Vintage Airplane - Aug 1984
Content
STRAIGHT AND LEVEL
By Bob Lickteig
President
Antique/Classic Division
On behalf of the Antique/Classic Division it is an honor
for me to welcome our members and guests to Oshkosh
'84. Many months of planning and work have gone into
making this the annual holiday for hundreds of thousands
of people.
Your Antique/Classic Division is proud to represent
our era of aviation with so many rich memories and
achievements. We are recognized as one of the major at-
tractions for our visitors and we are proud of our part of
Oshkosh '84.
One statistic that may surprise you - we of the Anti-
que/Classic Division have 17 various committees with
chairmen, co-chairmen, members and hundreds of volun-
teers. We do this to assure you an interesting, exciting
and safe flying event.
During the Convention we will graduate our first EAA
Air Academy - Class of '84 .. . a great experience and a
helping hand to our young people. We hope we have
started them on a rewarding and exciting future in avia-
tion. Another first for EAA.
While we are at the Convention, let's all be Antique/
Classic ambassadors of good will. We will have hundreds
of thousands of interested people on the field during the
week-long event. Please remember everyone of them is
interested in aviation or they wouldn't be there. The first
sight our visitors have is the ocean of transient aircraft
- the brightly polished Custom Built - the prestigious
Antique and Classic - the thundering herd of the War-
birds - the buzzing of the Ultralights - and the majestic
floating of the EAA balloon.
An event of this size must completely astound the
majority of our visitors. The size, the colors, the noise, and
the excitement only add to the confusion. Why not all of
us pledge to look for these concerned guests and offer to
help - to answer questions - to explain - to point the
way. These little gestures will make the convention more
enjoyable for our guests and we will have fulfilled our
responsibility to ourselves as part of our great An-
tique/Classic movement.
The old saying, more fun and laughs come from people
to people. If this be true, why not join us and be a part of
our Antique/Classic event. We have been advertising
them to you the last two months, so please check in at
Antique/Classic headquarters, get the details, round up
your friends, and join the fun. With the number of events
we have scheduled this year, we have something for
everyone, including family members and guests. Please
stop in at the Antique/Classic headquarters as we would
like to say hello and welcome.
So as the curtain goes up on the greatest aviation event
in the world, let's stand proud of our participation, and
commit ourselves to the Antique/Classic goal ofgoodwill.
I ask you to capture the air of excitement - stand back
and take it all in - it's vibrant - it's exhilarating - it's
alive and awesome - come be part of it. This is EAA
Oshkosh '84.
2 AUGUST 1984
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
DIRECTOR,
MARKETING & COMMUNICATIONS
Dick Matt
EDITOR
Gene R. Chase
MANAGING EDITOR
Mary Jones
EDITORIAL ASSISTANT
Norman Petersen
FEATURE WRITERS
George A. Hardie, Jr.
Roy Redman
EAA ANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
R. J. Lickteig Roy Redman
1620 Bay Oaks Drive Rt. 3, Box 208
Albert Lea, MN 56007 Faribault, MN 55021
507/373·2351 507/334·5922
Secretary Treasurer
Ronald Fritz E. E. "Buck" Hilbert
15401 Sparta Avenue P.O. Box 145
Kent City, MI 49330 Union, IL 60180
616/678·5012 815/923·4591
DIRECTORS
John S. Copeland Stan Gomoll
9 Joanne Drive 1042 90th Lane, NE
Westborough, MA 01581 Minneapolis, MN 55434
617/366·7245 6121784·1172
Claude L. Gray, Jr. Dale A. Gustafson
9635 Sylvia Avenue 7724 Shady Hill Drive
Northridge, CA 91324 Indianapolis, IN 46274
213/349·1338 317/293·4430
Robert G. Herman Arthur R. Morgan
3809 Straw Harvest Drive 3744 North 51st Blvd.
Plano, TX 75075 Milwaukee, WI 53216
414/442·3631
Morton W. Lester AI Kelch
P.O. Box 3747 7018 W. Bonniwell Rd.
Martinsville, VA 24112 Mequon, WI 53092
703/632·4839 414/377·5886
Gene Morris John R. Turgyan
24 Chandelle Drive Box 229, R.F.D. 2
Hampshire, IL 60140 Wrightstown, NJ 08562
3121683·3199 6091758·2910
S. J. Wittman George S. York
Box 2672 181 Sloboda Ave.
Oshkosh, WI 54901 Mansfield, OH 44906
414/235· 1265 419/529·4378
ADVISORS
Espie M. Joyce, Jr. Daniel Neuman
Box 468 1521 Berne Circle W.
Madison, NC 27025 Minneapolis, MN 55421
919/427·0216 612/571·0893
Ray Olcott
1500 Kings Way
Nokomis, FL 33555
813/485·8139
S. H. "Wes" Schmid Gar Williams
2359 Lefeber Road Nine South 135 Aero Drive
Wauwatosa, WI 53213 Naper:ville, IL 60540
4141771 ·1 545 312/355·9416
AUGUST 1984 • Vol. 12, No.8
Contents
2 Straight and Level
by Bob Lickteig
4 AlCNews
by Gene Chase
5 Vintage Literature
by Dennis Parks
6 Luscombes Flock to Columbia
by Ron Price
9 March Madness Rally
by Sharron Mitchell
10 Mystery Plane
by George Hardie, Jr.
10 Letters to the Editor
11 Ole Anderson and his Luxurious Stinson
by Roy Redman
16 On Style in Customizing
by Joe Dickey
17 Calendar of Events
18 The Spartan "Standard Seven"
by George E. Goodhead, Jr.
See Page 18
FRONT COVER .. . This beautiful and authentic 1950 Beech B·35
Bonanza, N5186C has won many awards at Oshkosh, Sun 'n Fun,
etc. Owners are Donald and Georgene McDonough (EAA 127064, AlC
5468), Palos Hills, Ilo
(Photographed at Oshkosh '83 by Ted Koston .)
BACK COVER . .. This brand new 1946 Fairchild 24R, NC81202, SI N
R46·103 was tied down outside at Chicago's Pal Waukee Airport just
as new planes are today.
(Photographed 5/11 /46 by Ted Koston.)
The words EAA, ULTRALIGHT, FLY WITH 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 Antiquel 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 - Antique/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
SMITHSONIAN EUROPEAN TOUR
The Odyssey of Flight II Study Tour, sponsored by the
Smithsonian Institution is scheduled for September 4-18,
1984. This tour to England, Germany and Switzerland
will be led by Donald S. Lopez, Deputy Director of the
Smithsonian's National Air and Space Museum.
The tour will include visits to significant aviation
museums as well as palaces and other important cultural
sites. Don't miss this opportunity to travel and learn in
the company of aviation buffs and experts who share your
passion for flight and fun.
The approximate cost of the tour from Washington is
$2,550 per person. For details contact Barbara S. Tuceling,
Program Manager, Foreign Study Tours, Smithsonian As-
sociates Travel Program, A&I 1278, Smithsonian Institu-
tion, Washington, DC 20560. Phone 202/357-2477.
MAGAZINE BACK ISSUES
Many issues are already sold but some back issues of
THE VINTAGE AIRPLANE and SPORT AVIATION are
still available in limited quantities. Price per issue of
VINTAGE is $1.25. SPORT AVIATION is priced at $2.00
for the first copy and $1.50 for each thereafter. All prices
include postage. Back issues of VINTAGE start in 1973
and SPORT AVIATION in 1959. To complete your collec-
tions, write today ... tomorrow may be too late. Write:
EAA-Back Issues Department, Wittman Airfield, Osh-
kosh, WI 54903-2591.
LUSCOMBE PAINT DESIGNS
Tom Woodburn (EAA 114604, NC 3214), 316 N. New
St., #2, Staunton, VA 24401, 703/885-8274, has painstak-
ingly measured every stripe and design on both the pre-
war and post-war Luscombe Models 8A, C, D, and E. He
then prepared drawings and descriptions, including full-
size patterns for the Silvaire "s" and the tail numbers.
