-04 Audio Amp/Marker
Beacon was added. A King KT-76A
Transponder was installed along with a
new Emergency Locator Transmitter
(ELT) .
Once the avionics were ready for
cross country work, the Cessna was
flown to Troutdale, Oregon for a new
coat of Imron paint on the trim at the
AAR facility. By now, the 180 was really
looking sharp, especially with the
aluminum polished to a bright shine.
In 1984, new Cleveland wheels and
brakes were installed along with a pair
of brand new factory wheel pants which
Cessna had just turned out on a special
run, using the old factory jigs and dies
from thirty years ago. A Grimes strobe
was installed on the top of the fin and
a portable Puritan oxygen system
added for high altitude work.
Dr. Crossley brought N4698B to Osh-
kosh '84 with his two sons as passen-
gers. One of his boys is an Air Force
pilot so he helped along the way! Al-
though they were only able to stay for
three days, it did give us a chance to
enjoy looking at what must be one of
the lowest time 180s in the world. The
tach showed 380 hours at Oshkosh! (It
now shows 390 hours as of April 1,
1985.)
Although he has a float rating, Dr.
Crossley feels he would prefer to keep
the 180 as a land plane. He feels fortu-
nate to hangar his beauty for $25 a
month at St. Ignatius, just a few miles
north of Missoula. A dust cover fits over
the entire airplane to help keep the
beautiful finish from deteriorating.
Once a year, Dr. Crossley takes the
180 is for its annual inspection at
Minuteman Aviation in Missoula, the
company that bought out Johnson Fly-
ing Service. In other words, all mainte-
nance on N4698B has been ac-
complished by the same people at the
same firm for 30 years. How is that for
continuity!
The specifications for Dr. Crossley's
1955 Cessna 180 are as follows:
Wing Span 36'
Empty weight 1,480Ibs.
Gross weight 2,550Ibs.
Useful load
Fuel onboard
Flaps manual
Cruise Speed
Engine Cont.
Horsepower
Fuel
Oil
1,070Ibs.
60 gals. (58 useable)
20
0
30
0
40
0
150 mph
0-470-J
225
80 octane
12 qts.
The original Cessna 180 Owners
Manual from 1955 has some very fine
words in the introduction. "Congratula-
tions . .. You are now the owner of a
truly outstanding airplane. The Cessna
180 has been engineered to give you
the ultimate in performance, flying com-
fort and economy for business or plea-
sure. Every fine possession is worth
caring for and this is especially true of
your Cessna 180."
Dr. Robert Crossley, we salute you
for preserving a beautiful piece of 1955
aviation! •
With the big 0-470 Continental 225 hp engine ticking over, Dr. Robert Crossley taxies
his pride and joy past the rows of classics at Oshkosh '84. Co-pilot is Robert Crossley,
Jr.
Worms eye view from head on shows large spinner and MacCauley constant-speed
propeller. New Brackett air filter is mounted on carb intake. Note clean belly!
VINTAGE AIRPLANE 9
)  :::::  ./  :;.;..  ..ft· :.:  .::  '.:.,  :::::../  M:     
".  tn·:r; ······  E........ ···· ·· ·,···;··  'y' '  'P.. ....  ...... ····;····· ... ·······  .' ..·. ·· ···. ·: ..... t· .   . E ....•  '  ···· · '...
i') .>  .•    ';:  .:"  t r: :i1· t ...... '.:. :.:. .:'. . .":::4 '>' ".
This  month's  Mystery  Plane  is  from 
the  post·World War  II  era and  probably 
is not a mystery to many of our experts. 
It  is  evidently  from  the  1950s  period 
when  many  manufacturers  were  seek· 
ing  the  perfect  design  to  appeal  to  the 
expected burgeoning demand in the pri-
vate  plane market.  The  photo was  sub-
mitted  by  Robert  F.  Pauley  of  Farmin-
gton  Hills, Michigan.  Location  and  date 
are unknown. Answers will be published 
in  the  August  1985  issue  of  THE VIN-
TAGE AIRPLANE. Deadline  for  that 
issue  is  June  15, 1985. 
The Mystery Plane for February 1985 
was  identified by a number of our read-
ers  as  the  Ryan  M-1.  Charley  Hayes of 
Park  Forest,  Illinois  wrote: 
"This is one of several versions of the 
Ryan  M-1 . The  M-1  first  flew  on  Febur-
ary 14, 1926. It was powered with a vari-
ety  of  engines,  including  the  Curtiss 
OX-5,  Hisso  150,  Hisso  180,  Wright 
Whirlwind  J-4E,  Super  Rhone  120, 
Hisso  200,  Ryan-Siemens  125  and 
Menasco-Salmson  250  water  cooled 
radial.  Several M·1 's were used as mail 
planes on  the  West Coast and  one  M-1 
10 MAY  1985 
by  George  A.  Hardie, Jr. 
was  converted  to  a  five-place  cabin 
plane  with  the  200  Hisso  E and  called 
the  'Bluebird'." 
Although the airplane in the photo ap-
pears  to  be  an  M-1,  it  actually  is  a 
"Cruizair",  designed  by  William 
Waterhouse and  built in  Los Angeles at 
the  same  time  as  the  M-1 .  It  can  be 
identified  by  comparing  the  magazine 
photo with one shown on page 25 in the 
book  The Spirit of Ryan by  Ev Cassag-
neres.  Note the difference in the mount-
ing  of the  tail  skid  from  that  of  the  M-1 , 
and  the cowl  does not have the  swirled 
finish  featured  on  Ryan  M-1's.  Only 
three  of  the  Cruizairs  were  built,  while 
Ryan's  M-1  became  a  successful  de-
sign  which  was the  basis for  one of the 
most  famous  of  all  airplanes, 
Lindbergh's "Spirit of  St.  Louis". 
Claude  Ryan  had  hired  Waterhouse 
to  do  the  engineering  for  his  M-1  de-
sign,  original  with  Ryan  and  later 
patented  by  him.  Waterhouse  was 
building  one  of  his  own  while  working 
for  Ryan,  and  when  Ryan  discovered 
this, he quickly finished the M-1  with the 
help  of  Hawley  Bowlus  and  captured 
the  market  for  his  new  design.  Details 
of  this  story  can  be  found  in  Cassag-
nere's book and  also  in  Ryan, The Av-
iator by  William  Wagner. 
Answers  were  submitted  by Jim  Bor-
den,  Burnsville, MN  and  Doug  Rounds 
of Zebulon, GA, (both of whom correctly 
identified  it  as  the  "Cruizair");  Kirk 
Ullman,  Orchard  Lake,  MI ;  H.  Glenn 
Buffington,  San  Diego,  CA:  R.H. 
Brooks,  Canyon  Lake,  TX;  Ted 
Businger, Willow Springs, MO; Norman 
S.  Orloff,  San  Antonio,  TX;  and  C.  L.
Scott, Renton,  WA.. 
OneOnOne
--Campaign 
The  early  results  of  the  One-on-One 
Campaign for new Antique/Classic Divi-
sion  members  are  in.  Listed  below  is 
the new member's name, a comment (if 
provided  on  the  membership  applica-
tion),  and  the  name  of  the  recruiter. 
W.  B.  Dasher,  Macon,  GA 
William B. Camp, Warner Robbins, GA
Bob Dolsen,  Middlefield, OH 
Bob  is  65  years  old  and  has  loved 
planes  since age 9.  He was  with  NACA 
during  WW  II  doing  engine  testing. 
Charles E. Hedge, Bedford, OH
Leo  Drozdowski,  Grand  Blanc,  MI 
Leo  is  very  knowledgeable  about  WW 
II  aircraft 
Theodore Travis, Flushing, MI
Melvin  D.  Folkerts,  Rudd,  IA 
Ron Demaray, Rockford, IA
John Giordano,  Cedar Rapids,  IA 
John  and  Raymond  are  building  a 
Sonerai  ilL  and  they  frequently  fly  to-
gether  in  Raymond's  1949  Piper  Clip-
per. John has a special appreciation for 
antique  and  classic  airplanes. 
Raymond A.  Walsh, Marion, IA
Duane Golding, Sheboygan Falls, WI 
Charles Bell, Sheboygan, WI
Roger  Gomoll,  Minneapolis,  MN 
Roger owns a 1946 Taylorcraft BC-12D 
and is a classical musical announcer for 
Minnesota  Public  Radio. 
Stan Gomoll, Minneapolis, MN
Richard  Gretz,  Naperville,  IL 
Gene Popma, Naperville,lL
Everett Gunter,  Ft.  Worth,  TX 
Everett's  interest  in  antique  aircraft 
goes  back  20  years  and  he  has  a real 
knowledge  of  some  of the  old  aircraft. 
Ned Kensinger, Joshua, TX
Richard  J.  Halldorson, Cavalier,  NO 
Elmer (unable to read last name. No
address or membership number given).
Phillip N.  Hocker, Juneau,  AK 
Phillip is a great aviation enthusiast.  He 
has  a  commercial  license  with  land, 
sea, and instrument ratings and flies his 
Cessna  180  over  200  hours  yearly. 
Roy G. Cagle, Juneau, AK
Robert  Holtorf,  Mankato,  MN 
Robert  is  President  of  EAA  Chapter 
642. 
Floyd Backstrom, Mankato, MN
Dianne  Lynne Johnson,  Dallas,  TX 
Dianne  is  E.M.'s  daughter  and  she  is 
interested in antique and  lighter than air 
aircraft. 
E. M.Johnson, Jr., Dallas, TX
Ellsworth  R. Jorgenson,  Annandale, 
MN 
Ellsworth and  his 2 brothers built a Stits 
SA-11  homebuilt  and  are  currently 
working  on  the  restoration  of  Stan 
Gomoll's  Stinson  V77. 
Stan Gomoll, Minneapolis, MN
Harry E. Jorgenson, New Bright, MN 
He  built  a  Stits  Playmate,  N30J  and  is 
restoring  a Stinson  V77. 
Stan Gomoll, Minneapolis, MN
John W.  Jorgenson, Minneapolis, 
MN 
John  is  a  partner  in  a  Stits  Playmate, 
N30J  and  is  assisting  in  the  restoration 
of  a Stinson  V77. 
Stan Gomoll, Minneapolis, MN
John Krueger,  Redlands,  CA 
John  is  a  7,000  hour  commercial  pilot 
and  owns  a  C-150,  C-210,  Starduster 
Too  and  an  AT-6.  He  is  President  of 
EM Chapter 845. 
Ben Giebeler, San Bernadino, CA
Bruce W.  LeRoy,  Madison,  WI 
Stanely Mockrud, Madison, WI
Neil  R.  Lewis,  Canton,  IL 
Neil  received  his  private pilot certificate 
on  1/6/85 and  is  interested  in  restoring 
an  antique  or  classic  aircraft. 
Don Barth, Pekin, IL
Mike  Melfa,  Miami,  FL 
Mike's 3rd airplane is a Global powered 
psuedo Aeronca C-2 which he says flies 
better than  the  original. 
Ray Fow, Miami, FL
Jun Morris,  Toledo,  OH 
Jun  is  restoring  a  1940  BC-12  Taylor-
craft. 
K.F. Kreutzfeld, Waterville, OH
Charles T.  McBath,  Naperville,  IL 
Charles soloed in 1939 in a 37 hp Taylor 
Cub.  He  flew  P-47s  during  WW  II  and 
flew for American Airlines for 33 years. 
Gar Williams, Naperville, IL
J.  Francis  Pagels,  Bayport,  NY 
Tom Hutchins, Huntington Station, NY
Uwanna  Perras,  Redwood City,  CA 
Uwanna  is  doing  a complete  rebuild  of 
a  Beechcraft  D17S  Staggerwing  with 
his  brother  Yon  Perras. 
Peter Hawks, San Carlos, CA
Gerard  R.  Peterson,  Rochester,  NH 
Gerard  is a very active member of EAA 
Chapter 225.  He is  interested in  classic 
aircraft. 
