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STRAIGHT AND  LEVEL 

By  Brad  Thorn as 
Last month we advised you of the change of
command in the Division, quoted our PURPOSE we
intend to follow, described the objectives of our
monthly publication The VINTAGE AIRPLANE, and in-
troduced your new President. The vacated position of
Secretary of the Division has been filled by a highly
qualified Director, M. C. "Kelly" Viets, who assumed
his new duties following our Board meeting of Feb-
ruary 9, 1979.
Each of your Officers, Directors, and Advisors has
been active in the EM AIRSPACE ACTION program.
Personal contacts were made to the Presidents and
newsletter editors of the many type clubs, stressing
the importance of voicing each members' written
comments to the FM and his Congressmen. The re-
sponse was overwhelming. Meetings were called for
ANY person interested in the effects of the FAA
proposals - and not only pilots, but fixed base
operators, their line crews, mechanics, corporate re-
lated personnel , and interested United States Con-
gressmen attended, were given the facts and then re-
quested to take individual action relative to the issue.
Newsletter editors forwarded emergency bulletins or
published the facts in a current issue. Every member
of EAA, the Antique/Classic Division, the International
Aerobatic Club, the Warbirds of America, and mem-
bers of chapters who mayor may not belong to EAA
or one of its Divisions has been contacted and pro-
vided with the facts in the FAA proposals. WE have
responded. The WE concept has been exploited, dis-
cussed, cursed , and used as a means for personal
gain , whether it be a political move to " gather in the
flock", or just an honest person giving credit to
another where due. This time WE have joined in one
common cause to voice our individual opinions about
the bureaucratic move of a politically appointed indi-
vidual who seeks to satisfy the request of his
superiors in "the interest of safety" and is apparently
unwilling to listen to the thousands of constituents af-
fected by his proposals. Regardless of the final out-
come, our hats are off to you - an individual who
believes in a cause and then supports the issue with
personal contact in writing - not by a petition of
signatures - but by individual expressions of the
thoughts and feelings within yourself.
WE are a unique group of professionals, airline
pilots, mechanics, wives, industrialists, accountants,
painters, lawyers, politicians, doctors, writers , photo-
graphers, teen-agers, retirees and enthusiasts who
have a common interest in aviation whether he or she
be a restorer, builder, owner, pilot, admirer, or mod-
eller. WE are those who look forward to the after-
noon, the weekend of fun and pleasure when the
pilot brings out his Antique, Classic, Aerobatic, or
Warbird machine and then admires it, flies it, works
on it, polishes it, or just sits in it and smiles for the
photographers or answers the questions of interested
parties.
WE are that unique group of volunteers who be-
lieve in a cause, support it wholeheartedly, and then
gather collectively to enjoy and pursue our aviation
hobbies at local fly-ins, regional meets, and the
" daddy-of-them-all ", the annual International Con-
vention . You may be only an antique buff, who con-
siders a homebuilder "way-out"; or a sheet metal
radical who considers fabric and dope just something
to put a finger through; or a gyro flyer who adores
only the feel of total freedom in the air movement;
or the Pitts driver who considers straight and level fly-
ing "for the birds"; or the Warbird pilot who feels
the tremendous power surge " that nothing can com-
pare with" . WE are all this, and more.
In order to function effectively, WE must re-
member that as active members of the Antique/
Classic Division of EAA, WE are a segment of the knit-
ted group of persons who collectively represent sport
aviation in its entirety. Our individual interest, admit-
tedly, may favor a special interest group of the parent
EM; but without the assistance, expertise, staff, and
services provided by EAA, we could not survive,
much less publish our outstanding magazine The
VI NTAGE AIRPLANE.
The great success experienced each year during
the International Convention at Oshkosh is due en-
tirely to our volunteers who offer themselves each
year for hours of work (and fun) to promote and
make ou r part of the Convention a strong attraction.
WE are a part of EAA, yes, even a part of the War-
birds and the lAC, and the combined effort of these
special interest groups jells not only in the annual
Convention, but unites to support our outstanding
museum and effectively promote sport aviation.
Let us not forget that the fellowship of the aviation
enthusiast, the builder, the pilot, the restorer, the
mechanic is the WE that brings to each of us the en-
joyment , pleasures, and satisfaction that we pursue
and desire.
2
Editorial
Staff
Publisher
Paul H. Poberezny
(Chris Sorensen  Photo)  Editor
Bill Barber rolls his 450  hp Stearman in an air show. D ·d G t f Ph D
aVI usa son, ..
Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron
(Fred) Fredericksen
Readers are encouraged to submit stories and photographs. Associate Editorships are assigned
to those writers who submit five or more articles which are published in THE VINTAGE AIR-
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-
PLANE and a free one-year membership in the Division for their effort s. POLICY-Opinions
expressed in articles are solely those of the authors. Responsibility for accuracy in reporting
rest sentirely with the contributor.
Directors 
PRESIDENT 
Claude L.  Gray,Jr. AI Kelch
9635 SylviaAvenue 66 W. 622 N.Madison Avenue
W. BRAD THOMAS, JR.
301 DODSON MILL ROAD
Northridge, CA 91324 Cedarburg,WI 53092
2131349"1338  414/377-5886 Home
PILOTMOUNTAIN, NC27041
919/368-2875  Home Dale A. Gustafson MortonW. Lester
919/368-2291  Office 7724 Shady Hill Drive P.O.Box 3747
Indianapolis, IN46274 Martinsville, VA 24112
VICE· PRESIDENT 
3171293-4430  703/632-4839'Home
JACK C.  WINTHROP
7031638-8783  Office
ROUTE 1, BOX111 Richard H. Wagner
ALLEN, TX 75002 P.O. Box 181 ArthurR. Morgan
2141727-5649'  Lyons, WI 53148 3744 North 51st Blvd.
4141763-2017  Home Milwaukee,WI 53216
SECRETARY 
414/763-9588 Office 414/442-3631
M.C.  "KELLY" VIETS
7745 W. 183RD ST. John S. Copeland Dan Neuman
Advisors 
9' Joanne Drive 1521Berne Circle West
Robert E. Kesel
STILWELL, KS 66085
Westborough, MA01581  Minneapoli s, MN55421
913/681-2303 Home  455Oakridge Drive
617/36&-7245 61 21571· 0893
913/681-2622 Office Rochester, NY14617
Ronald Fritz  John R. Turgyan
71 61342-3170 Home
1989' Wilson, NW  1530 Kuser Road
TREASURER  716/325· 2000, Ext.
Grand Rapids, MI 49504  Trenton, NJ 08619'
E. E. "BUCK" HILBERT  23250/23320 Office
61 61453-7525  609/585- 2747
P.O. BOX 145
Stan Gomoll Gene Morri s Robert A. Whit e
UNION, IL 60180 1042 90th Lane, NE 27 Chandelle Drive P.O. Box 704
815/923-4205
Minneapolis,MN55434 Hampshire, IL 60140 Zellwood, FL 32798
61 21784·1172 3121683·3199 ' 305/88&-3180
THE VINTAGE AIRPLANE (ISSN 0091-6943) is .:>wned exclusively by EAA Antique/Classic Division. Inc.,
and is published monthly at Hales Corners, Wisconsin 53130. class Postage paid at Hales
Corners Posl Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Membership
rates for EMAnt ique/Classic Division, Inc., are $14.00 per 12 month period of which $10,00 is for the
publicalion ofTHE VINTAGE AIRPLANE. Membershipis open toall who are interested in avi at ion.

OFFICIAL MAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
ofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229, Hales Corners, WI 53130
CopyrightO1979 EAAAntique/Classic Division,Inc., All Rights Reserved.
APRIL 1979 VOLUME 7 NUMBER 4
The  Cover ...Travel  Air  4000 bel onging  to Gene Morris of  Hampshire,  Ill inois. 
(Photo  by Ted  Koston)  , 
TABLE  OF CONTENTS 
Straightand Level by Brad Thomas .................................... 2
Oshkosh, HalfThe Fun Is GettingThere by Karyl B. Herman ........,... 4
The Rebuilding OfA Grand Champion Classic by Elymus "AI"Nase...... 10
Vintage Album . ........ . . ....... .. . . . ..... . ........ . . . . ... . .. . .. . .. .. 14
The Longest Flight 1931 byJohn L. Polando ................... . .... . ... 16
Borden'sAeroplane Posters From The 1930's by Lionel Salisbury ......... 18
Model Your FavoriteAntique! byBob Whittier ......................... 20
Completed Antique/ Classic Aircraft.,.........,........................ 23
Antique/ ClassicAircraft UnderRestoration ... ... ...... . .... • .. . ...... . . 23
Letters To The Editor ................................................. 24
Calendarof Events ...................................................25
EAA  ANTIQUE/CLASSIC  DIVISION  MEMBERSHIP 
o NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/
Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year memo
bership in the Experimental Aircraft Association and separate membership cards.
SPORT AVIATION magazine notincluded.
o EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic
Division, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
(Applicant must becurrent EAA memberand must give EAA membership number. )
;.
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tialf The r=un
  Ther.e .
U Ii;' • 1 San Bruno, CA 94066
Rear view of 68K and our camping area.
Bethlehem, Mecca , Oshkosh. Pilgrimages are
made to these places. Pilots make their annual pil-
grimage to the EAA Convention in Oshkosh, Wiscon-
sin, in mid- summer . This aviatrix had a longstanding
yearning to journey across our country and join the
thousands of similarly-enchanted fliers in this "mid-
summer ni ght's dream" .
Since beginning flying lessons four years ago, I
had imagined what it would be like to be at a place
where there were airplanes almost as far as the eye
could see, and where the majority of people would
be pilots. The appetite for this fantasy-to-come-true
was whetted by hangar sessions with pilots who had
been to Oshkosh, and by attending local California
weekend f ly- i ns . But neither my ego nor my wallet
permitted the thought of renting an airplane for such
a venture. I decided to wait and attend Oshkosh as a
participant, not as a sightseer only.