This information is contained in a 28 page report which
also includes data on the interiors and wheel pants plus
a list of sources for the information. Copies of this report
are available from the Luscombe Association, 615 W. May,
Mt. Pleasant, MI 48858, Attention: John B. Bergeson.
Tom is also working on a similar report for the Luscombe
8F.
SEA DART PROJECT REPORT
Volunteer work parties are making good progress on
the restoration of the rare Convair XF2Y-1 Sea Dart at
the Lakeland, Florida Sun 'n Fun site. A recognition pro-
gram has been devised whereby volunteers putting in
eight hours of effort are awarded a specially designed
commemorative patch.
Much paint has been removed and many parts are
ready to prime. Some sheet metal repairs are yet to be
made. When completed, this Sea Dart will be the first Sun
'n Fun museum aircraft.
The XF2Y-1 will be restored in original Navy colors
and it is significant in that it is one of only three remain-
ing in the world. Also it was the first supersonic seaplane
and the last seaplane ordered by the U. S. Navy.
Restoration work party dates for the remainder of 1984
are August 25, September 8 and 29, October 13, November
3 and 24, and December 15. For anyone wishing to stop
by and view the progress, the Sun 'n Fun business office
at the Lakeland Airport is open Monday through Friday,
9 to 5. Telephone 813/644-2431.
(Photo by Jack Cox)
The rare Convair XF2Y-1 Sea Dart at Lakeland, FL. This aircraft
had been on display for several years at the SST Museum in
KiSSimmee, FL. Now owned by the Museum of Flight in Seattle,
WA it is on loan to the Sun 'n Fun Corporation.
(Photo by Jack Cox)
The attractive commemorative patch awarded to volunteers on
the Sea Dart restoration project.
•
4 AUGUST 1984
By Dennis Parks (EAA 115388)
Purdue University Libraries
AVIATION
Thl! Olde.ft AmeriCtIll Af'.WnlJulicnl iIIa.!Qzinc
JANuARY 30. 1928 hfmed Weekly PRICE 20 CENTS
V01.ClI£
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Special Fea/ll res
The Ztcllid,
Nole. UII tho: t:ugf' ulJ.. im t..vu......·l ili ... ,
f'w ot r r"ltlrf' , ... , ,·I"IJlII"lIh i ll 1\ .,) \i r.-'rtlf,
Aviation was published from January 1922 through
June 1947. It is a follow-on to a title that began in 1916
and is the predecessor of Aviation Week. The Gardner,
Moffat Company of New York was the first publisher and
Ladislas D'Orcy the first editor. McGraw-Hill became the
publisher in March 1929 with Earl Osborn as editor.
In the first issue's editorial it was stated that it was
the magazine's intention to give the readers the kind of
information which "will enable him to form for himself a
clear view of ... aircraft in civil and military pursuits."
The editor believed to accomplish that result it was best
to give the "salient facts" even at the sacrifice of "sundry
aeronautical news."
This the journal did. Its specialty was in reporting
technical news about aircraft and data on aircraft produc-
tion, distribution and marketing. Aviation is thus a treas-
ure trove of statistics of the industry in the '20s and '30s.
This data was presented in monthly manufacturers' air-
craft specifications and in annual statistical issues.
The "Manufacturer's Specifications" covered both air-
craft and engines in tabular form. Data was given on
dimensions, powerplants, propellers, weights and perfor-
mance for production aircraft by manufacturer and model.
The statistical issues presented data on production and
licensing of aircraft. Some issues even gave registration
in each state by make and model of aircraft. Other data
covered airports, aviation schools, military and naval
aeronautics and air transport.
Some interesting information comes to light by study-
ing the statistical issues. For example, in 1930 three states
had 33% of all the aircraft registered. New York had the
most with 951 registered, followed by California with 876
and Illinois with 479. Nevada and Alaska had the least
with four each.
The most popular new aircraft registered in the last
three quarters of 1929 was the Curtiss Robin followed by
Wacos and Travel Airs. These three accounted for 31% of
new registrations in the time period.
The newness of the aircraft industry in 1930 is shown
by the fact that 92% of the aircraft registered were less
than four years old. The evaporation of surplus military
engines is demonstrated by the decline in the percentage
of new OX-5 powered aircraft registered, from 66% in
1927 to 6% in 1930.
Besides excellent data on the indstury, A viation pro-
vided good graphic details about aircraft construction with
their "Sketch Books". The February 1940 issue included
detailed drawings of the flap mechanism and tailwheel
assembly of the Fairchild 24 and a cutaway of the Ryan
S-T.
A viation is a good source of technical and statistical
data on the aviation industry. The EAA Library has a
bound set from 1922 through 1931 and loose issues from
1931 to 1947.
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MANUFACTURED BY ADVANCE AI RCRAFT COy TROY, OHIO
VINTAGE AIRPLANE 5
LUSCOMBES FLOCK TO
rn rn [rn[U] rn ill
Story and Photos by Ron Price
(EAA 67637, AlC 872)
43585 Vista Del Mar
Fremont, CA 94539
Once again Columbia, California survived an invasion
of the Luscombites. The "no wood, no nails, no glue" air-
craft swarmed onto the airport May 20-22, 1983 for the
7th annual fly-in of the Continental Luscombe Association
(CLA). Luscombites are a congenial group, with lots of
camaraderie between members. This set the tone for the
whole weekend.
Jim Ewing of Cessna 195 fame from Fresno, California
made sure that all who attended had "fresh strawberries".
He flew in eight crates fresh from the fields on Saturday
and five more on Sunday morning to go with the pancakes,
eggs, bacon, coffee and orange juice. For the Saturday
night dinner Louis Coghill (Luscombe alumni) from Fal-
lon, Nevada brought four lugs of bing cherries. The meals,
bar, sales booth and registration were all manned out-
standingly by CLA volunteers.
Friday night started off with early bird cocktails and
dinner followed by a program. Jim and Ann Luscombe
(Don Luscombe's son) flew in on Friday from San Marcos,
intending to just spend the day, but they enjoyed the
festivities so much they stayed the entire weekend! Jim
and Ann brought with them a film from the early days of
Don Luscombe's activities in getting the Moncoupe built
and flying, the building of the Luscombe Phantom and the
move to West Trenton, New Jersey. The film was so popu-
lar that Jim was requested to show it again on Saturday
evening after the banquet.
6 AUGUST 1984
The honored guests at the CLA Fly-in, L-R: Ella Jong, Winona
and Chuck Burgess, Brownee and Jim Luscombe, Bill Shepard,
Dorothy, Louis Coghill (back to camera) and Dan Hearn. See
story for further Identification.
Founder and President of the Continental Luscombe Associa-
tion, Loren Bump, greets the fly-In attendees at the Saturday
night banquet. Seated Is Ella Jong, wife of Howard Jong who
helped design the Model 8 In 1937.
Dan Hearn (Luscombe alumni post war Dallas, Texas
days) attended the fly-in for the first time and brought
along a wonderful slide show covering the days that Lus-
combe was producing new planes in Texas. Can you be-
lieve, factory fresh, shining, sparkling, polished Luscombe
8As, E's and 11A Sedans sitting in the hot Texas sun
waiting to be sold to prospective Luscombe Lovers? Both
Jim and Dan promise more footage and film for us next
year.
Saturday saw the usual pilot games, judging, forma-
tion flying, hangar flying and liquid refreshments. By
Saturday night, 90 Luscombe N numbers had been
counted and recorded by Evan Stover, club historian, up
15 from last year.
The Saturday evening banquet and awards dinner in
Mike Brown's maintenance hangar was a lot like a family
reunion. The "Alumni" table seated people associated with
Luscombe Aircraft's early days. Seated were Ella and
Howard Jong from Monterey Park, California (he helped
design the model 8 in 1937); Winona and Chuck Burgess
from Grain Valley, Missouri (Chuck was V.P. and General
Manager of Luscombe Aircraft in Trenton, New Jersey
until 1944); Brownee Luscombe from Las Vegas, Nevada
(widow of Don Luscombe); Jim Luscombe (Don Luscombe's
son); Bill Shepard from North Wales, Pennsylvania (an
engineer with LAC in West Trenton, New Jersey); Dan
Hearn and his friend Dorothy from Spring Valley, Califor-
nia (Dan is one of our new alumni who worked for LAC
in Dallas, Texas in the late 40s); at the end of the table
was Louis Coghill, from Fallon, Nevada (he owns SIN 801
model 8). Louis is the one most responsible for encouraging
Luscombe Alumni to attend this annual affair.