Jack E. Denison, Rochester, NH
Betty I.  Roman,  Sunrise,  FL 
Betty  is  very  interested  in  flying. She  is 
a  student  pilot  and  hopes  to  get  her 
license  soon. 
Hal McGovern, Miami, FL
Jack Romkey,  Burlington, IA 
Jack  is  restoring  an  OX-5  powered  Air 
King (National Airways Co., Lomax,  IL). 
Robert J. Ziegler, Nauvoo, IL
John H.  Rudy,  Sand  Springs,  OK 
John  is  a  Ford  dealer,  owns  a  C-172 
and  is  building  a Pietenpol  with  a Ford 
Escort  engine. 
George E. Goodhead, Jr. , Tulsa, OK
Fred  Scholz,  Naperville,  IL 
Gar Williams, Naperville, IL
Robert  A.  Stoinoff, Jr.,  Harrison,  OH 
Robert  owns  a 1954 C-170B  and  is  re-
storing  a  Stearman  PT-17  to  Army 
specifications. 
Arthur J . Parks, Cincinnati, OH
Peter B.  Strombom,  Evansville,  IN 
Peter  is  restoring  a Fairchild  24R. 
Stan Gomoll, Minneapolis, MN
Arnold  R. Stymest,  Keene,  NH 
Arnold  is  Director of  Aeronautics  (Mas-
sachusetts).  He  has  over  9,000  hours, 
commercial  license  with  CFII,  CFIA, 
ASMELS,  AGI  and  IGA  ratings.  He 
owns  a  1948  Stinson  108-3  Station 
Wagon  and  a C-182C. 
Bob Lickteig, Albert Lea, MN
Edward  C.  Tobin,  Bolingbrook,  IL 
Gar Williams, Naperville, IL
Mark Wiese,  Blooming Praire,  MN 
John D. Lafferty, Austin, MN
Capt.  Robert  A.  Wittke,  Hilton  Head 
Island, SC 
Robert  is  a  retired  TWA  Boeing  747 
captain. 
David H. Scott, Washington, DC
VINTAGE  AIRPLANE  11 
AL
Menasco
Aviation
Pioneer .
• •
Part II
(of two parts)
by Chet Wellman
(Photos courtesy of AI Menasco,
except as noted)
As AI said, he had been tinkering
With, repairing, rebuilding and building
engines all his life, as he was fascinated
by them at an early age. After the disas-
trous experience with the French
Salmson engines, as mentioned in his
speech, AI determined that he would
build his own engines stronger and bet-
ter than any others. Future events
proved that AI would succeed in this de-
sire.
AI says that inverted engines were
not invented by him. He points out the
Europeans had inverted several en-
gines and the Army Air Corps, under
the command of Col. Dargue, was plan-
ning a South American good will tour in
Loening amphibians and had ordered
the Allison Machine Shop in In-
dianapolis, Indiana to invert some Lib-
erty engines. This was done so the pilot
could see out over the engine and also
to get proper clearance for the props.
Thus started the Allison Engine Com-
pany, now known as Allison Gas Tur-
bine Engine Mfrs., a very fine company
still located in Indianapolis.
In 1929, AI 's friend Jack Northrop,
who was experimenting with the flying
wing concept, convinced AI of the ad-
vantages of an in-line, inverted engine.
AI readily agreed and commenced work
on the design. The aircraft was almost
finished and Jack wrote both the Cirrus
and De Havilland companies in England
asking if they had considered an in-
verted design of their engines. The re-
plies were both negative, and the De
Havilland reply was quite emphatic.
To expedite the aircraft tests, AI de-
cided to invert one of the Cirrus engines
until he could produce one of his own
models in the 90-95 hp range required .
The Cirrus inversion served its purpose
to expedite various ground tests with
the Northrop Flying Wing until the first
Menasco A-4 was finished and installed
12 MAY 1985
AI Menasco in early day flying togs.
Original photo is captioned: Tokyo, 1916. Menasco, Oliver, Wild.
for flight tests. These were to be held
at Muroc Dry Lake, California, now Ed-
wards Air Force Base. After the ground
tests the plane was returned to the new
Northrop hangar in Burbank.
At this time Northop turned their full
attention to the production of the Alpha.
This plane was an improved Air Mail
design which became the leader in its
field , both as a mail carrier and as a
passenger design. The flying wing de-
velopment was put in a corner of the
hangar to be continued when time per-
mitted .
AI produced five of the Menasco A-4
engines which were installed in various
aircraft before tooling up for production
of the 95 hp engine with improvements
which were also incorporated in later
engines such as the six cylinder B6
model.
The A-4 engines were named "Pirate"
and the first such engine is now on dis-
play in the Dallas office of Menasco,
Inc. The horsepower then was in-
creased to 95 and the first of this model
is on display in the Smithsonian's Na-
tional Air and Space Museum. The suc-
cess of this engine necessitated moving
from AI 's garage to a small factory on
McKinley Avenue in Los Angeles. His
work force increased to 30 people.
From the outset, Menasco Motors
tested their engines at 125% of rated
power for 100 hours.
AI also pioneered high pressure
super-charging of aircraft engines,
using manifold pressures double those
of other engines. This, together with the
inverted designs, small frontal area and
large propellers are usually cited as the
reasons behind AI 's ability to get higher
performance from an engine with a
small displacement.
AI purchased all new manufacturing
tools and machines and in a short while
assembled the finest and most com-
plete machine shop west of Chicago.
This equipment later played an impor-
tant part in the transition of the company
from an engine manufacturer to the
world's foremost maker of landing
gears. The Menasco engine became an
immediate success and AI 's shop was
soon self-contained, making all parts in-
house, including the gears. His only
competition in later years was Fairchild,
and Sherman Fairchild became a
lifelong friend. Menasco engines were
never intended for racing, but because
of their ruggedness, reliability, power,
and inverted configuration, race pilots
found them perfect for race planes. The
fact that AI used ball bearings instead
of bronze bearings wherever possible,
also gave his engines an edge for rac-
ing. He learned this friction saving trick
from the German engine designer
Maybach.
AI says that he had always been a
free soul , under no restraints and able
to do what he wanted - like a pirate.
So he named his engines "Pirate",
"Swashbuckler", "Freebooter", "Corsair"
and the C6S-4 "Buccaneer" (super-
charged) , which AI says was his finest
engine.
Bill Boeing was on the Menasco
Board and AI says he carried the com-
pany during the Depression. Howe\(er,
in 1937, as with most other companies,
things were not good with Menasco.
The company was still making a few -
very few - aircraft engines and had
taken to making small counter top
washing machines, jacks, security val -
ves, etc.
In 1938, AI had a disagreement with
the Board as to the direction the com-
pany would take and left the company,
but remained the company's largest
shareholder. Shortly thereafter, the Air
Force asked the Menasco Company to
build landing gears, largely because of
their complete machine shop and skil-
led workers. That contract brought with
it unlimited financing. Because of the
war, business exploded and Menasco
became the largest manufacturer of
landing gears and remains so today, in-
cluding gears for the space shuttles.
Next time you fly commercially,
chances are you will take off and land
on Menasco-built landing gears.
Menasco engines enjoy an enviable
record as racing engines. In 1933 and
1934, these engines won three times
as many races in the U.S. as all other
engines combined . The greatest
number of victories won by a single
airplane was powered by a Menasco
B6S engine. This model , the Buc-
caneer, was the result of six years of
development work. It was sold as a
commercial engine, but the racers soon
took it to heart. In 1937, Menasco en-
gines took both the Greve Trophy Race
(550 cu. in.) and the Thompson Trophy
Race, the 200-mile unlimited against
1,800 cu. in. racers.
While Menasco-powered planes
were single engine design, there were
a few twin engine designs, including the
American Gyro Crusader, and at least
one trimotor, the 1930 Ogden. Inciden-
tally, the American Gyro Crusader was
the November 1984 Mystery Plane in
THE VINTAGE AIRPLANE. The plane
was designed by Tom Shelton who au-
thored a detailed report of it in the July
1964 issue of SPORT A VIA TlON. The
ship was powered by two C4S Menas-
cos giving excellent performance. Tom
Shelton still lives in Burbank, California.
After leaving the Company, AI could
not remain idle for long so he opened a
Ford auto dealership in Culver City,
California with great success until the
second World War, when he received a
commission as a Major in the U.S. Gov-
ernment Materiel Command.
AI was stationed in Detroit for much
of World War II, assigned to the produc-
tion of large military aircraft manufac-
tured and assembled by the nation's
major auto makers as part of the war
effort. He returned to Los Angeles in
1945 and opened a new Ford dealer-
ship. AI remembers that among his best
customers were actors, directors and
producers from the motion picture in-
dustry and that some of the great movie
stars were among his close personal
friends. Clark Gable visited AI 's ranch
on several occasions.
In the middle 1950s, AI decided to
get out of the auto business and into
the wine business. So he sold his deal-
ership on contract and purchased a
ranch and vineyard in the beautiful
Napa Valley, north of San Francisco.
This engaged him for many years. He
recently sold the vineyard, retaining
over an acre on which his residence is
located. He lives there today with his
lovely wife, Julie, who is a talented and
devoted golfer and has headed several
women's golf associations.
Julie took a very active part in Ronald
Reagan's campaign and election as
Governor of California and to two terms
as President of the United States. She
has received special commendation for
her efforts. Julie and AI make a good
team and she tends to keep AI on an
even track. AI is always thinking of new
projects to do because, at heart, he is
still the kid who skipped school to see
the air meets in Los Angeles.
AI Menasco, at 88, is as energetic as
a man of 50. He has a keen mind and
is interested in everything. He is en-
gaged in creating a small museum in a
remodeled barn behind his and Julie's
cozy residence in St. Helena, California.
AI has boxes of photos and memorabilia
of the old days. Many photos are al-
ready on the walls and AI has an in-
teresting story for each of them .
AI is extremely proud of his part in the
evolution of the aircraft industry. One
notes when conversing with him, that
his recall of each event is immediate
and accurate.
His friendship with aircraft pioneers
such as Donald Douglas, Bill Boeing,
Lindbergh, Doolittle, Haizlip, Claude
Ryan and almost every early "Aviation
Great" is clearly remembered. One
feels that the events he describes so
vividly could have happened yester-
day.
It has been over 70 years and AI has
moved from bicycles and models to
motorcycles, to home-made race cars,
to stick and wire, open pusher Wright
flyers and from biplanes to the moon
and space shuttles. AND, ALBERT SID-
NEY MENASCO, THE PIONEER WHO
WAS THERE TO EXPERIENCE IT
AND ACTUALLY BE A FORCE IN THE
BIRTH OF IT ALL IS STILL HERE TO
TELL IT LIKE IT WAS.
Following is the conclusion of AI
Menasco's story as told in his own
words in a speech he made on January
VINTAGE AIRPLANE 13
29, 1969 to the Menasco Manufacturing
Company's California Division Manage-
ment Club . . . . C. W.
"It took me from Monday morning
until Wednesday to arrive in San Fran-
cisco, closing out my shop and every-
thing in Los Angeles, arriving in San
Francisco on the S. S. Yale or Harvard,
I forget which, that cost ten bucks from
San Pedro to San Francisco.
"That started an association that
lasted a long time. We went to Japan
first - but I am getting ahead of my
story - we started to build the cars and
planes in a shop in San Francisco We
never finished them because the boat
schedule caught up with us and I spent
the last hectic days and nights without
sleep making a catalog of all the parts
and materials and checking them
aboard ship.
"We took off for Japan March 4, 1916
as scheduled on the Chiyo Maru - a big
liner for the Pacific of 22,000 tons.
Down in the engine room they had a
machine shop, including a lathe, drill
press and shapero I did not see much
of the Pacific because for 17 days I was
down there machining the unfinished
parts.
"We had differentials on the jack
shafts with chain drive to the rear
wheels, somewhat of a reverse from the
new front wheel drives on the cars
today. The steering gear, hubs and
axles for the cars and parts for the
airplanes were all semi-finished - inci-
dentally we had rack and pinion steer-
ing which is so highly touted today for
sports cars. I did most of the finish
machine work in the engine room of the
Chiyo Maru. I wish you could have seen
the equipment. I can still remember it
all today.