Enter Luscombe 2368K ("Phantasy" - my pet
name for my craft) . In November of 1977, this 1947 8E
became part of my life, and by the following
weekend , a group of us had gathered to discuss plans
to " go to Oshkosh" . Several had made the trip previ-
ously; most of us had not, yet. All of us were eager
for the experience - the trip itself, and the conven-
tion as " icing on the cake". Plans were eventually
formalized to include leaving California the weekend
before the beginning of the show, barnstorming
cross-country during the week, staging at a pre-
planned redezvous point (in case any of us diverted
some place else during the week), and arriving at
Oshkosh as a flight.
Vacation requests were made and confirmed,
though not always willingly. As the departure date
neared, excitement built. We had been counting
months, then weeks, and now were counting days
until departure. Everything was set, checklists made
of things not to forget. Our practicing wheel landings
(which I had yet to master) to an isolated strip - to
be ready for anything the trip might offer - a bad
magneto drop showed up on runup. Why now? It's
only 23 days until we leave. Guess I'd better have that
checked and fixed before the trip ... Into the shop
68K went to have the ignition lead replaced - a two
day job, I was told, because the lead would have to
be ordered (they don't get many C-85s to work on).
On the appointed day, I called the repair shop to
verify my airplane is ready. "Yes, the ignition lead is
installed, but, well, uh, there's another problem ...
the compression check shows 46/80 on #3" (not a cy-
linder affected by the ignition lead), "and the cylinder
will have to be topped before we can give your plane
back to you ." Oh no . . . " How long will that take
and", with dread "how much will it cost?" Two days
later they'd pulled the cylinder : it was cracked .
Would have to be replaced or welded. Welding is
less expensive. The shop with the airplane couldn't
do it - the cylinder would have to be sent out for
the heliarc job. Take about a week. But they would
take " plastic money" (credit card) for the repair.
Otherwise, Oshkosh 78 would have to be cancelled
then and there from the sound of the repair estimate.
During the next week, I kept telling myself it was
good it had happened now, instead of maybe some-
where out in the middle of nowhere on a long
cross-country. The week dragged on; I wasn't con-
vincing myself very well. Calling on the day the plane
was to be ready the second time, thinking I'd just
have enough chance to go flying to re-sharpen my
skills in time for the trip, I was told they hadn't even
started the welding job yet. Hadn't started? Okay,
time to put on some pressure - call the welding
shop. Promises, promises. Another week of impatient
waiting. Still not ready. Then the phone calls were
placed daily, enforcing the urgency of the situation.
Forget about sharpening skills, first I have to get my
airplane back. Finally, 36 hours before departure, 68K
was returned to me.
After carefully washing and waxing my bird for the
trip, which by now I was determined to make, I made
the first after-repair flight to return to home base
(Hayward) and pack the airplane for the beginning of
the trip to Oshkosh . As we climbed out to about
1,500 feet, an alarming symptom developed - the
needle on the oil temperature gauge climbed almost
as fast as the altimeter to within 8 degrees of redline.
It was a warm day, but not even close to being hot
(like the weather expected on the trip), and the oil
temp had never done that trick before. Setting down
at the nearest airport, I called the mechanic who'd
fixed the cylinder. Disaster had struck - he said the
trip was a definite "no go", and furthermore, the first
chance he'd have to do anything for 68K would be
three days hence.
Now near panic at the thought of not making the
Oshkosh trip, I gingerly took my baby home, put her
to bed, said good-by to another pilot in our group
who was making the trip, went home and cried. Dis-
solved to tears, I had almost given up.
The next morning the group left without us. I was
offered a ride in Jim' s Cessna 140 but declined - it
just wouldn't do to go to Oshkosh without my Lus-
combe. Now total frustration set in. Why had I
worked all those extra hours, even giving up some
weekends, to finance the trip if I couldn't go? All my
connections (people who knew anything about
who/what/where to turn to for help) were in that
group, now enroute to Oshkosh. But wait . . . I'd
seen an ad in a newsletter about a C-85 for sale -
maybe that person would know someone I could
trust with a still sick airplane. Worth a call. Sure
enough, after hearing my predicament, a name and
phone number were immediately offered. With the
next phone call I found my rescuer in the form of Tex
Harding (an EAA Designee) at Columbia, about an
hour' S flight from Hayward. Listening to my sad story
and description of the engine's problems, he offered
that if I could ferry the plane to Columbia, he'd have
a look at it for me. And this was Saturday . . . Care-
fully following his ferry instructions and making a
necessary cooling stop enroute, by that evening we'd
started taking 68K apart to find and correct the over-
heating problem. Tex moved his own plane, a Cessna
140, out of its well-equipped hangar and moved mine
in. Not only did my savior know and love old
airplanes (shucks, he' d been an A & P since before
my plane was even type-certificated!), but he also
knew what a trip to Oshkosh meant! Tex and his wife
Mitzi, two absolutely marvelous people, totally de-
voted the next four days to getting me headed east;
they also took me into their home, fed and bedded
me, not to mention the understanding and emotional
support they provided.
Finding no obvious explanation for overheating,
and after checking the baffling and re-timing the
mags, we decided to put on an oil cooler to make the
trip possible. Deciding is one matter, finding an oil
cooler for a C-85 is another! Long distance phone
calls yielded only suggestions for other places to call.
One place in Hayward had the adapter, but not the
cooler. Several more calls finally located a scavenge
yard in Bakersfield that had a cooler from a wrecked
Luscombe that "seems okay - no guarantee". The
next morning Tex and I set out in the Harding's 0-200
equipped 140 to collect the parts. Now only pilots can
appreciate the mobility that an airplane gives. If it
hadn't been for the 140 (cruising at an easy 120 mph
indicated, thanks to the 0-200), we NEVER could have
collected those supplies in one day - Columbia back
to Hayward, to Bakersfield, and return to Columbia
- in less than five hours aloft!
It was now three days since the group had de-
parted for Oshkosh without Phantasy and me. Realiz-
ing that if the oil cooler would do the trick and know-
ing that time was beginning to run out if I was going
to try and catch the group, Tex set to putting on that
5
Wildest Luscombe West of the Rockies - Sa lt Lake Ci t y,
Utah, BE owned by Ji m Carruth.
cooler in record time. Easier said than done: the as-
sembly butted right up against the motor mount.
More head-scratching and frustration . What we need
is a spacer, but no such thing exists. Now Tex' s
creativity i s challenged. Okay, he says, we need a
spacer there, we' ll build one. The man's a genius!
And maybe the best part is that he loves to teach too.
I was set to work cutting out the spacer he designed.
Putting all the parts together, by the evening we test
flew 86K - so far , so good - and fueled up for the
next morning. It looked like it would be a " go" in-
stead of a fIno go" !!
That evening, I realized that now it appeared I
WOULD be able to fly to Oshkosh, I was going to
have to navigate, too! I'd completely forgotten about
that little detail with all the worry about the engine! (I
had figured that with six or seven other planes,
SOMEONE would do the necessary navigation, but I
probably wouldn't have to do much except follow the
leader.
Having rescued my engine, Tex and Mitzi now set
out to rescue me from myself. With no charts and no
idea of which way to go other than east, Tex pulled
out his own set of charts from a trip he and Mitzi had
made to Milwaukee only a few months before. Charts
marked with course lines , magnetic headings,
mileages and checkpoints! We discussed the route,
where to stop for 80-octane, where to expect the un-
expected, and all those details only someone who's
been there before can provide. As if that wasn ' t
enough, Tex and Mitzi volunteered to guide me over
the Sierras on the first leg the next morning! That
would be the final "test flight" (to altitude) to prove
that 68K could make the trip.
Dawn of day five since the group departed: two
planes depart, one to return (reluctantly) , one to con-
tinue (hopefully) to Oshkosh. It is a perfect morning
to be flying. Cool, a few pretty cumulus with plenty
of ceiling, a beautiful sunrise, and a partner to follow
over unfamiliar terrain. Phantasy and I ARE going to
Oshkosh! The dream will be a reality. Thanks to Tex
and Mitzi, day five has become day one - the first
day of my finally-to-be-realized trip! Frustration turns
into exhilaration.
After a flight of about one and three-quarters
hours duration and with oil temperature behaving it-
self, we land at Lovelock (Derby), Nevada. However,
the plane still isn't qui te su re it wants to make thi s
trip - she's spewing oil ALL OVER herself. Consulta-
tions are made. Negative and positive feedback i s ob-
tained . Diagnosis: oil is blow-by from unseated rings
in the cylinder that was topped less than four hours
of flying time ago. (Tex has pressure-checked the oil
cooler before installation, so that had already been
ruled out). Decision: continue trip with more fre-
quent stops than planned for fuel to check oil com-
sumption.
We' re off! This is for real! ! Frankly, I'm scared . . .
Tex and Mitzi are now going in the opposite direc-
tion, and somehow things seemed all right as long as
they were in sight and I could pick up the mike and
give a running account of engine behavior. The next
leg is over more rough terrain, in the company of a
homebuilt biplane and his partner in a Grumman who
think I should go back, not continue the trip. Chal-
lenge acknowledged and accepted. We will go.
The three of us climb out heading east. Our for-
mation is so loose that we're not always even in sight
of one another. But at least I have someone else to
tal k to, for now. Phantasy and I begin to settle in for
the duration - everything's in the green. An hour or
so later I decline making a stop at Elko with the other
two and push on, saying "see you at Oshkosh" . 68K
and I are all on our own now, but I'm anxious to catch
up with my group, wherever they are by now .. .
Two point six tach hours out of Lovelock, we land
at Wendover, Utah. Lots of oil on what was a clean
airplane, but the sump only takes a little over a quart
of oil, so it's still well within the minimums. The
biplane/Grumman flight were only planning to make
Salt Lake today, it's still early afternoon, there's lots
of flying left in this day ... Salt Lake passes far below
us. We're goi ng to Oshkqsh!
