va-vol-7-no-5-may-1979

STRAIGHT AND LEVEL

By Brad Thorn as

Communications can present problems with any volunteer group of leaders and their associates The success or failure often ties itself directly to not the method but possibly the time element involved Time is a factor that sometimes bestows apprehension within a Division member requesting information or just simply basic facts

With our Headquarters in Wis co nsin and our Board scattered throughout the United States it was often felt we were not bringing effective and prompt communications to those requesting specific informashytion requiring prompt replies or facts There is no single member of our Board nor member of our Divishysion that can possibly answer correctly any and all reshyquests presented We do have available however an exceptional group of volunteer members who do have an enormous amount of expertise relative to vintage aircraft Most of us have an area of specific knowledge that can be readily tagtped and is available to you

In order to alleviate so me of th ese problems and bring our leadership closer to its m emb ers we have begun to formulate seve ral policy areas and have desshyignated Board M embers and Advisors to direct these specific regions

For the past few years a committee has been workshying and formulating a permanent set of rules and standards for judging aircraft in the AntiqueClassic Division of the EAA International Fly-In and Convenshytion This basic judging system has been employed for the past few years and justifies our thoughts that a

method of judging could be developed that was accushyrate and effective one that was fair in all respects to each aircraft judged and one that could standardize EAA judging at all fly-ins It has been our experience to state that fewer complaints and queries have come to our attention since the inauguration of our present system We are not claiming to be perfect however we feel we have arrived at the most practical and acshycurate system to date

Not only have we set up the judging system but we have compiled guides for use by the restorer in regard to maintenance restoration and construction standards Our intent is to have this system estabshylished for all EAA fly-ins and to extend an invitation for all fly-ins to use our methods and standards Avshyailable from EAA Headquarters is the VINTAGE AIRshyCRAFT COMPETITION JUDGING MANUAL at a cost of $100 Every restorer builder or exhibitor should have a copy in his file for reference

Board member Claude L Gray Jr has been apshypointed Chief Division Judge and he will welcome your inquiries regarding judging rules for either Anshytique andor Classic aircraft or about maintenan ce restoration or construction standards

Is there an EAA AntiqueClass ic Chapter in your area

Have you thought about forming one Did you know that you need only five Division

members in good standing to form a chapter Do you belong to a large EAA Chapter that has not

only homebuilt admirers but a sizeable group of Anshytique andor Classic buffs

Have you thought of forming an EAA Antique Classic Chapter within your EAA Chapter

This new chapter policy area is being headed by Division Advisor Ronald Fritz After a preliminary inshyformal discussion among those interested get in touch with Ron for additional information and details that will bring into your area a new group who will not only promote our Division but create interest among the regular members

Plans are already underway to formulate a HALL OF FAME in our EAA Air Museum Our Antique Classic Division will be playing an important part by recognizing those worthy persons in a permanent place for all to pay tribute As these recipients peaked their activities in the period of time that our Division represents it should be an extremely exciting venture to envision and see the material being explored by Morton W Lester We will be advising you of progshyress in the HALL OF FAME as the material is compiled and placed on display

A policy co mmittee has been formed to research the possibility of establishing definite merchandising areas specifically to promote and enhance the preshystige of our AntiqueClassic Division of EAA You will be reading more from AI Kelch and Dick Wagner reshygarding this endeavor

Every Officer Director and Advisor is a volunteer dedicating his tim e and effort to serve the membershyship of our Division Each one has specific duties to represent you not only during the International Conshyvention but on a daily basis Your questions comshyments and suggestions are the basic reasons we exist as your source of information to enhance and formushylate the polici es of our Division and to fulfill our purshypose

Write or call us Our names addresses and phon e numbers are listed in th e front of Th e VINTAGE AIRPLANE

2

Editorial Staff

Publisher Paul H Poberezny

(Chris Sorensen Photo)