"When we arrived in Japan, every-
thing was semi -finished. We had a big
team of six racing car drivers, including
myself and an organization of 23 mem-
bers assembled in Japan, including ad-
vance men, photographers, etc. It took
six weeks in Tokyo before we had 3
cars and one airplane ready for the first
show at Aoyama Parade Grounds at
T6kyo. 225,000 paid admission to the
parade grounds, and I am sure that
most of the 5 or 6 million other residents
of Tokyo at least saw Art in the sky. And
from then on, he was taken into the
hearts of the Japanese.
"He was a little guy - 5'6" - about
the stature of most Japanese and was
always pleasant and even tempered -
he just clicked with them - that was all.
We made a tour over most of Japan. I
stayed in Tokyo most of the time after
we were well organized and built up the
second airplane and finished the eight
cars.
"With our new Curtiss 90 hp eight cy-
linder engines and other improvements
the aircraft performance enabled Art to
fly from fields that were impossible be-
14 MAY 1985
fore. We would arrive at a field with
coolies pulling five crates which con-
tained the airplane. We assembled it
ready to fly in an hour and a half. From
the time he landed, it was back in the
crates in 45 minutes.
"Our controls were the same as
today, except we used the wheel to con-
trol the rudder with ailerons controlled
with the feet. We used an altimeter the
size of a pocket watch strapped around
the pilot's leg and a tachometer
alongside the seat. That was the in-
strumentation. A ground wire from the
magneto to a switch on the wheel and
a foot throttle on the aileron bar were
the engine controls. The ground wire
was disconnected from the magneto in
disassembly.
"At the show in Sapporo, the ground
wire was installed badly, causing it to
short on take off. Attempting to avoid a
landing among spectators, Art crashed
and was severely injured and we had
to ship home, washing out the tour. Fi-
nancially we came out about even-
stephen by the time we returned to San
Francisco.
"Art's injuries, including his left leg
broken in three places, required his
being sent to a hospital in Chicago,
while I stayed in San Francisco and re-
built the equipment. We returned to
Japan six months later a little bit smar-
ter.
"We did not take a big crew, just Art
and myself, his mother and one
Japanese assistant. Japanese promot-
ers had contacted us meanwhile and
money was deposited in the banks at
Yokohama before dates were assigned
by our Japanese manager in Tokyo.
"We were booked ahead into Korea,
Manchuria, China, Formosa and the
Phillippines besides returning to all the
cities of Japan. There was not an end
in sight - Singapore and beyond. Our
lowest fee for the smaller towns was
5,000 yen - $2,500 for two flights -
the larger cities were negotiated upon
gate receipts and the money was rolling
in.
"We had two sets of equipment which
we could grasshopper over each other
- our Tokyo office lined them up so
that we averaged as many as five differ-
ent cities a week. When the United
States declared war, we decided to
come home and join the army.
"Art took time out to give me some
very expensive flying lessons, cancel-
ling about five dates to do so. We laid
over at Niigata on the west coast of
Japan. We used the home stretch of a
mile race track there for take offs and
landings and simulated landings on a
beach nearby until I had 180 minutes of
instruction, which Art deemed sufficient.
"I had previously had acrobatic les-
sons being one of the very few who
learned to loop before the art of taking
off and landing. We had our last show
in Shanghai , where we had a good field
enabling me to solo, and I was consid-
ered a full -fledged aviator.
"We arrived back in San Francisco in
November, both volunteering for the
Aviation branch of the Signal Corps.
They turned me down because of my
bad ears - maybe they were right be-
cause my hearing is still bad - and sent
Art back to the new Langley Field, Vir-
ginia as a test pilot.
"I joined the Canadian Royal Flying
Corps in Vancouver after being turned
down by the Navy. At Toronto the
R.F.C. was adopting United States pro-
cedures, so again I was grounded and
I finally wound up at Langley Field also,
where I was put in charge of engine
testing and instruction for the Signal
Corps as an aeronautical engineer with
a civil service salary of $1 ,800 a year
- that that was a great thing - I was
an engineer.
"My work embraced some correc-
tions to the Hispano-Suiza engines then
being built as the choice for a fighter
program, which led me to joining the
builders - the Wright-Martin Company -
who was the licensee in the United
States. Wright-Martin later became the
present Curtiss-Wright Co. who built the
Wright J-5 engine that Lindbergh flew
the Atlantic with.
"I decided to come home after the war
- we had trained 18,000 pilots in Jen-
nies and you could buy a surplus Jenny
for $350.00 Pilots were a dime a dozen,
giving passenger rides for $5.00 from
cow pastures all over the country.
"I took a job as a machinist in a shop
on West Pico St. for 60 cents an hour.
Art stayed on and the infant Air Mail
was born. He flew the mail. From the
shop in Los Angeles I graduated to seI-
ling machine tools, then started my own
shop building air compressors.
"One of my early pals in racing, Karl
Weber invented a glass grinding
machine and I joined his company, the
Weber Showcase Co. The automobile
business began building the closed cars
and we could hardly build the glass
machines fast enough for Detroit and
we were in the chips again.
"Art was still flying the mail. He had
scattered most of the money from
Japan around Texas in oil well drilling.
He had also bought 250 war surplus
French Salmson engines which our
goverment had received from France
after the war - quite possibly the most
we ever received from France of a repa-
rations nature. The engine was known
as the Liberty of France - a very ad-
vanced engine for its time, a 9 cylinder
radial water cooled type of 230 hp.
"He planned to start an aircraft factory
while flying the mail and build a sky-writ-
ing airplane. He was still inventing
things and was going to corner the sky-
writing business. He had improved the
war surplus DH mail ships with several
of his devices. It was still the U.S. Air-
mail Service - not yet a private carrier.
"The government asked for bids to re-
place old DH's. The Curtiss and Doug-
las companies responded with two pro-
totypes for evaluation. Douglas submit-
ted an adaptation of its round-the-world
cruiser, carrying 1,000 Ibs. of mail in a
front cockpit, with the pilot in the rear
open cockpit. Curtiss submitted a new
model called the Carrier Pigeon, of bas-
ically the same type - both biplanes. But
the Carrier Pigeon was an ungainly
looking ship by comparison and had a
very high cowling forward that lessened
forward visibility.
"Douglas appeared to be favored ; all
the pilots tested both at Cleveland. Art
was a friend of Curtiss and wanted to
see the Pigeon get a fair trial. He said
that he did not want to just fly it around
the field, but take it on his regular night
run to Chicago under actual weather
conditions. He was at that time very in-
terested in bad weather flying and de-
veloping aids during his trips.
"He took the Carrier Pigeon on his
run to Chicago that day and encoun-
tered bad weather for the return trip. I
was in New York and had planned to
meet him in Washington the following
day to visit the patent office. Ten inches
of snow fell on New York that night and
Art was out in the Carrier Pigeon.
"He bored through safely to Bryan,
Ohio and decided to land at the
emergency field there to replenish his
fuel in case of necessary circling over
Cleveland later. He broke through at
Bryan okay but in circling a farm to get
his bearings he struck a lone tree that
was about 40 feet above all else and
that is where he finished.
"I went down to Ft. Wayne to his fun-
eral. They erected a statue on the golf
course there where he taught himself to
fly. It is a beautiful statue - a shaft of
granite 40 feet high, with an 8 foot sym-
bolic figure of a man with wings out-
stretched in bronze on top.
"In helping his mother and father to
settle his estate we found that his prin-
cipal asset was the 250 Salmsons in a
warehouse at Dayton. Civil aviation was
beginning to stir so I tried to peddle
these engines to some of the emerging
companies, but none of them seemed
to have much money.
"I finally shipped the engines to
California and started to convert them
to American standards to make enough
to take care of Mrs. Smith and Art's
father who was failing rapidly. That was
mistake. We increased the horsepower
to 260 by making a few improvements,
but the engine started throwing parts
such as valves, springs and other
pieces.
"Lindbergh flew the ocean while we
were doing this and all hell broke loose.
Everyone wanted to get into the aircraft
business. They would buy engines,
they'd buy anything remotely connected
to the aircraft business. You could sell
stock in any company that even
suggested an affiliation. For example,
there was a small railroad in Florida
called Seaboard Airlines. To the
amazement of stockholders and man-
agement, their stock zoomed to as-
tronomical figures overnight. No one
stopped to question that it was a railroad.
"I had unlimited opportunities to sell
the engines, except about that time the
government established an Aeronautics
Bureau through the Department of
Commerce to create some regulations
for the exploding industry.
"It became necessary to license air-
craft properly, also to set speCifications
for safety, among which were tests to
prove airworthiness. Engines were re-
quired to pass certain tests to obtain an
airworthiness certificate.
''The whole concept was proper and
well done. But I was stuck with the
Salmsons unless I could get them cer-
tified. To do this we had to operate an
engine at full throttle for 50 hours at the
Bureau of Standards in Washington,
DC - within a range of temperatures
and fuel consumption figures and other
safety factors.
"We made five trips and in the last
attempt we ran 49 hours and 27 min-
utes before the last piece of the French
engine blew which was the crankcase,
as we had replaced about everything
else by that time.
"By this time we had assembled a
good crew and had a good shop, so I
said 'I'm back in the engine business,
but I am going to build my own engines.'
"That was the start of the Menasco
Manufacturing Company.
"We called it Menasco Motors. Jack
Northrop, also a young man at that time
but already with impressive credits, was
responsible for my decision to build an
inverted type engine. He convinced me
that all previous types were not built for
the utmost aerodynamic efficiency, but
to obtain the best power-weight ratio.
The Wright Whirlwind J-5 which
Lindbergh had used was supreme, they
could sell more than they could build, a
nine cylinder radial. Of the 140 some
types by as many companies then ap-
plying for certification, 90 percent were
radials, of large frontal area.
"Jack said, 'The inverted engine of
small frontal area, with the crankshaft
above gives a higher center of thrust,
plus more propeller clearance, which in
turn allows for a shorter landing gear -
a better aerodynamic situation all
around.'
"Other advantages of streamlining,
lower center of gravity, accessibility
were apparent. Jack was anxious to
build a small prototype flying wing and
this type of engine fit in his plans. The
design also included a retractable land-
ing gear and other innovations.
"We had the most complete machine
shop within the aviation fraternity then.
Douglas, Lockheed, Ryan and others
were primarily airplane builders, lacking
much in the way of metal working
machine tools.
"As a result, we were able to execute
the more difficult machined parts for
them. So we built the first retractable
landing gear for Northrop, of Jack's de-
sign. It was what we termed a 'piece of
jewelry' then. I don't think you even
have the tools in the plant today to do
the job - we practically had to hand
tool the whole thing out.
"That was the first retractable landing
gear built in the industry to my knowl-
edge. It worked fine in tests at Burbank,
but in crosswind testing at Muroc Dry
Lake (now Edwards Air Force Base) it
was troublesome. Jack wanted to get
on with the testing of the airplane itself
so we finished with a fixed gear to prove
several of the other new features of the
first flying wing. Eddie Bellande did the
flying - who has just retired as Chairman
of the Board of the Garrett Corporation,
incidentally.
Photo courtesy of Wes Schmid
Rudy Kling and his Menasco-powered Folkerts SK-3 racing aircraft in which he won
both the Greve and Thompson trophies in 1937.
VINTAGE AIRPLANE 15
"That was at least a partial success
for the first retractable gear - designed
by Northrop and built by Menasco. So
at long last, we come back here to
where you are building landing gear.
"I must tell you one more landing gear
story then button this up. We had
'grown' into air racing. We were quite
successful, in fact that's being too mod-
est. During that era, we won four times
as many races as all other engine com-
panies combined. But we never built a
racing engine. These were stock ap-
proved type engines. I must digress to
explain this. After five failures with the
French engine, I made up my mind that
when I built my own engine and put my
name on it that there would be no fail-
ures at the Bureau of Standards 50 hour
tests.
