Issuu on Google+





We have so many new and exciting events for Oshkosh '84 that I have decided to use my editorial page to make an early announcement. Listed below are the events and chairman of each activity . If you have any questions or need more informa­ tion, please contact any of the chairman who are always ready to help.

NEW TYPE AWARDS The Antique Judging Committee has agreed to in­ crease the number of award categories for aircraft regis­ tered. The new categories are: World War II Training and Liaison Aircraft plus Outstanding in Type. Chairman - Dale Gustafson, phone 317/293-4430.


Bob Lickteig


Antique/Classic Division

TYPE PARKING The Parking and Flight Line Safety Committee has a workable type parking plan. To receive further details, type club officers should contact Art Morgan, chairman, at 414/442-3631. An information packet will be sent along with a map of the parking area.


A special effort is being made to have our previous Grand and Reserve Champion aircraft and owners return to Oshkosh and be displayed in a special area. Aircraft and owner will be recognized with special signs and awards. Chairman - Al Kelch, phone 414/377-5886.

A flyout of Antique/Classic aircraft, members and guests will be scheduled for Tuesday morning, July 31. This will be a half-day fun event you won't want to miss. Check program and A/C Headquarters for details. Chairman - Bob Lumley, phone 414/255-6832.



We will once again have our Type Club Headquarters Tent set up in the Antique/Classic area . All type clubs are invited to set up their club headquarters . A full week of activities are planned. Chairman - Espie (Butch) Joyce, 919/427-0216, will be there to help .

The ever popular Antique/Classic Interview Circle will be expanded this year. Interviews will be scheduled on a daily basis. Chairman - Dan Neuman, phone 612/571-0893.




A complete range of forums for antique and classic aircraft is scheduled. Check program and headquarters for time and dates. Chairman - Ron Fritz, phone 616/678-5012.

There will be an information booth outside the Red Barn Headquarters staffed by qualified members to dis­ cuss chapter formations, promotions and projects as well as a membership recruiting. Chairman - Roy Redman, phone 507/334-5922.



The Antique/Classic Parade of Flight, a highlight of the Convention, will again be staged Wednesday after­ noon . Check A/C Headquarters for details and be a part of this annual event. Chairman - Phil Coulson, phone 616/624-6490.

An amateur photo contest is scheduled for the period of the Oshkosh Convention. Details and rules are avail­ able at the Antique/Classic Headquarters. Please check in with Chairman Jack McCarthy, phone 312/371-1290 for any questions you may have.




2 JUNE 1984


Paul H. Po~rezny



Dick Matt

EDITOR Gene R. Chase

JUNE 1984 • VOL. 12, NO.6


Mary Jones


Norman Petersen


George A. Hardie, Jr.

Roy Redman

Contents 2




Presidenl R. J. Lickteig 1620 Bay Oaks Drive Albert Lea. MN 56007 507/373-2351

Vice President Roy Redman At. 3. Box 208 Faribault. MN 55021 507/334-5922

Secretary Ronald Fritz 15401 Sparta Avenue Kent City. MI 49330 616/678-5012


E. E. " Buck" Hilbert

P.O. Box 145

Union. IL 60180




by Gene Chase


Ole Anderson - New License ­ New Plane by Roy Redman

11 12 12 13

Calendar of Events Antique/Classic Division Chapters Antique/Classic Division Committees Mystery Plane by George Hardie. Jr.

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-1172


Notice of Annual Business Meeting and Election Airports Providing Auto Fuel Antique/Classic Division Judging Rules Bird Aircraft


The New Rankin Collegiate

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis. IN 46274 317/293·4430

24 24 24

AlC Maintenance Tips Letters to the Editor Member's Projects

DIRECTORS John S. Copeland 9 Joanne Drive Westborough . MA 01581 617/366-7245

Straight and Level

by Bob Lickteig

14 17 18

See Page 22

by Gene Chase by Gene Chase

Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge. CA 91324 213/349·1338 Robert G. Herman 16400 Ledgemont. Apt. 712 Dallas. TX 75248 214/248-1400

Arthur R. Morgan 3744 North 51st Blvd . Milwaukee, WI 53216 414/442-3631

Morton W. Lester P.O. Box 3747 Martinsville. VA 24112 703/632-4839

AI Kelch 7018 W. Bonniwell Rd. Mequon. WI 53092


Gene Morris 24 Chandelle Drive Hampshire. IL 60140 3121683-3199

John R. Turgyan Box 229. R.F.D. 2 Wrightstown, NJ 08562 6091758-29 10

S. J. Wittman Box 2672 Oshkosh. WI 5490 1 414/235-1265

George S. York 181 Sloboda Ave. Mansfield. OH 44906 419/529-4378

ADVISORS Esple M. Joyce, Jr. . Box 468 Madison . NC 27025 919/427-0216

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571 -0893

Ray Olcott

1500 Kings Way

Nokomis. FL 33555


S. H. "Wes" Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive Wauwatosa. WI 53213 Naperville. IL 60540 4141771 -1545 3121355-9416

FRONT COVER ... DeHaviliand DH-82A Tiger Moth, N4797. SIN EM731 , owned by Frank M. Gillespie , Des Plaines, IL. Photographed during the 1981 Waukegan Fly-In by Ed Burns. BACK COVER ... Photo from EAA's Hugh Butterfield collection , cap­ tioned "John Brown with a Dayton-Wright TA-3 ."

The words EAA. ULTRALIGHT. FLY W ITH THE FIRST TEAM. SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC .• EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION INC.• INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA 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. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor. The VINTAGE AIRPLANE , Wittman Airfield, Oshkosh , WI 54903-2591 . The VINTAGE AIRPLANE (ISSN 0091 -6943) is published and owned exclusively by EAA Antique/Classic Division . Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield . Oshkosh , WI 54903­ 2591. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation . ADVERTISING - Antiquel Classic Division does not guarantee or endorse any product offered through our advertis­ ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . Postmaster: Send address changes to EAA Antique/Classic Division. Inc., Wittman Airfield, Oshkosh, WI 54903-2591 . VINTAGE AIRPLANE 3



On 23 February on the last lap of its journey home, the left engine failed shortly after takeoff from Riyadh, Saudi Arabia, and the aircraft was forced to return to the Saudi capital. A spare engine was flown to Riyadh the same evening accompanied by three Uiver mechanics to make the neces­ sary repairs. Unfortunately the spare engine could not be fitted properly and there were problems with fitting the old propeller. By press time we had not learned if the Royal Dutch Airlines' DC-2 had completed its return trip to KLM's home base in Holland.

At the Antique/Classic Board of Directors meeting at EAA Headquarters on May 4, 1984, Roy Redman was appointed Vice President of the Division as provided for in the bylaws. Roy fulfills the unexpired term of Robert J. Lickteig who held this office until being named President of the Antique/Classic Division.



We have received questions about whether aircraft with the appropriate STC for the use of auto fuel are insurable. The answer is yes! Bob Urbine at Aviation Underwriters of America, P .O. Box 19022, Greensboro, NC 27410, telephone 800/334­ 0061, says that as a group, EAA members are among the safest pilots around. Current holders of auto fuel STCs are advised to check with their aircraft insurance companies to determine if they are covered when using auto fuel. Ifnot, contact Avia­ tion Underwriting Agency immediately.

EAA CONVENTION SITE NEEDS Vern Lichtenberg, Facilities Manager, is in dire need of a two-ton wrecker/tow truck . Anyone interested in donating such a vehicle to the EAA Aviation Foundation is asked to contact Vern at 414/426-4800. Also needed are a couple of color TV's for use in the bunk house. The bunk house is frequently utilized by volunteer EAA work crews who spend a lot of time and hard work on the site. It would be nice if they could be provided with a little evening entertaiIjrnent. All dona­ tions to the Foundation are tax deductible.

MUSEUM LOOKING FOR PIPER J-3 The EAA Aviation Foundation is seeking the donation of a Piper J-3 Cub for display in the Museum. Anyone interested in making this tax deductible contribution should contact Ralph Bufano, Executive Director, EAA Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-2591.



KLM's Douglas DC-2 "Uiver" which had flown from England to Australia earlier this year to celebrate the 50th anniversary of the 1984 London to Melbourne Race, experienced a mechanical problem on its return trip. 4 JUNE 1984

LOUISIANA'S BUSIEST AIRPORT New Orleans Lakefront Airport celebrated its 50th birthday on February 11, 1984. First named Shushan Airport, it opened officially on February 9, 1934 and was billed as the world's most modern airport. It was an example of the latest architectural style and art deco of the time. In 1963 it was renamed Lakefront Airport. Director of Aviation, John Maloney, arranged a full day of entertainment which included flights by the Goodyear blimp America and a display of autos and airplanes from the '30s and '40s. The highlight of the birthday celebration was the ap­ pearance of a 1930 Stinson SM-600GB Tri-motor owned by Antique/Classic Division members Bill Brennand and Chuck Andreas. This plane is a familiar sight to attendees at Oshkosh and Sun 'n Fun. . Stinson airliners served Lakefront Airport when it opened in 1934 and 50 years later the public had an oppor­ tunity to see and ride in the old airliner. Eastern Airlines flight attendants dressed in uniforms of the early '30s were on hand to assist passengers as they boarded and deplaned each flight. The big Stinson is based in Wisconsin in the summer and Florida in the winter. Each year it makes appearances at many airshows and car shows in the U.S.

CESSNA AIRMASTER FLY-IN To commemorate the 50th anniversary of this great aircraft, a Cessna Airmaster Fly-In is being planned for August 10-12, 1984 at Wichita, Kansas. For details con­ tact Gar Williams, Nine South 135 Aero Drive, Naperville, IL 60540. Phone 312/355-9416.


This original 1920 Curtis IN-4D " Jenny" was completely re­ stored and donated to the the Museum of Flight. Now it's the centerpiece of the Museum's story on early aviation.

MUSEUM OF FLIGHT'S JENNY The Museum of Flight in Seattle, Washington is fortu­ nate to have added an original Curtiss IN-4D "Jenny" to its growing collection of historic aircraft. It was purchased by Paul Whittier of Friday Harbor, Washington from a private individual in Warrenton, Virginia. Whittier had the aircraft transported to his boat build­ ing workshop in Friday Habor and then assigned his crew of highly skilled craftsmen to restore the badly deterio­ rated Jenny to its original flyable condition. The plane has been donated to the Museum for permanent display. . This Jenny, number 5362, was to have been on display In the Museum through April '84, then returned to the shop to be covered. The Museum of Flight's Jenny may be flown in special demonstration fly-ins this year before returning to the historical aircraft collection that will one day be housed in the huge six-story glass and steel Great Gallery to be constructed in 1985.

FIRST OVERSEAS ANTIQUE/CLASSIC CHAPTER The EAA Antique/Classic Division is becoming inter­ national with the request for Chapter status by a group of members in Argentina. Chapter President is Mr. Abel Debock, C. C. 275, 2930 San Pedro, Argentina. We con­ gratulate these folks on being the first overseas Chapter of the A/C Division.

SCALE MODEL PLAN-FINDER SERVICE Dick Gleason (EAA 313, AlC 1164), a modeler and antique/classic airplane buff for many years has tabulated 99% of the scale plans that have been published in the model press over the past 50 years. This tabulation com­ prises over 2900 listings of 2100-plus models of over 640 makes of aircraft. Many EAA members either have been modelers or currently are active in the hobby. Many also have exten­ sive magazine collections and the knowledge that this service exists should be good news. Dick also has many full-size plans available, both scale and nonscale. For more information send a large S.A.S.E. to Gleason Enterprises, 1704-29th Avenue, S., Rt. 2, Box 125, Austin, MN 55912, phone 507/437-3781.