We were happy to have so many of the alumni in
attendance. Next year we hope to see Mr. and Mrs. Ben
Melcher from Ambler, Pennsylvania (Ben was plant fore-
man in West Trenton); Fritz King from Deland, Florida
(Fritz was one of the original employees in 1935 and a test
pilot for LAC); Jerry and Lucy Coigney from California
(Jerry was an early dealer in California for modeI8's, and
This 1941 Luscombe 8C, NC39023, SIN 1784, received two
awards, the Reserve Grand Champion and the Most Rare Lus-
combe. It's a very nice restoration with an original interior.
Owner is Jim Flager, OntariO, CA.
Lucy was Don Luscombe's secretary until her marriage in
1939), and other alumni who have not attended previ-
ously.
After dinner came the awards, movies and a dance.
The music was country and western and it was good. The
wiser attendees headed back early to their bed rolls, tents
or the historic towns of Columbia and Sanora for rest
because the Luscombe dawn patrol launches almost before
first light over the Sierras. .
The aircraft judges, Tim Bowers, Eldon lIer, and CecIl
Taylor had a difficult job choosing the trophy winners
CLA Fly-In Grand Champion - George Chaffey's 1948 Lus-
combe 8F, N1373B, SIN 6000. This was the first showing of the
newly-restored beauty. It later received the Reserve Grand
Champion Classic Award at Oshkosh '83.
Jim Luscombe (L) beams his delight at a ride with Jimmie
Rollison in the latter's Warner powered 1936 Monocoupe 90A,
NC1S166, SIN 791. Rollison is from Vacaville, CA.
Winner of the Greatest Distance trophy was Tom Kennedy from
Taber, Alberta, Canada in his 1946 SA, CF-CHM, SIN 3150.
from the numerous well-cared for aircraft. The following
awards were made:
Grand Champion - George Chaffey, Pittsburg, CA,
Mode18F
Reserve Grand Champion -Jim Flager, Ontario, CA,
Mode18C
Most Custom - Herb Untermeyer
Most Modified - James Beranek
Most Original SA - Tammy Stevenson
Most Original SE - Shirley Parker
Most Original SF - Tom Johnson and Cheryl Bishop
Ms. CLA - Kathie Stirling
Oldest Luscombe - George Nichols
More Rare Luscombe - Jim Flager
Greatest Distance - Tom Kennedy, Taber, Alberta,
Canada
Best Short Field Landing - Alan Ward
Best Flour Bomber - Tim Bowers
Best Spot Landing - Tim Bowers
Soon after the dawn patrol, everyone was up and the
Scanlon's and Nortons prepared another great breakfast.
Then it was time for a few last minute pictures and good-
byes, followed by group departures.
The Continental Luscombe Association was founded
by Loren and Adele Bump, and these two are currently
serving as President and SecretarylTreasure respectively.
Membership is open to anyone interested in Luscombe
aircraft and annual dues are only $10.00. For additional
information contact: Continental Luscombe Association,
5736 Esmar Road, Ceres, CA 95307, 209/537-9934.
8 AUGUST 1984
A few of the 90 Luscombes in attendance at the 7th Annual CLA
Fly-In at Columbia, California.
The Saturday night banquet was well attended and the sign
reflects the sentiments of everyone there.
Cecil Taylor, Boise, 10 is the first to arrive and the last to leave
in his highly-polished pride and joy. He arrives early to help set
up, then judges on Saturday.
Editor's Note: We regret it was not possible to get this
article in an earlier issue of THE VINTAGE AIRPLANE.
The 8th annual CLA Fly-In was again held at Columbia,
California on May 18-20, 1984, and a report of the event
authored by Pat Storch, Mojave, CA, will be forthcoming.
We are pleased that many of the folks who were involved
in the design and manufacture of our treasured antique
and classic aircraft are becoming active in our sport avia-
tion activities these days. The CLA Fly-In is a good exam-
ple of an event attended by these aviation pioneers . ..
others are the Stearman fly-ins at Galeburg, Illinois the
Aeronca fly-ins at Middletown, Ohio, and the WACO fly-
ins at Hamilton, Ohio.
M
C
By Sharron Mitchell
(EAA 213198)
H
N12W26883 Silvernail Road
Pewaukee, WI 53072
One of the planes on the rally - Dave Broadfoot's 1948 Cessna 170, N2608V.
When Antique/Classic Chapter 11 program chairman
Bob Lumley assigned me the task of devising a fly-out for
the group, I put on my thinking cap to come up with not
only a fun event but also a challenging one. I like rallies
so I decided that would be the theme.
I pulled out my Chicago Sectional Chart to "eyeball"
a round-robin flight to at least four airports and which
would also include a good place to eat. I made a list of
clues which would identify enroute check points and the
airports, then fellow Chapter 11 member Larry D'Attilio
flew the route with me to assist in confirming my clues
and to come up with more.
The great "March Madness Rally" was held on Sunday,
April 8, 1984 .. . March? .. . April? ... no wonder it was
called a madness rally. The clues and 21 questions with
spaces for answers had been typed on a sheet and copies
were handed out to 16 competitors who comprised the
seven teams poised to depart in seven aircraft as soon as
they figured out which direction to fly.
Between 9:30 and 10:00 a.m. all planes departed
Capitol Airport, Chapter 11's home base at Brookfield,
Wi sconsin (Milwaukee area). Enroute there were points
of interest to identify, just to keep everyone honest; for
example, a lake whose name is a "cardinal direction"
(North Lake), and a town named after a "very plain girl"
(Janesville). Examples of the target airports were: "Mar-
shall Dillon's Airport (Dodge County Airport) and an air-
port only a "stone's throwaway" (Rock County Airport) .
The fourth and last airport was Rock County which
has a fine restaurant. This was the planned lunch stop
and the food at Margie's was great as always. Lunch time
was also test time and in checking everyone's answers,
only Kathy and Rick Vanderburg (both pilots) named all
the clues correctly.
In the end everyone was a winner as MARCH MAD-
NESS RALLY plaques were awarded to each participant.
Those who flew were: Kathy and Rich Vanderburg (Lus-
combe BE); Carl Pederson, Norm Staples and Lois Mitchell
(Cessna 172); George Meade and Bernie Klees (Cessna
170); Tootie and Al Gorecki (Cessna 152); Marianne and
Bob Kuhlow (Taylorcraft DCO-65); Dave Broadfoot and
Clarence Schreiber (Cessna 170); and Sharron Mitchell,
Joyce and Lloyd Siewert (Piper 140). Some of the above
own open cockpit planes, but April in Wisconsin is still
too early for comfort in the open, so they accepted invita-
tions to fill empty seats in the cabin planes.
Everyone had a great time and all agreed it was a day
well spent. This kind of rally can be set up to be as simple
or difficult as desired, and undoubtedly the Chapter 11
folks will be flying more of them.
VINTAGE AIRPLANE 9
By George Hardie, Jr.
Here's another example of a de-
signer's attempt to improve the per-
formance of an airplane by combining
the thrust of a propeller in the verti-
cal position to assist in take-off. The
photo is from the Roy Russell collec-
tion sent in by Ted Businger of Willow
Springs, Missouri. Answers will be
published in the November, 1984
issue ofTHE VINTAGE AIRPLANE.
The Mystery Plane featured in the
May, 1984 issue of THE VINTAGE
AIRPLANE is the Rowinski TM-1
racer designed by Nick Rowinski and
built in Milwaukee, Wisconsin in the
early 1930s. The airplane was flown
at a Milwaukee air show in the fall of
1934 by Jimmy Hansen, a local pilot.
The sponsor was the Smart Beauty
Shops of Milwaukee, as indicated by
the sign on the side of the fuselage. It
was advertised for sale in the March,
1935 issue of AERO DIGEST
magazine. The airplane was damaged
in landing at Tulsa, Oklahoma after
a delivery flight by Hansen. In 1937,
Jess Green of Tulsa flew the airplane
from Tyler, Texas to Paris, Texas, ac-
cording to an entry in his logbook.