"No engine was submitted by us for
testing thereafter that could not run 100
hours at 125% full throttle. I did not even
bother to attend the tests in Washing-
ton. We got seven approved type certifi-
cates in a row - no other manufacturer
had ever submitted to seven successive
tests successfully.
"We did it by diligence and determina-
tion to give the customer more than he
asked for. Throughout the Burbank
plant today I saw a lot of your work and
it was beautiful. I am really proud to
have my name on the door again.
"I promised one more anecdote about
the second landing gear we were in-
volved in. A group of San Francisco
flyers and sportsmen decided to build
an airplane to compete in the National
Air Races at Cleveland. They backed a
young designer by the name of Keith
Rider who produced an outstanding
airplane - all metal, cantilever low
wing, using our first supercharged en-
gine and a retractable landing gear.
"We had appeared for the first time
at a National Air Race scene in Chicago
in 1930. Now it was 1931 and the San
Francisco people became so enthused
when they saw their entry develop that
they decided to build two of them. We
arrived at Cleveland and created quite
an impression. They were beautiful to
see, they looked like the modern fighter
of today. The slender nose of the in-line
engine, the short un braced low wing in
gleaming aluminum was quite some-
thing. We were in a small cubic inch
class, our largest engine was only 544
cubic inches and we had no aspirations
to win the big Thompson Trophy race,
which was unlimited with engines as
high as, 1 ,800 inches. But we did bite
off the 1,000 inch class, we thought we
could do well in that.
"There were 50,000 people in the
grandstand as the race started. Planes
were lined up abreast in what was
called a racehorse start. If the wind was
from the wrong direction, they took off
opposite to the counter-clockwise direc-
tion of the course, cirCling a scattering
pylon before entering the first lap on the
proper course.
"I was in a grandstand as a guest of
some prominent people instead of my
usual place at the starting line.
"The flag was dropped and all the
planes started. Right in front on the in-
side pole comes this Miss San Fran-
cisco. It hopped off the ground and was
in the air - level with the eye in the
grandstand while the others were still
lumbering along down there on the field
and as it passed the grandstand the
wheels disappeared, the landing gear
came up and went out of sight. Nobody
had ever seen that happen except to a
bird.
"The grandstand came undone. He
was down around that scattering pylon
and back on the 10 miles course and
out of sight before some of the other
guys were barely airborne.
"That was the first sight of the retract-
able landing gear to this big audience
at the National Air Races. In those days
it was a 1   d a y meet - the Olympics
of the air. Everything was done to dis-
play aircraft. The Army, Navy, Marine
Corps and foreign governments partic-
pated. Many new types of aircraft were
displayed and demonstrated each year.
"It was a great show. It was done by
myoid friend and high school pal, Cliff
Henderson who had the genius of P.T.
Barnum in my book. He alternated be-
tween Los Angeles and Cleveland for
the 12 years of popularity, shortened at
the end to four days. Menasco engines
dominated most events and finally in
1937 we succeeded the ultimate victory
of winning the Thompson Trophy race,
the unlimited against engines of as high
as 1,800 cubic inches displacement
with our model C6S-4 engine, making
the fastest time in the last lap of any
American machine in the history of the
event.
"This boy, Rudy Kling, did the job as
an embryo pilot. I believe at the time he
only had about 300 hours in the air -
and that was our ultimate success. It
went on as you know to the great things
that are going on today.
"The eventual change from aircraft
engines to landing gears seems a fitting
thing, because I've described how land-
ing gear was also part of the history of
aircraft development by some great
guys, and now Menasco is known for
landing gear.
In 1969 AI and Julie were invited back
to Japan to celebrate the 53rd Anniver-
sary of Art Smith and AI's tours of Japan
in 1916 and 1917. Their hosts were the
Mikimoto Pearl Company located on an
island off the coast of Japan. It was on
this island that Art and AI had demon-
strated their aircraft in 1917. The
Japanese treated them royally, wined
and dined them and they appeared on
television. AI was presented with a
handsome album made up of some of
the photos the Japanese had taken in
1917. AI and Julie also played golf with
the President of the company and
another officer. (Julie won!)
AI's brother Milton was seven years
older than AI and was the one who took
him in during his turbulent younger
days. He also saw that AI went back to
school. In 1912-13 at Milton's urging, AI
took evening classes at Polytech in Los
Angeles in Machine Shop and Engines.
Milton later became a well known artist,
especially in England and Kentucky for
his landscapes and horse pictures. His
use of color and shadow was outstand-
ing. While in Kentucky he was commis-
sioned to paint most of the famous
thoroughbreds of his day. Milton died in
1978 a famous and respected artist . •
Photo courtesy of Wes SChmid'
A Menasco engine being installed in the Floyd-Bean racer in 1939.
16 MAY 1985
,  I  y p   ClubActivities 
CompIled by Gt'nt' ( 'hast'
Bruce  M.  Bixler,  II,  President  of  the 
Taylorcraft  Owner's  Club  reports  the 
group  has  over  500  members  and  is 
growing.  Dues  are  $10.00  per  year 
which  includes  a  quarterly  newsletter, 
"The  Taylorcrafter".  Bruce  edits  the 
newsletter which includes some history, 
some  technical  information,  upcoming 
events  and  a classified  ad  section. 
Dorothy  Feris,  President  and  Owner 
of  Taylorcraft  Aviation  Corp.,  offers 
some advice that may be of help to own-
ers of pre-war Taylorcraft A and B Mod-
els.  The  oil  temperature  gauge  is  actu-
ally  a  water  temperature  unit  used  by 
the  automotive  industry  in  1936  Chev-
rolets,  Plymouths  and  1937  Kenworth, 
Peterbuilt and Mack trucks.  Any antique 
car  magazine  would  probably  provide 
sources  for  them. 
The  Annual  Taylorcraft  Fly-In/Reun-
ion  will  be  the  weekend  of July 5-7 this 
year at Barber Airport, three miles north 
of  Alliance, Ohio. 
For  information  on  the  Fly-In  and/or 
the  Taylorcraft  Owners  Club,  contact 
Bruce  M.  Bixler  II ,  President,  12809 
Greenbower N.E., Alliance, OH 44601. 
The  Stearman  Restorers Association 
is  one  of  the  oldest  of  the  currently 
operating Type Clubs. Founded in  1963 
by  Don  Williams  with  the  encourage-
ment  of  Lloyd  Stearman,  it  boasts  an 
active  membership today of over  1  ,400 
members. 
This  well-organized  group  publishes 
a fine 24 to 28 page quarterly newsletter 
called  the  "Outfit".  The  newsletter, 
which  more  resembles  a  magazine,  is 
well  worth  the  annual  $10.00  member-
ship  fee. 
In  addition  to  the  Annual  National 
Stearman  Fly-In members of the Stear-
man  Restorers  Association  can  partici-
pate  in  regional  fly-ins.  Those  events 
scheduled  for  1985 are: 
May  24-26  - Annual  Southern  Stear-
man  Fly-In,  Pensacola,  Florida. 
Dates  and  location  not  firm  at  this 
time.  Contact  Ellis  Davis,  P.O.  Box 
2007. Pensacola,  FL  32503. 
July  12-14  - Ohio  Stearman  Fly-In, 
Allen  County  Airport,  Lima,  Ohio. 
Contact  Jim  Zimmerman,  1190 
South  Thayer  Road,  Lima,  OH 
45806. 
August 3-4 - Northwest Stearman  Fly-
In, Cottage  Grove,  Oregon.  Contact 
Tom  Cochrane, 85431  Doane Road , 
Eugene, OR 97402. Phone 503/687-
8830. 
September  4-8  - National  Stearman 
Fly-In,  Galesburg,  Illinois.  Contact 
Tom  Lowe,  823  Kingston  Lane, 
Crystal  Lake,  IL  60014,  or  Ted 
McCullough, 2310  Monmouth  Blvd. , 
Galesburg,  IL  61401 . 
For  information  about  the  Stearman 
Restorers  Association  contact  Tom 
Lowe  at  the  above  address. 
Another  highly  organized  Type  Club 
is the Short Wing Piper Club. This group 
has  chapters  throughout  the  country 
and  is  promoting  the  formation  of 
others.  Chapters  currently  oerating  or 
in  the  process  of  being  formed  are: 
1)  New  England  (Massachusetts) 
2)  Mid  Atlantic  (Maryland) 
3)  Florida 
4)  Indiana-Ohio 
5)  Michigan 
6)  Wisconsin  (North  Central) 
7)  Missouri  Valley  (Iowa) 
8)  Mid-America  (Missouri) 
9)  Southwest  (North  Texas) 
10)  Nebraska 
11)  Southern  California 
12)  Golden  Gate  (Northern  California) 
13)  Rag  Wing  Pipers  (Washington) 
14)  Arizona 
15)  Illinois 
16) Western Canada (British Columbia) 
For  information  on  contacting  the 
above  chapters  or  forming  new  ones, 
contact  Robert  Fuller,  President  and 
National  Chapter  Director,  245  Nassau 
Street ,  Princeton,  NJ  08540.  Robert 
Fuller  can  also  be  contacted  for  infor-
mation  on  the  Short  Wing  Piper  Club. 
The  1985  National  Funk  Fly-In  is 
scheduled for August 2-4 at Coffeyville, 
Kansas. The  dates  were  juggled  some 
this  year  so  those who  wish  can  spend 
a  week  at  Oshkosh  '85,  then  come  to 
Coffeyville. 
There  will  the  usual  round  of games 
and  contests,  the  Friday  night  get-to-
gether and  the  Saturday night banquet. 
Antiques  and  homebuilts  are  invited. 
Trophies  wil  be  presented  at  the  ban-
quet. 
For  information  on  the  fly-in  or  the 
Funk  Aircraft  Owners  Association  con-
tact  Ray Pahls, President, 454 Summit-
lawn, Wichita,  KS  67209. 
The  Seventeenth Annual  Convention 
of the  International Cessna 170 Associ-
ation will be July 21-26, 1985 at Antique 
Airfield,  Blakesburg,  Iowa.  The 
schedule  of  events  is: 
SUN,  JULY 21  - Pre-registration 
MON,  JULY  22  - Registration,  set 
up tent. Surprise tour. No host party. 
TUES, JULY 23 - Fly-out to Amana. 
Board  meeting. 
WED.,  JULY  24  - Airport  Day. 
Breakfast in Blakesburg, 170 Forum, 
lunch  at  airport,  proficiency  flying, 
BBQ  at  airport, party,  movie. 
THURS.,  JULY  25  - Fly-out,  lunch 
in  Keosauqua.  Annual  business 
meeting. 
FRI.,  JULY  26  - Fly-out  to  Pella, 
Dutch  town,  lunch,  Strawtown 
Awards  Banquet. 
For  information,  contact  F.O.  Kling, 
602/567 -4588 . • 
VINTAGE  AIRPLANE  17 
Spartan  7W-P  in  Chinese  markings  on  the  ramp  at  Spartan' s  Spartan 7W-P  with cowling  removed  in Spartan  Hangar  No. 2. 
Hangar No.2 at  Tulsa  Municipal  Airport. 
SPARTAN  AIRCRAFT PRODUCTION 
The  7W-P,  disassembled  for  shipment,  about  to  be  placed  in 
the  large wooden  box shown  beyond the  plane. 
Photo  from  the  early  1940s  Popular Aviation/Flying magazine 
showing the  Spartan  7W-P  nosed over in a Chinese  river. 
by  George  E. Goodhead, Jr. 
(EAA  3603, AlC  5176) 
6326  E. 4th  Street 
Tulsa, OK  74112 
To  some, the  exact  number of  Spar-
tan  aircraft  manufactured  from  the  first 
Model  7X  powered  with  the  Jacobs L-5 
to  the  Model  12  with  the  P&W  "Wasp 
Jr." has  been  a mystery. Following  is  a 
breakdown  of  the  units  manufactured 
by  the  Spartan  Aircraft  Company,  Inc. 
at Tulsa, Oklahoma from 1935 to 1946: 
1-Model. 7X, SI N 0 
34  - Model  7W, SI N 1 through  34 
1 - Model  7W-P, SI N P-1 
1 - Model  8W, SIN 8W-1 
1..: Model  12W, SI N 12-1
38  Total 
18  MAY  1985 
(Photos  by Author, except  as  noted) 
Of the above models, the Federal Air-
craft  Register  dated  5-5-84  listed  20 
Model  7Ws  and  one  Model  12. 