Ryan ST A owned by Lou Russo Editor David Gustafson PhD

Associate Editors H Glenn Buffington Edward D Williams Byron (Fred) Fredericksen

Readers are encouraged to submit stories and photog raphs Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRmiddot PLANE during th e cu rrent year Associates receive a bound volume of THE VINTAGE AIRmiddot PLANE and a free one-year membership in the Division for their efforts POLICY-Opinions expressed in articles are so lely those of the au thors Responsibility for accuracy in reporting rests entirely with the contributor

Directors

PRESIDENT Claude L Gray Jr AI Kelch 9635 Sylvia Avenue 66 W 622 N Madison Avenue W BRAD THOMAS JR

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703638-8783 OfficeROUTE 1 BOX 111 Richard H Wagner ALLEN TX 75002 PO Box 181 Arthur R Morgan

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9Joanne Drive 1521 Berne Circle W estSTILWELL KS 66085 Robert E Kesel 913681-2303 Home 45S Oakridge Drive

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E E BUCK HILBERT 2325023320 O ffice6161453-7525 6091585-2747

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815923-4205 Minneapolis MN 55434 Hampshire IL 60140 Zellwood FL 32798 6121784-11 72 3121683-3199 30588amp-31 80

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Ant iqueClassic Division Inc and is published monthly at Hales Corners Wisconsin 53130 Second class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and addi tional mailing offices Membership rates for EAA AntiqueClassic Division Inc are $14 00 per 12 month period of which $1000 is for the publicat ion of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviat ion

Tti~ VI~TA(7~ AIlVLA~~ OFFICIAL MAGAZINE

EAA ANTIQUECLASSIC DIVISION INC

of THE EXPER IMENTAL AIRCRAFT ASSOCIATION P_O Box 229 Hales Corners WI 53130

CopyrightCl 1979 EM AntiqueClassic Division Inc All Rights Reserved

MAY 1979 VOLUME 7 NUMBER 5 The Cover Fairchild 24 restored by Charlie Day

(Photo Provided by Charlie Day)

TABLE OF CONTENTS

Straight and Level by Brad Thomas 2 1970 Tour of South America in a 1948 Cruisair

by Michael G Emerson and William T Thompson 4 Vintage Album 14 Borden s Aeroplane Posters From The 1930s by Lionel Salisbury 16 Second Annual Aeronca Fly-In by Jim and Debbie Polles 18 Radiators and Wh eels for Replica Aircraft by Neil Thomas 22 Completed Antiqu eClassic Aircraft 26 AntiqueClassic Aircraft Under Construction _ bull _ 26 Calendar of Events 26 Letters To The Editor 26

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $2000 Includes one year membership in the EAA Antique

Classic Division 12 monthly issues of THE VINTAGE AIRPLANE one year memshybership in the Experimental Ai rcraft Association and separate membership ca rds SPORT AVIATION magazine not included

o EAA MEMBER - $1400 Includes one yea r membership in the EAA AntiqueClassic Division 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD (Appli cant mu st be current EAA member and must give EAA membership number )

Page 4 6 Page 18 3

By Michael C Emerson and

William T Th ompson

(Photos Provided by th e Authors)

Pu rrr rrrr rr- rrr-rr-r- rrrr r-r rrrr Sounds a little rough doesnt it Airplane engines always run rough when theres

no place to put down Outside our twenty-two year old Bellanca the

Andes glistening white in their winter wraps reached up toward us with icy fingers and we weaved our way among th e higher peaks cruise-c limbing out of San Carlos de Bariloche in south ern Argentina We were cli cking away with our cam era s and exulting in th e magnificence around us until thi s rude slap back into reality

Were not climbing anymore Something s wrong

Maybe a mag Sure enough switching to the left mag brought on severe misfiring whereas the right by itself seemed to improve matters Scratch one mag

Want to go back It looks better up ahead if we can get around

those peaks Ok W ell this was not the bes t pi ece of geography to

b e flying over on one mag but if the good on e stayed good and if we could hold altitude Many a pilot ha s gotten into situations where the egoshybruising question how th e -- did you get yourshyse lf into thi s mess suddenly springs up through th e cowling For us this was definitely one of those times