Seaplane pilots will meet at Speculator, New York on La ke Pleasant, for the tenth a nnual F AA/SP A Seaplane Pilots Safety Seminar June 15-17. The weekend fly-in and seminar at Camp-of-the-Woods is sponsored by the FAA Albany General Aviation District Office and the Seaplane Pilots Association. Other sponsors include the Ninety Nines, Inc. , and float and seaplane ma nufacturers. Edward Stimpson, president of the General Aviation Ma nufacturer's Association, and Wa lter J . Boyne, director of the Smithsonian Institution National Air and Space Museum , will be the featured speakers Saturday night. For information about the fl y-in and seminar, contact the Seaplane Pilots Association, 421 Aviation Way, Fre­ derick, Maryland 21701 , telephone 301/695-2083.

RESCUE OF A WOUNDED CHAMP EAA member David Wilkerson of Norfolk, Nebraska recently took offin his Aeronca Champ at the local airport a nd was dismayed to see the left wheel fall off. David, who was giving a friend a ride , radioed the F .B.O. that he had a problem. Help was fast in coming in the form of Renato Balestra of Mid-Plains Aviation, mechanic Mike Nohr and local pilo.t Gordon Buss who grabbed a pickup truck, a portable radIO and headed to the runway. With Wilkerson making low passes down the runway and Buss driving the truck, the other two standing in the back of the pickup attempted to re-attach the wheel while the plane flew by. Trying this three times without success, they came up with another idea. Making one more pass, Wilkerson touched the right wheel of the Champ on the runway beside the speeding truck as Balestra and Nohr grabbed the left wing struts and supported the plane until it and the truck came to a stop. The barnstorming-style landing was complete when the participants re-attached the wheel and congratulated themselves.

CORRECTION In last month's issue of THE VINTAGE AIRPLANE the price of the official 1984 EAA Convention video tape was in error. The EAA '84 video tape is offered to EAA m embers at a special pre-convention discount price of $49.00. Order your video tape today by sending your check or money order to EAA Aviation Foundation Video Series - EAA '84, Wittman Airfield, Oshkosh, WI 54903-2591. Please specify VHS or Beta.

MORE AUTO FUEL STCs In addition to the aircraft listed in the ad on page 26 of this magazine, the EAA Aviation Foundation has just received FAA approval for the issuance of STCs for the use of auto fuel in the following aircraft: Cessna - 170, 170A, 170B Pl72D through K 175 through 175C 305 Series L-19 Piper - E-2 , J-2, J-3 , PA-17 , PA-18 , PA-19 Taylorcraft - Most all with Continental engines. Contact EAA - see ad on page 26. • VINTAG E AIRPLANE 5

Ole runs up the Travel Air 2000 early in 1929 at Jamestown, NO after performing a top-overhaul on the OX-5 engine out in the open. Ole spent 1'12 hours removing the cylinders then took

them to the local Ford garage to have the valves ground. He then spent two more hours installing the cylinders.

NEW LICENSE NEW PLANE By Roy Redman (EAA 83604, Ale 6600) R. 3, Box 208 Faribault, MN 55021 Photos courtesy of Ole Anderson TRANSPORT PILOT

The winter of 1928-29 was a quiet one for Ole. Aside from doing a valve job on the Travel Air and a cross-coun­ try hop to Sioux City, Iowa there wasn't much aviation activity. He hung around the cab company office in James­ town, North Dakota and "did nothing ... in large quan­ tities." He shared a room with Ruff and John in the home of Dr. Claude Henderson. The idle winter allowed lots of time for hangar flying sessions, but lacking a hangar these were mostly held in the cab office, the Jamestown Cafe, or around the kitchen table at Henderson's. The success of the previous barnstorming season was well known and the young aviators were popular figures about town. Indeed, their friendly ways and engaging manner encouraged this status. The enactment of the Civil Aviation Act on January I, 1927 had started a long tedious process of bringing the splintered world of aviation under bureaucratic control. A certification procedure was put into effect and all aircraft manufactured were to be certified and registered. The licensing of pilots was initiated, but this was a bit more complex than certifying newly manufactured airplanes. There were thousands of experienced pilots actively plying their trade, and there was no way that their work could be halted for a mass licensing procedure. Wisely the Act made allowances. Ole and his friends could legally continue to fly passen­ gers for pay without a license for awhile. They were re­ stricted to their own back yard, so to speak, and could only hop passengers from their home airport. The intent was, in fact, to limit them from interstate cross-country travel 6 JUNE 1984

... a highly sophisticated art considered beyond the ken of the lowly barnstormer. The rules were pretty univer­ sally bent, however, and a "home airport" might be a pasture at the edge of most any town. Not every passenger wanted a hop around a pasture. The airplane was, after all, a modern mode of transporta­ tion , and the speed of a Travel Air certainly surpassed bumpy progress over rutted dirt roads. Occasionally Ole would take a passenger on a cross country hop, away from his home airport. His pay would be an amount only to defray the cost of operation of the airplane, of course, and therefore it was not actually a charter. Never mind the fact that on these trips the cost of operation might be high enough to keep Ole fed for several days. Nonetheless, they were not charters. Not yet, anyway . When the pilot licensing was announced Ole was im­ mediately interested. But when he first inquired he found that U. S. citizenship was one of the requirements. This was the first time he had been concerned about his status since his arrival in 1922 on a one-year visitor's visa. Now, as he pondered a pilot's license, he was troubled by the concern that he might be deported ifhe applied for citizen­ ship. He was six years past the visa limit. The love of flying that brought him from Sweden could possibly send him back again. One morning Ole was enjoying his coffee in the James­ town Cafe. He sat at the counter next to Earl Reed, another of the regulars , who was a clerk at the court house . The citizenship subject came up and Ole shared his concern. Earl laughed and said, "Oh, they won't send YOU back. You've been here for over five years and haven't even been in jail!" Greatly relieved, Ole applied for citizenship that day. A year had to pass before Ole could apply for the second paper for citizenship. Once he had done so, the CAA informed him , he was eligible for a license. There were three types of licenses in 1929: Private, Limited Commercial and Tra nsport. The Private was much the same as today. The Limited Commercial allowed flying for

hire within state boundaries. The Transport held no geo­ graphic restrictions and required a minimum of200 hours experience. Ole applied for the Transport, and the date was set for his examination. On the morning of May 7, 1929, Ole went to the Gladstone Hotel in Jamestown for his written and oral exams. He had an appointment with George Gardner, the CAA inspector, who was accompanied by an assistant, a Mr. Wright. Ole first took the written exam, which he finished in about 15 minutes. Gardner then read the questions and Wright responded with Ole's answers. About midway through Gardner read, "What causes wind?" "Beans" Wright answered. Gardner laughed, and a smile broke out on Ole's face. The tension was broken , and the group adjourned to the field where the Travel Air awaited. Gardner discussed the required maneuvers that were to be demonstrated, and then climbed into the passenger cockpit. Ole pulled the OX-5 through . Now he was in his element. "Big Jim" swung gracefully through a series of S-turns over a road, the first maneuver. Gardner nodded, and Ole

found two points for his eights-on-pylons. He completed one figure eight, then Gardner turned around and pointed back to the field . As Ole swung the Travel Air into a turn Gardner called out that he wanted to see a short field landing. The Travel Air slipped over the telephone lines, its flying wires whistling softly, as it had done literally a thousand times before guided by Ole's skillful hands . Al­ most motionless, it caressed the grass and rolled to a stop in only three or four times its own length. The OX-5 ticked over at idle for a few moments . "Let's go back to the hotel," Gardner said, his manner and smile telling Ole that he had passed. Ole pushed forward the throttle and taxied triumphantly, tail high, back to his tiedown spot. Five days later, on May 11, Ole was hired to fly the Secretary to the President of Great Northern Railway to St. Paul , Minnesota. His flight to Sioux City two months earlier was a passenger hop , but this one was a charter. He logged 3 hr. 35 min . for the nonstop flight, and begin­ ning with that page, the classification blank was filled in with "Transport, license no . 6231."


The sun was low and the shadows long. They had been waiting for an hour or so, and had about decided to return to town when they heard the purr of an OX-5. The Robin came out of the dusky eastern sky and was almost on them before they could see it. It was right over Highway 10, and not much above telephone pole height. As it passed over­ head it pulled up sharply, and the setting sun illuminated the underside of the yellow wings. It continued upward and went past vertical, completed a full loop, side-slipped

over the wires, and brushed the grass with a perfect land­ ing. Several months earlier, during an evening visit at the kitchen table, Dr. Henderson mentioned to Ole that he and Noel Solien, owner of a local clothing store, were considering investing in an airplane. They discussed the various possibilities, and then Henderson asked what airplane Ole would recommend. Without a moment's hesi­ tation he said, "A Robin. " A few days later Henderson

Ole on the right with two of his friends, George Page (with hat), a Greyhound bus driver, and Willie Anderson (one of Ole's ticket sellers but no relation). On occasion Willie would drive

George's bus so George could ride between towns in the Robin with Ole! Photo taken at Moorhead, MN on 8 /19/29. VINTAGE AIRPLANE 7

called the Robin factory and discussed a possible purchase. The conversation ended with an agreement to send an airplane to Jamestown for a demonstration flight. After the spectacular arrival, Ole and the two investors greeted the pilot/salesman, Del Snyder. The setting sun dictated postponement of any further flying until the next day, and they went to town for supper. Ole rode in the back seat of the Robin for the first demonstration flight. The view from inside the cabin was excellent, and it was quiet and comfortable as well. Del Snyder flew in a suit and tie, and wore a felt hat. Ole pictured himself in similar attire, flying this gentleman's airplane more as a businessman than as a mechanic/pilot. The Robin's flying qualities were as convincing as the comfort of the cabin. It responded gently to the controls, and was very stable. And when the OX-5 was throttled back, it floated like a parachute. Dr. Henderson and Noel Solien took their turn after Ole, and they were favorably impressed as well. After their flights they huddled with Ole under a tree to make a decision. Solien made the first comment. "I think we should order one." "I agree," responded Henderson, "But we need a pilot." Turning to Ole he asked, "Would you fly it for us?" "Well, I guess I could, but I've got some trips lined up in the Travel Air. I'd have to give Bowen some notice ." "We'll make you a partner so you could share in the profits." "It's a deal. I'll give Bowen notice ... go ahead and order the airplane." Ole gave Jim Bowen two weeks notice that same day. Bowen, not one to step out of character, fired him. And so, after a year's time, 400 hours of flying, 1768 hops, 2200 passengers and his Transport license, Ole and Travel Air 6006 parted company. Late in the morning of June 29, 1929, Ole stood under the wing of Robin NC35H on the ramp of Robertson Air足 ways in Anglum, Missouri . The handsome new orange and yellow craft had passed his inspection, and he had completed the perfunctory walk-around with the factory man . The OX-5 was started, and Ole was on his way in the comfort of an enclosed cabin, beginning a new chapter in his life as an aviator. He stopped for the night at Rockwell City, Iowa, and arrived home the next day after a couple of social stops in South Dakota. He wasted no time in putting the new Robin to work, and by nightfall had flown 15 hops and carried 30 passengers. Many of the holiday celebrations attracted barnstorm足 ers from a wide area. Local events, like a village fair, might see only one or two aviators and their airplanes,

but some of the larger ones would attract six or eight, or even more. On July 3rd Ole took the Robin 40 miles southwest of Jamestown to a park area near Streeter ... called Salt Lake by the locals. There was a large Fourth of July celebration scheduled, and it was expected to draw a large crowd. By nightfall there were five airplanes poised for the following day's business besides Ole's .. . and one was a Ford Tri-motor. Ole had heard of Clyde W. Ice, the fabled barnstormer from South Dakota and his exploits in the huge Tri-motor, and now he would get a chance to meet him . The previous year Ice and two partners had raised the $50,000 price of a Ford by selling stock, and then he had gone to the factory and helped build it. When it was finished he im足 mediately set out barnstorming. The first ten days out of the factory he flew passengers over Niagara Falls out of Buffalo, and sent home $13,000.