Type Certificates were issued only to the 
Models  7W  (A.T.C.  628  issued  2-15-37) 
and 7W-P (A.T.C. 646 issued 6-28-37). 
Spartan  built  only  one  Model  7W-P. 
Its  date  of  manufacture was  9-14-36. It 
was  built  as  a  photographic  plane  and 
the  extensive  modification  to  the  fuse-
lage center section to accommodate the 
camera equipment, required a new type 
certificate. 
The  Spartan  7W-P  was  finished  in 
Chinese  markings, crated  and  shipped 
to  China.  Its  fate  is  unknown. 
Spartan  7W,  NC17605,  SI N 7W-10 
was  one  of  only  two  "Executives"  that 
came off the  assembly line  with  a com-
plete paint job.  This ship was  painted  a 
bright  red  with  the  full  Spartan  logo 
painted  down  the  side  of  the  fuselage 
in  cream. This is  the same ship that Ar-
lene Davis flew to fifth place in the 1939 
Bendix  race  with  an  average  speed  of 
196.489 mph. 
At  a  later  date  photographs  of  this 
same  airplane  appeared  with  a gunner 
appearing  through  the  top  of the  cabin 
with  a  machine  gun,  and  a  gunsight 
protruding  from  the  windshield.  The 
plane  also  carried  two  .30  caliber  fixed 
guns  in  the  engine  cowl ,  and  6  bombs 
mounted  under  each  wing.  (See  page 
.164, Juptner  U.S. Civil Aircraft, Vol.  7.) 
This  ship  was  never built  in  this  config-
uration.  A  close  examination  of  the 
photo  will  show  that  it  is  re-touched, 
Spartan Aircraft Photo
The one and only Spartan 8W "Zeus" , SIN 8W-1 in Mexican
markings. Date of manufacture was 8-14-37. This 2-place aircraft
was licensed Experimental and carried NX17612 registration
number. A hoped-for government contract did not materialize
and plane was scrapped.
Spartan 7W Executive, SIN 7W-19 was manufactured on 5-8-39
for the King of Iraq. Note the King' s crest on vertical fin. Regis-
tration is YI-SOF. This plane was last known to be in England
in 1941 .
Spartan Aircraft Photo
YI-S05 with an eagle and the words, " Eagle of Iraq" painted in
gold on the red trim on the cowling.
U.S. Air Force photo courtesy of Lt. Gen. Ken Tallman, USAF, Ret.
NC17633, SIN 7W-21 in military colors as a UC-71 during WW
II. Plane is now owned by Colgate W. Darden, III of Cayce, SC.
Spartan Aircraft Photo
Model7W, NC17605, SIN 7W-10, manufactured 11-5-37 was the first of only two "Executives" to leave the factory with full paint. This
is the one Arlene Davis flew in the 1939 Bendix Trophy Race.
VINTAGE AIRPLANE 19
probably  by  the  Spartan  Engineering 
Department. 
The  most beautiful Spartan ever built 
was  for the  King  of  Iraq. It was SI N 7W-
19,  with  Iraqi  registration  YI -SOF.  The 
interior  was  upholstered  in  red  antique 
velour trimmed 'in  gold. The King's crest 
was placed on the fin  and wing tips. The 
plane  was  trimmed  with  a red  and  gold 
stripe.  A gold  eagle was painted  on  the 
engine  cowl ,  thus  the  ship  was  called 
"Eagle of  Iraq".  The young  king  was kil-
led  in  an  automobile  accident  just  be-
fore  the  plane  arrived  in  Iraq. 
During  World  War  II , sixteen  Spartan 
7W Executives were acquired by the Air 
Force  and  designated  UC-71  trans-
ports.  One  of  these,  Spartan  7W,  SIN
7W-21 , NC17633 bui lt 7-29-39 was pur-
chased  by the  USAAF in  March of 1942 
and  assigned  number 42-38367. At the 
end  of  WW  II ,  the  UC-71 s  were  sold 
back  to  civilian  owners. As  of this  date, 
42-38367  was  again  assigned  N17633 
and  is  owned  by  Colgate  W. Darden  III 
(EAA 14846, AlC 1023) at Cayce, S.C. 
A two-place  tandem-seater  was  built 
in  August  1937, called  the  8W  "Zeus". 
The  model  8W  Zeus  was  built  using 
major components of the 7W  Executive 
around  a  new  fuselage  center  section, 
and  was  powered  by  a  550  hp  P&W 
Wasp  S3H-1  engine.  It  came  off  the 
Spartan  assembly  line  with  Mexican 
markings  on  the  wing  tips  and  rudder. 
Spartan  assigned it SI N 8W-1 with  U.S. 
registration  NX17612. It  is  reported that 
this ship was flown  to  Mexico as well as 
to  Cuba  trying  to  obtain  a  military  con-
tract.  On  return  from  this trip,  the  Mexi-
can  markings were removed and  a U.S. 
Military contract was applied for in  com-
petition  with  the  AT-6  and  others. This 
contract did not materialize. The ship at 
a  later  date  was  disassembled  and 
scrapped. 
A story  of  the  Spartan  7W  Executive 
complete  with  a  list  of  all  aircraft  built, 
date  of  manufacture,  serial  numbers, 
engine  numbers  and  a  list  of  owners 
from the time of manufacture to the year 
1978  can  be  obtained  from  the  Amer-
ican  Aviation  Historical  Society,  2333 
Otis  Street,  Santa  Ana,  California 
92704.  The  article  was  published  in 
their  Summer  1980,  Volume  25, 
Number 2 issue of the  AAHS  Journal.. 

In th.........ft.

UNLICENSED AIRCnAFT
Mod,1 SPARTAN
Sf! ru,l No. 0
TEMPORARY REGISTRATION CERTIFICATE - CIVIL AERONAUTICS
AUTHORITY
  UNITED  STATES  OF  AM ER ICA
'
DEPARTMEN T OF COMMERCE
BUR,AU OF AIR COMMERCE
-ivy.
.HlFICATION MARK ASSIGNMENT 11-13984
DESCRIPTION OF AIRCRAFT
7X 4 PCLIII
En,in, .JACOBS 285  HP
SPARTAN AIRCRAFT COMPANY INC
BOX 2649 TULSA OKLAHOMA
Unless SOODer or this Ilssilnment expire!! NOV 15 1,9?fJ 
(I ."  I  ,
A;i,t.'D"u','Me. c .. """" I  .  Il I)U 
NOTE._"" proyl.!"... "I thl Air C"mm.rH R,.... •••, ....d... part "I the bt..."j  • 
F .. ,," I. b.r.1.4. lovL.-)
The only other 7W with full paint before leaving the factory was  A  temporary  registration  certificate  for  the  prototype  Spartan 
NC17615,  SIN 7W-14.  Colors were cream with hunter green trim  Executive,  Model  7X,  N-13984,  SIN  O.  The  date  of manufacture 
and  a thin  orange pin stripe.  of  this  plane  was  3-7-35.  Its  Certificate  of  Airworthiness  was 
cancelled  on  11-15-39 and  not renewed. 
Spartan Aircraft Photo 
Spartan  factory  assembly line  in  1937.  Plane  in  foreground  is Model  7W,  NC17613,  SIN 7W-12.  Next is the Model  8W,  NX17612,  SIN 
8W-1  followed  by Model  7W,  NC17614, SIN 7W-13. 
20  MAY  1985 
MODEL
E
NEWS
 
MODEL AIRPLANE NEWS, 1929 -
Model airplanes were the first pow-
ered aircraft to fly, though it may be
wrong to call them model airplanes, for
there were no airplanes to model. Actu-
ally the big man-carrying airplanes were
scaled up copies of the model
airplanes, so they might be considered
model aircraft.
The first engine-driven model
airplane to fly was John Stringfellow's
steam powered 10' monoplane of 1848.
Having proven that he could build a
powered aircraft and lacking any recog-
nition for this achievement, Stringfellow
went back to running his lace factory.
A more direct ancestor of today's
model airplanes was Alponse Penaud's
small aircraft. These were the first
model aircraft to be powered by twisted
rubber bands and were successfully
flown from 1874. Penaud died a few
years later before getting a chance at
lasting fame, but the heritage of his rub-
ber powered aircraft endures to this
day.
In 1896 Samuel Langley, secretary of
the Smithsonian Institution flew a large
tandem winged model aircraft. This was
a 26 lb. twin-screw 1-112 hp. steam
powered model of 13' wingspan. It
eventually flew over a mile course in a
little over a minute. With his successful
flights, Langley demonstrated that man-
ned powered flight was possible and
proceeded to scale up his model aircraft
to man carrying size. Powered by a 50
hp radial engine two attempts were
made to launch the craft from a house-
boat. Both ended in failure, the second
nine days before the Wright Brothers
first powered flight.
The Wright's epic flight transposed
model building from an experimental
by Dennis Parks
tool into a dynamic hobby. With the ad-
vent of full sized aircraft which once
copied the small, now the small aircraft
would copy the full scale aircraft and
the hobby of model aviation was born.
The first literature devoted to model
aviation enthusiasts was in books. The
first I can verify was The Theory and
Practice of Model Aeroplaning by Val-
entine Johnston, London, 1910. The
oldest in the EAA Library is Model Bal-
loons and Flying Machines by J. H. Ale-
xander, London, 1911 . In the preface to
this book the author held that "both in-
struction and amusement can be ob-
tained from the making and flying of
models." He hoped the knowledge de-
rived from model flights would tend to
develop talent and foster a love for the
science of aviation. The book had five
sheets of working drawings. These in-
cluded plans for Farman, Voisin, Wright
and Bleriot aircraft.
Model aeroplane supply catalogs
made an early appearance, with
catalogs from Ideal and White available
in 1912. The White catalog had 20
pages and provided materials, plans
and kits for the modeler. A three-foot
Bleriot model was available for $3.00
Though some general aviation jour-
nals carried modeling sections and
plans, such as Popular Aviation and Air
Trails with plans by Paul Lindberg, Will-
iam Winter and Joe Ott, Model Airplane
News was the first to devote itself to
aeronautical modeling.
First appearing in July, 1929, Model
Airplane News is the oldest continu-
ously published modeling magazine for
the aviation enthusiast. The founder of
the magazine was George Johnson. His
first editorial page was dedicated to the
young modelers of America. It was
stated that as "building of model
airplanes has become Young America's
favorite pastime" that would suffice as
the inspiration for any publication but
that there was "a more significant mes-
sage. " That was that model building "is
a primary education in one of the great
growing industries of the world."
The most influential editor was prob-
ably Charles Hampson Grant who
shepherded the staff of MAN. from
1933 to July 1943. Grant was an avia-
tion graduate of MIT, an "Early Bird",
and the author of the large book study
Model Airplane Design and Theory of
Flight. This book was an outgrowth of
his series of articles on the
aerodynamics of the model airplane.
Another regular feature in the thirties
was the series of how-to articles of
(Continued on Page 28)
VINTAGE AIRPLANE 21
.. 
I,
Aerial  view of the Fly-In  by Dan  Bull shows 20  of the planes that flew  in.  Landing  strip  runs from  left to  right across top of picture. 
Hay Meadow Ski Plane Fly-In 
by  Norm  Petersen 
Photos  by  Dan  Bull 
If  ever the  term  "risky  business" was 
applied  to  a  particular  endeavor,  it 
would  apply  to  those  few  hardy  souls 
who  plan  a  ski  plane  fly-in  months  in 
advance!  There  are  so  many  variables 
- anyone of which can upset the plan-
ning  (Le. - applecart). 
On  Saturday,  February  9,  1985,  ev-
erything  came  together  for  EAA  Chap-
ter 640 of  Merrill , Wisconsin  and  one of 
the  most  successful  ski  plane  fly-ins 
was  enjoyed  by  over  50  hardy souls  at 
John  Hatz's (EAA 3990, NC 2983)  Hay 
Meadow Airport near Gleason, Wiscon-
sin. 
