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-
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
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
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 -
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
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
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,
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
The specifications for Dr. Crossley's
1955 Cessna 180 are as follows:
Wing Span 36'
Empty weight 1,480Ibs.
Gross weight 2,550Ibs.
60 gals. (58 useable)
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
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,
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
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". 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
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..
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
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
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
E. M.Johnson, Jr., Dallas, TX
Ellsworth R. Jorgenson, Annandale,
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,
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-
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
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
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
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
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
Robert is a retired TWA Boeing 747
David H. Scott, Washington, DC
VINTAGE AIRPLANE 11
(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-
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-
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
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
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
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
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 -
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
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-
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
"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
"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
"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
"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
"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
"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-
"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
"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
"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
"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
"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
''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
"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
"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
"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
"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,
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
"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
"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
"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
"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
"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
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
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-
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
August 3-4 - Northwest Stearman Fly-
In, Cottage Grove, Oregon. Contact
Tom Cochrane, 85431 Doane Road ,
Eugene, OR 97402. Phone 503/687-
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)
6) Wisconsin (North Central)
7) Missouri Valley (Iowa)
8) Mid-America (Missouri)
9) Southwest (North Texas)
11) Southern California
12) Golden Gate (Northern California)
13) Rag Wing Pipers (Washington)
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
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-
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.
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
FRI., JULY 26 - Fly-out to Pella,
Dutch town, lunch, Strawtown
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
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
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
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
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
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..
Sf! ru,l No. 0
TEMPORARY REGISTRATION CERTIFICATE - CIVIL AERONAUTICS
UNITED STATES OF AM ER ICA
DEPARTMEN T OF COMMERCE
BUR,AU OF AIR COMMERCE
.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 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
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
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
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
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-
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
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-
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-
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
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
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
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-
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-
There is much more I could say about
floats. Perhaps it will make a good arti-
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.
Heart Lake Road
R. R. 1
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
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-
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.
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,
This flying is hard work, you know!.
VINTAGE AIRPLANE 25
Letters To Editor
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-
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
Mr. Cory Buntin
(EAA 240374, AlC 9131)
624 Aullwood Road
Day1on, OH 45414
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
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.
(EAA 228003, AlC 8502)
29 Fairclough Road
Beach Haven, Auckland 10
For your viewing pleasure we are repeating the "classic" photo of the C8 Fairchild referred to by Mr. King.
26 MAY 1985
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 .
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.
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
FAIRCHILD 24W46, 165 Warner. Three radios,
strobes, nav and landing lights. Neil Fuller, 4701
West Wackerly Road. Midland, Michigan 48640,
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.
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.
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: 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
/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 _ ______________________________
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
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.
WITTMAN AIRFIELD -
OSHKOSH, WI 54903-3065
Allow 4-6 Weeks for Delivery
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.
significant aircraft. all imaginatively displayed in the
Monday thru Saturday
world's largest. most modern sport aviation
11:00 am tD 5:00 p.m.
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
The EM Aviation Center is located on
Wittman Field. Oshkosh. Wis. - just off
Highway 41. Going North EXit Hwy. 26 or
44. GOing South Exit Hwy. 44 and follow
signs. For fiy-ins - free bus from Basler
Fl ight 5elVice.
414-426-4800 Oshkosh, WI 54903-3065
Membership in the Experimental
Aircraft Association, Inc. is $25.00
for one year, $48.00 for 2 years and
$69.00 for 3 years. All include 12 is-
sues of Sport Aviation per year.
Junior Membership (under 19 years
of age) is available at $15.00 an-
nually. Family Membership is avail-
able for an additional $10.00
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
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-
cludes one year membership in the
EAA Antique-Classic Divison, 12
monthly issues of The Vintage Air-
plane, one year membership in the
EAA and separate membership
cards. Sport Aviation not incl!1ded.
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics_ All lAC members
are required to be members of EAA.
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds Newsletter. Warbird mem-
bers are required to be members of
Membership in the EAA Ultralight
Assn. is $25.00 per year which in-
cludes the Light Plane World pub-
lication ($15.00 additional for Sport
Aviat ion magazine). For current
EAA members only, $15.00, which
includes Light Plane World
Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
States dollars or an international
postal money order similarly drawn.
Make checks payable to EAA or the
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol-
OSHKOSH, WI 54903-2591
PHONE (414) 426-4800
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
Wagner. B & B
Including S. L
AA·5. AA ·5A
•J3F-50. -50S. -60.
·605. -65. -65S
•J31 . ·5. ·65. -65S
COo. INC _
8. 8A. C. O. E. F. T-8F Northwest
35. A-35 . B·35. C·35.
0-35. E-35. F-35.
120. 140. 140A
150 . 150A-H. 150J-M.
170 . 170A. B
172, 172A-E. 172F
1T-4IA). 172G. H.
1721. K. L. M
175. 175A. B. C. Pl720
180. 180A-H. 180J
305B. 305 E (TO-IO.
305C. 10-IE). 3050
DC-65 IL-2. L-2C)
OCO-65 IL-2A. B. M)
50-C ERCOUPE L-4A VARGA
Including AireD, Forney.
415C . 4150 . E. G.
L- 4B INE-I)
'Nole: Only Ihose J3F
and J3L models pre-
viously modified to use
FUNK E-2 Teledyne Continental
7GCBC Including McClish
PA-28-140 Motors engines are
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.
STC - EAA Aviation Foundation
Oshkosh, WI 54903-3065
VINTAGE AIRPLANE 29
e IS THE WORLD'S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA.
e WILL NOT SUPPORT COMBUSTION.
e WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
e IS THE LIGHTEST COVERING METHOD APPROVED UNDER
e IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
Interior looking shabby?
Finish it right with an
Complete interior assemblies for dO-it-yourself installation.
Custom Quality at economical prices .
• Cushion upholstery sets
• Wall panel sets
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat Slings
• Recover envelopes and dopes
Free Catalog of compl ete product line. Fabric Selection Guide
showing actual sample colors and styles of materi als: $3.00.
QI' exproducts, inc.
259 Lower Morrisville Rd. , Dept. VA
Fallsington, PA 19054 (215) 295-4115
e SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
SMOOTH FABRIC STYLES, WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT.
e NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
e LATEST CATALOG AND DISTRIBUTOR LIST.
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
S":RVfCE AND MAINTKl'
MANUA l .
GET 1 FREE...*
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
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,
EAA Aviation Foundation
Oshkosh, WI 54903-3065