At Rock Springs, Wyoming, 2.8 hours later, we are
greeted by a mechanic who wonders if we know
about the oil leak. By now our confidence has built to
6
Saturday, the last day of Oshkosh, packed up and read y
,.
to depart.
the point where we tell him yes we know, but it's
only blow-by and no, we won ' t need him, thanks;
we' ll just fuel up and add some oil and continue on
our way. As we feed the airplane and our own body,
three beautiful T-18s land and taxi up for fuel. Don't
even ask where they're headed in their lovely birds -
we' re All going to Oshkosh!
Whew, it 's getting hot, let's go back upstairs
where it's cooler ... We've still got a ways to go to-
day, so l et's get with it! Rock Springs FSS doesn' t
want me to take off in the direction I'm headed, even
though a 172 just used that runway and there's not a
hint of a breeze. I' m still not used to this much de-
nsity altitude, and would rather not have to turn as
soon as we' re off to get going in the direction we're
headed. Affirming that thi s is an uncontrolled field ,
we take off towards the east.
Phantasy doesn' t exactly climb like a homesick
angel , but we' re headed upstream and the oil temp's
still behaving. At altitude, I lean out and settle in. All
trimmed out , I turn to retri eve an item from the bag-
gage compartment , and my airplane teaches me
something new - a Luscombe can be flown some-
thing like a hang glider, by shifting your weight!
Wow! This visibility is spectacular! Checkpoints
are seen 50 plus miles ahead of time. SPORT AVIA-
TION mentioned a place in Wyoming that welcomed
EAAers enroute to Oshkosh . We decided to try for
Torrington tonight , unless all these bumps try and
discourage us. Maybe we escaped some of the heat,
but it' s making itself felt. However, it's CAVU, so let' s
continue.
Three hours plus a few minutes later, the golden
sun is brushing the horizon as we touch down at Tor-
rington to be welcomed, pushed into a hangar, and
rest . In 10.2 tach hours, we haven' t done too badly
for our first day! I call Tex and Mitzi to report that
68K and I are better than half-way there, and eager
for the morning so we can be on our way. My sleep-
ing bag is rolled out beside the ai rplane in the han-
gar. The couple from Redding with the old st raight-
tail 172 opt for bedding down in the FBO. After com-
paring notes on the day' s flights, sl eep comes in tired
contentment.
The friendly sound of an engine being propped to
life announces that it's dawn, and time to pack up
and move on. If we hustle, maybe we can make the
rendezvous point by this evening - a day before the
original schedule cal led for - and be there to greet
our group headed for Oshkosh! After eyeballing the
sky for a weather briefing (severe clear), I decide to
have some fun and fly low following a river southeast
to retur n to my planned cou rse. This is fun - we' re
really cooking - time for a ground speed check. All
right! 130 mph! At this rate, we could go all the way
to Oshkosh tonight .. .
Now we' re in Nebraska and back on course. Time
for a fuel stop. Let's see, which one of those little
towns is Broken Bow? Oh, okay, over there - guess
we' ve been blown off course a little - have to re-
member that. Airborne again, we pick up our magne-
tic headi ng and relax. Why, if anything went amiss,
any of those lovely fields would be perfect for setti ng
down. Very different from yesterday, when the ter-
rain underneath stimulated imagination of " what if".
Besides , today, Phantasy has relaxed , too, and no
longer spews out her life's blood onto her belly and
gear.
Each fuel stop eventually brought an interesting
exchange from the line person, or from airport bums
found everywhere. Since this was my first venture out
of California, the further east I traveled , the more in-
credulous were responses to my answers. After the
fuel and oil order was clarified, the series went some-
thing like: " Is this you r airplane?" " Yes. " " Where are
you from?" "California." "California?" " Yes." " Did
you fly it?" "Um-hum, it's my airplane." "You flew it
here from California?" " Yes." " By yourself?" " That's
affirm. " Thi s last question even came from those
who'd seen me taxi up and be the only body to dis-
mount ! Oddly enough, as large as California is (and
having been all over the state in my bird), I'd never
encountered these questions beyond the "Your bird?
... Where you from?" point. I must admit it was
something of an ego trip, especially if the inquiry in-
cluded the plane's age - frequently almost twice that
of the questioner!
7
Karyl and Phantasy.
At this point in the journey, navigation became in-
teresting. To a Californian, pilotage mainly consists of
knowing that the ocean is to the west, the mountains
to the east (both almost always visible to VFR fliers
like me), picking a convenient freeway and going IFR
(I follow roads). In the flat farmlands of the Midwest,
an uninitiated pilot is left with trying to distinguish
between small farm towns, many of which seem to
have an airport handy for reference but airport names
aren't marked (as in California) and runway headings
are frequently the same from town to town. (I had yet
to learn to look for and read water towers, and never
did get comfortable with section lines.) Also, my
Mark III didn't seem to want to track inbound to the
VORs that could be tuned in. Thus, around mid-day
of the second day out, I slowly came to realize that
the checkpoints I thought I'd verified were apparently
not the right ones - and I was lost! How stupid. For-
tunately, I realized this before the fuel situation be-
came a factor. However, here I was, somewhere in
Nebraska or Iowa, enjoying the scenery, but not re-
ally sure where I was. (I did know a border was due
soon, but they don't show!)
Okay, let's see, how does one get found? First, try
the VOR again, maybe we can get a cross-check.
Negative; can't even get an identifier, let alone a
needle wiggle. Okay, pilotage it is. Already at a good
altitude, that doesn't seem to offer any clues ...
maybe drop down for a closer look and discover
That 's 10,500 feet not 500 feel! Efficient crui se altitude for 68K.
which of these towns is which . And, oh yes, now re-
member the drift off course at the last fuel stop,
make a big correction for that (why did I forget that
???) . Closer down, and paying very careful attention
to comparing town shapes with the sectional, after
what seemed an eternity but was probably closer to
15 or 20 minutes, I thought one town was definitely
identified. If so, I was truly off course, quite a bit by
now. Making yet another correction and noping it
was right, we continued for 10 to 15 minutes.
Hooray! The new checkpoint turns up! Back to al-
titude so fuel can be saved by leaning . . . One more
correction, and a half hour later the next planned fuel
stop shows up, now on course. Whew! Have to be a
little more careful .. .
In my attention to details while getting re-
oriented , I' d noted what seemed to be many small
turf strips not marked on the sectional. Having heard
about the marvelous grass strips that the Midwest
holds for those of us who have to live with concrete,
I was looking forward to landing on one. Strom Lake,
Iowa, our fuel stop, appeared to have one. And the
wind was favoring the turf, not the concrete runway!
I was going to have a chance to land in the grass!
Cough , sputter . .. Oh no, don' t run out of fuel now
. . . field' s in sight ! Pre-landing (cough) check - carb
heat (sputter), ah, mixture-sputter-sputter-right -
there, that's mu ch better .. . Setting up for
downwind , I saw a couple of pickup trucks and sev-
eral men doing something to the runway - probably
checking the lights, or some such, I figured. Turning
base and coming down final, I had second thoughts
- they were on the runway - what were those guys
doing, really? On short final , just before flaring for a
three-pointer, I suddenly realized that they were
MAKING a runway - the grass had to be over a foot
tall, and would certainly tip me over if I were to land.
Whoops! Full power for go-around . . . sure hope
there's enough fuel ... set up for the other (con-
crete) runway ... that was a little too close for com-
fort! As I taxied in to the fuel pumps and shut down ,
I was met by a truckload of the workmen, who justifi-
ably kidded me about trying to land on the non-
runway. I explained that I' d really been looking for-
ward to a turf landing, and hoped they were going to
make a turf runway there, to find out it was to be
another concrete strip. Oh well, such is progress .
For the final leg of the day, after my fright at hav-
ing been lost, I decided to play it safe and find a big
highway to follow. A check of the chart before take-
off indicated a "concrete compass" for me to follow
to the rendezvous point! Lovely - now all I had to
do was wing over there. An uneventful two and a half
hours later, Winona, Minnesota appeared. Now I was
really getting excited - would my group be there, or
would I have gotten there before they did? Flying
over the field to check for wind and to active while
dumping off altitude, I couldn ' t be sure from all the
8
Wyo mi ng irom aloft appears l ess than hospitable from 68K.
Li ne up for iuel on arri va l (R to Lj: Larry, me, Carol /Doug, Jim, Lou, Nita.
planes there if I recogni zed any . On short final I
thought I caught a glimpse of a familiar color , and
while rolling out confirmed it! I hadn' t beat them,
but I had caught up .. . Taxiing over to park with the
group I saw no one. Oh well, we're all here now,
we' ll find one another soon enough. Going into the
FBO, I inquired of the whereabouts of the pilots of
that group of 140s parked outside - to find they' d
walked into town for a beer and pizza. Which way?
Directions obtained, and in sore need of exercise my-
self , I made a beeline for the feeding grounds. Open-
ing the door to the restaurant , " gee, it sure is dark in
here", I was greeted with shouts, "Hey, look who' s
here! " and immediately surrounded by my group,
" You made it!! We' d given up on you! " " Given up
on me?" " When' d you leave?" " Yesterday morning. "
"From California?" "Yep." "Wow!! How' s the bird?"
" Fine, thanks. Guess you 140 drivers had better watch
out for us Luscombe pilots . .. hee, hee. " And so the
reunion went , comparing notes, finding out they' d
had some real problems enroute (one of the group
was no longer with us, having had to crate up his
plane and return home via the ground), and so on .
But we were together now, and how sweet it was!
The following morning, Friday, we decided to go
on into Oshkosh. Actually, they' d planned to go on
in anyway, they really had given up on me, even
though I was a whole day early by the original
schedule! So we took off en masse for a fue l /
breakfast stop at La Crosse, and even picked up a
couple more planes enroute there, just a short dis-
t   n c ~ down the river. Even though our leader had re-
ported a flight of seven, the tower at La Crosse wasn' t
quite sure what was happening when one after
another we announced our numbers and sequence
on downwind (as requested ). Once we were all
down, it was simply a matter of feeding all the
mouths and fuel tanks.