The  picture-perfect  setting  of  this 
rural 2,200 foot landing strip surrounded 
by  forests  and  hay  fields  is  a  sight  to 
behold  for  the  true  "grassroots"  flyer. 
And  to  have  a  soft,  white  powdery 
snowfall arrive to cover the previous ac-
cumulation  just  in  time  for  the  fly-in  -
somebody  really  delivered the  goods! 
Ye  olde  editor  almost  missed  the 
whole  show.  I had  arranged  to  fly  with 
Chuck Andreas (EM 97349,NC 7492)
and his 115 hp Citabria on  Federal skis. 
22  MAY  1985 
However,  the  night  before,  he  called 
with  the  sad  news  that  the  runway  at 
Bill  Brennand's airport  was  scraped  so 
clean we couldn't take off on  skis!  (With 
my transportation down the tubes, I now 
suspected  the  weather would  turn  nice 
and  a dandy fly-in  was  in the  offing.  -
Murphy's  Law  was  in  full  operation!) 
Early  Saturday  morning,  I  was 
greeted  by  the  sun's  rays  as  the  day 
dawned bright and cold with the temper-
ature just above zero. To find out if any-
body else might be flying up to Gleason, 
I drove out to  Earl  Grunska's (EAA 940, 
NC 565)  farm,  just  south  of  Neenah, 
Wisconsin.  His  J-3  Cub  was  in  the 
hangar with  the  skis  mounted - ready 
to go. However, Earl was nursing a sore 
left  elbow  due  to  a  flare-up  of  arthritis. 
After  listening  to  my  sad  tale  of  woe 
about  not  going  in  the  Citabria,  he 
suggested  I  take  his  Cub  and  fly  up  to 
Ye  Olde Editor winds up the J-3 Cub for takeoff at Hay  Meadow.  Note loose cables on 
skis and tight bungee cord  with ice-cutter cable on  lower end. 
The Patriarch of Hay Meadow, John Hatz, holds the window as Norm Petersen fits
himself and many pounds of clothing into the rear seat of the CUb.
Gleason! (Maybe my "dauber down"
expression had something to do with it.)
Before long, we had the J-3 pushed
out of the hangar and the 65 hp Conti-
nental warming up. Earl had installed
winter covers on the intake tubes and
the oil sump. In addition, he had one of
Wag-Aero's Artic Heaters installed on
the left side of the engine to help heat
the cabin. In approximately 20 minutes
the engine oil temperature was off the
peg and I had climbed into the rear seat
with nearly all the warm clothes I owned
on my back! It is really amazing how
much (bulk) will fit in the back seat of a
Cub!
Earl held the left wing back as I added
power and swung towards the snow co-
vered landing strip. Gone was the rum-
ble of the wheels. Skis slide so grace-
fully over the snow. I swung a wide arc
at the far end of the strip, checking the
mags as I did so. As the nose lined up
with the runway, I added full power and
lifted the tail. In just a few feet, the Cub
lifted into the cold air and I was on my
way to Hay Meadow.
A slight tailwind helped the 76 mph
cruise speed of the Cub as I covered
the 90 miles in 1 hour and 5 minutes.
The outside temperature was 15 de-
grees above by now, yet inside the Cub,
I was comfortably warm and enjoyed
the extremely smooth winter air. Circl-
ing Hay Meadow Airport, I could see a
few people were stirring, but I was still
the first arrival on skis.
John Hatz's runway was in perfect
shape for such an event with the six-
inch snow and no wind to blow it into
drifts. The sun was peeking in and out
of the thin overcast as the planes began
to arrive, one after another.
Arriving from the farthest distance
was Marv Vandenheuval (EM 258422)
from Milwaukee's Capitol Airport in his
newly restored Taylorcraft L-2 on 1500
Federal skis. Obviously the coldest pilot
award would go to Merrill McMahan
who flew in from Wausau in his open
cockpit Stearman! The final total
showed 18 planes on skis plus 5 planes
on wheels for one of the finest turnouts
ever recorded. Again, the secret was
the ideal winter weather combined with
perfect snow conditions.
The large heated shop was a wel-
come respite from the cold as John
Hatz's wife, Berdina, assembled a tasty
meal of hot chili with all the trimmings.
Gallons of hot coffee helped warm the
thirsty pilots and others of Chapter 640
who drove out to the Fly-In. Following
the delicious meal, a short business
meeting was held with Chapter Vice-
President Merrill McMahan presiding. It
was easy to see on the smiling faces
that this was a group of ski plane en-
thusiasts. And with hosts like John and
Berdina Hatz, along with their sons Clif-
ford and Allan who maintain one of the
. (Continued on Page 25)
Jim LeFevre, Oconto, WI flew in with his nicely painted Piper Pacer on 2000 Federals.
Even the skis were painted to match the airplane! Overall scheme is Ivory with Brown
and Orange trim.
Allan Hatz cranks up the prototype Hatz Biplane on skis for a
trip around the patch. This not-too-Iarge two-place homebuilt
really jumps with its 150 hp Lycoming.
Line-up of Aeronca Chief on skis, Stearman on wheels, Piper
Super Cub on skis, Piper Pacer on skis and Piper J-4E Coupe
on wheels. Such a variety.
VINTAGE AIRPLANE 23
LANES ON FLOATS 
This Hamilton H-47 Metalplane is mounted with Hamilton floats. Note the "M" strutting configuration in the front view.
by Gene Chase
The article by Bob Monk, "A Teen-
ager in Panama" in the December 1984
issue of THE VINTAGE AIRPLANE re-
sulted in some interesting responses.
We decided to present them along with
the appropriate photos, as an article.
The following letters speak for them-
selves:
Dear Mr. Chase,
I enjoy the VINTAGE AIRPLANE reg-
ularly and find the articles useful. Of
particular interest was the article on the
Panama Hamiltons by Bob Monk. I
have some knowledge of the Hamilton
Metalplanes and also of seaplanes in
general. I have some additions and cor-
rections.
On page 14 of the December issue
the caption referring to the front right
view of the Hamilton on the beaching
dolly is not correct. It clearly has EDO
floats installed. The caption states that
they are Hamilton floats. Quite correctly
all of the other photos show Hamilton
floats.
To elaborate, the particular EDO
model shown is the J-5300 which was
the largest of the standard line of letter
series built in the late twenties and early
thirties. The shape is quite characteris-
tic and easily recognizable to the
trained eye.
The number 5300 refers, of course,
to the displacement of one float in
pounds of fresh water. The pair supplies
100% reserve buoyancy and would be
used on aircraft weighing around 5300
24 MAY 1985
pounds. This float was also used on the cept having a 24" section removed. This
Fokker Super Universal , Fairchild 71 was used on Bellanca Pacemaker,
Travel Air A-6000A and the Wiley PosU Travel Air 6000B and Ryan B-5.
Will Roger's ill-fated Lockheed Orion/ Larger floats were available under
Explorer. special order and in the late thirties the
The next smaller float was the K-4650 numbered series with the characteristic
which was identical to the J-5300 ex- shape still built today was begun.
.. ',' .,....
This photo was incorrectly captioned on page 14 of the December 1984 issue of THE
VINTAGE AIRPLANE. The floats are Edos, not Hamiltons, as pointed out by reader
Anderson.
Drawing by Douglas E. Anderson in collaboration with Art Mills
Drawing of a Hamilton Metalplane H-47 of Ontario Provincial Air Service. Floats are YC-6400 by Edo.
In the photos, the different floats can
be distinguished by the strutting ar-
rangement. The EDO's have a simple
"N" configuration while the Hamiltons
had the more complex "M" in the front
view. Hamilton floats built by the aircraft
manufacturer were not considered
satisfactory and in many cases were re-
placed.
I have included a copy of a drawing
of Canadian Hamiltons I did in collab-
oration with Art Mills who measured the
existing example which is based in St.
Paul, Minnesota. The EDO J-5300
floats are not shown since the installa-
tion did not appear in Canada. There
was, however, a larger EDO built under
license in Canada and fitted to the
Hamiltons of Ontario Provincial Air Ser-
vice. This was the YC-6400, one sub
model in a series beginning with the Y-
6075 used on Lindbergh's Sirius and
culminating in the high production Yd-
6470.
There is much more I could say about
floats. Perhaps it will make a good arti-
cle someday.
Also referring to the Pheasant resto-
ration article on page 10. The EAA's
Pheasant is not the only surviving
example. The Western Development
Museum at Moose Jaw, Saskatchewan,
Canada holds the fully restored H-10,
G-CASR, CIN 121. The aircraft origi-
nally registered NC5411 was operated
by Cherry Red Air Lines of Prince Al -
bert, Sasketchewan in the late 1920s
and early 30s.
I hope the above may be of interest.
Sincerely,
Doug Anderson
Heart Lake Road
R. R. 1
Inglewood, Ontario,
Canada LON 1KO
Dear Mr. Monk,
I was most interested in your story
about Isthmian Airways in the De-
cember 1984 issue of THE VINTAGE
AIRPLANE.
In the summer of 1931 I got a job as
ordinary seaman on the SS "To loa" op-
erated by the United Fruit Company.
We sailed from New York, stopped at
Havanna and then went on to Cristobel
in the Canal Zone. There I was given
the day off as cargo was being un-
loaded.
A fellow seaman and I discovered
Isthmian Airways and bought a round
trip ticket on the airline to Panama City
and back. As I recall the cost was $5.00
each way. It was a very wonderful way
to see the entire canal from low altitude.
This was only my second ride in an
airplane as my first ride was in a Fokker
tri-motor at Hadley Field near New
HAY MEADOW SKI FLY-IN ...
(Continued from Page 23)
finest "grass roots" facilities in all of Wis-
consin, the feeling of camaraderie and
appreciation for all fabric-covered
airplanes really hit home.
Besides the Piper PA-12 Super
Cruiser and Stearman being rebuilt in
the shop, a short walk to the west
hangar revealed John's OX-5 powered
Waco 10 and a group of planes waiting
their turn for rebuilding. Included were
several J-3 Cubs, a Citabria, a Stinson
108, a PA-11 Cub Special and other as-
sorted flying machines and engines.
(No wonder John's only complaint is,
"There aren't enough hours in the day.")
With the afternoon shadows begin-
ning to creep along the ground, it was
Brunswick, New Jersey in 1929. The
Hamilton was my first ride in a seaplane
and helped convince me that aviation
would be my chief interest in life.
Unfortunately I did not have a camera
with me but your photos brought back
memories of a very happy time.
Cordially yours,
David H. Scott
(EM 12181, AlC 63)
3050 West Lane Keys, NW.
Washington, DC 20007 •
time to head for home. John Hatz prop-
ped the 65 Continental and I taxied out
for take off. A short run across the
smooth snow and suddenly the Cub
was flying - the transition from snow
to air being undetectable. After circling
the beautiful little airport with its multi-
colored airplanes parked in neat rows,
I headed the Cub for Earl Grunska's
airstrip. In 1 hour and 35 minutes I was
back on the snow in front of Earl's
hangar and together we slid the yellow
bird back in its roost. What a splendid,
fun machine! (Thank you, Earl!)
A good hour-long soak in a tub of hot
water finally got my body temperature
back to normal and I rolled into bed,
exhausted.
This flying is hard work, you know!.
VINTAGE AIRPLANE 25
Letters  To  Editor 
Dear  Bob, 
I just  received  my  very  first  issue  of  THE
VINTAGE AIRPLANE (March, 1985) and it is 
great!  I am  writing  in  regard to your "Straight 
and  Level "  column.  I  sometimes  get  to 
"sneak"  into  Day10n  International  Airport  in 
the  rear where  I stand  near the  gate  located 
a few feet from the runway. I stand there with 
my  Dad  at  night  and  watch  the  DC-3s  and 
Electras  load  up  and  take  off  and  listen  to 
the  lonesome  Pratt's  chug  off  towards  Cin-
cinnati . 