Ole (left) and Clyde Ice under the wing of Ice's Ford Tri-Motor, NC5093 when they met on separate barnstorming circuits in Coleman, Texas.

Jack O'Brien and Ole Anderson flank a local Coleman, Texas "hairburner" (beautician). The author thinks she might have been the reason for Ole's extended stay in Coleman, as well as the abundance of passengers. 8 JUNE 1984

The morning of July 4th dawned bright. The presence of the big Ford didn't eclipse the smaller airplanes, but actually heightened interest in rides. Ole met Clyde Ice and except for a few breaks to socialize with the other pilots, he flew most of the day. By evening he had logged

a total of 42 hops and carried 89 passengers. Not a bad day's work. The wives of the Robin's owners, Evva Solien and Viola Henderson, usually accompanied Ole on the barnstorming tours out of Jamestown. They drove a new Oldsmobile and would meet Ole at the intended towns so they would have ground transportation while on tour. When this group appeared .. . two attractive ladies, a new Olds, a handsome young pilot and a new cabin plane .. . there was no doubt that a class act had arrived. The ladies sold tickets, and soon their ticket selling prowess far ex­ ceeded that of the men that had previously accompanied Ole. The combination was a success, for the daily passen­ ger count rapidly surpassed the previous season.

buffeting violently with the gusts. Over the infield John­ nie kicked it straight and touched his wheels to the grass, but the wind was to be the master of this landing. The right wing rose, the left lower dragged in the dirt, and the big biplane turned 45 to its right - pointed directly at Ole and his Robin. Johnnie cut the mags, but not soon enough to prevent the prop blades from each taking a slice through the fuselage of the Robin. Vince Cavasino, a friend and FBO at Bismarck, arrived the next day to help Ole with the damaged airplane. They lashed the aft fuselage together with 2x4s and applied some temporary covering. The following morning it was ready for a ferry flight to Bismarck. So ended the Robin's first two days off since it left its birthplace some two months earlier.

The proud owners of the new Curtiss Robin, NC35H and their full- time pilot. L-R: Viola Henderson, Noel and Evva SOlien, Dr. Claude Henderson, and pilot Ole Anderson.

As the summer of 1929 passed into the dog days of August, the wisdom of the partners' investment was obvi­ ous. The reliable Robin, coupled with Ole's enthusiasm for flying and his penchant for work proved to be a profitable combination. From the day Ole arrived in Jamestown on June 30th, through August 27th at Leith, southwest of Bismarck, the Robin had flown EVERY DAY, and had carried over 1000 passengers. . .. 59 consecutive days and 1019 passengers to be exact. But on the 60th day, Ole and the Robin would get a rest. Ole arrived in Leith late in the afternoon of the 26th for a celebration the following day. Johnnie Osterhaus, from Wilton, North Dakota was already there with a Travel Air 3000. Their flying field was the center of an oval race track. It was oriented east-west and was a bit small, but provided adequate length for both the Robin and the Travel Air. On the morning of the 27th there was a brisk wind blowing out of the west. Eager passengers began to assem­ ble, and Ole began the day's work . As the sun rose higher the wind became stronger, and it began to shift to the northwest. On the sixth hop it became clear that the crosswind was getting too strong for safe operation. Ole shut down the OX-5, and pushed the Robin to the north side of the oval, and faced it into the wind. "What's the matter?" Johnnie yelled from his cockpit. "Too much crosswind," Ole replied. "Nothing to it ... I can handle it," and he waved for two more passengers. On the next approach the Travel Air was sharply crabbed as it passed over the east curve of the oval , a nd

Ole (with hat) and master repairman, Vince Cavasino at Vince's shop at Bismarck, NO. On 8/29/29 Ole ferried this damaged Robin from Leith, NO to Bismarck with the aft fuselage lashed together with 2x4s.

Vince was a master repairman and , with Ole's help, had the Robin ready to go back to work in ten days . It was good as new, but now had a new distinguishing feature. With a flair , Vince had painted t he taped fabric seam yellow and pinstriped it with black. It now sported a yel­ low belt around its orange fuselage . .. perhaps the only Robin to ever have a racing stripe. As the popularity of barnstorming grew, so did the profits, and this attracted promoters, who would arrange wide ranging tours that might involve up to a dozen VINTAGE AIRPLANE 9

Ole on left and Jack O'Brien in Coleman, Texas. Note vertical "stripe" on Robin's fuselage (see text). Also note the forward facing exhaust stack. Ole reversed the left and right stacks so they exhausted forward. This kept the residue from accumulat­ ing on the side windshields and also made the cabin quieter.

airplanes. They would make arrangments for landing facilities and also set up advertising and publicity to pre­ cede the arrival of the tour airplane. Ticket sellers might also be provided. For all this, of course, they would take a percentage of the ticket gross ... usually 15%. On October 6 Ole flew to Morris, Minnesota to take part in a Sunday fly-in promoted by Jess Kenyon, a Morris hotel owner. While there, Kenyon asked Ole if he would like to join a winter tour through the southern states. There were to be about ten airplanes, and the flagship was to be Kenyon's Ford Tri-motor. South for the winter

Typical scene in 1929. Ole hops passengers in the Curtiss Robin at Jamestown, NO.

In early December Ole and Jack began covering Texas as their senses led them, and on the 17th they arrived in Coleman. A "blue norther" kept them down for a few days, but on the 22nd the sun came out. From then through New Year's Day Ole flew every day , and carried 317 passengers ... without leaving Coleman. They had found a Texas goldmine! For the next three months Ole used Coleman as a base and barnstormed throughout central Texas. Each time he thought about leaving there would be a crowd at the fence and he'd spend the day hopping rides. Finally, on April 6th, he tore down the OX-5 for maintenance, and four days later he began a migratory flight back to North Dakota. He arrived in Jamestown April 12 concluding a six­ month tour that had taken him to twelve states. He had flown Robin NC35H for 241 hours 15 minutes, logged 1205 hops, and carried 1581 passengers. But the powerful drone of the radial was being heard more and more, and it was beginning to overshadow the venerable OX-5. It had a new and exciting sound that turned Ole's head and conjured dreams of what might be ahead . For the present, though, the passengers liked the Robin, and there was work to be done . Ole advanced the throttle on the smooth old V-8 and took two more passen­ gers into the North Dakota sky.

Author's Note: Ole continued to fly passengers in the Curtiss Robin throughout 1930, but his relationship with NC35H ended on June 14 in Valley City. It was badly damaged that day in a forced landing caused by a broken control cable. The owners replaced the Robin with another, NC8302 which Ole flew until early 1931. • Jess Kenyon's Ford Tri-Motor, NC7686, on the tour down south. Kenyon was a hotel owner in Morris, Minnesota.

s)unded good to Ole, and he accepted . He returned home to Jamestown the next day and, after four days of prepara­ tion, headed southeast. He joined the group at Ottumwa, Iowa. The date was October 12, 1929. For the next two months the group flew every day, and worked their way southward. There were stops for passen­ ger hops each day, mostly in smaller towns. They cut a zig-zag path across Missouri, Tennessee, Arkansas, Mis­ sissippi, Louisiana, Oklahoma and, in late November, arrived in Texas. Jess Kenyon's partner, Jack O'Brien, accompanied him in the Ford. As the tour wore on Ole and Jack became close friends, perhaps because of their Dakota roots, maybe a common entreprenurial flair, possibly a shared enthusiasm for flying, or a combination of all these things. At any rate they shared the barnstormer's sense that they were flying over too many good towns as they followed the tour route and decided to split off and go on their own . 10 JUNE 1984

The end of Ole's last flight in NC35H at Valley City, NO. While hopping passengers on 6/14/30 a rudder cable broke and the Robin ended up on its back in the ensuing forced landing. Fortunately, there were no injuries.


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.

JUNE 1, 2, & 3 - MERCED. CALIFORNIA - 27th Annual Merced West Coast Antique Fly-In. Merced Municipal Airport. Fabulous air show Satur­ day and Sunday. Free transportation to Castle Air Museum. Contact: Dee Humann. Registration Chairman, Merced West Coast Antique Fly-In, P. O. Box 2312, Merced, CA 95344 or phone 209/358-3487. JUNE 3 - DEKALB, ILLINOIS - EAA Chapter 241 Annual Fly-In/Drive-In Breakfast. 7 a.m. to noon. DeKalb Municipal Airport. Contact: Gerry Thorn­ hill, P. O. Box 125, Hampshire, IL 60140, 31 21683-2781 . JUNE 3 - CADIZ, OHIO - 5th Annual Fly-lnlDrive-ln breakfast at Harrison County Airport starting at 8 a.m. Airshow in p.m. Co-sponsored by E. F. Aircraft Services and Harrison County Airport Authority. For information call 614/942-8313. JUNE 8·9 - TULSA, OKLAHOMA - 1st Annual Spartan Alumni Fly-in at International Business Aircraft, Inc., Tulsa International Airport. All Spartan aircraft owners are especially invited. Contact: Karla Morrow or Vern Foltz at Spartan Alumni Office, P.O. Box 51133. Tulsa, OK 74151 . JUNE 8-10 - MIDDLETOWN, OH IO - Aeronca Fly-In. Again with tours, banquet on Saturday night with speakers and aircraft judging awards. Contact: Jim Thompson, Box 102, Roberts IL 60962, Phone 217/395-2522. JUNE 8-10 - DENTON , TEXAS - Texas Chapter Antique Airplane Associ­ ation 1984 Fly-In at Denton Airport. For information contact Ralph & Bonnie Stahl, Box 115-X, Roanoke , TX 76262, 817/430-8589. JUNE 9 - CLARKSBURG, WEST VIRGINIA - 1st Annual Poker RunlTreas­ ure Hunt starting at 10:00 a.m. Sponsored by W. VA. Mountaineer 99's. Contact Morgan Hapeman, Chairman, 811 Worthington Drive, Bridgeport, W. VA 26330. Phone 304/842-6813. JUNE 10 - BARRINGTON, ILLINOIS - Third Breakfast Fly-In at Mill Rose Farms, 5 miles east of Elgin Airport (North/South 2500 foot sod strip). Stearmans, Ryans and others invited. Picture-taking, hangar flying, etc. before brunch at 11 :00 a.m. Contact Bev 312/381-5700 . JUNE 15-17 - PAULS VALLEY, OKLAHOMA - Antique Airplane Association - Greater Oklahoma City Chapter Fly-In. Contact: Luke Reddout, Rt. 2, Box 269, Newcastle, OK 73065 or Dick Fournier, Rt. 3, Box 82, Wellston, OK 74881 . JUNE 15-17 - OSHKOSH, WISCONSIN - 3rd Annual EAA Ultralight Con­ vention. Contact EAA Headquarters for information, Wittman Airfield, Osh­ kosh, WI 54903-2591 , 414/426-4800. JUNE 16-17 - CLARK, SOUTH DAKOTA - Fly-In, camp-in for Aeroncas, Clark County Airport. Contact Aeronca Lover's Club, Box 3, Clark, SD 57225 or cal! Buzz at 605/532-3852. JUNE 22-24 - TOPEKA, KANSAS - 4th Annual EAA Chapter 313 SKY FUN Fly-In at Phillip Billard Airport (no radio - see NOTAMS). Early bird ham­ burger fry (free) 6-7 p.m. Friday. Contests, Fly-bys, judging and awards banquet Saturday. Trophies awarded in ultralight, antique/classic, home­ built. warbird. and craftmanship classes. Contact: Keven Drewelow 9131 272-4916 or Andy Walker 913/685-3228. JUNE 28-30 - RUTH , CALIFORNIA - Meyer's Aircraft Owner's Annual Fly-In at Flying Double A Ranch. Attending will be OTWs - 145s - 200s ­ and the Turbo Prop Interceptor 400. Contact David L. Hallstrom, P.O. Box 4280, Scottsdale, AZ 85260. JUNE 28 - JULY 1 - HAMILTON, OHIO - 25th Annual National Waco Reunion. Contact National Waco Club, 700 Hill Ave., Hamilton, OH 45015. JUNE 3Q-JULY 1 - DAYTON, OHIO - Morane Airport. Luscombe Associa­ tion Fly-In. Bus trips to Air Force Museum for early arrivals on Friday and possibly Saturday. Forums and camping facilities. Motels nearby. Contact : John Bright. 436 Stuart St. , Kalamazoo, MI 49007. 616/344-0958. JUNE 30 - JULY 1 - GAINESVILLE. GEORGIA - Annual Cracker Fly-In. Sponsored by EAA Chapter 611 and North Georgia Antiquers. Contact Alan Wayne 404/967-6397 or Bill Papper 4041536-4634. JUNE 30· JULY 6 - SPRINGFIELD, OREGON - Oregon Air Tour '84. Recreating the Tex Rankin tours of the 1930s. Participants invited for all or part of the tours. Contact OACAC, 840 North A Street. Springfield , OR 97477, 5031747-2921 days or 503/746-3387 evenings. JULY 4-7 - BLAKESBURG, IOWA - Third Annual Aeronca Fly-In. Awards. Contact Antique Airplane Association, Route 2, Box 172, Ottumwa, IA 52501.515/938-2773, or The Aeronca Club. 1432 28th Ct. , Kenosha, WI 53140 , 414/552-9014. JULY 6-8 - MINDEN, NEBRASKA - 8th Annual National Stinson Club Fly-In . Contact : George Leamy, 117 Lanford Road , Spartanburg, SC 29301 , phone 803/576-9698. JULY 6-8 - ALLIANCE, OHIO - 12th Annual Taylorcraft Fly-ln/Reunion at Barber airport, 3 miles north of Alliance. Factory tours. forums, and many other activities. Contact: Bruce Bixler, at 216/823-9748. JULY 22 - WAUKESHA, WISCONSIN - Annual Pancake Breakfast co­ sponsored by the Waukesha Aviation Club and AG Aviation at Crites Field.