The accompanying photo of the Row-
inski TM-1 is from Gene Chase's col-
lection and is from a slightly different
angle than the view shown in the May
issue of VINTAGE. Inscribed in ink
on the face of the photo by an un-
known person are the words,
"Cracked up at Tulsa Municipal 1937
by Stanley Osburn. Non-licensed
Speedster, Jacobs." Further informa-
tion is not known.
LEITERS TO THE EDITOR
Dear Gene,
Thank you for your nice letter of May 21 and also for
the photograph of Olof Anderson and myself. I am so
happy to have had an opportunity to visit the EAA head-
quarters and museum at Oshkosh . .. how wonderful to
have had the pleasure of meeting you personally, an event
I have been looking forward to eagerly.
Needless to say, the reunion with Olof Anderson has
rekindled many nostalgic memories of our activities dur-
ing the Chicago Flying Club days of the mid '20s. It was
very thrilling to see Olof again after a lapse of 59 years,
and I can't think of a more fitting location than the beau-
tiful EAA museum for this momentous occasion. It will
always remain the bright highlight of my trip to Oshkosh.
Please allow me to take this opportunity to express my
feelings of appreciation and gratitude to you for making
this happy event possible. THANK YOU VERY MUCH.
I am indebted to Capt. Roy Redman for his well written
article about Olof Anderson and his involvement with the
Chicago Flying Club, which I'm sure has been instrumen-
tal in my reunion with Olof at Oshkosh.
My ride back to Chicago with Ron Fritz was most
enjoyable, with aviation talk all the way. Time passed by
swiftly and I was back at home before dark.
My fondest regards to you and your cordial staff.
Sincerely,
Mike Drabik
5044 N. Merrimac Avenue
Chicago, IL 60630
10 AUGUST 1984
A. O. Foster and Stinson NC10805. Ole worked for Foster 1931 through 1936 and flew this airplane. Foster owned the airplane until 1939.
By Roy Redman
(EAA 83604, Ale 6600)
R. 3, Box 208
Faribault, MN 55021
01 ADell'lOO
AND
(Photos courtesy of Ole Anderson)
HIS LUXURIOUS STINSON
A SUNDAY DRIVE
In the fall of 1930, having completed his fifth season
as a working pilot, Ole had enough money in the bank for
a trip home to Sweden for Christmas, and he booked pass-
age out of New York to sail on November 29. So early in
November, he shut down the Robin, packed some new
clothes, and set out for the East Coast in his 1925 Buick.
The first leg of his motor trip was to St. Louis, where
he planned to visit Ruff, who now flew the mail for Amer-
ican. He stopped for a couple of short visits at Valley City
and Fargo, then, anxious to visit with his old friend,
drove through Saturday night's darkness into Sunday
morning light.
On the open road south of Macomb, Illinois he encoun-
tered a man and a woman hitch-hiking. They appeared
stranded, and some company to pass the hours seemed
appealing, so he stopped to pick them up. The young lady
sat in front, and her companion sat in the back.
Loneliness would have been a better idea that Sunday
morning, for only a minute or so after the couple entered
Ole's car, he felt a gun poked into his neck. "Pull over,"
the man said.
Ole was relieved of his money and wristwatch and then
spent the rest of the day tied up on the rear floor of his
car as the couple motored about the Illinois countryside.
They stopped once for gas, and covered him with a blanket,
but otherwise left him in private discomfort with nothing
to do but smell the dusty carpet and ponder his eventual
fate .
The long day finally retreated into darkness. Ole's
concern heightened as he felt the car bump off the road
and stop. The door opened, and he was dragged out onto
the ground. The man threw Ole's mechanic's overalls out,
got back into the car, and roared away. As the sound of
the Buick faded into the darkness, Ole rolled onto his
overalls for relief from the cold and began to work out of
his bonds. He was soon free, and walked to a farmhouse
where he called the sheriff.
Ole continued to St. Louis by train, and two days later
received a call at Ruffs apartment. His car had been
recovered, he was told, and its thief killed in a shootout
that had taken the lives of three policemen. Ole retrieved
his car, which was none the worse for the experience, but
not his personal effects. The Sunday chauffer had been
buried in Ole's best suit, bullet holes and all, and the rest
was nowhere to be found. In retrospect, this was a small
price to pay for the experience. "I think that guy meant
business," Ole said later - pure, classic Ole Anderson.
Ruffloanded Ole $500 to replace his lost funds , and he
continued his trip east. Ole never had the privilege of
repaying his friend, however. Ruff was forced down on a
night mail run a short time later and, as was the rule,
stayed with the mail bags through the cold night. Al-
though he was rescued relatively unharmed, he contracted
pneumonia from the experience and died. So ended the life
of Axel Rudolf Swanson, a young immigrant who laid a
few bricks in the foundation of aviation history. Heretofore
unmentioned, except occasionally by his friends Anderson
and Fahlin, it seems appropriate to honor him now as one
of those unsung pioneers that started us along the winding
road of aviation. "You should have known him - he was
quite a guy, " Ole says, and I'm sure it's true.
VINTAGE AIRPLANE 11
DETROITER
Ole returned from his trip abroad in January of 1931.
Then, early in March, he accompanied Dr. Henderson and
Noel Solien to St. Louis for a Curtiss dealer show. They
saw 12 new models, one of which was the new Szekely
powered pusher. Being one of the lightest pilots there, Ole
was asked to fly it for several demonstration hops. It
performed quite well, and virtually "jumped into the air."
Henderson and Solien bought one, and Ole flew it back to
Jamestown. They used it for low-cost local barnstorm:ing
and student instruction, but as the summer passed, so did
the jackrabbit performance. The rigging apparently re-
laxed as it was flown and the takeoff runs became labori-
ously long. Before this malady could be corrected, how-
ever, a windstorm broke it loose from its tiedowns and put
it out of its misery.
The 1931 season was no exception in exceeding the
previous year's successes. The cabin airplane continued to
convert the timid who were afraid of the open airplanes,
and they came forward in growing numbers for their turn
to "go up". The popularity of flight also began to encourage
new aviators, and Ole now had several students.
Ole's students were not all in Jamestown, but were
scattered about in various towns he would frequent with
Ole and his "ski" equipped Stinson. Note the wind-whipped
snowy surface in the background. These runner-like skis made
landings on these fields possible.
The wind-damaged Curtiss Wright Junior, NC699V.
12 AUGUST 1984
Ole (L) and the Curtiss Wright Junior. Other man and dog aren't
identified.
the Robin. Actually, there were more away from James-
town than located there. This was a common pattern in
1931. The pilot and his airplane traveled about hopping
rides, and then gave instruction in those towns where he
had students. Aviation was growing, but was not yet large
enough for an aviator to set up shop, hang out a shingle,
and wait for students to come to him - a Fixed Base
Operation - at least not in central North Dakota.
One day in the fall of 1931, Ole was at the Oakes,
North Dakota airport to hop passengers and give instruc-
tion to A. O. Foster - the Chevrolet dealer and Pure Oil
distributor. The soft grumble of a radial overhead an-
nounced the approach of a large slender monoplane. Its
long straight wings were painted in a spanwise diagonal
two-tone that gave them a rakish swept forward look as
it passed overhead. It circled and made a short landing
with an incredibly brief ground roll for such a large
airplane. The pilot got out. It was Ed Canfield, who had
originally introduced Ole to the Travel Air some three
years earlier. He was now about to introduce Ole to the
marque that would carry him for the next ten years -
Stinson.
Ole and A. O. greeted Ed, and openly admired his new
"Detroiter." They looked inside. The rich leather-up-
holstered interior exuded luxury. It had many touches
seen only in the finest automobiles - braided assist
straps, a dome light, carpeting, and crank-up windows.
Ole thought, "I wonder if I'll ever be lucky enough to fly
something like this?"
Ed visited with them for a bit, then looked at his watch
and turned to Ole. "I have to go into town," he said. "Fly
it around for awhile and see how you like it - and take
your friend with you."