The  oldest  aircraft  stationed  at  Day1on's 
Airport  are  the  Electras  and  DC-3s. I did  ac-
tually  see  a couple  of  Stearmans there,  and 
boy  are  they  pretty!  Also,  on  page  23,  the 
second  picture  of  the  Stearmans  looks  like 
"something  out  of  World  War  II ",  like  one  of 
the  training  bases. 
The  picture  of  you  on  page  2  with  your 
Cub,  if  I'm  not  mistaken,  looks  just  like  the 
one  my  grandfather owned  in  the  early  70s. 
He  sold  it  due  to  the  snow  that  covered  it 
one  winter, breaking  the  wings  off.  He  also 
owned  a Cessna  150.  I wish  I knew the year 
- but  it  was  all  silver  and  had  tiger's  teeth 
and eyes painted on both sides of the nose. 
One  last  thing  I've  got  to  tell  you .  A  year 
ago  I  had  a  chance  to  ride  in  a  black  and 
yellow Stearman. What an experience, it was 
so peaceful and  the engine was music to my 
ears.  I  am  only  17,  and  I  hope  to  be  a 
member forever. 
Thanks 
Mr.  Cory  Buntin 
(EAA  240374, AlC  9131) 
624  Aullwood  Road 
Day1on, OH  45414 
Dear  EAA, 
It's time  the  FAA stops  dragging their feet 
on  the  approval  of using  auto fuel  in  aircraft. 
As  an  owner of a Stinson  108 with  a  150 hp 
Franklin  engine  designed  to  use  low  octane 
avgas,  I am  concerned. 
I  never  had  a  problem  until  I  was  forced 
to  use  100LL and  then  I nearly crashed  due 
to  lead  fouling. 
The FAA always talks about safety - they 
should  stick  their  heads  inside  a  Franklin 
after it  has  burned  100LL. 
Ron  L. Gordon 
(EAA  223238) 
Rt.  3, Box  292 
Newport,  NC  28570 
Dear  Mr.  Chase, 
Having  recently  received  the  December 
1984  issue  of  THE VINTAGE AIRPLANE, I 
looked  at  the  back  cover  and  thought  what 
a fine  example of  1930s period  photography 
it  was. Everything about it, from  the compos-
ition,  the  attractive  aeroplanes, to  the  hazy, 
wintry-looking  trees  in  the  background,  all 
pointed  to  its  being  the sort of classic period 
photo  I like. 
Then  I became  suspicious.  I'd  heard  of  a 
Pioneer Airport at Oshkosh,  although  I didn't 
get  a chance to  visit it  during my all  too brief 
stay at the extravaganza last July, and  refer-
ence to the caption revealed that it was, after 
all ,  a  modern  photograph.  My  congratula-
tions  to  Jack Cox  for  a superb  illustration  of 
what the Antique/Classic Divison is all about , 
and  my  reaction  from  an  aviation  photo-
grapher's  point of  view  is  one of  envy,  wish-
ing  I'd  taken  that. 
Yours  sincerely 
John  King 
(EAA 228003, AlC  8502) 
29  Fairclough  Road 
Beach  Haven,  Auckland  10 
New  Zealand 
For your viewing  pleasure we  are repeating the  "classic" photo of the C8  Fairchild  referred  to by Mr.  King. 
26  MAY  1985 
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Where  The  Sellers  and  Buyers  Meet... 
251:  per word, 20  word minimum. Send  your ad  to 
The Vintage Trader,  Wittman  Airfield 
Oshkosh, WI  54903-2591 . 
AIRCRAFT: 
ACRO  SPORT - Single  place  biplane  capable  of 
unlimiled  aerobatics.  23  sheets  of  clear,  easy  to 
follow  plans  includes  nearly  100  isometrical  draw-
ings, photos  and  exploded  views. Complete  parts 
and  materials  list.  Full  size  wing  drawings.  Plans 
plus  139  page  Builder's  Manual  - $60.00.  Info 
Pack - $5.00.  Super Acro Sport Wing  Drawing -
$15.00.  The  Technique  of  Aircraft  Building  -
$10.00.  Send  check  or  money  order  to:  ACRO 
SPORT, INC., Box 462,  Hales Corners,  WI  53130. 
414/529-2609.
POBER PIXIE - VW powered parasol- unlimited 
in  low-cost  pleasure  flying.  Big,  roomy  cockpit  for 
the  over  six  foot  pilot.  VW  power  insures  hard  to 
beat  3'12 gph  at  cruise  setting.  15 large  instruction 
sheets. Plans - $47.00.  Info  Pack - $5.00.  Send 
check  or  money  order  to:  ACRO  SPORT,  INC., 
Box 462. Hales Corners, WI 53130. 414/529-2609.
ACRO  II - The  new  2-place aerobatic trainer and 
sport  biplane.  20  pages  of  easy  to  follow,  detailed 
plans.  Complete  with  isometric  drawings,  photos, 
exploded  views.  Plans  - $85.00.  Info  Pac  -
$5.00.  Send  check  or  money  order  to:  ACRO 
SPORT,  INC.,  P.O.  Box  462,  Hales  Corners, WI 
53130.414/529-2609.
FAIRCHILD  24W46,  165  Warner.  Three  radios, 
strobes,  nav  and  landing  lights.  Neil  Fuller,  4701 
West  Wackerly  Road.  Midland,  Michigan  48640, 
517/835-3833. (5-2)
1939 Bellanca -14-12-3F, N28972, SIN 1042-
rebuilt  project.  "0" time  Franklin  150.  Wings in  very 
good  to  excellent  condition  - no  spar  problems. 
Priced  to  sell.  D-FW area. phone  817/430-0475.
MISCELLANEOUS: 
BACK ISSUES . . . Back issues of THE VINTAGE 
AIRPLANE  (and  other  EAA  Division  publications) 
are  available  at  $1.25  per  issue. Send  your  list  of 
issues desired along with payment to: Back Issues, 
EAA-Wittman  Airfield,  Oshkosh, WI  54903-2591 . 
Parts for sale: Tail feather parts for Curtiss Robin. 
Mags  for  Continental  A-40  and  8-cylinder  Bosh. 
Lawrence  2-cylinder  engine  parts  - crank,  rods, 
pistons, heads, front cover, carbo  etc. Call 507/387-
7519  after  8:00  p.m. 
Pietenpol  and  Corben  propellers.  Famous 
"TROYER" pattern.  Others for antiques and  home-
builts.  4th.  Street  Aero, Box  53,  Beloit,  WI  53511. 
608/362-3569.
LUSCOMBE  PIN  - Silver  plate  on  blue,  for  cap 
or  lapel,  $3.50  ppd.  Ed  Jordon,  Box  6533V,  Ft. 
Worth,  TX  76115.  (6-3) 
WRIGHT J-5 Parts: Master rod,  link rods,  magna-
fluxed  ok  and  a  box  of  new  miscellaneous  parts. 
$500.00.581 /537-4945 evenings.  (5-2) 
Selling  Out - Lycoming  65  hp engine parts., ex-
cellent  condition .  Cylinder  heads  blasted  clean, 
$12  each; Crankshafts,  $200;  Pistons  &  Connect-
ing  Rod  Assemblies, $15;  Cont.  A-40-4  Complete 
engine  with  Magneto,  Carbo  Hub,  plugs,  new 
stacks,  new  propeller  69  x  23,  J-2  Cub  motor 
mount.  Only  $900.00.  Stamp  please.  Opalack, 
1138  Industrial  Pottstown, PA  19464. 
Original  early  '40s  Air  Force  Sensenich  wood  pro-
peller.  For  ranger  engine.  Excellent  condition. 
4500.00  includes  shipping.  86"  dia.  Call  eves. 
Dave  Wilke, 717/755-6229.
WANTED: 
WANTED:  Information  about  a  specimen  of,  or 
pieces of, Vega model NA-35 primary trainer.  Doug 
Smith,  EAA  173299,  155  Feather  Lane,  Santa 
Cruz,  CA  95060. 
PIPER  BATTERY  BOX  (5%  x 5'/4  x 7
3
/4)  as  used 
for  battery powered  navigation lights on  Cub.  Paul 
O'Donnell , 22242  24th  Ave.  S.,  F-44,  Des  Moines, 
Washington, 98188, 206/241-0855.
VINTAGE  TRADER  AD  fORM 
Send  check  or  money  order  with  copy  to  Vintage  Trader  - EAA, Wittman  Airfield, Oshkosh, WI  54903-2591 . 
Total Words ____ 
Number of  Issues  to  Run  _________________  ______ 
Total $,___  _ 
Signature  _  ______________________________ 
Address 
VINTAGE  AIRPLANE  27 
VINTAGE  LITERATURE ... 
(Continued  from  Page  21) 
model  airplane  construction  Edwin  T. 
Hamilton  called  "Fundamentals  of 
Model Airplane Building". This was very 
similar to today's one-page drawings of 
helpful  hints. 
Robert C.  Morrison had a feature "On 
the  Frontiers  of  Aviation".  This  series 
provided  information  on  new  aircraft. 
Along  with  details of the  aircraft,  Morri-
son  provided  photos  and  detailed  solid 
scale  plans.  The  May,  1934  issue  in-
cluded three-view drawings of the Lock-
heed  12  and  Orion,  the  Davis  D-1-W 
and detailed scale plans of the Electra. 
Other  features  included  a  series  on 
aviation  history  by  Allen  R.  Moulton, 
model  building  articles  by  Howard 
McEntee  and  studies  of  aeronautics 
and  aerodynamics  from  Professor  Ale-
xander Klemin.  Once in  a while a noted 
figure  from  the  aviation  industry  had  a 
presentation.  In  December,  1933 an  ar-
ticle  "The World 's Greatest Airline" was 
done  by  Donald  Douglas.  In  case  you 
hadn't  guessed  by  now,  it  was  on  the 
DC-1.  Fletcher  Pratt,  a  well-published 
author,  presented  a series  on  airpower 
in  the  late  30s. 
Besides  the  feature  articles,  Model 
Airplane News was a bounteous source 
of  drawings  for  the  scale  and  built-up 
modeler. To  those  of  us  whose  experi-
ence  with  the  magazine  began  in  the 
50s,  some of these names will  be famil-
iar.  These  include  Willis  L.  Nye,  Hugh 
Butterfield, John  E.  Roe,  Joseph  Nieto 
and  W.  A.  Wylam.  Wylam's  later  em-
phasis  on  detail  was  evident  in  his first 
drawings  in  the  30s  on  WW  I aircraft. 
Probably one of the most famous and 
far reaching  set of plans was those pre-
sented  in  April  and  May,  1935  by 
Joseph  Kovel  of  his  KG2  gas  powered 
model. The advent of miniature gas-en-
gine  powered  model  planes  can  be 
traced  in  the  pages  of  MAN. First  ap-
pearing  in  a national  meet  in  1932 gas 
models  had  spread  enough  by  1935 to 
envoke  the  editorial  "What  Do  Gas 
Models  Mean  to  You?"  The  magazine 
believed  the  new  development  would 
reshape  modeling  for  the  better  and 
gave  it  its  full  support. 
Mention  must be  made of the covers 
of  MAN.,  not  only  because  they  have 
had  full  color  art  work  since  the  first 
issue  in  1929,  but  also  because  for 
more  than  thirty  years  the  covers  were 
graced with paintings by Joe Kotula. He 
regularly  provided  covers  from  the  30s 
to the 60s and  in July,  1979 did the 50th 
anniversary  cover.  Still  active,  Mr. 
Kotula  had  a  letter  to  the  editor  in  the 
February,  1985  issue. 
Model  Airplane  News  was  a  delight 
to  the  modelers  of  the  30s,  but  those 
old issues can still provide great inspira-
tion  and  plans  of  unique  aircraft  for 
today's  modelers  and  aviation  en-
thusiasts.  The  EAA  Library  has  a good 
collection  from  1932 .• 
28  MAY  1985 
THE  JOURNA L  OF 
THE  EARLY AEROPLANE 
SAMPLE  ISSUE  $4  ) 
( 15 CRESCENT RD. POUGHKEEPSIE, N.Y.  12601 

..................