Antiques, classics, custom-builts, warbirds and moderns are all welcome. Contact Chuck Faber. 655 Poplar Creek Drive. Waukesha, WI 53186. JULY 27-28 - COFFEYVILLE , KANSAS - 7th Annual Funk Aircraft Owners Association Fly-In. For information contact: Ray Pahls, President, 454 S. Summitlawn, Wichita, KS 67209. JULY 28 - AUGUST 4 - OSHKOSH , WISCONSIN - 32nd Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield. Oshkosh, WI 54903-2591 , 414/426-4800. AUGUST 5-11 - KANSAS CITY, MISSOURI - 16th Annual International Cessna 170 Association Convention. Contact Ovid Bonham , 8161781­ 2279 . AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annual Interna­ tional Aerobatic Club Championships and Convention. Contact EAA Head­ quarters for information. Wittman Airfield, Oshkosh, WI 54903-2591 , 4141 426-4800. AUGUST 11-12-GRAND HAVEN, MICHIGAN- EAAChapter 211 Aviation History Day, in conjunction with 150th birthday celebration for city of Grand Haven. Trophies for best antique or classic plane, best replica or 213 scale and the plane coming the farthest. All events free to the public. AUGUST 11-12 - WICHITA, KANSAS - "50th Year of the Airmaster" Fly-In for Airmaster owners and enthusiasts. Contact Gar Williams. 9 So. 135 Aero Drive, Naperville, IL 60565,312/355-9416. AUGUST 19 - WEEDSPORT, NEW YORK - Antique, classic, homebuilt fly-in. Sponsored by EAA Chapter 486. Whitfords Airport. Pancake Break­ fast - Air Show. Field closed 2-5. Contact Herb Livingston , 1257 Gallagher Road, Baldwinsville, NY 13027. AUGUST 25-26 - SCHENECTADY, NEW YORK - 1st Annual New York State Sport Aviation Association Fly-In. Breakfast, fly market. forums. P. Poberezny guest speaker. Judging. Contact Schenectady Chamber of Commerce, 518/372-5656. AUGUST 30 - SEPTEMBER 3 - TULLAHOMA, TENNESSEE - 4th Annual Ole South Fly-In at Sosebe-Martin Field. Sponsored by Tennessee Valley Sport Aviation Association. Campground , nightly entertainment, air show Sunday. Contact Jimmy Snyder, 5315 Ringgold Rd. , Chattanooga, TN 37412, 615/894-7957, or Les Seago, Box 1763, Memphis, TN 38101, 901 /372-0420. SEPTEMBER 1·3 - BRODHEAD, WISCONSIN - Grass Roots Fly-In co­ sponsored by the Wisconsin ar:ld Hampshire, Illinois chapters of AAA. Camping available on airport. Cookout on Sunday evening. Contact Walt Kessler, 20805 E. Anthony Road, Marengo, IL 60152, 815/568-6618 or Joe Simandl , 1035 S. 104 Street, West Allis. WI 53214, 414m4-2358. SEPTEMBER 7·9 - MARION, OHIO - 19th Annual Mideastern Regional EAA Fly-In at Marion Municipal Airport. Air show Saturday and Sunday. Contact Lou Lindeman, 3840 Cloverdale Rd. , Medway, OH 54341 , 5131 849-9455 after 5 p.m. SEPTEMBER 8·9 - SPEARFISH, SOUTH D,6;KOTA - 1st Annual Fly-In Event by EAA Chapter 806. Homebuilts, classics, ultralights. Competitive events and awards. Contact Ted Miller 605/642-3375 after 5 p.m., or write Fly-In, Box 481, Deadwood, So. Dakota 57732. SEPTEMBER 13-16 - RENO, NEVADA - 21 st Annual Reno National Cham­ pionship Air Races. Eight races daily for a total of 32 and more than $300,000 in prize money. Contact Gene Evans, P.O. Box 1429, Reno, NV 89505 , 7021826-7600. SEPTEMBER 14·16 - KERRVILLE, TEXAS - 20th Annual Kerrville Fly-In. Sponsored by the 39 EAA Chapters in Texas. Contact Kerrville Convention and Visitor's Bureau. P. O. Box 790, Kerrville, TX 78028, 5121896-1155. SEPTEMBER 15-16- MASTIC, LONG ISLAND, NEW YORK- 22nd Annual Greater New York Fly-In for Antiques, homebuilts, classics and ex-military aircraft at Brookhaven Airport. Dinner and dance Saturday night. Contact John Schlie 516/957-9145. SEPTEMBER 21-23 - TAHLEQUAH, OKLAHOMA - 27th Annual Tulsa Fly-In at Tahlequah Airport. Sponsored by EAA Chapters AlC 10, lAC 10, and UL 10. and AAA Chapter 2. Contact Charles W. Harris, 119 E. 4th SI. , Tulsa, OK 74103 , 918/585-1591. SEPTEMBER 22·23 - SALINAS, CALIFORNIA - 4th Annual California International Airshow. Snowbirds, Eagles Aerobatic Team and others per­ forming . Contact California International Airsl:low, P. O . Box 1448, Salinas, CA 93902, 408/754-1983. OCTOBER 19-21 - CAMDEN, SOUTH CAROLINA - Fall Fly-In for antiques, classics and experimental aircraft. Sponsored by EAA Antique/Classic Chapter 3. Awards, banquet, major speaker, early bird events including vintage films. Contact R. B. Bottom, Jr. 103 Powhatan Parkway, Hampton, VA 23661 . •


ANTIQUE/CLASSIC CHAPTERS The 1984 EAA Chapter Directory lists the following Antique/Classic Division Chapters. Arizona: Chapter 18, Mesa, Arizona. Stanley W. Loer, 3336 E. Cochise Road , Phoenix, AZ 85028; 602/996-3694. For meeting infor­ mation contact Newsletter editor. Michigan: Chapter 8, Western. Willard L. Bene­ dict, 129 Cedar Street, Wayland, MI 49348; 6161792-6112. For meeting infor­ mation, contact the President. Minnesota : Chapter 13, Albert Lea, MN. Roy Red­ man, Route 3, Box 208, Faribault, MN 55021 ; 507/334-5922. Meetings held last Thursday of month , 7:30 p.m., Air Albert Lea, Rt. 4, Box 1, Albert Lea, MN. Chapter 4, Minneapolis, MN. Stan Gom­ oll, 1042 90th Lane , N.E., Minneapolis, MN 55434; 6121784-1172. Meetings held quarterly, contact President for further information. New Jersey: Chapter 7, Flanders, NJ . John J . Mack­ ewzie, 22 Ironia Road, Flanders, NJ 07836; 201/584-3124. Meetings held 4th Sunday of mon th, noon, Flanders Valley Airport. North Carolina : Chapter 3, Charlotte, NC. Espie Joyce , Jr., P . O. Box 468. Madison, NC 27025; 919/427-0374. For meeting information, contact the President. Oklahoma: Chapter 10, Tulsa, OK. Jack C. Kearbey, 3515 E. Woodrow St., Tulsa, OK 74115; 918/834-0205. Meetings held 2nd Thurs­ day, 7:30 p.m., Iliff Aircraft, Hangar 17, Tulsa International Airport. Pennsylvania: Chapter 5, York, PA. Paul L. Schiding, Colonial Crafts Shoppe, 401 West Mar­ ket St., York, PA 17404; 7171741-1086. Meetings held 4th Thursday, 8:00 p.m. Shiloh Branch, York Bank. Texas: Chapter 2, Cypress, TX. J. J . Paul, 14418 Skinner Road, Cypress, TX 77429; 713/ 373-0418. Meetings held 4th Sunday of month, 2:00 p.m., Dry Creek Airport, Cypress. Washington: Chapter 9, Seattle, WA. Peter M. Bowers, 10458 16th Avenue, S. Seattle, WA 98168; 206/242-2582. For meeting information contact the President. Wisconsin: Chapter 11 , Pewaukee, WI. Arthur R. Morgan, 3744 North 51st Blvd., Mil­ waukee, WI 53216; 414/442-3631. Meet­ ings held 1st Monday of month at 7:30 p.m. Capitol Airport, 21500 West Gumi­ naRoad. Argentina: Chapter 12, Buenos Aires, Argentina. Abel Debock , C. C. 275, 2930 San Pedro, Argentina. For meeting information, contact the President. If a chapter doesn't exist in your area, we urge you to organize one. Antique/Classic Chapters can be formed with materials available from the Chapter Office of EAA. Your request will bring the appropriate materials to form a Chapter. Chapter Starter Kits provide the information necessary to form a chapter in your area. Address Chapter communications to: Experimental Aircraft Association, Inc. Chuck Larsen, Chapter Director Wittman Airfield Oshkosh, WI 54903-2591. • 12 JUNE 1984