That done, we were all eager to get to Oshkosh.
This time, the tower simply cleared our flight for
take-off, and we were on our final leg! And what a
sight we were! Having been alone for so many hours
of flying, I discovered I was getting nervous with so
much company, " Lou , you ' re in my blind spot , can
you fly lower so I can see you?" " Thanks, that re-
lieves my paranoia. I haven ' t see this many planes
since I left California!
Arriving at the initial reporting point for Oshkosh
(Ripon), the group offered me a chance to land first
at Oshkosh since I'd put so much effort into getting
there, but I deferred to Larry, who' d been there be-
fore and knew the way, to lead us all in. I' d go in
second . We formed up echelon left, our leader re-
ported for us, flight of seven, and the never-to-be-
forgotten experience of landing at Oshkosh , the
greatest fly-in show on earth , began . Expecting to
have to circle for a while before being cleared to pro-
ceed to Fisk and then to report downwind, we were
immediately cleared to come in , ;' report with type
and color on downwind", and begin the greatest
week ever .
The adventure wasn' t over yet, however . As any-
one who' s been to Oshkosh knows (and everyone' s
heard), traffic i s at a maximum, and unfortunately not
everyone always plays by the rule . As we rounded
base-to-fi nal , the tower was yell i ng at a " Banana"
(Bonanza) on a straight- i n (forbidden) approach. After
that, the actual landing was almost anti-climatic. Ex-
cept that, even though I' d listened to the ATIS, I
hadn' t heard it in my excitement, and wondered why
I had such a squirrely three-point landing. Expediting
my turn-off from the runway as directed, I caught a
glimpse of another of our group making a bounced
wheel landing. Ten minutes later when we were all
taxied to where we would partake of Oshkosh for the
next week, I found out that there had been a 20-knot
direct cross-wind on the runway! So that's why it was
difficult ! ! Oh well, next time I' ll listen and be pre-
pared.
The rest of the story you ' ve already heard, the
new friends to make, all the hundreds of beautiful
birds on which to feast one' s eyes and camera, the
forums and seminars , the air shows to watch, the
fly-by pattern to show off in and really challenge your
flying skills, the " living and breathing airplanes" for a
whole week - you simpl y have to experince it to ap-
preciate it. But at least half the fun is getting there,
solo in a Luscombe. Now next year .. .
9
!David  Gustafson  Photo) 
AI  Nase's  Aeronca  Chief,  Grand  Champ  at  Sun  ' N  Fun 
this  year,  and  last  month's  cover  shot  on  The  VINTAGE 
AIRPLANE. 
By  Elymus  " AI"  Nase 
RD  1,  Box  359 
Rehoboth  Beach,  DE  19971 
Back in 1973, an acquaintance of mine, Eric Hop-
kins of Sudlersville, Maryland, purchased a run-down
THE REBUILDING OF A
Aeronca Chief intending to recover and fly it from his
farm. During the year, Eric disassembled and unco-
vered the Chief. The fuselage frame looked fairly
good, but the bulkheads were badly warped and the
GRAND CHAMPION CLASSIC
stringers bowed. The instrument panel was dented
and cut up from previous radio installations. The
wings needed lots of straightening, cleaning and re-
pairing. As Eric's farm work consumed a lot of his
time, the "simple" recovering project loomed bigger,
10 
seemed harder and was pushed off further in the fu-
ture. Eric eventually became even more disillusioned
with the thoughts of rebuilding the Chief and de-
cided if he could sell the Chief, he would buy a "fly-
ing" aircraft.
Having previously owned a 1946 Aeronca Chief
from 1948 thru 1952, and having logged over 600
hours in it, including many trips across the United
States, I guess I just had a big soft spot in my heart
for the Chief. A little haggling with Eric and I became
the owner of a shed full of Chief parts. Several trips
with a truck and myoid Chevy wagon succeeded in
transporting the Chief bones from the farm to my
hangar at Sussex County Airport, Georgetown, Dela-
ware.
During the next three years, the frame was com-
pletely disassembled, restored and rebuilt. The fusel-
age frame was thoroughly cleaned, all landing gear
fittings were repaired for a snug bolt fit, and then
primed with an epoxy primer . All bulkheads and
stringers were made up new from hand selected
wood stock. The instrument panel was straightened
and reworked back to original. An original wood
grain finish was applied to the main instrument panel.
All controls, cables and pulleys were reworked or re-
placed. Control wheels and emblems were hand re-
stored. The interior was painted light tan and medium
brown was applied to metallic trim . A new headliner
was installed. Interior side panels were upholstered
or painted and installed. Finally, the fuselage was
ready to cover.
Now the landing gear frames, tails and ailerons
were dressed down, straightened, aligned and
primed. The landing gear, shock struts, wheels and
brakes were all rebuilt back to original specs and in-
stalled. Next, the wings came up for their turn at re-
work . Ri bs were straightened, leading edges
straightened or replaced, fittings cleaned and primed,
and spars revarnished. The wing tip bows were re-
formed and aligned. Finally, everything was rea€ly for
recovering. The Stits process with ceconite D101 was
the covering choice, and here the whole family was
put to work. Mother and daughter helped Dad in the
process of applying fabric, attachment screws, tapes,
poly-dope and that sloppy project called wet-sanding.
When the fabric work was completed thru silver, it
was time to install the engine.
The engine had been overhauled by Vincennes
University A & P School in 1970 and had logged only
50 hours since then. It was assumed to be in good
condition. However, the years of disuse had taken
their toll. The cylinder walls were all deeply corroded
and one piston ring was found broken. A replace-
ment set of used cylinders were obtained and instal-
led. The engine was repainted in Continental Gold.
The carburetor was overhauled, new baffles made
and the engine installed in the aircraft. Cowling was
the next step. The nose bowl required extensive re-
working. The top cowl was made up new. The wrap
cowl and lower cowl were in fair condition, and re-
quired only normal reworking. But now - surprise!
The engine did not "center" in the cowling! A day's
work of measuring, checking thrust lines and angles
finally revealed that an old repair to a tube in the en-
gine mount was made too long and threw the thrust
line way off center. A jig was built up for the engine
mount and the offending tube replaced . All of this
might have gone unnoticed, were it not for the instal-
lation of the McDowell hand starter. This unit sits in a
recess in the nose bowl and the engine to cowling
alignment is critical. The hand starter was original
equipment on the 1946 Chiefs, but most of them have
been removed for various reasons. A brand new
(1946) McDowell starter was located in the midwest
and installed on the engine. The starter pulley brac-
kets, fittings and handle became impossible to locate
and were finally built to the original manufacture
drawings, which were obtained from Bellanca Aircraft
Corporation.
During the three year rebuilding process, a set of
Hanlon Wilson mufflers, new lift struts, original metal
wheel pants and miscellaneous original interior con-
trols, knobs, latches, fuel gauges, etc., were ob-
tained, restored to new condition and fitted to the
aircraft. Now new door and rear windows, and new
wing and landing gear fairings were made and fitted
and the Chief was ready for painting.
It was a family choice to stay with the original col-
ors and design, however, this proved to be more dif-
ficult than expected. The original Aeronca yellow was
just not available. All currently available dope, as well
as commercial colors in urethane and enamels we
checked to get a yellow to match, but none would
match. Luckily, I had some original color chips from
the late 1940's to use as a color guide, plus my mem-
ory of my original 1946 Chief. Stits offered to match
my color chips, which they did very successfully, and
the aircraft was finished in Stits Aerothane, Urethane
Enamel. Many pi ctures of my previously owned 46
Chief were consulted to determine the design, size
and location of the registration number and the '
"Aeronca" emblem on the tail. A special stencil was
made up just to paint this "Aeronca" emblem on the
vertical fin.
The completed Chief first flew in April of 1977 and
made its first show appearance at the Potomac An-
tique Aero Club show in May, 1977 at Horn Point Air-
port near Cambridge, Maryland. Here it earned its
first award, despite the fact that the Chief was mis-
sing a completed glove box and door, which I had
been unable to locate. It also did not have the regist-
ration number on the wings.
Up to this point, the aircraft had been rebuilt with
only the desire to once again own and fly a nice
Aeronca Chief, like the one I had previously owned.
Now, having my first experience and exposure to re-
stored and antique aircraft, is quite an exhilarating
experience. My interest was sp<\rked by other beauti-
fully restored aircraft, and the good fellowship of the
other "Antiquers". We went back to the workshop,
painted the numbers on the wings, finished the mis-
sing glove box, and added the final finishing touches
of authenticity to the Chief. The missing glove box
door was obtained from Dave Long, the owner of a
beautifully restored Aeronca Super Chief, whom I
first met at my first fly-in.
The final results were very rewarding. The Chief is
a fine aircraft, very enjoyable to fly and has proved to
be a trophy winner wherever it goes.
A short history of this aircraft shows that in its
past, it has been up and down the West Coast, across
the country, in the Midwest, and down the East
Coast. In 1970, it had been a shop project for A & P
students at Vincennes University Aviation Mechanic
Technology Program. It has had at least 16 previous
owners. Surprisingly, it still sports the same Conti-
nental A65-8 engine (confirmed by the serial number)
with which it was built in 1946.
In December, 1978, enthusiasm abounded to at-
tend the 1979· Sun 'N Fun Fly-I n at Lakeland, Florida.