FLYING AND GLIDER MANUALS 
1929 - 1930 - 1931  - 1932 - 1933 
Price: $3.25 ea.  ppd. 
SEND CHECK OR MONEY ORDER  TO: 
EAA  A VIATION FOUNDATION,  INC. 
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Wisconsin  Residents  Include  5%  Sales  Tax 
It's Exciting!  It's for  Everyone! 
See  this priceless coillection of rare. historically 
8:30 t o 5:00 p.m.
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Monday thru  Saturday
world's  largest.  most modern sport aviation 
HOURS 
11:00 am tD  5:00 p.m. 
Sundays
museurn.  Enjoy the  many educational  displays and 
Closed  Easter.  Thanksgi vi ng. 
audio-visual  presentations.  Stop  by-here's 
and  New Years  Day (Guided  group tour 
something the entire family will  enjoy.  Just  arrangements  must be  made  t:'NO  weeks 
in  advance).
minutes away! 
CONVENIENT 
IDeATION 
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Wittman  Field.  Oshkosh.  Wis. - just  off 
Highway 41.  Going North EXit Hwy. 26 or
FOUNDATION 
44. GOing South Exit Hwy. 44 and  follow 
    Wittman Airfield 
signs. For fiy-ins - free  bus  from Basler 
Fl ight 5elVice.
414-426-4800  Oshkosh, WI  54903-3065 
MEMBERSHIP 
INFORMATION 
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Aircraft  Association,  Inc.  is  $25.00 
for one  year,  $48.00  for 2 years  and 
$69.00 for 3 years.  All include  12 is-
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issues of The  Vintage Airplane and 
membership  card.  Applicant  must 
be a current EAA  member and must 
give  EAA  membership number. 
Non-EAA  Member  - $28.00.  In-
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plane,  one  year membership in  the 
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cards. Sport  Aviation  not incl!1ded. 
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lication ($15.00  additional for Sport 
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If your plane  is  on  this list... 
You  could be  wasting  money! 
Over 10,000 aircraft owners get more flying 
for the dollar with  EAA's AUTO  FUEL STCs. 
As a result of EAA's leadership in  alternative fuels research  and 
development,  FAA  has  fully  approved  the use of unleaded  auto 
gas  for 317  different aircraft  models and  engine  combina-
tions.  Auto gas STCs (Supplemental Type Certificates) are avail-
able  from  the  non-profit  EAA  Aviation  Foundation  at  50¢  per 
engine horsepower:  Example - 85  hp.  Cessna 140-(50¢ x 85)  = 
$42.50_  (Non-EAA members add $15.00 surcharge to total). Send 
check  with  aircraft  N  number,  aircraft  and  engine  model  and 
serial  numbers  and  EAA  member number. 
AERONCA  AERO  COMMANOER  GRUMMAN  AMERICAN  PA·28·151 
Includmg  Bellanca. 
Champion.  Trytek. 
Wagner.  B & B 
Aviation,  Inc. 
Including  S. L 
Industries 
100 
ARCTIC  AIRCRAFT 
AA·5.  AA ·5A 
AA·5B 
AA·I 
AA-IA 
AA-IB 
PA·22·150 
PA·22S·150 
•J3F-50.  -50S.  -60. 
·605.  -65.  -65S 
•J31 . ·5.  ·65.  -65S 
50-TC 
65-TC  IL-3J) 
COo. INC _ 
S-IA 
AA-IC 
LUSCOMBE 
PORTERFIELO 
Including  Rankin. 
65-TAC  IL-3E) 
BEECHCRAFT 
8.  8A.  C.  O. E.  F. T-8F  Northwest 
YO·58 
0-58B 
50-58B 
0-58A  IL-3A) 
7AC 
7BCM  IL-16A) 
7CCM  IL-16B) 
70C 
7EC 
7FC 
7JC 
7ECA 
S7AC 
S70C 
S7CCM 
S7EC 
llAC 
llBC 
llCC 
Sl1AC 
Sl1BC 
Sl1CC 
KCA 
Including  Bonanza 
35.  A-35 .  B·35.  C·35. 
0-35.  E-35.  F-35. 
G-35.  35R 
CESSNA 
120.  140.  140A 
150 . 150A-H.  150J-M. 
AI50K-M 
152.A·152 
170 . 170A.  B 
172,  172A-E.  172F 
1T-4IA).  172G.  H. 
1721.  K.  L.  M 
175.  175A.  B.  C. Pl720 
177
180.  180A-H.  180J 
182.  182A·P 
305A  IO-IA) 
305B.  305 E (TO-IO. 
0-1O.0-IF) 
305C.  10-IE).  3050 
IP-IG).  305F 
MOONEY 
M-18C 
M·18C55 
M-18L 
M·18LA 
MORRISEY 

PIPER 
J-3C·40 
J-3C-50 
J3C-50S 
J3C-65IL-4) 
J3C·65S 
J4 
J4A 
J4A-S 
J4E  IL-4F) 
J5A  IL-4F) 
J-2 
J-3 
J5A-80 
CP·55 
CP-65 
C5-65 
TAYLOR CRAFT 
BC 
BC-65 
BC12-65  IL-2H) 
BC12-0 
BC120-85 
BCI20-4-85 
BCS 
BCS-65 
BCS12·65 
BCS-120 
BCSI2·0-85 
BCSI20-4-85 
19
FI9 
DC-65  IL-2.  L-2C) 
OCO-65  IL-2A.  B.  M) 
BC12-01 
BCS12-01 
50-C  ERCOUPE  L-4A  VARGA 
65-C 
65-CA 
S-50-C 
S-65-CA 
7GCA 
7GCB 
7KC 
7GCBA 
Including  AireD,  Forney. 
A/on.  Mooney 
415C . 4150 . E.  G.
415 -CO
F-I.  HA 
A-2.  A-2A 
M-IO 
L- 4B INE-I) 
L-4H 
L-4J  INE-2) 
PA-ll 
PAllS 
PA-17 
PA- 18 
PA -19 
2i5O
2150A 
2180 
'Nole:  Only  Ihose  J3F 
and  J3L  models  pre-
viously  modified  to  use 
7GCAA 
FUNK  E-2  Teledyne  Continental 
7GCBC  Including  McClish 
PA-28-140  Motors  engines  are 
15AC  B85C 
PA-28-150  approved 
Since  1980,  over 2700  engineering  flight  test  hours  have  been  conducted  by  EAA  in 
the  Cessna  150,  Cessna  182, Cessna  172,  Piper Cherokee,  Beechcraft  Bonanza  and 
Ercoupe. Additional aircraft were approved by FAA  based  on  fuel  system similarities. 
All approved aircraft are powered by 80 Octane Continental engines (not fuel  injected) 
and  Lycoming  0-320-A,  C  and  E  engines.  STCs  are  only  approved  and  sold  for  the 
enginelairframe combinations  listed  above. 
Complete,  low  cost,  protection,  including  auto  gas  coverage,  is  available  through 
EAA's  approved  insurance  program.  EAA's  Auto  Gas  Airport  Directory  which  lists 
over  300  FBOs  that  provide  auto  fuel  service  is  now  available  at  $3.00. 
EAA LEADS TH E WAY 
Join  EAA  - Be  a  part  of  the  Aviation  Association  that  is  actively  engaged  in 
making flying safer,  more enjoyable and more affordable for you_  Annual membership 
$25.00,  includes monthly magazine SPORT  AVIATION  and  many other benefits. Join 
today  and  get  your STC  at  the  special  EAA  member rate. 
Write  Attention: 
STC  - EAA  Aviation  Foundation 

Wittman  Airfield 
FOUNDATION 
Oshkosh,  WI  54903-3065 
 
VINTAGE  AIRPLANE  29 
STITSPOLY-FIBER
Classic owners!
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FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
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e  LATEST CATALOG AND DISTRIBUTOR LIST.
ASP 
The fabulous times of Tumer. Doolittle, Wedell 
and Wittman recreated as never before in  this 
6OO-page two-volume series. Printed on high 
grade paper with sharp, clear photo reproduction. 
Offical race results 1927 through 1939 - more 
than 1,000 photos-3-view drawings-scores of 
articles about people and planes that recapture 
the glory, the drama, the excitement of air 
racing during the golden years. 
Volume 1 and 2  @  $14.95 each - add 
$1.50 for postage and handling. Special -
both volumes $28.50 postage free. Sendcheck 
or money order to: EAA Aviation Foundation, 
.  Wittman Airfield, Oshkosh, WI  54903-3065. 
30 MAY 1985
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EAA-
Problem  Solvers! 
The  EAA  Aviation  Foundation  has 
established  an  excellent  library  of 
manuals,  technical  publications, 
design  aids  and  log  books.  We call 
them  "the  problem  solvers".  If  you 
are a builder,  restorer or enthusiast 
who  is  looking  for  answers  . . .
you'll  find  them  here.  To  make  a 
good  deal  even  better  . . . buy  any 
three publications and get *SPORT 
AIRCRAFT  YOU  CAN  BUILD  OR 
BUY  (a  $6.50  value)  absolutely 
free. 

Basic Hand Tools, Va. I .... ... .... $ 3.65
Custom Aircraft Building Tips, Vol. 4 3.50
Powerplant Handbook - CAM 107 4.50
Aircraft Maintenance Manual -
CAM 18 .................... 4.50
The Sport Plane Builder .. 17.95
Wood Aircraft Building Techniques 7.95
Firewall Forward - Tony Bingelis 19.95
Aircraft Dope and Fabric .. 8.95
Refinishing Metal Aircraft ........... 4.95
Light Plane Prop Design, Selection,
Maintenance .... .............. 4.95
How to Install and Finish Synthetic
Aircraft Fabric ............ ... 4.95
Aircraft Weight and Balance 5.95
Sheet Metal Construction and Repair 5.95
Electronic and Radio Installation 5.95
Aircraft Bonded Structure ....... 3.95
Aircraft Reciprocating Engine .... 5.95
Aircraft Painting and Finishing ...... 5.95
Aircraft Fabric Covering ............ 4.95
Welding Guidelines ... ...... 8.95
Ignition and Electric Power Systems .. 5.95
The Custom Built Sport Aircraft
Handbook ..................... 3.25
EAA Aircraft Show Judging Standards .. 1.00
Hangar Plans . . . . . . . . . . . ...... 5.00
Comprehensive Guide to
Airfoil Section ...... . . ...... 19.95
Theory of Wing Sections ... . ..... 9.00
Amateur-Built Aircraft Service &
Maintenance Manual ... ........... 3.50
Ultralight Pilots Log ................ 1.75
Ultralight Engine & Aircraft Log .. . ... 1.75
Pilot Reports & Flight Testing . . ... 3.65
This is EAA ............... ... . ... 3.25
The World of Sport Aviation ........ 14.95
Aircraft of the EAA Museum ......... 2.00
EAA International Cookbook ......... 7.95
EAA Aircraft Placard & Passenger Warning
Set (Stainless Steel) ...... .. 4.00
SPORT AVIATION First Magazine .... 2.00
Each additional Issues ........... 1.50
VINTAGE AIRPLANE, ULTRALIGHT
and WARBIRD Back Issues. . . . . . .. 1.25
Techniques of Aircraft Building 10.00
EAA Amateur Log Book. . . . . . . . . . . .. 1.75
EAA Pilot Log Book ............ . .. 1.75
EAA Propeller Log Book ...... . ..... 1.75
EAA Engine Log Book ....... . ..... 1.75
Museum Guide Book ........ . ..... 8.75
U. S. or Foreign Postage for surface mail is
$1 .00 for the first book and 50e for each addi-
tional book. Foreign Air Mail is possible if
you write for details and list the books you
want. Wisconsin residents - add 5% sales
tax. Allow 4 - 6 weeks for delivery. While the
supply lasts .. . prices in effect until June 30,
1985.
EAA  Aviation  Foundation 
Wittman  Airfield 
Oshkosh,  WI  54903-3065 

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