Listed below are the chairmen and co-chairmen of the 13 committees necessary to operate your Antique/Classic Division activities associated with Oshkosh '84. Please contact any of the chairmen if they can be of help to you in planning your trip or after you arrive at Oshkosh . It's going to be a great year and a great convention. Make the Antique/Classic area your headquarters for Osh­ kosh '84. 1. Convention Chairman Co-Chairman

R. J. Lickteig Roy Redman


2. Forums

Chairman Co-Chairman

Ron Fritz

Gene Morris


3. Parking & Flight Line Safety Chairman Art Morgan Co-Chairman Bob Herman Co-Chairman Bob Braver 4. Judging and Awards


Chairman Dale Gustafson

Co-Chairman Pete Covington

Classic Chairman Co-Chairman

5. Man Power Chairman Co-Chairman Co-Chairman



George York Dale Wolford


Jack Copeland Ray Olcott Bob Lumley


6. Parade of Flight Chairman Phil Coulson Co-Chairman Willard Benedict


7. Headquarters Chairman Co-Chairman Co-Chairman

Staff Kate Morgan Ruth Coulson J. O. Olcott


8. Security Chairman Co-Chairman Co-Chairman Co-Chairman

Dave Shaw Jack Huffman Dale Fauw Tom Auger


9. Press

Chairman Co-Chairman

Al Kelch

Lois Kelch

414/377 -5886

10. Construction and Maintenance Chairman Stan Gomoll 11. Interview Circle Chairman Dan Neuman Co-Chairman Paul Stephenson 12. Type Clubs Chairman

Butch Joyce

6121784-1172 612/571-0893

919/427 -0216 919/427-0374


By George Hardie, Jr. In the period following Lindbergh's transatlantic flight in May , 1927, a rash of airplane companies appeared all over the country. By 1929 when this airplane was built, the aviation industry was being regarded as the greatest investment opportunity of the time. This particular airplane was used in an attempt to set an endur­ ance record. The photo is from the Roy Russell collection, sent in by Ted Businger of Willow Springs, Missouri. Answers will be published in the Sep­ tember 1984 issue of THE VINTAGE AIRPLANE. The Mystery Plane for the March 1984 issue of THE VINTAGE AIRPLANE is a Cornelius modified flying wing built in 1940 by the Cor­ nelius Aircraft Corp., Dayton, Ohio. Designed by George Cornelius to test his variable incidence theories and the increased stability due to the for­ ward swept wing, the airplane was completed and flown in late 1943. Bil­ led as a practical solution to the flying automobile problem, it became a test bed for a proposed glider to carry bombs and fuel. Two experimental gliders were built in 1944 at the Spar­ tan Aircraft Co., Tulsa, Oklahoma and given the designation Cornelius Experimental Fueling Glider. One crashed during the test but the other was flown in 19 flights by famed aer­ obatic pilot Alex Papana. A produc­ tion order for the glider was cancelled at war's end. (Reference: Aero Digest, November, 1943; Model Airplane News, April, 1946; Fighting Gliders of World War II, a book by James E. Mrazek; and "Rare Avaes" by Walt

Boyne in the January , 1980 issue of AIR POWER magazine.) Correct answers were received from Charley Hayes, Park Forest, IL, E. W. Williams Mountain Top, PA; and Doug Rounds of Zebulon , GA, who wrote, "It's a Cornelius Mallard. It was first shown in September, 1943. It had variable incidence wing, as did the Merrill biplane. The wing's inci­ dence responded to pitch commands and roll commands by differential in­ cident, all controlled by the control stick." Russ Brown of Lyndhurst, OH sent in copies of t he articles in Aero Digest and Model Airplane News

listed above, which go into more de­ tail t han we have space for in our magazine. •


• 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 issues of Sport Aviation per year. Jun ior Membership (under 19 years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually. • EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane and membership card. Applican t must be a current EAA member and must give EAA membership number. • Non-EAA Member - .$28.00. Includes one year membership in the EAA Antique-Classic Division , 12 mon thly issues of The Vintage Airplane, one yea r m embership in the EAA and separate membership cards. Sport Aviation not included. . • Membership in the International Aerobatic Club. Inc. is $20.00 annually which includes 12 issues of Sport Aarobatlcs. 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 Newslelter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25. 00 per year which includes the Ultralight publication ($15 . ~ additional.'or Sport Aviation magazine). For curren t EAA members only. $15.00. which includes Ultralight publication . • FOREIGN MEMBERSHIPS; Please submit your remittance with a check or dra ft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .



WITTMAN AIRFIELD - OSHKOSH, WI 54903-2591 - PHONE 414/426-4800





Notice is hereby given that an annual business meet­ ing of the members of the EAA Antique/Classic Division will be held on Saturday, August 4, 1984 at 10:00 a .m. (Central Daylight Time) at the 32nd Annual Convention of the Experimental Aircraft Association, Inc., Wittman Field, Oshkosh, Wisconsin. Notice is hereby further given that the annual election of officers and directors of the EAA Antique/Classic Divi­ sion will be conducted by ballot distributed to the members along with this June issue of THE VINTAGE AIRPLANE. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/Classic Division, Witt­ man Airfield, Oshkosh, Wisconsin 54903-2591, and re­ ceived no later than July 27, 1984. Robert G. Herman, Chairman of the Nominating Com­ mittee submits the following list of candidates. R. J. (Dobby) Lickteig, President

Ronald Fritz, Secretary

Robert G. Herman, Director

Espie M. Joyce, Jr., Director

Al Kelch, Director

Morton W. Lester, Director

Arthur R. Morgan, Director

Eugene E. Morris, Director

George S. York, Director

R. J. (DOBBY) LICKTEIG Albert Lea, Minnesota Dobby is a native of Minnesota and had his first airplane ride at the age of 13 in a Velie Monocoupe. He earned a solo license in a J-2 Cub at the age of 16 working at the local airport for flying time, and has been flying since then. After completing college in Minnesota, he entered Air Force pilot training and graduated in class of 42J and was assigned to a new P-47 fighter group. His tour of combat was 21/2 years in the European Theater of Operations during World War II. Dobby has owned a various collection of aircraft, including a Stinson V-77, Stearman, L-2M, Aztec, Citabra, BT-13A and AT-6G. He now owns a Stinson SR-I0, J-3 Cub, Beech Travel Air, and is restoring a KR-21 Kinner-powered biplane. His airplanes are frequent visitors to all Upper Midwest fly-ins. He has been active in EAA Antique/Classic and warbird activities since the Convention was moved to Oshkosh. Dobby is Chairman of the Board of Fountain Industries, Inc. , and he and his wife Jeanne live in Albert Lea, Minnesota. Their son Scott is a licensed pilot attending the University of Minnesota and is active on the Warbirds parking committee at the Annual EAA Convention.

RON FRITZ Kent City, Michigan Ron took his first flying lesson in a J-3 Cub in 1957 when he was a sophomore in high school. He has owned several aircraft including a Ryan PT-22, Waco UIC, Aeronca Champ, and part interest in a Consolidated Vultee BT-13 . He currently owns a Tri-Pacer and part interest in a rare Lincoln All Purpose. Ron has been an EAA member since 1960 and was one of the founders of the Antique/Classic Division. He has held several EAA Chapter offices including President of Chapter 145 two separate times, President of Chapter 211, Secret­ arylTreasurer of Chapter 211, President of A/C Chapter 8, Vice President of Chapter 704 and Secretary ofMEAACC. In addition, Ron has been A/C Forums Chairman at the annual Oshkosh Convention since 1980. Ron is employed as a social worker and lives on a private strip with his wife and two children. 14 JUNE 1984

ROBERT G. HERMAN Dallas, Texas Bob was born and raised in Western Canada and his interest in aviation dates from childhood. His first airplane ride was in a J-3 Cub and his first dual flight instruction was in an Anson Mk. V. in 1945 as a Canadian Air Cadet. Bob obtained his private pilot rating in 1967 at Dawson Creek, British Columbia. He has owned a Piper Tri-Pacer and currently owns a Q2. He joined EAA in 1972 and is a charter member and Director of Antique/ Classic Chapter 11, Pewaukee, Wisconsin. Before being named a Director he served the Antique/Classic Division as an Advisor and also served as co-chair足 man of the Manpower Committee at Oshkosh. He currently is co-chairman of A/C Parking and the Flight Line Safety Committee. Bob is a credit executive with a bank holding company affiliate.

ESPIE M. JOYCE, JR. Madison, North Carolina My father started flying three years before I was born so I have been around airplanes all my life. At age 11 a cropduster and friend gave me my first flying lesson. I soloed at 16 and received my private license the following year. I earned my commercial license during college in 1964 and later received my instrument rating. I still own the airport my father and I first owned jointly in 1947. Among the planes I have rebuilt are several J-3 Cubs, and two Monocoupes, a 90-A and D-145. In 1967-68 I built a Pitts Special. I presently own a 1940 Clip-Wing Cub, a 1940 Waco UPF-7 and a 1953 D-35 Bonanza. I joined EAA in 1963 and am a lifetime member. I am a long-time member of the Antique/Classic Division and have been on the Board of Advisors since March, 1981.

AL KELCH Mequon, Wisconsin Al has recently retired from his own company which he started in 1950, "The Kelch Corp.", which is a conglomerate of five small manufacturing companies in the industrial plastic field. AI's interest in airplanes goes back to his childhood in the 1920s when he would sit on his father's lap and fly in his uncle's Jenny whenever the Jenny came to town barnstorming. He is a lifetime member ofEAA and AAA. He was president of the Wisconsin Chapter of AAA for two terms, and director of Antique/Classic Division of EAA for four terms. He served as editor of THE VINTAGE AIRPLANE from January 1976 until February 1978. He currently owns and flies a Piper J-3 Cub, a 1939 Franklin Sport biplane, a 1931 Travel Air 12Q, and a 1931 American Eaglet. An American Eaglet, an E-2 Cub, a Travel Air D4000 and a Fairchild 24 are his current restoration projects.

MORTON W. LESTER Martinsville, Virginia Morton is President of The Lester Corporation and Vice-President of Motor Imports, Inc. He is Founder and President of the Virginia Aeronautical Histor足 ical Society, member of the Virginia Aviation Commission, Chairman of the Blue Ridge Airport Authority, and a board member of several other civic, governmental, business and humanitarian organizations. Morton was soloed by his father at the age of 10 in a Piper Cub. He currently owns several prototype antiques such as the Davis, Low Wing Aeronca , and Johnson Rocket. His current ship is a civilian Howard DGA-15P. He also owns a rare Travel Air 6000B and a Monocoupe 110 Special. Morton is a Director of the EAA Aviation Foundation, and a past chairman of the Classic Judging Team of Oshkosh. He is a past president of EAA Chapter 395 (NC, SC and VA Antique Airplane Foundation). Morton is one of the founders of the Antique/Classic Division and has been a Director since its inception. Morton and his wife Margaret have three children. VINTAGE AIRPLANE 15

ART MORGAN Milwaukee, Wisconsin Art Morgan began flying in 1961 and received his private license in 1962. In 1965 he went on to get his commercial rating. He has been a member of EAA since 1962, and was parking airplanes at the EAA conventions in Rockford , Illinois. Art was one of the first to start building a KR-1, and although he did not complete his project, he was instrumental in the completion of two of the little birds. In 1974 he and his wife, Kate , purchased a 1939 Luscombe 8-C, which he promptly rebuilt. After two years of flying the Luscombe, Art and several friends organized the American Luscombe Club. Art has served the EAA as a museum volunteer for several years; as Classic parking chairman at Oshkosh and also as Antique/Classic parking chairman. Art has been a Director of the Antique/Classic Division since 1978.