However, the previously installed, used cylinders
were showing their age and it was decided a top
overhaul was in order. A set of freshly overhauled
standard cylinders were located, after many phone
calls and false leads. New balanced standard pistons,
rings and valves, and valve springs were obtained. A
set of rocker arms were overhauled. By this time
Christmas and New Year's had passed and Sun 'N Fun
time was fast approaching! The engine was removed
from the Chief, cylinders and accessories were re-
moved and set aside. The crankcase was stripped of
its Continental Gold finish. The entire engine was
now refinished in the original Continental dark gray
and black colors. All engine external hardware was
replaced. A frantic schedule of weekend work and
late nights succeeded in getting the Chief back to-
11
(David c;.ustafson Photo)
AI NaSe in the cockpit of his  
gether less than a week prior to the Sun 'N Fun Fly-
In. Weather at the time allowed only a one and one-
half hour test flight of the rebuilt engine and that
took place in light rain and sleet. A post flight check
showed everything looking good, so a day later, in
the face of gale winds and freezing temperatures, the
Chief embarked on a dawn take-off, and we headed
for Florida. What better way to break in an overhaul
than a flight to Florida. The flight was beautiful and
uneventful, except for the strong gale winds during
the early morning, and the strong cross winds experi-
enced in lower Virginia and the Carolinas.
Ice formed on the windshield shortly after take-
off, due to water in the wing fairings from the previ-
ous day's wash job. This ice disappeared in the lower
Virginia area. The South Carolina and Georgia area
had me turning off the cabin heat. Florida called for
open windows, and a welcome change: a 25°F depar-
tu re at Delaware was greeted with a 78° day at Lake-
land. The trip had involved 113/4 hours of flying and
the Sun 'N Fun was just getting set up at my arrival.
(David Gustafson Photo)
AI runs her up on a taxiway at Lakeland, Florida.
AIRCRAFT DATA
Make  .. . .......... ... . . ..... .. .. .. . .  Aeronca  Chief 
Model ... . ...... . .. .. . ....... ... .... . . ....... 11AC 
Registration  Number  ...................... NC85829· 
Serial  Number  ........................... 11AC-239· 
Date  Of Manufacturing  .................  July  1,1946 
Engine ....................... .. ..  Continental  A65-8 
Engine  Serial  Number  . '.  ................ ....  4627568 
Aircraft  Based  At  ............ Sussex  County Airport , 
Georgetown ,  Delaware 
Covering  Material  ............... Ceconite  D101  and 
Stits  Poly-dope 
Color  Exterior  ............  Original  Aeronca  Yellow  -
Medium  Metallic  Blue 
Paint  Design  ... ............ As  Original  Manufacture 
Color  Interior . . .. . ........... . ......... .  Light Tan  -
Medium  Metallic  Brown 
Upholstery  ..........  Light  tan  ribbed  woven  fabric  -
medium  brown  vinyl 
Original  Equipment  Installed : 
McDowell  Hand  Starter,  Continental  A65-8  Engine, 
Metal  Wheel  Pants,  Instrument  Panel ,  Goodyear 
Wheels  and  Brakes,  and  Full Swivel  Tail  Wheel. 
Classic homebuilts in the EAA Air Museum.
~ ; r   f :
Molt Taylor's Aerocar, which is currentl y being rebuilt to
roadable conditi on. Molt originall y put it together in 1950.
(Dick Stouffer Photo)
Chuparosa (above) designed -,Jod buift
by Ray Hegy
Ray   built in 1952 is
tifiH1'FIe maior attraction in the EAA
Air Museum.
.:
__
The
Lon;est
FIi;ht
'13'
By  fohn  L.  "Polando 
Mill  Road 
East  Sandwich,  Massachuseus  02537 
It was in the early Twenties that Russell Boardman
and I first met and we were immediately attractpd to
each other. Ou r vocations and avocations were iden-
trcal. On the night of our meeting, Russell ,-,,,as riding
a motorcycle in a cycledrome at Revere Beach and I
was a fascinated spectator. Also, we had both been
or=. - .   "
,., " .... ,- '.
• .X"..-
._...._.. ...... .,I ' ; -" _ .,.

...,,,, ,.,..,. I'" 
bitten by the f lying bug so we were spending much
of our time at airports, specifically, East Boston (now
Logan International Airport), I got my license in De-
cember, 1927 and he had earned his a short time be-
fore.
Flying at that point was still in its infancy and re-
cords were established one day and broken the next.
Intrigued by this phenomenon, Russell as early as
1930 began seriously considering challenging the
world's longest distance record. This was not stunt
Holder. of world's rec&rd for a non-atop, non-rueling . New Y
to Istanbul, Turkey - 5050 miles in 50 hours - July 28th to 30th, I
• ---
..
flying. The current distance record had been estab-
lished by Coste and Bellonte in 1929' on a trip from
Paris to Manchuria. Russell's destination must, to be
accepted as a new record, exceed the then existing
record by one hundred miles. The distance factor
ruled out Moscow or Rome. Istanbul , Turkey was his
final choice.
In less time than it takes to tell it, the word got
around that Russell was contemplating such a trip.
16
Scores of people begged to be part of the adventure.
Finally, Russell came to me and said, "john, how
much do you weigh?" "One-twenty," I replied.
" Okay, you'll do." With that the formalities were
completed and the planning began.
Earl Boardman, Russell's brother, was our financial
backer. With him, we planned long and carefully
each detail of our proposed flight. No stone was left
unturned, but, in spite of our cautious preparations,
we almost lost the "Cape Cod" in a fire that de-
stroyed a wing and part of the fuselage when we
were fueling here in October, 1930. The wing struc-
tu re was then removed and she was trucked to Wil-
mington, Delaware, where Mr. Bellanca, her designer
and builder, repaired the damage. Between the time
needed for repairs, the onset of winter and pretty
consistantly poor weather conditions, it was july be-
fore we were ready to depart .
The fuel capacity of the plane, as she was origi-
nally designed, was insufficient for our needs, so Mr.
Bellanca suggested that we carry additional gas in five
gallon cans. The main gas tank was our seat. The aux-
iliary fuel was placed behind us within easy reach for
funneling into the main tank over our shoulders. Dis-
posing of the empty cans was a hazard and we prac-
ticed for hours throwing empty cans over the outer
harbor. The can was held out the window, I tapped
Russell on the shoulder, the stick was pushed for-
ward and the can dropped. In spite of the careful
maneuvering, one can struck the stabilizer during the
flight when the handle broke off. The plane shook
from the impact and caused us some very anxious
moments but no particular damage resulted .
Now, pretty much in readiness, we must await the
weather reports. Dr. Kimball was the meteorologist
whose predictions were used by practically everyone
of the pilots on the East Coast.
The ;' Cape Cod" weighed 2,400 pounds empty ,
she grossed 7,460 pounds loaded for the flight with
720 gallons of fuel and 25 quarts of oil. Much must be
said for the cooperation of the telephone and electric
companies who, obligingly laid down the poles on
Flatbush Avenue that proved to be a hazard on low
take-off at Floyd Bennett Field . In spite of this our
first attempt was aborted because we were so over
grossed that we were flying between the taller build-
ings of Brooklyn and we were finally obliged to dump
five hundred gallons of precious fuel on that unlucky
city before returning to Floyd Bennett.
The Bellanca, powered with a Wright j-69; 300 hor-
sepower engine, performed perfectly. She sputtered
just once on the flight. The weather, after leaving the
comforting coast of Newfoundland, deteriorated con-
siderably. We were forced to climb to twelve
thousand feet over the Atlantic so we saw nothing of
the water in the passing. The instruments behaved er-
ratically. The artificial horizon failed to function
within the first few hours. Once the movement of the
full fuel cans caused the magnetic compass to fluc-
tuate and we made a 180
0
turn and were, momentar-
ily, headed back for Newfoundland.
Sleep was virtually impossible. Russell drowsed
briefly but in doing so fell forward on the stick and it
was almost impossible for me to maintain altitude. I
too, dropped off for what seemed hours but was in
fact only a couple of minutes. Russell woke me with a
"Hey you really had a long nap. You look great - re-
ally terrific." The hoax worked like a charm - I really
felt rested and refreshed.
Before departure we had met Charles Lindberg,
who wished us success in our venture but failed to
tell us that the endless hours of sitting in one posi-
tion is painful at best. He failed to say that we would
experience cramps and swelling that were agony and
that the hours of the constant droning of the engine
would make us almost totally deaf long after the
ordeal was over. In our discomfort, we rubbed the
only thing available on our sore and aching joints -
toothpaste . It is doubtful if the "medication" was
helpful but the rubbing probably improved the circu-
lation.
The night of the 29th was frightening. The clouds
hung low over the mountains making the visibility
practically zero. To rise above the clouds meant as-
cending to fourteen thousand feet and we would
have picked up ice. The darkest hours were spent
Circling in a valley near Munich. As the glow of the
rising sun finally fingered its way between the peaks
and the fearful suspense lessened, we grinned at
each other. The odds were now more in ou r favor.
The city of Munich, the Danube, the Balkans slipped
slowly under our wings and, finally, the minarets of
the ancient city of Istanbul became visible on the
horizon. We were going to make our destination. The
margin by which we made our destination was mighty
slim. We found we had only twenty minutes of fuel
left in our gas tanks when we laDded.
American Ambassador joseph Grew was the first
to clasp our hands as we climbed stiffly out of the
faithful old "Cape Cod". Mr. Grew and his daughter
had spent the night at the Yashlokov Airdrome, de-
parted briefly, then had second thoughts and re-
turned for fear of missing our arrival. Grew's greeting
was warm and cordial but tinged with disappoint-
ment. "So sorry you had to land in Wales', too bad."
The American flyers referred to were Pangborn and
Herndon who were making a routine fuel stop on
their round the world flight. The barograph in the tail
section of the "Cape Cod" had recorded 5011.8 miles
in 50 hours and 8 minutes which gave us the world's
long distance record for a single engine aircraft.
The welcome from the Turks was enthusiastic.
Crowds stood for hours around the Parapalace Hotel
where Russell and I were attempting to unwind and
rest in the bridal suite provided for us. I fell asleep in
the bathtub and came up sputtering. When we finally
awakened sufficiently to ask for food, we were served
a fabulous feast complete with drinks and cigarettes.
Too much food and too little real sleep made us both
drowsy and we set the sofa on fire with our smoking.