They climbed aboard and sat in the front seats for a
few minutes taking in the opulent surroundings. Then
they turned forward, and Ole started the Lycoming radial.
The big Stinson climbed easily out of the quarter mile
square pasture and cruised comfortably over the Dakota
landscape. It was easy to fly, and Ole felt "at home im-
mediately". The smooth strong purr of the nine-cylinder
radial was quite a contrast to the slow turning OX-5 that
had dominated his life for so many years. As he pondered
the advances - starter, brakes, navigation lights - he
thought, "I'd give my left arm to work in one of these. "
After about twenty minutes he turned back.
On his first landing, Ole had no trouble getting the big
monoplane in the small field at Oakes. "It felt like I'd
never flown anything else," he observed later - an obvi-
ous tribute to the Stinson. But, with all due respect to this
fine airplane, Ole's skills were considerable. His log
showed 1700 hours - a significant total in the days of 6
and 7 minute hops - and the "No. of Flights" column now
showed nearly 10,000. He was the master of his craft.
That evening Ole and AO took a spin about town in
AO's pickup to partake of the late summer evening and a
bit of conversation. Aviation was a frequent subject, being
the common thread of their friendship. AO recounted the
wonders of their afternoon ride in the Stinson.
"Why don't you buy one and I'll fly it for you," Ole said.
"Where can we get one?"
"I think Harry Potter has one for sale at Bismark."
At the time Ole was more or less available for a change.
Earlier in the year, he and Earl Pegg, a Buick dealer in
Valley City, North Dakota, had bought the Robin from its
Jamestown owners. In mid-summer, they sold it for profit
to Bill Bertelson, a Chevrolet dealer in Steele and Ole
went with it, only because he had nothing else to do. He
told Bertelson he would stay with him and the Robin for
a while, but that he was open for a new situation. A. O.
Foster made a phone call to Bismarck, made a deal for the
Stinson, and Ole's new situation was at hand.
Ole flew the Robin back to Steele and AO picked him
up there in his car. They drove to Bismarck and took
delivery of Potter's Stinson, a classy black and ecru SM-
SA. Ole flew it first to Jamestown to pick up his personal
effects, and then to Oakes. Quite a crowd gathered on his
arrival for it was the first airplane ever to be based there,
and he spent the next couple of hours before sundown
hopping rides. Renting a room and unpacking his bags
would have to wait.
Ole gave AO some instruction in the new Stinson, and
then set out for some of his old haunts to see how this
aristocratic airplane would attract customers. Valley City
had always been a favored spot, and was his first stop.
Ole's Valley City friends came out to see him, as did
many others who were anxious to pay for a ride in the new
junior airliner. He was busy for a time, then during a
break he was approached by a tall, dignified looking man
who introduced himself as T. Melvin Lee. He was an agent
for a bank, he explained, that had considerable farm hold-
ings throughout the state. He spent most of his time in-
specting these farms by car, he went on, and wondered if
Ole would fly him on an inspection tour if he bought the
gas.
"I've got more to do with my time than that," was the
Ole and T. Melvin Lee, the farm inspector.
VINTAGE AIRPLANE 13
reply. "The fee is $15 per hour."
"That's an awful lot of money."
"Well, why don't you try it for a day or two and see
how it works?"
The attraction of the Stinson must have overcome the
cost, for Lee agreed, and made an appointment for his first
trip.
Ole picked up Mr. Lee the next day. Lee was armed
with maps, and helped layout the tour. Ole had no trouble
landing the Stinson near the farms, and often was able to
taxi as close to the house as a car could be driven.
The efficiency of using the Stinson for the farm inspec-
tion tour was immediately obvious. In three days they
were able to cover what had previously taken Lee three
weeks. Lee became a regular customer, and the success of
his airborne inspection tours received wide acclaim. An
article was published about his work that included a pic-
The new Stinson, after the fire, being dismantled for storage,
December 1931 .
ture of Ole's Stinson flying over some working farm ma-
chinery. This article and photo appeared in Sunday Roto-
gravure sections from coast to coast.
As the temperatures diminished in late November, the
Lycoming's heavy oil made morning starts more and more
difficult , and Ole rigged a heater device. He used a
plumber's torch, some stovepipe, and a canvas hood. With
this arrangement positioned under the cylinders a success-
ful start could be made in about thirty minutes. And daily
starts were a necessity now, since the power company also
relied on the Stinson for high-line inspection.
An early heavy snow in 1931 had made road travel
difficult and inspired the Otter Tail Power Co. supervisor
to visit with Ole. He had seen the Stinson come and go
effortlessly as his line crews sat idle due to blocked roads
NC10S05 with "skis", and power company linemen, before in-
spection flight. L-R: Ted Ramsey, Ole, Ed Lotzer.
14 AUGUST 1984
A. O. Foster's Stinson SM-SA, piloted by Ole on a farm inspec-
tion. This photo appeared in Rotogravure sections all over the
U. S. in late 1931.
and he thought that line inspection by air might be possi-
ble. Ole, of course, agreed and a flight was scheduled.
Ole had rigged the Stinson with skis that could be
better described as "runners". They were fashioned out of
tracks for overhead garage doors, and were the brainchild
of Titus Richards, the ebullient cross-eyed operator at
Fargo. These skis made landing possible on nearly any
surface, except deep powder snow. and even during heavy
accumulations, North Dakota winds usually whipped the
snow on the flat fields into a surface similar to a wavy
lake rendered motionless, with the snow depth between
the "waves" only an inch or two deep. Ole's skis cut
through these wavy drifts rather than bouncing on top,
which would have put catastrophic loads on the airframe.
They even worked well on other surfaces such as bare
fields and even frozen gravel roads.
Ole's Stinson on a farm inspection.
The linemen, however, balked at the idea of "air duty"
and the most junior men had to be assigned to Ole's first
inspection flight. They went out for nearly five hours that
day, in two flights, and covered an area that was unheard
of with surface transport. One man rode in front and the
other in back. Ole flew at pole height, at a distance about
equal to the height of the poles - too far out, they couldn't
see the detail, and too close in, the poles whizzed by too
fast . The front man concentrated on insulators, the back
man on cross arms and tie wires.
When the linemen returned, they were enthusiastic
about their day's work. So much so, in fact, that the more
senior men wanted a turn at riding in the warm cabin and
the fun with aviating. Soon it was the most senior two who
rode the Ole on inspections, and the junior men who
went back out with him with tools to be landed near the
damaged poles needing repairs.
(Photo by EAA Staff Photographer Carl Schuppel)
Author Roy Redman (L) and Olof "Ole" Anderson during their
recent visit to the EAA Aviation Museum in Oshkosh, WI. Roy
is a captain with Northwest Airlines and Ole is a retired North-
west captain.
Axel Rudolf "Ruff" Swanson, 1901-1931 . "He was quite a guy
- you should have known him." Plane is a Velie Monocoupe.
"I'd give my left arm to work in one of these," he thought, and
here he is, a week later, in A.O. Foster's newly purchased Stin-
son SM-SA.
Near noon one day, late in December, Ole rigged his
heater for a start. Once it was operating, he decided to
pick up a sandwich at the restaurant downtown. He drove
away, and returned ten minutes later to see firemen star-
ing at a bare, smouldering airframe.
Moments later, A. O. Foster drove up. "What hap-
pened?" he barked.
"Don't know, " Ole answered. "Maybe a primer line
broke and dripped gas into the torch. "
"Well , we can' t quit now! Where can we get another
one?"
Ole was relieved. AO - gentleman and true friend -
trusted Ole's judgment and elected to continue. His deci-
sion was rewarded by five more years of faithful and
profitable employ of Ole Anderson, and a close friendship
with Ole that was to continue until AO's death in 1946.
Ole ushered in the new year of 1932 without an
airplane, but in a matter of weeks he had another. AO got
on the phone and located an SM-8A in Sioux City, Iowa.
On January 14, a pilot/salesman, Gene Shank, brought
NC10805 to Oakes for a demonstration. It was dark green
and cream, and looked brand new. It was somewhat more
deluxe than the previous one, and it had a cowl. "It be-
longed to E. L. Cord," Shank said.
AO bought NC10805, and Ole was airborne once more.
Shank returned to Sioux City by bus, and the new Stinson
went to work at once.
Ole flew for five years and 750 hours in NC10805. It
carried him across plains and mountains to the far reaches
of the U.s. , and eventually led him to his own airplane,
and then to the most exciting period in his general avia-
tion career, and to his finest personal airplane - his
beloved Gullwing Reliant.
AUTHOR'S POSTSCRIPT: The Stinson SM-SA was
clearly a benchmark in a new era of utility in grass roots
aviation. The airplane, previously a thrill ride vehicle,
was now taking its place as a useful business tool, even
in small communities such as Oakes. Also, the new com-
fort and reliability encouraged personal cross country
travel from these small towns, as yet untouched by the
fledgling airline industry - and still untouched even
today.
And regarding NC10S05's purported ownership by E.
L. Cord, "They probably said that about all of them," Ole
observes.
Gene Shank, who delivered NC10B05, later became a
Northwest Airplane pilot and check Captain. He checked
Ole out as a NWA co-pilot in 1941!.
VINTAGE AIRPLANE 15
Editor's Note: These provocative thoughts were penned
by Joe Dickey, editor ofthe Aeronca A viator's Club news-
letter, "Aeronca A viator", and were originally published
in the Summer 1982 issue no. 2. The "Aeronca Aviator"
is a fine example ofthe outstanding newsletters published
by some of the type clubs.
By Joe Dickey
(EAA 62186, AlC 4169)
Aeronca A viator's Club
511 Terrace Lake Road
Columbus, IN 47201
As a part of planning your restoration project, at some
point you are going to get down to details of colors, paint
schemes, accessories (such as spinners or wheel pants) ,
panel details and all the little knobs and pieces that go
into even the most simple machine.
I'm a firm believer in having all these details planned
as early as possible for several reasons:
1. You have a clear idea of where you are going. That
lovely machine you have pictured in your mind
right down to the colors is a great spur when the
going gets rough, as it will.
2. Knowning exactly what you need, you can grab
the bargain when it goes by.
3. Hard to find and long lead time items can be pur-
sued early so your project is not held up.
(Photo by Gene Chase)
An attractive customized 1946 Cessna 140.
16 AUGUST 1984
(Photo by Gene Chase)
A nice example of a customized Tripacer/Pacer conversion.
But all this is simply good project management, and
what I really want to talk about is style and taste. You
are going to get a page or two of pure personal opinion,
which you may ignore if you wish. Read it anyway, then
tell me what you think. And if you haven't thought about
it, you aren't ready to tear into your Aeronca.
In spite of all the Airknocker jokes, Aeroncas have
good lines. They are well shaped, the proportions are good,
and they are pleasing to the eye. Sure, Champs are a bit
potbellied and the high horsepower dorsal fin throws off
the visual balance of the fuselage on both Champs and
Chiefs, but these are minor faults at worst and easly
disguised with a clever paint scheme.
The thing to keep in mind is the period and type of
styling the Aeronca represents. The shapes used on
wingtips, tail surfaces, windows and cowls are pure 1930/
1940 vintage. The lines are soft and round, not hard and
angular. Paint schemes should complement these lines,
not fight them, as should the shapes of spinners and wheel
pants that are so often added. Pointy spinners and elon-
gated wheel pants on an Aeronca are like racing stripes
on a '36 Chevy Coupe. When you start designing your own
paint scheme, don't look to the new airplanes. Dig out the
picture books and look at the schemes used on private
aircraft of the thirties.
Colors follow the same idea. Notice the use of creams
and soft beiges on the aircraft of the thirties as opposed
to the stark whites we often see today. These softer colors
complement the softer lines of Aeroncas. They recall glow-
ing sunsets and quiet grass fields instead of glaring flood-
lights and moonshots.
It's well worth the effort to make a large three-view
drawing of your Aeronca and get a bunch of copies made.
Start doodling until you get a scheme that pleases you,
then try it in several color combinations using water colors
or marking pens. You may be amazed at just now bad
some of your ideas look! But you will eventually get one
that really grabs you.
The next step should be to build a large model (at least
24" span) and check your paint scheme and colors in three
dimension. Don't forget to work in N-numbers, logos or
any other markings you want on both the sketches and
the model!
All of this "work" (it's really a lot of fun!) can be done
by someone who doesn't even own an Aeronca, but hopes
to someday. When you finally get your basketcase you will
know just what to do with it. This phase of the project is
also a good place to get the rest of the family involved.
Spouses (especially the female sort) usually have a good
eye for colors and line. Give the kids a shot at it. Their
idea of what an airplane should look like is still unformed.
They can be very creative.
Plan the interior in the same fashion. By this time you
have done enough research to be able to "think thirties".
Select fabrics and colors appropriate to the period. I recom-
mend a fairly light basic color for interiors. It makes the
airplane seem roomier and more inviting. Save the dark
colors for areas that will get dirty, but use caution even
here. Black and very dark brown carpets, for instance,
show dirt almost as badly as white ones do. Keep the
amount of vinyl to a minimum. Fabric is much more
comfortable to sit on and just as easy to keep clean if you
make your seat covers remove able so they can be thrown
in the washer. Fabric weighs less, too. Check with your
local antique auto buffs. They have sources for fabrics and
know people who do good work with them.
Now you are getting down to the small items that
mean so much, the little touches that separate the simply
exceptional airplane from the custom classic trophy win-
ner.
Trim pieces such as throttle knobs, stick grips, knobs
for carb and cabin heat, window and door hardware and
especially the panel details should be appropriate to the
period. Notice the style oflettering used on older aircraft.
It is quite different from the severe block letters used on
modern placards and instrument faces. Of most impor-
tance is that such details should look "of a piece.", consis-
tent in design, and not a jumble of style. Notice how
strange a stack of modern radios look in the otherwise
original panel of an older Stinson to get the idea.
Is all this effort worthwhile? It is only if you want a
truly original and exceptional custom Aeronca that will
still retain the feel and flavor and spirit of the Aeronca
era. The objective is a custom classic that looks so "right"
that the original designer might look it over and say, "I
wish we could have afforded to do them all this way."
So now you have one man's opinion on the proper
approach to customizing. Have I ruled out big engines or
radios or electrical systems? Not at all . Does the Champ
I fly fit the approach I propose. Not very well! But we
hopefully learn as we progress in this business of
airplanes, and if I had to do it over again . ..•
CALENDAR OF EVENTS
We would like to list your aviation event In our calendar. Please send
Information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 54903-2591. Information must be received at least two
months in advance of the issue in which it will appear.
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 54903-259t ,
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 Annuallntema-
tional Aerobatic Club Championships and Convention. Contact EAA Head-
quarters for information. Wittman Airfield, Oshkosh, WI 54903-2591 , 414/
426-4800.
AUGUST 11-12 - GRAND HAVEN, MICHIGAN - EAA Chapter 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·ln
for Airmaster owners and enthusiasts. Contact Gar Williams, 9 So. 135
Aero Drive, Naperville, IL 60565, 3121355-9416.
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 and 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, 4141774-2358.
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, 513/
849-9455 after 5 p.m.
SEPTEMBER 8 - PATTERSON, LOUISIANA - Work/play day at the Wedell-
Williams Memorial Aviation Museum of Louisiana, Harry P. Williams
Memorial Airport. Contact Pappy Weaver, 504/395-7067 or David Laing,
504/888-0174.
SEPTEMBER 8-9 - GREELEY, COLORADO - 6th Annual Rocky Mountain
EAA Regional Fly-In. Greeley-Weld County Airport. Forums, contests,
awards. Camping on field. Transportation provided to downtown Greeley.
Contact Bill Marcy, 3041 So. Golden Way, Denver, CO 80227,303/986-
4398 or Bob Kelly, 213 Eighteenth St., Greeley, CO 303/353-5514.