EUGENE E. MORRIS Hampshire, Illinois Gene was bitten by the airplane bug at the age of 10 when he became an avid builder of models . His first plane ride was in a Bellanca 14-9. During WW II he worked in his father's aircraft repair business on what would be some fantastic antiques today. Gene began flying lessons at age 15 and at age 18 had his commercial license before high school graduation. He started flying for American Airlines in 1955 and currently is a Captain on DC-lOs. He has owned several antiques including an American Eaglet which was named Reserve Grand Champion at Oshkosh '76. He joined EAA in 1964 and the Antique/Classic Division in 1975. Gene has served as an antique judge since 1977, an advisor since 1979, and a director since 1983. In 1978 he was instru­ mental in forming EAA Chapter 685 at the local airstrip where he resides.

GEORGE YORK Mansfield, Ohio George learned to fly in the U. S. Navy during WW II. He soloed an Aeronca Chief in March, 1943 at Helena, Montana , and as a Naval Aviator, flew Martin PBM Mariner flying boats in the SW Pacific. He graduated from Ashland College in Ashland, Ohio a nd was hired by Gorman-Rupp Company where he is currently Manager of Product Develop­ ment. George became interested in vintage and homebuilt aircraft in 1957 and has since restored several Aeroncas , a Taylorcraft, and is now restoring a Beech DI7S. He is a charter member ofthe Staggerwing Museum and is Secretary/Tre­ asurer and Newsletter Editor of the Staggerwing Club. George joined EAA in 1962 and has been an active judge at Oshkosh since 1970. He is Chairman of the Classic Judging Committee and has been on the Antique/Classic Board of Directors since August of 1980 . •

16 JUNE 1984

AIRPORTS PROVIDING AUTO FUEL Members flying to Oshkosh '84 should note the follow­ ing, ever-growing list of airports which have auto fuel for sale to holders of EAA STCs: ALABAMA

Lyons Flying Service

Isbell Field

Ft. Payne, AL 35967

Freedom Field Airport Slocomb, AL 36375 205/886-3449 CALIFORNIA

Sacramento Aero Services Natomis Air Park 3901 Airport Rd. Sacramento, CA 95834 COLORADO

Trans Tech La Junta Municipal Airport 30267 1st Avenue La Junta , CO 81050 303/384-8407 FLORIDA

B. C. Aviation Lake City Municipal Airport Lake City, FL 32055 INDIANA

Sterling Airport

Sterling, MA 01564



Madison Aircraft Repair Dawson-Madison Airport P. O. Box 190

Madison , MN 56256



Tylertown-Walthall County Airport Tylertown, MS 39667 Ray Fellenbaum - Airport Manager MISSOURI

Myers Airpark Carthage Airways Carthage, MO 64836 417/358-3224 NEBRASKA

Great Plains Air Service, Inc.

6015 Cornhusker Hwy.

Papillion, NE 68046

Delphi Flying Service Delphi Municipal Airport Delphi, IN 46923 317/564-3323


The IndianapolislBrookside Airpark McCordsville, IN 46055 317/335-2089



Scott's Aerial Service Jefferson Municipal Airport Jefferson, IA 50129 KANSAS

Moundridge Municipal Airport Box 14 Moundridge, KS 67107 KENTUCKY

Farrington Airpark Rt. 3, Box 319 Paducah, KY 42001 LOUISIANA

Concordia Parish Airport Authority J. W. Stallings

Concordia Parish Airport

Vidalia, LA 71373

Old Man's Airport Pedricktown, NJ 08067 Granville Airport P.O. Box 183

Granville, NY 12832


Kamp Airport, Inc.

Box 275, Irishridge Road

Durhamville, NE 13054

Ledgedale Airport Brockport, NY 14420 Her-Gin Aviation Inc.

Sky Acres Airport

Millbrook, NY 12545


Stormville Airport Stormville, NY 12582 NORTH DAKOTA

Hamrey Field Kindred, ND 58051


Stonington Flying Service Knox County Airport Rockland, Maine 04841 207/596-6211 MASSACHUSETTS

Fall River Airport Fall River, MA 02722 617/675-2921


Lawson Aircraft J ones Memorial Airport P. O. Box 1043

Bristow, OK 74010


William R. Pogue Municipal Airport Sand Springs, OK 74063


Tillamook Flight Center 5005 Hwy . 101 S. Tillamook, OR 97141 Great Heron Aviation Josephine County Airport Grants Pass, OR 97526 SOUTH DAKOTA

Black Hills Airport Spearfish, SD Great Planes Airport Sioux Falls, SD 57101 Vermillion Flying Service Harold Davidson Field Vermillion, SD 57069 TEXAS

Hunts Airport (Portland) Corpus Christi, TX 78403 Rusk County Airport Henderson, TX 75652 Stanton Municipal Airport Airco International Stanton, TX 79782 Olney Municipal Airport Olney Aerospor t Center Olney, TX 76374 817/564-2938 WASHINGTON

Clark County Airport Aero West Flight Center Vancouver, WA 98662 206/892-5171 Pangborn Airport Wenatchee, WA 98801 509/884-2494 WISCONSIN

Alpha Aviation Langlade County Airport Antigo, WI 54409 715/623-4525 Rainbow Airport 10010 S. 76th St. Franklin, WI 53132 Lone Rock Aviation Tri-County Airport Spring Green, WI 53588 608/585-3385 VERMONT

Middlebury State Airport Box 5 Middlebury, VT 05740 802/388-3385 •


In January, 1981 the EAA Board of Directors formed a committee to monitor and update standards and criteria for judging of show aircraft of all types and categories. Claude Gray of Northridge, California was named Chair­ man and Al Kelch of Mequon, Wisconsin was named Vice­ Chairman of this committee. Both are highly experienced aircraft judges and are responsible for the very successful EAA Antique/Classicjudging program and the rules book­ let that governs that activity. Other members of the committee are the Chief Judges of each EAA Division. All committee members have had years of experience in judging at Oshkosh. The rules and standards set forth for each category have been made up by them with help from their own associated judges. The committee's goal is to update standards for judging and get the information into the hands of EAA Chapters holding Fly-Ins at which judging of aircraft and awarding of trophies will be done in the name of the Experimental Aircraft Association. Further, the criteria will be made available to all EAAers building or restoring aircraft so

that they will know what will be expected of them when they are completed and are out vying for awards. This set of rules is not a mandate from the committee, but is intended as a guideline and source of information that we hope will be useful to those who are building and/or restoring aircraft, or involved with judging at fly­ ins, regardless of size. The committee continually strives to improve and standardize judging procedures and is open to any sugges­ tions. Feel free to contact the chairman for assistance. He has a list of all those who judge at Oshkosh and these dedicated men and women are also available to help. The Chairman, Claude Gray, can be reached at 9635 Sylvia Avenue, Northridge, CA 91324, phone 213/349-1338. The following rules which pertain to the judging of vintage aircraft, were taken directly from pages 13-16 of EAA's Guidebook for Aircraft Judging. These guidebooks are available at $1.50 ppd. each from EAA, Wittman Air­ field, Oshkosh , WI 54903-2591.



The purpose of this manual is to lay the groundwork for a viable set of restoration, maintenance, and construction standards against which vintage aircraft can be judged. The philosophy of these standards must meet two basic criteria. One, the system must be simple. Two, the system must allow consistent and fair competition between common and exotic types. Throughout these standards will be found the one con­ cept that reflects the opinion of the majority of those indi­ viduals contacted during the development of these guidelines. That concept is authenticity. The standards are constructed to encourage the individual to complete and maintain a "factory fresh" aircraft. If the individual's desire is to deviate from this goal for personal whim, or other reasons, the "cost of not conforming to pure authenticity is known in advance." A portion of the guidelines pertain to the documentation of authenticity as it relates to the air­ craft. The exhibitor is encouraged to prove the authenticity with pictures , letters , factory specifications, or any other means which will alleviate the need for "judge's opinion" in determining authenticity. Extra copies of the OFFICIAL AIRCRAFT JUDGING AND SCORING FORM are located in the back of this man­ ual. They should be removed individually as needed for the purpose of having them copied by a quick copy printer thus insuring an adequate supply for the use of the judges. Per­ mission is hereby given for unlimited reproduction of this scoring form . II. DEFINITIONS ANTIQUE AIRCRAFT An aircraft constructed by the original manufacturer, or his licensee , on or before December 31, 1945. CLASSIC AIRCRAFT An aircraft constructed by the original manufacturer, or his licensee , on or after January 1, 1946, up to and includ­ ing December 31,1955. EXCEPTIONS TO THE ABOVE Pre-World War II aircraft models which had only a small post-war production run shall be defined as Antique 18 JUNE 1984

Aircraft . Examples: Beechcraft Staggerwing, Fairchild 24 , and Monocoupe. Civilian aircraft manufactured in the last four months of 1945, which were actually 1946 models, shall be defined as Classic Aircraft. Examples: Aeronca, Taylorcraft, and Piper. CONTINUOUSL Y MAINTAINED AIRCRAFT An aircraft with proof of construction by the original manufacturer, or his licensee , which has received periodic maintenance, repair, recover, andlor replacement of parts, but which has never been completely disassembled and rebuilt or remanufactured to new or better-than-new condition. RESTORED AIRCRAFT An aircraft with proof of construction by the original manufacturer, or his licensee, that has been disassembled into its component parts which were then either replaced, refurbished, or remanufactured to new or better-than-new condition. CUSTOMIZED AIRCRAFT An aircraft with proof of construction by the original manufacturer, or licensee, which has been obviously mod­ ified from its origina l appearance. Such modifications could include airframe structural changes, paint schemes, interior and upholstery, instrument panel , or engine and cowling, etc. REPLICA AIRCRAFT An aircraft constructed exactly to the original manufacturer's plans , full size in scale, but not constructed by the original manufacturer or his licensee. III. QUALIFICATIONS OF JUDGES A judge should be a current member in good standing of any aviation organization that promotes the restoration and flying of Antique and Classic aircraft. He should have a thorough knowledge of the aircraft type and vintage being judged, this knowledge having been gained from actual experience flying andlor maintaining such vintage aircraft. Qualification may also be acquired by historical research or actual restoration experience.