The chain of events leading to this particular mess was 11000 miles long and eight months old the first link undoubtedly having been the purchase in California of N74492 a 1948 Bellanca 14-13-3 or Cruisair Senior whose long-range capability excited dreams of faraway places to fly to Eu rope by way of the North Atlantic Too expensive for us Where then Why South America of course

The final decision was made in March and then began three months of preparation aimed toward a June 14 departure from Cape Kennedy by no means too much time considering the amount of territory to be covered and the scarcity of useful information about it Flight planning was done using ONC charts the enroute low altitude package for Central and South America (for frequencies and restricted areas) th e International Flight Information Manual Internashytiona I Notams and som e publi cations from the Airshy

-The authors and their proud bird at the cape (Merritt Isshylan d Fl o rida ) a ft er a strenuo us but enjoyable trip M ichael Emerson on the right and Bill Thompson on the left

craft Owners and Pilots Association General tour inshyformation was from such sources as the Pan Am Guide National Geographic etc After laying out the route (with alternates) and a rough timetable we bought international liability insurance (mandatory in Brazil) assembled a survival kit and collection of spare parts got passports permits and visas and had ourselves vaccinated and innoculated against all the bad things there are shots for Inasmuch as this was to be a low budget adventure we also acquired complete camping gear

492 was powered by a 150 hp Franklin with fixed metal prop and counting the auxiliary tank could hold 54 5 gallons of 8087 - enough for seven hours at economy cruise Thats good insurance for flying where weather information is infrequent and unrelishyable and airports middotare sometimes far between Equipshyment included a full gyro panel two 90 channel transceivers VOR ADF and an emergency locator beacon The ADF was a new unit bought especially for th e trip despite the chunk out of our budget and it proved to be worth the investment emphatically Although there are quite a few VOR s in South Ameri ca now some of th e more desolate areas are still without them And of course ADF is nice to have over water

4

gt 1970 TOUR OF

louth bullJmerlca

IN A 1948 CRUISAIR

The Bellanca seemed ideal for what we had in mind and after a May annual appeared to be in topshynotch condition Layoffs from our aerospace jobs had broken the last ties by the time D-day arrived As we taxied onto the runway at Merritt Island airport that June morning there was a feeling of complete freeshydom almost as if we were birds ourselves The Belshylanca loaded to the limit leaped into the sunrise then headed down the coast to cross from West Palm Beach to the Bahamas

That was the beginning of ten days of island hopshyping all the way to Trinidad and the mainland of South America At 2300 rpm we were cruising in the 120s TAS and burning 7 to 75 gph Take-off and

climb were adequate but not spectacular averaging about 800 feet ground roll and 600 fpm climbout when fully loaded at 2150 pounds A controllable prop would have helped at both ends of the perforshymance range but we had chosen the fixed metal prop for economy and reliability 8087 fuel being rare in the islands we were burning 100130 Though much cheaper than in the USA it was more heavily leaded and almost immediately began to bother the Franklin which is not rated for leaded fuel Cylinder compression began to deteriorate and plug fouling was frequent

Flying the islands is familiar to many We found them to be on the whole expensive and not too friendly with a tendency to become more agreeable as one proceeds south VFR navigation needless to say is a cinch except for the 350 mile stretch from Grand Turk to Puerto Rico when the clouds are low and Hispanola cannot be seen An ADF needle locked on Ramey AFB Rbn is very consoling then Otherwise the only likely problems are numerous summertime thunderstorms and prevailing headwinds if one is traveling southeast

A triple-tailed Bellanca with two guys camping next to it in a wierd-Iooking pop-up tent is a thing of curiosity in these parts we were beginning to find out But thats not necessarily bad At Piarco airport near Port-of-Spain the refueling crew came over to look and wound up having a party for us including some of the local dishes and first-rate rum Getting to meet people like this on a person-to-person rather than a tourist to native level was one of the most reshywarding aspects of the trip It became a frequent happening on the mainland