SEPTEMBER 8-9 - SPEARFISH, SOUTH DAKOTA - 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 9 - WISCONSIN RAPIDS, WISCONSIN - Antique Transpor-
tation Show & Fly-In. Sponsored by EAA Chapter 706 and local Model T
club. Contact Joe Norris, 1951A County Highway 0 , Wisconsin Rapids,
WI 54494, 715/886-3261.
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
St., 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 Airshow, P. O. Box 1448, Salinas,
CA 93902, 4081754-1983.
OCTOBER 4-7 - ANDERSON, INDIANA - 9th Annual Fly-In of the Interna-
tional Cessna 120/ 140 Association. Ace Airport. Contact Frank Hancock,
3941 Cross Street, Anderson, IN 46011 or write International 120/ 140
Association, Box 92, Richardson, TX 75080.
OCTOBER 6-7 - PATTERSON, LOUISIANA - 3rd Annual Wedell-Williams
Regional Fly-In. Poker run, banquet, awards, contests & air show. Harry
P. Williams Memorial Airport. Contact Pappy Weaver, 504/395-7067 or
David Laing, 504/888-0174.
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.
VINTAGE AIRPLANE 17
-- ---------
SPARTAN "STANDARD
By George E. Goodhead, Jr.
(EAA 3603, Ale 5176)
6326 E. 4th Street
SEVEN"
Tulsa, OK 74112
(From the collection of George E. Goodhead, Jr.)
The prototype Spartan "Standard Seven", X13984 in the Spartan plant at Tulsa, Oklahoma.
Editor's Note: George E. Goodhead, Jr. was a flight
instructor at Spartan School of Aeronautics during WW
II, and was instrumental in founding the Spartan Alumni
Association in 1961. The following newspaper article
dated March 11, 1936, is from George's files and is re-
printed here with permission ofthe Tulsa Tribune. George
thought the readers of THE VINTAGE AIRPLANE would
be interested in the first public announcement ofthe plane
which would become the Spartan Executive.
Edmund T. "Eddie" Allen, famous test pilot of the day
was hired to make the initial test flight of the sleek new
Spartan "Standard Seven". According to a photo caption
which accompanied the article, this flight occurred in
secrecy on March 8, 1936, three days prior to the March
11 dateline of the newspaper.
Previous written accounts of the initial flight of this
prototype Spartan vary considerably in reporting the date.
According to one of the Spartan engineers, Lloyd Pierce,
the Tulsa Tribune account was accurate as he witnessed
the flight and recalls the newspaper's coverage of the
event. Lloyd Pierce and one of the other engineers in-
volved in the design of the "Standard Seven", Fred
Stewart, started their own company after leaving Spartan
and are still doing business as the Stewart-Pierce En-
gineering Company in Tulsa ... G.R.C.
Tulsa, OK - March 11, 1936
Tulsa's aviation industry again leaps into activity with
the completion of the newall-metal "Standard Seven", a
product of the Spartan Aircraft Co.
Test-flown for the first time Sunday morning by Ed-
mund T. Allen, New York, one of the nation's crack test
(Photo by George E. Goodhead, Jr.)
The "Standard Seven" with the bugle-tunnel cowling housing
the 285 hp Jacobs L-5 engine.
18 AUGUST 1984
(Photo courtesy of Spartan School of Aeronautics)
The S t a ~ d a r d Seven" now deSignated the Model 7X. Note change from bugle-tunnel cowl to NACA cowl which corrected engine
over-heating problems.
pilots, the plane developed a speed of 140 miles an hour
with the wheels down and the throttle but three-quarters
open. The initial flight was made quietly at the Tulsa
Municipal airport.
After the two flights the ship was returned to its
hangar for minor readjustments recommended by Allen.
Allen was recalled to New York Sunday night and will
return in about ten days to give the plane a final flying
check.
Engineering work for the new Spartan was begun in
January, 1935, and actual construction started in May.
The plane is of a type which will lend itself easily to
production line construction.
The new plane has places for four passengers. It is
designed to cruise slightly in excess of 160 miles an hour,
has a 45-mile-an-hour landing speed, and can carry suffi-
cient fuel for an 800-mile sustained flight. Its price will
range close to $11,000.
The Standard Seven is covered with alclad, an
aluminum alloy which weighs only one-third of a pound
per square foot. The wings are of a heavily reinforced steel
tube mono-spar construction. The motor is a seven-cylin-
der, 285 horsepower Jacobs 15 (actually a Model L-5 ...
ed.). Landing gear folds into the wings while the plane is
in flight. This is accomplished by an oil pump working off
the engine, while an auxiliary hand pump can be used by
the pilot in case of emergency. Wing flaps are operated by
power.
The plane is completely fireproof and the cabin is heav-
ily insulated against motor noises. The instrument board
is equipped with every type of blind flying apparatus, a
(Photo by George E. Goodhead, Jr.)
Spartan Executive 7X "Standard Seven", X13984, SIN 0, in its
final configuration with modified engine cowling and fin/rudder.
three-band radio receiver and voice transmitter. The wing
span is 39 feet and the length from motor cowling to tail
is 27 feet. The entire airplane weighs less than a light
automobile.
In addition to the Standard Seven, a larger plane, the
Super Seven, has been designed but is not yet in produc-
tion. The Super Seven will carry five persons at a speed
in excess of 210 miles an hour with fuel enough to last for
a sustained flight of 1,000 miles. It will be powered with
a nine-cylinder Pratt and Whitney motor rating 450 hor-
sepower.
The designer of these two new models, James B. Ford,
is 39 years old. He made his first airplane design in 1921.
(Photo courtesy of Spartan School of Aeronautics)
The final version of the Spartan Executive, the one and only Model 12W, N21962, SIN 12-1. Former owners include EAA Antique/Classic
members George E. Goodhead, Jr. and Ed Wegner.
VINTAGE AIRPLANE 19
EAA AIR ACADEMY '84 RECOGNITION
EAA Air Academy '84 is the experience of a lifetime for the young
ladies and men attending. These 15 to 17 year olds have traveled to
Oshkosh from the far corners of our nation and several foreign coun-
tries to be a part in this inaugural Academy program. During the three
week program classroom presentations, "hands on" shop experience
including the construction of a MONI sport plane, informal "hangar
sessions" and recreational activities will tap the curiosity of tomorrow's
aerospace leaders and motivate them toward fulfillment of their indi-
vidual potential. During the final week of the Academy participants
will be "stars" of OSHKOSH '84 as they participate in forums, dem-
onstrations in the restoration facility at the EAA Aviation Center
Museum, graduation ceremonies and other Convention activities.
EAA®Air'84
A complete review of the activities of EAA Air Academy '84 will
ACADEMy
be published in a future issue of this publication. That same article
July 15 - August 4, 1984 will announce plans for an expanded Academy Program for '85.
EAA ANTIQUE/CLASSIC DIVISION, INC.
A Division of the
'- Experimental AI'c'aft AssoclaUon, Inc.
Aero Sport, Inc.
Wittman Airfield
Oshkosh, WI 54903-2591 P. O. Box 462
®
The Antique/Classic Division has been at the vanguard
of support for the EAA Air Academy since its inception.
Hales Corners, Wisconsin 53130
The Antique/Classic Division has sponsored the Academy
Staff for 1984. Its officers and members have provided or
raised the majority of scholarship funds awarded to this
Acro Sport, Inc. has supported education activities of
year's participants. The support of the Antique/Classic
the EAA Aviation Foundation for many years. Their as-
Division has helped immeasurably in bringing the
sistance has continued for the Academy by the contribu-
Academy from concept to reality. We thank these fine
tion of a set of Acro Sport plans for each participant. Our
EAAers who preserve aviation's past with their aircraft
thanks for these materials.
while building aviation's future through their support of
youth in the EAA Air Academy.
Jeppesen Sanderson, publisher of a wide variety of aviation materials has contrib-
uted a complete package of AVIATION FUNDAMENTALS, a comprehensive collection
"SANDERSON
of printed materials, overhead transparencies and filmstrip/cassette tape kits that
55 Inverness Drive East provides the basis for the academic study program ofEAA Air Academy '84. Our thanks
Englewood, CO 80112 for these quality educational materials.