IV. GUIDELINES FOR JUDGES Judges should be guided by the following general pol­ icy. The prize winning aircraft is either IN, or has been RESTORED TO, factory fresh condition. In the case of re­ stored aircraft , the quality and authenticity of the com­ pleted restoration is the main issue. The best restoration is the one which most closely approaches factory fresh condition. Authenticity is to be emphasized. Any altera­ tions, for whatever purpose, with the exception of safety items, should be discouraged. These are covered in the standard deductions on the judging sheet. Duplication of parts should be as close to the original as possible. Penalties should be given for lack of restraint in "over restoration." Judging for cleanliness should take into consideration the extent to which the aircraft is used. An authentic restoration should not be penalized when it bears only the oil and grease normally accumulated in operation of the aircraft This will not excuse poor housekeeping , as it only takes a few minutes after arrival at a meet to clean the oil spatter from most of the aircraft surface. Aircraft must be flown to , or during the meet. The proof of authenticity should be a book which documents the history of the aircraft. The purpose of this presentation book is to authenticate the restoration or pre­ servation of the aircraft. Replicas should be judged as a separate category. If there are sufficiently large numbers of replicas entered in competition , they can be subcategorized into all the clas­ sifications and subclassifications presently used in judging antiques and classics. V. JUDGING CATEGORIES AND CLASSIFICATIONS Listed below are complete categories and subdivisions that will cover an event comparable to the largest national fly-ins. Each may be reduced to conform to the size and magnitude of the individual Fly-In. Of importance is the date range of the basic categories . These have been stan­ dardized and will remain intact. New categories will be initiated as progress warrants. ANTIQUE AIRCRAFT GRAND CHAMPION RESERVE GRAND CHAMPION PIONEER AGE (Prior to 1918) Champion

Runner Up

GOLDEN AGE (1918 - 1927) Champion Runner Up Outstanding open cockpit biplane Outstanding closed cockpit biplane Outstanding open cockpit monoplane Outstanding closed cockpit monoplane SILVER AGE (1928 - 1932) Champion Runner up Outstanding open cockpit biplane Outstanding closed cockpit biplane Outstanding open cockpit monoplane Outstanding closed cockpit monoplane CONTEMPORARY AGE (1933 - 1945) Champion Runner up Outstanding open cockpit biplane Outstanding closed cockpit biplane Outstanding open cockpit monoplane Outstanding closed cockpit monoplane

CUSTOMIZED AIRCRAFT (Any antique aircraft age) Champion Runner up Outstanding TRANSPORT CATEGORY Champion Runner up Outstanding REPLICA AIRCRAFT (Any antique aircraft age) Champion Runner up Outstanding ANTIQUE-CUSTOM BUlLT Champion

Runner up


CLASSIC AIRCRAFT (1946 - 1955)



CLASS I (0-80 HP)

CLASS II (81-150 HP)






Aeronca Champ Luscombe Aeronca Chief Navion Beech Piper J-3 Bellanca Piper-others Cessna 120/140 Stinson Cessna 170-180 Swift Cessna 190-195 Tay lorcraft Ercoupe Limited Production

VII. FORM EXPLANATION AND USE Judges should understand that the maximum attain­ able would be a perfect score grand champion without qualification. It could never be surpassed, and it could only be tied by another perfect score grand champion . Consis­ tency and fairness should be the main criterion in judging. ITEM 1. CENERAL APPEARANCE This is the only category which covers the aircraft in its entirety . Workmanship , authenticity, cleanliness, and maintenance of the aircraft should be the criteria. Judges should consider the aircraft and its airworthiness as a whole and not as individual pieces . A non-authentic color scheme, modern finish , fabric other than original , non­ authentic striping or decorations should constitute the use of negative points. Markings, such as aircraft names or airmail company markings , done in good taste, shou ld not be penalized. Aircraft showing use of metal that has re­ placed the original use of fabric or plywood skinning should be penalized substantially. Use of non-original type nuts, bolts, cable splices, safety wire, etc., should also be penalized. EX-MILITARY Any Antique or Classic aircraft which at one time was owned and/or operated by any recognized military organi­ zation should be partially judged on th e basis of its former military appearance, unless a comparable civilian model of that aircraft was offered for sale by the original manufac­ turer or his licensee. VINTAGE AIRPLANE 19

ITEM 2. COCKPIT Anything visible within the cockpit and passenger compartments comprises the items under inspection in this category . Authenticity should be stressed in the finish, up­ holstery (or lack of), instruments, controls, and other com­ ponents. The operational condition of all components, the workmanship, and the attention to detail are considered important. Installation of modern electronics should not be penalized providing the installation does not detract from the authenticity of the instrument panel or other compo­ nents . Deductions should be made for alterations made to the throttle, stick, or control wheel. Non-authentic uphols­ tery material or patterns should result in deductions . Chroming of parts not originally chromed should earn minus points. ITEM 3. ENGINE Consideration should be given to the correct engine as well as to its mounting, cowling, accessories, and propeller. Again authenticity should be stressed. There should be nothing on or in the engine compartment that was not there originally. Everything should be installed in a first class manner according to the way it was when it left the factory. Plus points should be given for authenticity. Any non­ original engine , component, accessory, engine mount, propeller, or spinner, as well as any non-authentic chrom­ ing should receive minus points . Later/or/increased HP models of the original engines should receive little or no penalty. ITEM 4. LANDING GEAR This category should include brakes, wheels, tires, landing gear fairings , and wheel pants or covers, if any . Smooth tires should be given plus points if the aircraft was originally equipped with them. If streamlining was accomplished by balsa wood and wrapping, the quality of workmanship and authenticity of this should be considered. If the wheels are retractable , the wheel wells should be part of the inspection. Credit should be given for flying an authentic tail skid. Credit should be given for tail wheels that are authentic. Points should be deducted for non-authentic tires or tires of improper size. Non-authentic material used for fairings or wheel pants should be causes for penalty points. ITEM 5. FUSELAGE When judging the fuselage , the first consideration should be its general all-over configuration. Has the restorer been authentic in duplicating the shape via stringers and woodwork where applicable? The entire fuselage including all struts, mechanism, gear mountings, and covering should be examined for workmanship and authenticity. If possible, the judges should view the fuselage interior for quality of inside restoration. The point should be stressed that it is the exhibitor's prerogative to refuse removable of any inspection covers, however, it is urged that the ex­ hibitor be cooperative, since the inside of the fuselage is a major portion of the restoration of an aircraft. The quality of workmanship of formers, woodwork, general finish , inside tubes , pulleys for the cables, the condition ofthe cables, and the interior finish on the tubes are all points that should be considered. The exhibitor should assist the inspection by the judges. Points should be deducted for fairings, cowl­ ings, or windshields that are non-authentic. 20 JUNE 1984

ITEM 6. WINGS AND TAIL SURF ACES The judges should examine.the exterior covering and finish reinforcing tapes, struts, braces and wires, ailerons, flaps, navigation lights, fairings to center sections, the center section, gas tank and gas tank cap (if mounted in the center section) wing-walk and wing-to-fuselage fairings. The tail surfaces, including the horizontal stabilizer, elevator, fin, rudder, bracing wires, and attach fittings should all be considered. If the exhibitor, as suggested in the fuselage section, will allow a look inside the wings for condition of the structure, it should be considered. Again , he has the right to refuse such entry if it means removing a cover plate , and he does not wish to do this; however, an uncooperative exhibitor should be prepared to lose a couple of points. The inside condition of wings will show the quality of the restoration. A judge should not be looking for brand new wings as much as for workmanship in the resto­ ration. The important aspect should be to observe that the wings are in a generally new condition showing the wood to be clean and freshly varnished , excellent craftsmanship is evident in the finishing of the fittings, and warped ribs have been replaced. There are many wings flying that have not been restored prior to recovering , or that have never been recovered. Non-authentic wires, struts, pitot, landing lights, or other related items should receive negative points. ITEM 7. PRESENTATION BOOK Proof of authenticity contained within the presentation book should be judged on details of the contents relative to the authenticity of either a continuously maintained or restored aircraft and not on the beauty or artistic quality of the book itself. ITEM 8. DIFFICULTY FACTOR Determination of the difficulty involved in the recon­ struction of a restored aircraft or in the preservation of a continuously maintained aircraft should be taken into con­ sideration if it is significant.




AIRCRAFT_ _ _ _ _ _ _ _ _ _ _ _ _ YEAR_ _ N # _ _




APPEARANCE ONLY ( + ) Poor - Fair - Good - Very Good - Excellent

AUTHENTICITY MINUS POINTS ( - ) Deduct as specified


P 0 - 4

Non-authentic color scheme


Appearance (20)

F 5 - 8

Non-authentic finish


Non-authentic striping


VG 13 - 16

Non-authentic markings


EX 17 - 20


G 9 - 12

Cockpit (15)


P 0 - 3

Non-authentic instrument


F 4 - 6

Non-authentic upholstery


G 7 - 9

Non-authentic chroming


VG 10 - 12

Non-authentic controls


EX 13 - 15

Other ­

P 0 - 3

Non-authentic engine


F 4 - 6

Non-authentic chroming

G 7 - 9


Engine (15)



VG 10 - 12 EX 13 - 15 P 0 - 2

Non-authentic wheels


F 3 - 4

Non-authentic tires


G 5 - 6

Non-authentic tail wheel


Non-authentic steering


Landing Gear (10)

VG 7 - 8 EX 9 - 10 Fuselage (15)

Other ­

P 0 - 3

Non-authentic windshield


F 4 - 6

Non-authentic cowl ing


G 7 - 9

Non-authentic fairings


VG 10 - 12

Other ­

EX 13 - 15 Wings & Tail (15)

P 0 - 3

Non-authentic wires


F 4 - 6

Non-authentic pitot


G 7 - 9

Non-authentic landing lights


VG 10 - 12

Other ­

EX 13 - 15 Presentation Book

(5) 0 - 5

Difficulty Factor

(5) 0 - 5




By Gene Chase These photos were furnished by Dick and Jeanne Hill who operate the Bird Club out of their home. For further

information on the club they can be contacted at P. O. Box 89, Harvard, IL 60033 , phone 815/943-7205 . •

New Birds ready for delivery at the Bird Aircraft Corporation assembly hangar, Hangar C, Roosevelt Field, Long Island, New

York, L-R: Model RK; Model CK, NC919V; Model BW, NC851W ; Model CK, NC916V; unknown ; Model A; unknown.

Bill Champlin (EAA 21376), P. O. Box 1712, Rochester, NH 03867 and his 1930 Bird, N767Y. Photo taken on 9/5/82 after he made

a " 50th Anniversary Flight" in the same plane he soloed at age 15 on 9/5/32. Bill now owns and flies this beautiful Bird regularly.

Famed pilot Wiley Post at Bird's Hangar C at Long Island. He bought and flew a Bird in 1932 and claimed it was the safest plane built for the average private pilot.