There were banquets, receptions, moonlight boat
rides on the Bosporus and trips to the summer palace
of Mustapha Kemal Pasha, President of Turkey. Each
of us was presented with the Turkish Medal of
Honor, Turkey's highest award, and a beautiful Tur-
kish rug.
The "Cape Cod" was in sad shape after the long
journey without lubrication. We spent several hours
at the airdrome ' readying her for a return flight to
Marsailles where she would be crated and loaded
aboard the steamship Excaliber for the trip back
home.
The return to the United States was a hero's wel-
come with a ticker tape parade in New York and
another in Boston. There were speaking engagements
and banquets including one in Hyannis on Cape Cod.
Then we were notified that President Hoover would
present us the Distinguished Flying Cross on the
White House lawn.
One does not, cannot, expect such adulation to
last and it dwindled to infrequent speaking engage-
ments and mostly old, close friends who remember
our days of glory.
In 1933, Russell Boardman, a skillful and talented
pilot, was killed in the infamous GEE BEE racer. The
world lost a pioneer and I lost my closest friend and
possibly the finest man I have ever known.
I barnstormed with my flying circus, won several
air races and managed Plum Island Airport for a
while. In 1934 jack Wright and I flew the "Baby Ruth"
in the famous MacRobertson Trophy Race from Lon-
don to Melbourne, Australia. Forced down in Cal-
cutta, India, due to engine problems that could not
be solved, we returned home richer in memories and
experience but poorer in pocket.
As of this writing, I am still holding a commercial
pilots license and flying charter for Hyannis Aviation
on Cape Cod.
17
BORDEN'S AEROPLANE POSTERS
FROM THE 1930'S
Article  number 3, poster  number  three,  series  number  1 
The  Northrop  Gamma 
By  Lionel Salisbury 
7  Harper  Road 
Brampton,  Ontario 
Canada  L6W 2W3 
/
(j) XQ2bJ 
Ontario.

--=----;-----
---.: - -II  
.. .
'--_.
..
  -..  
,.'  
.:-::f   ',' ,
  ,. .- .:
h • .
« ",>0  
This is the third in our series of posters that were .. ... "-- ,, . ...'W ' .
published in 1936, by the Borden Company, at Toronto,
..... .
...... . ' I . .. ... ,.
These posters were pri nted as a promotion for -r.   
one of their products, Chocolate Flavored Malted
,-. '- .'"
'. ...... ..:- ....1i
Milk. The purchaser sent in a proof of purchase from .,.....  .. ..,;,...........;•  .."'f.  ; 
., ... .,..
the outside of the can to get a poster of his choice
•• .. >
"
free.
The three-view line drawing is reproduced full
size from the back of the poster. The notes on NR- CAPT. FRANK HAWKS ' NORTHROP GAMMA-THE TEXACO SKY. CHIEF
12265, are also from the back of the poster.
NEXT  MONTH  - The  Pitcairn  Autogiro 
18

CAPT. FlANK HAWKS' NOIfHIO' OAMMA-fHI nXACO SKY. CHII'
~ o ~ ~ ~ ~ ~
---
--------
------ ---
,-I
      =   ~
48:0- ..,
10'·J" DIAMETER ·
- , 
I
17'- 6"
CAPTAIN FRANK HAWKS' NORTHROP GAMMA - THE TEXACO SKY-CHIEF
The Texaco Sky-Chief was built by the Northrop Specifications: Span, 48 feet ; length, 30 feet ; wing minute (full load, sea level) ; absolute ceiling, 27,000
Corporation of Inglewood, California, and is flown area, 363 square feet; wing loading, 20.7 pounds (full feet ; radius, 2,500 miles.
by Lieutenant Commander Frank M. Hawks, noted load); power loading, 12.5 pounds; equivalent flat The entire plane - fuselage, wings, rudder as-
cross-country speed pilot. John Northrop has de- plane area, 5.62 square feet; gasoline capacity, 616 sembly - is of aluminum and magnesium alloys. The
signed many airplanes, but the Sky-Chief is his latest gallons; oil capacity, 27 gallons; gross weight , 7511 plane is equipped with DeBesson automatic robot
creation - having been turned out as the fastest pounds; disposable load, 4000 pounds; Wright Whirl- pilot; Hamilton-Standard three bladed propeller; aerol
plane of transport type in the world. The craft is com- wind motor GR-1510 geared 8 to 5, delivering 600 strut shock absorbers; Eclipse starter; Bendix brakes;
pletely equipped with the newest improvements of horsepower at 12,000 feet.
Pioneer instrument board ; Sperry artificial horizon
aeronautical sci ence, and is used by Commander Perfonnance: Maximum speed, 250 miles per hour; and directional gyro; Western Wireless, Ltd. trans-
Hawks in research flight at high altitudes in a search crui sing speed, over 200 miles per hour ; landing speed, mitter and receiver, call letters KHVCX, and full night
for lessons that may be applied to air transport. 42-50 miles per hour; rate of climb, 1,100 feet per) flying equipment.
19 
antique  airplanes  vicariously  by  making  a tine  scale
\
model.  Here's  a nicely  executed  Avro  504K  on  display  in 
a museum. 
 
model Vour rODorite Bntique 1 
By  Bob  Whi ttier (EAA  1235) 
Box  T 
Duxbur y,  Massachusett.s 02332 
(Photos  Provided  by  the  Author) 
At first thought, an article on model airplanes in
this magazine would seem to be out of place. But
when one thinks it over, the connection between
models and real aircraft becomes quite obvious.
Many dream of restoring an antique airplane to
prize winning condition but just don' t seem to be able
to get going on such a project due to lack of money,
time, work space and similar deterrents. For them,
making a good model of their favorite aircraft offers
an appealing outlet for their frustration.
Others who are able to locate, buy and take home
a basket case antique find that the job can become
tedious after a while. Taking time out to dash off a
model of the plane can be a refreshing tonic. And, a
good model once finished can offer tangible encour-
agement to keep working on the real plane.
As a long restoration job approaches completion,
one starts dreaming of a color scheme. A model of-
fers a three-dimensional "test bed" for colors under
consideration. Rendering a proposed scheme on a
model enables one to visualize much better how
one' s ideas might look on an actual aircraft. It's easy
to make sketches and to color them , but often a
three-dimensional model can show how small
changes will make a big improvement in how the real
airplane will look from various angles.
And finally , the antique aircraft restorer should
always remember that a lot of information on original
color schemes, instrument panel layouts and so on
can be obtained from some of the bett er , more de-
tailed model plans.
One can find model ki ts for some antique
airplanes in hobby shops. But what is to be found
there is meagre compared to what can be located
when one has knowledge of the more obscure
sources of model plans . These are often one-man or
20
"ma and pa" companies.
There is, for example, Golden Age Reproductions,
Box 13, Braintree, Massachusetts 02184. It operates
out of the basement of joe Fitzgibbon, who teaches
high school in the daytime and carries on this activity
in the evening and on weekends. He locates, repairs
and reprints plans that accompanied the fi ne
rubber-powered model kits so popular in the 1930s.
His catalog, which sells for $4.50, contains over 150
half-page reproduct ions of these plans. Too small to
make models from, but large enough so one can see
exactly what the various plans look Ii ke before order-
ing, each of these plan reproductions is fascinating to
study. Some are for ultra-s imple models meant for
sport flying but others are for very detailed, built-up
exhibition scale models for various Waco, Stinson,
Bird, Bellanca, Taylor and Monocoupe types.
Golden Age also offers high quality kits for 24-inch
flying scale model s of the Curtiss Robin , Fleet Bip-
lane, Rearwin Speedster and Piper j-3. Send them a
$.15 stamp for a brochure describing these. All balsa
wood strips are hand-selected for proper grade, and
tissue is of a fine, light quality.
Then there is Peck Polymers, P. O . Box 2498,
LeMesa, California 92041. It is operated by Bob and
Sandy Peck. Bob is confined to a wheelchair and has
embarked on this mail order model plane ventu re as
a way of making his living in an interesting, construc-
tive manner despite his problem. His catalog of sev-
eral pages is $.50 and lists kits and plans for many
rubber-powered models. These plans tend to be for
models designed on the light simple side for good
flights, but the variety of types and vintages makes it
quite a fascinating thing for any devotee of old
airplanes to browse through. And Peck also sells a
line of high quality construction materials.
Flyline Models of 10643 Ashby Place, Fairfax, Vir-
ginia 22030, has several very detailed models of such
well-remembered planes as the Velie Monocoupe,
Stearman C-3, Chamberlin's Bellanca and the OX-5
Curtiss Robin. Some are for rubber , some can also be
flown free flight or radio control with glow plug en-
gines. Folders on these models is $.25.
Model Builder magazine, 621 West 19th Street,
Costa Mesa, California 92627 runs a "Model Builder
Plans Service" . Their list of available plans is long and
covers all types of flying models, among which the
antique airplane fan is likely to find some gems. Send
a stamped, addressed business size envelope for a
copy of the list.
Sig Manufacturing Company, Inc., 401 South Front
Street, Montezuma, Iowa 50171 is a distributor for all
~
(Photo Credit: Tern Aero Co., Inc.)
Faithfully reproducing the appearance of a 1928 Curtiss
Coming in for a landing at a grassroots airfield is this
Robin cabin monoplane, this rubber-powered model was graceful rubber-powered scale model of the old Aeronca
built from a kit costing under five dollars. Balsa and tissue
C-3 sportplane of the 1930s. Slow flight of rubber i ~ b ;  
construction is very light.
lend, , ,e,I;,,;, look. '''0<0 C.dil 'em Aero Co.. '0'.1 /
21
major lines of commercially-produced model kits and
supplies. You have to buy the kit to get the plans.
While their offerings are much the same as what you
can see in any large hobby shop, their $2.00 catalog is
worth having as another weapon in one's arsenal of
information on sources of data on your favorite
airplane.
If you like very old airplanes, 1910 to 1930, you'll
love the plain little catalog of Oldtimer Models, P. O.
Box 18002, Milwaukee, Wisconsin 53218, $.25. It lists
many plans similar to those offered by Golden Age
but does not illustrate them. If you became interested
in aviation as a result of seeing an Ideal Nieuport or
Cecil Peoli Racer built by a neighborhood kid in 1926,
you'll revel in what this catalog contains. It lists quality
materials, too. While they specialize in old aviation
literature, Vintage Aero, 1 The Glen, Tenafly, New
jersey 07670 offers kits for the SE-5, Fokker 0-7, and
0-8 and Nieuport Monoplane based on the plans
from the old Megow and Continental model kits. The
Nieuport is a 13 inch span "peanut scale" job done
around Bill Hannan plans, the others have 24 to 25
inch wingspans. Catalog is $1.00.
There are several places that offer other interest-
ing catalogs , some just simple lists, some one-pagers,
but all potential good hunting grounds.
Send $.25 to Bertram P. Pond, 128 Warren Terrace,
Longmeadow, Massachusetts 01106 for his list of
plans from the 1910-1930 period. Send stamped, ad-
dressed business size envelope to john Pond, P. O.
Box 3113, San jose, California 95156 for price list of
four different lists of various types of rubber powered
models . . . scale, contest, etc. There's no relation-
ship between these two Pond outfits, by the way.
For $.15 Fallston Plans Service, P. O. Box 133,
Phoenix, Maryland 21131 will send you a price sheet
for plans of "peanut scale" models. We have their
Fleet Biplane plans, for a 13 inch rubber model, and it
is a charmer, almost able to draw attention away from
a real Fleet at Oshkosh, b'gosh!
Majestic Models, 3273 West 129th Street, Cleve-
land, Ohio 44111 has a $.25 catalog of plans and kits,
many imported from Europe.
Modernistic Models, P. O. Box 6974, Albuquer-
que, New Mexico 87107 offers for a stamped, addres-
sed business size return envelope, a list of plans for
"peanut scale" (13 inch span) and "walnut scale" (18
inch span) rubber models.
Aero Era, 11333 Lake Shore Drive, Mequon, Wis-
consin 53092 offers a line of plans for peanut and
jumbo scale (36 to 48 inch span) rubber powered
models including some birds of interest to antiquers
such as the Pietenpol and Gere Sport.
One can do interesting
things with the plans avail-
able from model airplane
supply houses. Here's a
scale model Curtiss Robin
made of durable woods and
    rendered into a fascinating
weathervane!
If you favor powered models, a free-flight or radio-controlled scale model of an interesting old airplane can
be a lot of fun and help you visualize what the real thing looks like in the air. Here's a glow plug Avro Avian
of 1929 and a Waco 70 of 1928 rendered into a rubber powered version .
If you ' re gonna build ' em, you wanna fly 'em, no?
Then for $3.95 plus $.50 postage, Fred Hall of 29 ' Sun-
rise Terrace, Westville, New Hampshire 03892, will
send you a paperback book he wrote, "Indoor Scale
Model Flying". While it does deal with how to fly
small models advantageously in gymnasiums, hangars
and the like, the principles apply to all small models,
outdoors as well as indoors.
Finally, you'll be delighted to learn that the fam-
ous old "CD" Cleveland model firm is still in busi-
ness. They don't sell kits but do sell all the plans they
had back in the 1930s and 1940s for highly-detailed
scale models of many popular civil and military
planes. They have, added a lot of new plans including
fine ones of such popular antiques as the Waco 10,
Eaglerock, American Eagle, Curtiss Wright Junior and
so on to their collection. To get their latest catalog
send $1.00 to Cleveland Model and Supply Company,
10307 Detroit Avenue, Cleveland, Ohio 44102.
22

AERONCA CHAMP 7ACBCM
Charles E. Hughes, Rt. 1, Box 68, Pansey, AL 36370
AERONCA CHIEF
William C. Hiscoe, 205 SW Williams Drive, Beaverton,
OR 97005
CESSNA 120
Wayne A. Hendrickson, Rt. 1, New London, MN 56273
CESSNA 140
Randy L. Prince, 720 Red Oak Terr., Edmond, OK 73034
CESSNA 140A
Stephen R. Phoenix, 11838 - 26 Avenue, So . #337,
Seattle, WA 98168
CESSNA UC78
Fred Huddle, 612 North Howard Street , Union City,
IN 47390
ERCOUPE
Ronald H. Kidd , 2100 Shane Drive, Greensboro, NC
27406
FAIRCHILD 24
John & Shirley Helvig, 741 South Montezoma, Pres-
cott, AZ 86301
PIPER J-3
Carl Hunter Freed, Jr. , 7608 Oster Drive, Richmond,
VA 23227
Kenneth E. Henderson, Box 8, Newagen, MA 04552
PIPER J-3 CUB
William J. Anderton , 2223 Ardmore Road, Trenton, MI
48183
Tomas A. Thayer, 7372 West 82 Street, Los Angeles,
CA 90045
PIPER PA12
J. S. Tombleson, c/o Kruchel, 20 Van Bergen Street,
Brackenhurst Alberton, Johanniesberg, South Africa
Roger Wood, P. O . Box 92, Rexburg, ID 83440
7AC
Edward E. Self, RR #1, Box 384, Leitchfield, KY 42754
SIAl MARCHETTI FN333
Hugh O. Thomas, 9352 Lochside Drive, Sidney, B.C.,
Canada
STAGGERWING
Omer K. Reed, 4517 North 32 Street, Phoenix, AZ 85018
STAGGERWING G-MODEL BEECHCRAFT
George W. Freeman, Midway Medical Center, P.O.
Box 992, Canton, NC 28716
STINSON 108-1
Jim Bybee, 423 South 900E, 2A, St. George, UT 84770
TAYLOR CUB J2
Ben Warne, White Waltham Airfield, Millville, PA 17846
TAYLORCRAFT BC-65
Arthur F. Modesto, P. O. Box 398, Gillett, AR 72055
 
AERONCA llAC
William Lone, 8099·South Breeden Road , Bloomington,
IN 47401
AERONCA 7AC CHAMP
Samuel C. Mazzotta, 2504 Tecumseh Avenue, Lees-
burg, FL 32748
John B. Shandrow, RD #1, Middlebury, VT 05753
BELLANCA 14-13
Ralph H. Prince, 117 Rockwood Drive, Grass Valley,
CA 95945
CESSNA 170
Pasquale Bartone, 40 Bonner Drive, East Hartford, CT
CESSNA 170B
Stephen R. Phoenix, 11838 - 26 Avenue, South #337,
Seattle, WA 98168
CURTISS IN-4D
Harry Bodotsky, 2516 Merribrook Road, Wilmington,
DE 19810
ERCOUPE
Charles E. Carlson, Sr., 2620 South Fifth Street, Mil-
waukee, WI 53207
ERCOUPE 415-C
Richard W. Land, 2411 Longview Drive, Dayton, OH
45431
Larry D. Sweetser, 493 Apple Tree Lane, Fairfield, CA
94533
GLOBE SWIFT GC LB
Garvin H. Germany, Jr., P. O. Box 2650, Freeport , TX
77541
Curtis Wetherell, 104 Hickory, Lake Jackson, TX 77566
PIPER J-5A
Edward E. Sell, RR 1, Box 384, Leitchfield, KY 42754
PIPER J-5B
Mrs. Thelma B. Grahn, Nine Chase Street, Lynn, MA
01902
PIPER PA-ll
William D. Graves, P. O. Box 2279; Auburn, AL 36830
PIPER PA22-150
Roy M. Simonson, 6964 York Drive, Dublin, CA 94566
STAMPE SU-4C
Louis R. W. Edmonds, 409·Beacon Street, Apt. 3, Bos-
ton, MA 02115
STANDARD ,1
Peter F. Turdin, 66 Jobs Road , Wallingford, CT 06492
STINSON 108-3
Lary W. Breitbarth, 1420 Macadamia Drive, Fallbrook,
CA 92028
TAYLORCRAFT BC12D
Francis Barnum, 1320 Goodrich, Lander, WY 82520
TAYLORCRAFT L-2A
Andrew S. Dorris, 6370 Waterman, University City,
MO 63130
WACO UPF 7
Mark Trimber, Box 377, Branson , MO 65616
06118
23
 
Dear David :
Enclosed are a few photos for The VINTAGE
AIRPLANE.
I am restoring a 1940 Bellanca 14-9 pow-
ered by a 90 hp Ken Royce 5G.
The photo below shows the same aircraft
in Savannah, Georgia in 1956. The head on
photo was taken in 1957 by the previous own-
er, Val Banes in Monnett , Missouri.
The photo of me working on the wing was
t aken i n the wi nter of 1976, and the " early
stick time" photo was taken last February.
I have everything up through silver at this
time. I have plenty of work yet on the interior
and firewall forward. I realize that I can make
them, but I would like to locate a gasket set
for the Ken Royce 5G.
N86881 is my 14-13-2 that I' ve owned for
more than eight years. She' s powered by a
180 hp Franklin. She won " Best Bellanca" at
Oshkosh, 1975.
NOTE: The Bellanca 14-9 was the first light
aircraft i n production featur i ng retractable
gear. Designed in 1937, the last one was made
in 1941 , after a production run of 45. My air-
craft, NC25193 i s number 14 and was pur-
chased by Mr. E. P. Lunken of Cincinnati,
Ohi o in February 1940. Believe it or not Mr.
Lunken i s still around and remembers the
Bellanca.
When she' s done, I ' ll give you the whole
treatment!
Sincerely,
Dan Cullman
2448 Edna Street
Sacramento, CA 95822
"
-- -

-
Dear David :
Please excuse the informality. After meet-
ing many EAAers at Oshkosh, I don 't believe
that formalities are of any help in communica-
tions between people with common interests,
so here goes.
I cut my teeth on an OXX6 Travelaire and
flew out of Mansfield, Massachusetts when
it was just a pasture!
I found out then that when the flying bug
bites it is just like the Oshkosh bug, there is
NO cure!
My license number was 26827 and my exam
was taken in a Spartan C2 with a Jacobs 3
cylinder 60 hp engine. Roosevelt 's depression
took my license in 1933 as I couldn't fly the
required hours to stay current on 2 or 3 days
work a week and still feed a growing family.
Up until that time I had time in the following
aircraft :
24
OX5 Wacos
OX5 Challenger
OX5 Bird
OX5 Eagle
Pitcairn Gyro
OX5 Eaglerock
A40 Taylor Cub
Wright Spartan C3
Cirrus Fairchild 22
Challenger Bird
GipS!!y Moth
Hank Kurt lives in the next town to me and
when he autographed my copy of his book
" Water Flying ", he wrote: " Flying was fun
back then".
What happened to FAA' s original purpose
to promote flying? Have we been sold down
the river? How about Administrator Bond ' s
promise at Oshkosh to get government off
our backs or was that some more Washing-
ton hot air?
Yours for fun flying,
Eddie Kamps
Dear David :
Please find enclosed some photos and text
which may be of use to you for The VINTAGE
AIRPLANE.
The plane is a NORD NC854 Norvigie and
was purchased in the autumn of 1978 from
Cliff Lovell, a well known restorer and re-
builder of interesting aircraft here in the
United Kingdom.
The plane is owned by two friends of mine,
Ray Simpson and Andy Alexander , and is
based at Panshanger airfield in Hertfordshire.
Engine is a 65 hp Continental, cruise speed
65 to 75 mph according to powersetting, stall
speed, full flap, 28 mph, take-off run 75 yards,
landing run 50 yards, fuel , one 12 gallon tank:
range 3 hours, built in 1949, registered no. F.
The plane is great to fly, has superb visi-
bility, S.T.O.L. performance, and is believed
to be one of about 3 airworthy in the United
Kingdom.
Yours faithfully,
Paul Bussey
Dear David :
Attached is a 1934 picture of Jay Moore and
his wife. Jay died in a crash a few years later.
His son Jerry, works with me in San Antonio
and would like to know:
1. What make (manufacture, year, model,
etc.) of plane is in the picture.
2. What istheinsigniaon the fuselage.
JerryMoore's dad flew and may have owned
the plane in the picture in 1934. Please fur-
nish theabove information backto me.
Sincerely, 
Bob Drumm,Lt. Col. 
7050 Frest Way 
San Antonio,TX 78240 
Dear David:
May I ask if any of your readers have had
any experience which might be helpful to me
in respect to the undercarriage of my 1946
Bellanca 14-13. Specifically, I would like to
know of the importance of the fluid level in
the hydraulic shock strut . I have experienced
difficulty in keeping the legs sealed since the
hydraulic fluid leaks out pretty well constant-
ly. At Oshkosh last summer, I noticed that
many of the Bellancas had what appeared to
be nearly flat oleos and since they have an
internal spring I wonder if it is necessary to
have two or three inches of the shiny part of
the leg showing. In order to ensure that leak-
age does not occur, is it adviseable to have
the legs chromed and reground to ensure a
closer fit? Any help which your readers may
be able to suggest would be much appreci-
ated.
Since the demise of "the Bellanca pilot ",
it has been difficult to exchange information
with other Bellanca owners. Is it possible to
form some kind of a follow-on association
through the columns of your paper? Perhaps
wecould exploresuch aventuresince itwould
seem to make sense.
Yours very truly,
Mr.R.V. Bays
Five Brookhouse Road
Dartmouth,Nova Scotia
Canada
25
Bucker Jungmann owned by Brian Zeederberg and Ian Popplewell of Johannesburg,
Owner of this Cessna 740 i s Wolfgang O. Schuel e, Falkenweg 72, 0 7970 LeutkirchIAllg.,
South Afri ca.
CALENDAR OF EVENTS
MAY  4-6 - BURLINGTON, NORTH CAROLINA - EAA Antique/Classic
Chapter # 3 will hold its Spring Fly-In . The planes to be judged should
be on the field on Saturday, May 5, by 2 P.M. For further i nformation,
contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 20211.
MAY  20  - ROMEOVILLE, ILLINOIS - 1st Annual Fly-In Breakfast of the
year at the EAA building at Lewi s University Ai rport. 7 A.M. to 1 P.M.
For further information contact J. P. Fish, P.O. Box 411, Lemont, Il-
linois 60439:
MAY  25-27 - WATSONVILLE, CALIFORNIA - 15th Annual Antique Air-
craft Fly-In and Air Show at the Wat sonville Airport. Co-sponsored by
the Northern California Chapter, Antique Airplane Association and
Watsonville Chamber of Commerce. For further information contact
Earl Swaney, 525 Saratoga Avenue #3, Santa Clara, California 95050,
(415) 645-3709'(days), (408) 29b-5632 (evenings).
JUNE  2-3 - MERCED, CALIFORNIA - The 22nd Annual Merced West
Coast Antique Fly-In welcomes Antiques and Homebuilts. Early bird
reception is Friday, June 1. For further information, contact : Fly-In
Committee, P.O. Box 2312, Merced, California 95340 or F. M. McRae,
Fly-In Di rector, Telephone (209) 529'3894.
JUNE  3 - BURLINGTON, WISCONSIN - The EAA Chapter #18' s annual
gathering of Eagles with Antique, Classic, Warbirds , homebuilt , etc.
should fly- i n to EAA Flight Test Center, Burlington , Wisconsin. Break-
fast until noon. Rain date is June 10, 1979: For further information,
contact Ja ck Smolensky, President (414) 534-3352, or Ken Whyte,
Vice President (414) 781-8646.
JUNE  ~ 1   - TAYLORVILLE, ILLINOIS - The First Aero Squadron of An-
tique Airmen, Inc. , will host its second Antique Fly-In and air show,
with air show being on June 10. Fun for all ages. For more informa-
tion, contact Spike Woodard , (217) 562-4209' or (21 7) 824-9083.
JUNE  ~ 1   - FLANDERS, NEW JERSEY - The First Annual Fly-In at Flan-
ders Valley Airport is sponsored by EAA Antique/Classic Chapter #7.
Hangar Square Dance is Saturday, June 9' in the evening. Room reser-
vations and transportation upon request. Rain date is June lb-17. For
further information, contact Walt Ahlers, President , 60 Main Street ,
26
West Germany. Date of manufacture - 912 1146. The photo was taken at Laxa, Sweden.
Flanders, New Jersey 07836, (201 ) 584-7983 or Anne M. Fennimore,
Four Ridge Road, Succasunna, New Jersey 07876 - (201 ) 584-4154.
JULY  8  - EASTON, PENNSYLVANIA - 3rd Annual Aeronca Fly-In at the
Easton Ai rport . Any and all Aeroncas i nvited. 10 A.M. to 2:30 P.M.
(Ra in Date Jul y 15). Contact Jim Polles, (215) 759'3713 night s and week-
ends.
JULY  14-15 - ROMEOVILLE, ILLINOIS - 19th Annual Midwest Fly-In
and Air Show at Lewis University Airport. Shows theme and feature
will be W.W. I aircraft. Airport will be re-named to add to the illusion
of the era. Sponsored by Chapters 15 and 86. For further information
contact J. P. Fi sh, P.O. Box 411 , Lemont , Illinoi s 60439:
JULY  28-29' - DEER PARK, WASHINGTON - Parade, contests, di splays,
trophies, camping. Saturday and Sunday there will be a pancake
breakfast. Friday ni ght party. Saturday night awards banquet with
entertainment. For further information, contact Otto Hartman (509)
276-5114.
JULY  28 - AUGUST 4 - OSHKOSH, WISCONSIN - 27th Annual EAA
Fly-In. Plan now - it ' s the greatest show on earth.
SEPTEMBER  5-9' - GALESBURG, ILLINOIS - 9th Annual Stearman Fly-In .
Anyone with any interest in Stearmans is cordially invited. For further
i nformation contact the Stearman Restorers Association , Inc., 823
Kingston Lane, Crystal Lake, Illinois 60014.
SEPTEMBER  27-30 - TULLAHOMA, TENNESSEE ..:.. 1st Annual Fly-In. Plan
now for the greatest show on earth.
OCTOBER  12-14 - CAMDEN, SOUTH CAROLINA - Fly-In. All divi sions,
awards will be presented. For f urther information contact Geneva
McKiernan, 5301 Finsbury Place, Charlotte, North Carolina 28211.
Sponsored by EAA Antique Classi c Chapter #3.
OCTOBER  12-14 - CAMDEN, SOUTH CAROLINA - The Fall Fly-In spon-
sored by EAA Antique/Classic Chapter #3 will welcome all antiques,
classics, warbirds, and homebuilts. Awards to be presented in many
categories. For further information, contact Geneva McKiernan, 5301
Finsbury Place, Charlotte, NC 28211.
Classifieds 
CESSNA UC-78 RUDDER - Excellent condition, ready
to cover , Gilbert K, Hausler, 6546 West Devonshire
Avenue, Phoenix, Arizona 85033, (602) 846-2016, .
PROPELLER WANTED - for Luscombe Sedan, Hart-
zell two position, Snap-o-matic. HC 42 X F. Contact
Paul Jones, Rt. 1, Box 222, EI Dorado, Arkansas 71730.
(I would like to pass on a possible trouble spot on
the Luscombe Sedan. Any backlash in the elevator
trim mechanism will cause a constant vibration that
will eventually break the trim attach bracket at the
elevator while in flight. It is time to get the backlash
out of the trim mechanism by rebushing the parts
attached to the horizontal stabilizer.
WACO UPF-7 T-SHIRT. Silk Screened navy on blue
poly-cotton . S, M, L, XL, $6. USAAC, 6 Roosevelt Drive,
Newtown, CT 06470.
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