A PROGRAM OF THE EAA AVIATION FOUNDATION
FOR FURTHER INFORMATION CONTACT CHUCK LARSEN, EDUCATION DIRECTOR -FOUNDATION lo0-.oi
20 AUGUST 1984
CLASSIFIED ADS
Regular type, 50¢ per word; Bold Face, 55¢ per word; ALL CAPS,
60¢ 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 139 page Builder's Manual
- $60.00. Info Pack ' - $5.00. Super Acro Sport Wing
Drawing - $15.00. The Technique of Aircraft Building-
$10.00. Send check or money order to: ACRO SPORT,
INC., Box 462, Hales Corners, WI 53130. 414/529-2609.
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. 414/529-2609.
POSER 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
1z gph at
cruise setting. 15 large instruction sheets. Plans - $47.00.
Info Pack - $5.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
529-2609.
EAGLE PROPELLERS - Superior performance. 87 type-
certificated models; 60 custom models. Contemporary,
homebuilts, classics, antiques, ancients. Free engineering
design service for customers. EAGLE PROPELLERS,
Saratoga Municipal Airport, Box 71, Saratoga, Wyoming
82331. 307/326-8020.
THE JOURNAL OF
THE EARLY AEROPLAN.E
SAMPLE ISSUE $4
15 CRESCENT RD. POUGHK.EEPSIE, N.Y. 12601
Classicowners!
Int.rior looking .habby1
~
Finish it right with an
Girtex interior
CompleteinteriorassembliesfordO-it-yourselfinstallation.
Custom Quality at economical prices.
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Fi rewall covers
• Seat Slings
• Recover envelopes and dopes
Free Catalog of complete product line. Fabric Selection Guide
showing actual sample colors and styles of materials: $3.00.
et - Y""
Qlr exproducts, inc.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
MEMBERSHIP INFORMATION
EAA
ANTIQUE·
CLASSIC
lAC
WARBIRDS
U
LTRALIGHT
• 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 Alflation per year. Junior Membership (under 19
years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00
annually.
e EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly
issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
must give EAA membership number.
• Non-EAA Member -$28.00. Includes one year membership in the EAA Antique-Classic Division, 12
monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership
cards.Sport Alfiation notinCluded.
• Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of
Sport Aerobatics.All lAC membersare required to be members ofEAA.
e Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to
Warbirds Newsletter. Warbirdmembersarerequiredto be membersofEM.
• Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
( 1 5 . ~ additionalforSport Aviation magazine). For current EAA members only, $15.00, which includes
UltralIght publicatIOn.
e FOREIGN MEMBERSHIPS: Please submit yourremittance with a check ordraft drawn on a United States
bankpayable in United States dollars oran internationalpostalmoneyordersimilarlydrawn.
MAKE CHECKS PAYABLE TO EMOR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWING ADDRESS:
WITTMANAIRFIELD- OSHKOSH, WI 54903-2591 - PHONE414/426-4800
OFFICEHOURS:8:30- 5:00MONDAY-FRIDAY
VINTAGE AIRPLANE 21
STITS POLY-FIBER
LOG BOOKS
NEW AND REVISED FOR ...
Pilots: EMPilot Log Book $2.95 ppd.
AircraftOwnersand Builders:
EMAmateur Built Aircraft
Log Book ............... $2.95 ppd.
EMPropeller (or Rotor)
Log Book . .... ...... .... $2.95 ppd.
EMEngine and Reduction Drive
Log Book ... ..... ....... $2.95 ppd.
UltralightOwnersand Operators:
EAA Ultralight Pilot's Log and
Achievement Record $2.95 ppd.
EMUltralight Engine and
Aircraft Log . .... . ..... . . . $2.95 ppd.
Also NowAvailable:
CAM-18 (Reprint ofearly
CMManual) . . ... ... ... . $6.95 ppd.
Amateur-Built Aircraft Service and
Maintenance Manual $5.95 ppd.
OrderFrom:
EAA
Wittman Airfield Oshkosh,WI 54903-2591
Phone 414/426-4800
Include payment with order - Wisc. residents add 5%sales tax
Allow 4-6weeks for delivery
• IS THE WORLD' S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA.
• WILL NOT SUPPORT COMBUSTION.
• WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
• IS THE LIGHTEST COVERING METHOD APPROVED UNDER
AN FAA-STC.
• IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
SMOOTH FABRIC STYLES, WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT.
• NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL.
• LATEST CATALOG AND DISTRIBUTOR LIST.
IRe
01
J.eket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Antique/ Classic
logopatch on chest.
Sizes- XS through XL ...........$28.95 ppd
Cap - pale gold mesh with contrasting blue
bill ,trimmed with gold braid.Antique/Classi c
logo patch on crown of cap.
Sizes- Mand L
(adjustable rear band) ........... $ 6.25 ppd
AntIque/C.....e P.tehe.
Large - 4W' across.............. $ 1.75 ppd
Small- 3V ..' across.. . ...........$ 1.75 ppd
AntIque/CI....eDee.l.-
4" across(shown left) ........... $ .75 ppd
AvailableBackIssuesofThe VINTAGE AIRPLANE
1973- March through December
1974- February through November
1975- Januarythrough December
1976- Februarythrough June,August through December
1977- Januarythrough December
1978- Januarythrough March,May, August,Octoberthrough December
1979- Februarythrough December
Send check to:
1980- January,March through July,Septemberthrough December
EAA Antique/Classic Division, Inc.
1981 - Januarythrough December
Wittman Alrlleld, Oshkosh, WI 54903-2591
1982- Januarythrough March,Maythrough December
Allow 4-6Weeks for Delivery
1983- January,March through December
Wisconsin Residents Include 5%Sales Tax
1984- January,through July
PerIssue $1.25ppd
7
22 AUGUST 1984
J
..................
FLYING AND GLIDER MANUALS
1929 - 1930 - 1931 - 1932 - 1933
Price: $2.85 ea. ppd.
SEND CHECK OR MONEY ORDER TO:
EAA A VIA TION FOUNDA TION, INC.
WITTMAN AIRFIELD -
OSHKOSH, WI 54903-3065
Allow 4-6 Weeks for Delivery
Wisconsin Residents Include 5% Sales Tax
AUTO FUEL
STC's
AVAILABLE!
EAA leads the way to more affordable aviation with auto fuel STC's for:
AERONCA S7EC CESSNA LUSCOMBE
11AC
Including Bellanca,
11BC
120/ 140 8, 8A, C, 0, E, F, T-8F
Champion, Trytek,
11CC
140A
Wagner, B&B
S1 1AC
150
Aviation , Inc.
S1 1BC
150A through 150H
50-TC
65-TC (L-3J)
65-TAC (Army L-3E)
YO-58
S11CC
KCA
50-C
65-C
150J through 150M
A 150K through
A150M
180
J-3C-40
J3C-50
J3C-50S
0-588
50-58B
0-58-A (Army L-3A)
7AC
7BCM (Army L-16A)
65-CA
S-50-C
S-65-C
S-65-CA
180A
180B
180C,D.E,FG, H.J
182, 182A. B, C, 0 ,
E, F, G, H, J, K,
J3C-65 (Army L-4)
J3C-65S
J4
J4A
J4A-S
7CCM (Army L-16B) L. M, N, P
J4E (Army L-4E)
7DC
J5A (Arm y L-4F)
7EC
J5A-80
7FC INTERSTATE
L-4A
7JC
L-4B (Navy NE-1)
7ECA
(Including Artic Aircraft- L-4H
S7AC
Callair) L-4J (Navy NE-2)
SlOC
S-1A PA- 11
S7CCM
PA-11S
These STC's which permit the use of less cost ly, readily avai lable
unleaded auto gasoline, are now available from the EAA Aviation
Foundation, Thousands of aircraft owners have already switched to
auto gas to fly more often and less expensively. The STC's cost only
per your engine horsepower - (example: 85 hp Cessna 140 =
$42.50) , STC's are not avai lable for engines onl y. Non-EAA members
add $15.00 to total. For more information write or call.
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
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. Ef!ioy
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 FI ight Service.
Wittman Airfield
Oshkosh. WI 54903-3065
414-426-4800
VINTAGE AIRPLANE 23
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7
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