22 JUNE 1984

Factory line-up of handsome new Birds. •

= = = = = = = THE NEW RANKIN COLLEGIATE======= By Gene Chase Rankin Aircraft, Maryville, Missouri announces it will begin the manufacture of an FAA certified sports-training aircraft named the Rankin Collegiate. The aircraft design, which was originally produced in the 1940s as the Porterfield CP-65 Collegiate, is compara­ tive to the J-3 Cub type. Initially, Rankin's Collegiate will be powered by overhauled 65 hp Continental engines and will have very basic features which will allow for an un­ usually low price for the aircraft. The Porterfield Collegiate began when Ed Porterfield, a well-known Kansas City, Missouri manufacturer, be­ came interested in a high school shop project in the mid­ 1930s. This was a plane built by students under the super­ vision of Noel R. Hockaday and known as the Wyandotte "Pup". After viewing the Pup's test flight, Porterfield purchased the manufacturing rights from the high school class and began producing the airplane. Porterfield steadily improved the airplane's design and engine and was producing ten airplanes per week by 1939. Over 800 Porterfields were manufactured before World War II halted production. Due to illness, Porterfield then sold his interests in the airplane to Columbia Aircraft, Kansas City, who in turn sold the rights to Northwestern Aeronautical Corporation of St. Paul, Minnesota, where production of the Collegiate ceased and the plans and jigs lost. The Rankin Collegiate, a version of the Porterfield Collegiate, was begun when Joe Rankin, Maryville, Mis­ souri, started the long process necessary to acquire the Porterfield rights. After over a decade of research, Rankin acquired the type certificate and plans to the Collegiate and made the modifications necessary to modernize the original design. The airframe is manufactured from conventional mate­ rials. The fuselage, landing gear and tail group are made of 4130 steel tubing with wing spars of spruce wood. Ceco­

nite fabric finished with butyrate dope is used for cover. The gross weight of the aircraft is 1,200 Ibs. with a basic empty weight of 725 Ibs. Cruise speed is estimated to be 90 mph with a stall speed of 42 mph. Rankin Collegiates are meant to fill the price gap between ultralights and current factory airplanes. Basic price is expected to be around $15,000 when equipped with the overhauled Continental engine. With first de­ liveries scheduled for the late summer of 1984, Rankin welcomes orders. Deposits on aircraft will be held in an escrow account. Order of deposit will determine the cus­ tomer's production number. For more information on the aircraft call 816/582-3791 or send a self-addressed, stamped envelope for a brochure to: Rankin Aircraft, Rankin Airport, R. R. #3, Maryville, MO 64468 . • VINTAGE AIRPLANE 23


By Gene Chase

A member of the Southwest Stinson Club who is al­ ways looking for a better way, discovered that a local auto parts store carried the same bulb that recently had burned out in the landing light in his aircraft. Not only was the

source readily available but the price was "right". The Southwest Stinson Club newsletter editor is Robert J . Scott, 812 Shady Glen, Martinez, CA 94553 . •

MEnBERS~ PROJI~CTS This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue. Jimmie Rollison, son of James R. Rollison (EAA 126353, A /C 4087), Vacaville, California owns this Warner-powered Monocoupe 90A, NC18166, SIN 791. Jim­ mie purchased the Coupe in February 1983 and has been performing aerobatics in it in Northern California. The plane is no newcomer to airshow work as previous owner Fred Ludtke (EAA 46948), Freeland, Washington flew shows with it throughout the Western United States and Canada since 1962 . •

LEITERS TO THE EDITOR Dear Gene, I appreciate receiving your letter and the copies of THE VINTAGE AIRPLANE with the article about myoid friend Ole Anderson. Many thanks for your kind thoughts of forwarding same to me . I am, of course, looking forward to the pleasure of receiving the follow-up issues. You fellows certainly are doing a terrific job in publish­ ing your fine magazine. Keep up the good work. Most sincerely, Ole Fahlin (EAA 12867, A /C 511) 370 W. Olive Sunnyvale, CA 94086

Dear Mr. Hardie, In reference to the March 1984 issue of THE VINTAGE AIRPLANE, and Ted Businger's remarks on the Emsco B-3, NR-153W, most of what he says is true. I would like however to make just one correction. The Emsco monoplane which was flown by Lundgren and Wil­ liams was NR-166W, not NR-153W. I have letters from Williams (now deceased) as well as photographs showing both aircraft. I am a new subscriber, and have bought up all the back issues. I hope to do some writing for THE VINTAGE AIRPLANE at a later date . Most sincerely, R. Plehinger (EAA 222675, A /C 8248) 4550 Duerr Road Orchard Park, New York 14127 24 JUNE 1984

Dear Gene, Regarding the nostalgic article by Ted Businger, "A Kid's View of the 1937 National Air Races" in the November and December issues of THE VINTAGE AIRPLANE, having been there as a ground school mechanic, Mr. Businger has set my imagination back to those high-revving, snarling racers. With his sharp recol­ lection of those golden days of air racing he has recreated all the glamour, hoopla, agony and colorful characters of the time . We seldom appreciate the length of time required in preparing an article of such detail and magnitude, yet take but a few minutes to read. Descriptive words woven in such fashion deserve a round of applause . . . and besides, they make the editor'sjob so much more pleasant. May we hope that Ted Businger will delve into other aspects of his aeronautical past and come up with another superb and nostalgic story for publication in THE VIN­ TAGE AIRPLANE. My sincere thanks, Ben Dudus (EAA 48443) 36 Young Avenue New York Mills, NY 13417 Dear Gene, The March 1984 issue of THE VINTAGE AIRPLANE is the best yet! Congratulations. Best wishes, Leo Opdyke (EAA 1076, AlC 6933) WORLD WAR I AEROPLANES 15 Crescent Road Poughkeepsie, NY 12601 •

ATTENTION - COLLECTORS The EAA Aviation Foundation Library has a limited supply of original editions of the following publications for sale. Each is in mint condition ­ they are originals, not reprints: Instruction Manual for the 1938 Waco Custom Cabin Models VGC-8 , ZGC-8, AGC-8, DGC-8 & EGC-8. 12 pages plus three fold-outs ... $10.00 Instruction Manual and Parts Price List for the 1934-1938 Waco Standard Cabin Models UKC, YKC, UKC-S, YKC-S, YKS-6, YKS-7 and ZKS-7. 43 pages plus four fold-outs .. . . . . . . . $22.00

Handbook for Young Men - Air Cadets of Amer­ ica. Some of the subjects covered in the 32 chap­ ters are: History of Aviation, Aircraft Instru­ ments, Parachutes, Meteorology, Gliders, How to Fly, First Aid, etc. Published in 1932. 475 pages. . . . . . . . . . . . . . . . . . . . . . . . . . .. $ 7.00

Order from: EAA Aviation Foundation Library, Wittman Airfield, Oshkosh, WI 5.4903-3065. Attention: Dennis Parks.

CLASSIFIED ADS Regular type, 50~ per word; Bold Face, 5~ per word; ALL CAPS, 6~ per word. Rate covers one insertion, one issue; minimum charge, $8.00. Classified ads payable in advance, cash with order. Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, P.O. Box 2591, Oshkosh, WI 54903.

ACRO SPORT - Single place biplane capable of un­ limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 425-4860. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­ plete 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 Cor­ ners, WI 53130. 414/425-4860. 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 1/2 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 53i30. 414/ 425-4860.

J-3 Replica % scale LM-2, single place, wood construction, detachable wings, empty 345, 30 HP Cuyuna, cruise 65, 160 page construction manual $95.00 from Light Minia­ ture Aircraft, 13815 NW 19th Ave., Opa-Locka, FL 3305.4, 305/681-4068. Kits from Wicks Aircraft Supply. 1941 N3N-3. Outstanding condition. Air­ frame 3400 IT, engine 650 IT, radio new electrical sys­ tem including starter. Have logbooks and complete his­ tory. Never been a duster. For details contact Craig Siler, days 503/479-5548 or evenings 503/479-7773. FOR SALE -



Classic owners! Interior looking shabby?


Finish it right with an airtex interior Complete interior assemblies for do-it-yourself installation.

Custom Quality at economical prices. • Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes Free Catalog of complete produc t line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

· tex products, inc.

Qlr Rd., ­


259 Lower Morrisville Dept. VA

Fallsington, PA 19054 (215) 295-4115




~ """'"''':::::::::::::::::::=

FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932 - 1933

Price: $2.85 ea. ppd.




Allow 4·6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax




EAA leads the way to more affordable aviation with auto fuel STC's for: AERONCA Including Bellanca, Champion, lrytek, Wagner, B&B Avialion , Inc. 50-lC 65-lC (L-3J) 65-lAC (Army L-3E ) YO-58 0-58B 50-58 B 0-58-A (Army L-3A) 7AC 7BCM (Army L-16A ) 7CCM (Army L-16B) 7DC 7EC 7FC 7JC 7ECA S7AC S7DC S7CCM

S7EC llAC llBC llCC SllAC S llBC SllCC KCA 50·C 65·C 65·CA S-50·C S-65-C S-65-CA



120 / 140 140A 150 150A through 150H 150J through 150M A 150K Ihrough A1 50 M 180 180A 180B 180C , D , E , ~G , H , J 182, 182A. B, C, 0, E, F, G, H , J, K, L.M , N,P

8, 8A, C, 0, E, F, l-8F

INTE R STATE (Including Artic Aircraft­ Callair) S-lA

J-3C-40 J3C-50 J3C-50S J3C-65 (Army L-4) J3C-65S J4 J4A J4A-S J4E (Army L-4E) J5A (Army L-4F) J5A-80 L-4A L-4B (Navy NE-l ) L-4H L-4J (Navy NE-2) PA-ll PA-llS

These STC 's which permit the use of less costly, readily available unleaded auto gasoline, are now available from the EAA Aviatio n Foundation. Thousands of aircraft owners have already switched to auto gas to fly more often and less expensively, The STC's cost only 50<1: per your engine horsepower - (example : 85 hp Cessna 140 = $42.50), STC 's are not availab le for engines only. Non-EAA members add $15,00 to total. For more information write or call.

It's Exciting!

It's for Everyone!

See this priceless collection of rare. historically significant air­ craft. all imaginatively displayed in the world·s largest. most mod­ em sport aviation museum. Enjoy the many educational displays and audio-visual presentations. Stop by - here's something the entire family will enjoy. Just minutes away!

HOURS 8:30 to 5:00 p.m. Monday thru Saturday 11 :00 a.m. to 5:00 p.m. Sundays Closed Easter. Thanksgiving, Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).

CONVENIENT LOCATION The EAA 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 fly-ins - free bus from Basler Flight Service,

Wittman Airfield Oshkosh, WI 54903-3065

Phone 414/ 426-4800

Another example of the EAA Aviation Foundation working for you!

Join EAA - $25.00 annually - get your STC at the special member rate.

Watch for more STC 's including low wing approvals in near future

26 JUNE 1984

EA~ 111#. ~ ~ FOUNOATION Wittman Airfield

Oshkosh. WI 54903-3065







NEW AND REVISED FOR .. . Pilots: EM Pilot Log Book Aircraft Owners and Builders: EM Amateur Built Aircraft Log Book .. .... . . . ... ... EM Propeller (or Rotor) Log Book ...... ........ . EM Engine and Reduction Drive Log Book ... .. .. ........ Ultralight Owners and Operators: EAA Ultralight Pilot's Log and Achievement Record EM Ultralight Engine and Aircraft Log .......... . . .. Also Now Available: CAM-18 (Reprint of early CM Manual) .. ... .. ..... Amateur-Built Aircraft Service and Maintenance Manual


\\'It 1'1' I~ () It I)II () NI~

I~ () It I~ IU~ I~



$2.95 ppd. $2.95 ppd. $2.95 ppd. $2.95 ppd. $2.95 ppd. $2.95 ppd. $6.95 ppd. $5.95 ppd.

Order From:

EAA Wittman Airfield

Oshkosh, WI 54903-2591

Phone 414/426-4800

Include payment with order - Wisc. residents add 5% sales tax

Allow 4·6 weeks for delivery



WL[)~~ ~12A AVIATI()~


Jacket - unlined tan poplin with gold and white braid trim . Knit waist and cuHs, zipper front and slash pockets. Antique / Classi c logo patch on chest. Sizes - XS through XL ..... . . . ... $28.95 ppd Cap - pale gold mesh with contrasting blue bill , trimmed with gold braid. Antique/ Classic logo patch on crown of cap. Sizes - M and L (adjustable rear band) . ... .. . .... $ 6.25 ppd Antlque/CIa.slc Patches Large - 4Vi' across . ........ . ... . $ 1.75 ppd Small - 3%" across ......... . .... $ 1.75 ppd

Antlque/Cla.slc Decal. ­ 4" across (shown left) .. .. .... ... $ .75 ppd 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 -

Available Back Issues of The VINTAGE AIRPLANE March through December February through November January through December February through June, August through December January through December January through March, May, August, October through December February through December January, March through July, September through December January through December January through March. May through December January, March through December January through May

Per Issue .. .. .


Send check to: EAA Antique/Classic Division, Inc.

Winman Airfield, Oshkosh, WI 54903-2591

Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax