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 at­tractions for our visitors and we are proud of our part of Oshkosh '84.

One statistic that may surprise you - we of the Anti­que/Classic Division have 17 various committees with chairmen, co-chairmen, members and hundreds of volun­teers. 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 avia­tion. 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 War­birds - 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 An­tique/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, SIN 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 AntiquelClassic 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 As­sociates Travel Program, A&I 1278, Smithsonian Institu­tion, 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 collec­tions, write today ... tomorrow may be too late. Write: EAA-Back Issues Department, Wittman Airfield, Osh­kosh, WI 54903-2591.

LUSCOMBE PAINT DESIGNS Tom Woodburn (EAA 114604, NC 3214), 316 N. New

St., #2, Staunton, VA 24401, 703/885-8274, has painstak­ingly measured every stripe and design on both the pre­war and post-war Luscombe Models 8A, C, D, and E. He then prepared drawings and descriptions, including full­size 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 pro­gram 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 remain­ing 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 h fmed Weekly PRICE 20 CENTS

V01.ClI£ :LXI\' Special Fea/llres

The Ztcllid, "AI~tn;."·

Nole. UII tho: t:ugf'ulJ.. im ~. r;'!l~ t..vu......·l ili ... ,

f'w ot r r"ltlrf' , ... , ,·I"IJlII"lIh i ll 1\.,) \i r.-'rtlf, ":"lt ll"'~

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 produc­tion, distribution and marketing. Aviation is thus a treas­ure 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 air­craft and engines in tabular form. Data was given on dimensions, powerplants, propellers, weights and perfor­mance 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 pro­vided 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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:'\I" plant' at ,UH Pljc~ ~i\~ ~ ou M mudl l~dot1llance find M fcts fllcl ors \\ 'ACO 1$ t: n ;."i n ~l"f"d 10 \\111l"il lld " pO"!'f rll ll p'<: of 90 to 2,0 bo~ jlClI\"t'f

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MANUFACTURED BY ADVANCE AIRCRAFT 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" air­craft 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 Fal­lon, Nevada brought four lugs of bing cherries. The meals, bar, sales booth and registration were all manned out­standingly 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 popu­lar 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 Associa­tion, 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 Lus­combe was producing new planes in Texas. Can you be­lieve, 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, forma­tion 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, Califor­nia (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 fore­man 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 Lus­combe. 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 previ­ously.

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 Lus­combe 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 good­byes, 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 ofTHE 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 avia­tion activities these days. The CLA Fly-In is a good exam­ple 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 fly­ins 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, Wisconsin (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: "Mar­shall Dillon's Airport (Dodge County Airport) and an air­port 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 MAD­NESS RALLY plaques were awarded to each participant. Those who flew were: Kathy and Rich Vanderburg (Lus­combe 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 invita­tions 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 de­signer's attempt to improve the per­formance of an airplane by combining the thrust of a propeller in the verti­cal position to assist in take-off. The photo is from the Roy Russell collec­tion sent in by Ted Businger ofWillow 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, ac­cording to an entry in his logbook. The accompanying photo of the Row­inski TM-1 is from Gene Chase's col­lection 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 un­known person are the words,

"Cracked up at Tulsa Municipal 1937 by Stanley Osburn. Non-licensed Speedster, Jacobs." Further informa­tion 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 head­quarters 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 dur­ing 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 beau­tiful 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 instrumen­tal 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 pass­age 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 Amer­ican. 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 encoun­tered 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. Al­though 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 ofaviation 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 re­laxed as it was flown and the takeoff runs became labori­ously long. Before this malady could be corrected, how­ever, 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 James­town 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 instruc­tion to A. O. Foster - the Chevrolet dealer and Pure Oil distributor. The soft grumble of a radial overhead an­nounced 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-up­holstered 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 im­mediately". 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 obvi­ous 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 SM­SA. 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 hold­ings throughout the state. He spent most of his time in­specting 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 inspec­tion 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 ma­chinery. This article and photo appeared in Sunday Roto­gravure 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 success­ful 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 in­spection flight. L-R: Ted Ramsey, Ole, Ed Lotzer. 14 AUGUST 1984

A. O. Foster's Stinson SM-SA, piloted by Ole on a farm inspec­tion. This photo appeared in Rotogravure sections all over the U. S. in late 1931.

and he thought that line inspection by air might be possi­ble. 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 North­west 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 Stin­son SM-SA.

Near noon one day, la te 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 star­ing at a bare, smouldering airframe.

Moments later, A. O. Foster drove up . "What hap­pened?" 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 deci­sion 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 be­longed 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 avia­tion 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 com­fort 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 news­letter, "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 pur­sued 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 elon­gated 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 glow­ing sunsets and quiet grass fields instead of glaring flood­lights 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 recom­mend 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 win­ner.

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 impor­tance is that such details should look "of a piece.", consis­tent 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, 8161781­2279.

AUGUST 6-10 - FOND DU LAC, WISCONSiN - Fifteenth Annuallntema­tional Aerobatic Club Championships and Convention. Contact EAA Head­quarters 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 Break­fast - 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 co­sponsored 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 Wedell­Williams 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 80227,303/986­4398 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 Transpor­tation 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 Cham­pionship 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 per­forming. Contact California International Airshow, P. O. Box 1448, Salinas, CA 93902, 4081754-1983.

OCTOBER 4-7 - ANDERSON, INDIANA - 9th Annual Fly-In of the Interna­tional 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

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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 re­printed here with permission ofthe Tulsa Tribune. George thought the readers ofTHE 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 in­volved 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 En­gineering 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 Ed­mund 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 "Sta~dard Seven" now deSignated the Model 7X. Note change from bugle-tunnel cowl to NACA cowl which corrected engineover-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 suffi­cient 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-cylin­der, 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 heav­ily 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 produc­tion. 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 hor­sepower.

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 coun­tries 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 indi­vidual potential. During the final week of the Academy participants will be "stars" of OSHKOSH '84 as they participate in forums, dem­onstrations 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 willACADEMy 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.

c EAA ANTIQUE/CLASSIC DIVISION, INC.

~DlYlSIOII~ 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 as­Division has helped immeasurably in bringing the sistance has continued for the Academy by the contribu­Academy 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'~JEPPESEN 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.

~==========================~iEA~~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 un­limited 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. Com­plete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac - $5.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ners, WI 53130. 414/529-2609.

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 311z 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 type­certificated 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

Classic owners! Int.rior looking .habby1

~

Finish it right with an Girtex 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 • 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 ex products, inc. 259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

MEMBERSHIP INFORMATION EAA

ANTIQUE· CLASSIC lAC WARBIRDS

ULTRALIGHT

• 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 not inCluded.

• Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

e Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EM.

• Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication($15 .~ additionalfor Sport Aviation magazine). For current EAA members only, $15.00, which includes UltralIght publicatIOn.

e FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn.

MAKE CHECKS PAYABLE TO EM OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS:

WITTMAN AIRFIELD - OSHKOSH, WI 54903-2591 - PHONE 414/426-4800 OFFICE HOURS: 8:30 - 5:00 MONDA Y-FRIDA Y

VINTAGE AIRPLANE 21

STITS POLY-FIBER B~~,

LOG BOOKS NEW AND REVISED FOR ...

Pilots: EM Pilot Log Book $2.95 ppd. Aircraft Owners and Builders:

EM Amateur Built Aircraft Log Book . . ............. $2.95 ppd.

EM Propeller (or Rotor) Log Book . ... . ..... . .... $2.95 ppd.

EM Engine and Reduction Drive Log Book .. . .... . ....... $2.95 ppd.

Ultralight Owners and Operators: EAA Ultralight Pilot's Log and

Achievement Record $2.95 ppd. EM Ultralight Engine and

Aircraft Log . .... . ..... . . . $2.95 ppd. Also Now Available:

CAM-18 (Reprint of early CM Manual) . . . .. .. . . .. . $6.95 ppd.

Amateur-Built Aircraft Service and Maintenance Manual $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

• 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.

l?~LIV~ IRe WL()~~ ~l?A 01 AVIATI()~

J.eket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classic 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

AntIque/C.....e P.tehe. Large - 4W' across .... . .... . .... $ 1.75 ppd Small- 3V ..' across .. . . .......... $ 1.75 ppd

AntIque/CI....e Dee.l. ­4" across (shown left) . . ....... . . $ .75 ppd

Available Back Issues of The VINTAGE AIRPLANE 1973 - March through December 1974 - February through November 1975 - January through December 1976 - February through June, August through December 1977 - January through December 1978 - January through March, May, August, October through December 1979 - February through December Send check to: 1980 - January, March through July, September through December EAA Antique/Classic Division, Inc. 1981 - January through December Wittman Alrlleld, Oshkosh, WI 54903-2591 1982 - January through March, May through December Allow 4-6 Weeks for Delivery 1983 - January, March through December Wisconsin Residents Include 5% Sales Tax 1984 - January, through July

Per Issue $1 .25 ppd

7

22 AUGUST 1984

[EA~ 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 costly, 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 expensive ly. The STC's cost only 50~ per your engine horsepower - (example: 85 hp Cessna 140 = $42.50), STC's are not avai lable for engines only. 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 air­craft, all imaginatively displayed in the world's largest, most mod­em 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.

EA~ ~FOUNOATION

Wittman Airfield Oshkosh. WI 54903-3065

414-426-4800

VINTAGE AIRPLANE 23

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