This was reached the very next day as we made the short hop across from Trinidad to a point near the Venezuela-Guyana border plagued by extensive areas of thunderstorm activity not mentioned by the weatherman It was a muddy mangrove-covered coastline but it was South America Things soon imshyproved weatherwise and so we elected not to make a fuel stop at Georgetown - maybe a mistake because twenty miles from our destination of Zanderij in Surinam an impassable wall of rain shut us off Noshything else to do but test our birds short field ability by going into Zorg en Hoops 700 foot strip of paveshyment luckily in the clear to wait out the weather No problem except that following the controllers direcshytions we wound up hub-deep in mud on the apron Friendly hands helped us get out and soon we were five gallons richer in fuel and on our way to Zanderij

5

Another days flight over jungle that didnt look all that scarey brought us to the equator and the south bank of the Amazon at about th e same time There s an official entry point for Brazil there at Macapa Ou r three week stay in that amazing country got off to a fine start though a stumbling one as we were sudshydenly confronted with having to commu nicate in Porshytuguese

Actually it was necessary to land again at Belem on the Amazons south bank to go through so me more entry procedures and buy fuel The 200 mil e crossing turned out to be less fearful than expected what with several farm strips on huge IIha Marajo that fills up much of the delta After Bel em th o ugh such soothing sights were not to be had only miles and miles of unbroken jungle True there were occashysional small clearings with a few grass houses but flyshying low and surveying them through binoculars we never saw a soul - an eerie fee ling to say the least The glint of reflected sunlight could all too pften be seen among the trees Fortunately we were soon within sight of the Atlantic and the Franklin could once again be heard above the sound of our heartbeats

The next week was spent cruising down the coast and then inland in the part of Brazil generally refershyred to as the Dry Northeast After rounding the easshyternmost reach of the continent near Natal - the jumping off point for Africa in the old days - we fishynally escaped from the persistent headwinds and were able to make decent ground speeds for the first time on the trip The combination of scenery and pershyfect weather when we turned inland from Recife made flying a pure pleasure No one living in that area should be without an airplane or maybe a sailplane as the thermal activity along the Rio Sao Francisco was phenomenal

A day and a half of flying and gliding brought us to the next objective Brasi lia right out in the middle of nothing From th e air you ca nt help being imshypressed with th e ambitiousness and inspiration that must have gone into th e project still in complete though it is Even here at the capital we were able to camp beside th e plan e parked in the general aviation areaaway from th e jets

After hours of hiking through the endless exshypanses of the city and a good nights rest it was time to move on toward the place wed most been waiting for - Rio It didn t disappoint us not from the very first glimpse coming over the mountains at 9500 feet and suddenly seeing it all below us tucked in among the hills and bays What a sight to behold And what

Bellanca N74492 camped on Vieques Island just east of Puerto Rico Author Bill Thompson with the Cruisa ir The majestic Pitons on the southwest end of 51 Lucia

We spent several enjoyable days on St Lucia Rented a car and drove around th e island People were very fri endly Picture taken on departure o n our way to Trinidad

6

Zona-en-Hoop Field Suvinam A little tight for the Belshylanca but we made it with inches to spare

Typica l small fishing boat harbor on the Amazon River at Ma capa Brazil

a thrill to descend then to sea level all on one long ear-popping final into Santos Dumont airport with Sugarloaf right off the end of the runway across a small stretch of water Truly one of the unforgettable moments

And the excitement didn t fade away not for seven days How can it in Rio Even trivial things can stimulate the adrenalin Like taking a bus ride with a driver who thinks hes in the Nurburgring Or providshying target practice for VWs the moment you try to cross a street (beware of occasional sidewalk snipers too) Moreover prices are very reasonable Two dolshylars is (was) enough for a feast and the public transshyportation is excellent and only cost a few cents We hated to leave the place and yet the trip wasnt even to the halfway point So

The next stop was supposed to be Sao Paolo only a couple of hundred miles away But it took three days to get there - with the airplane that is Actually we overflew it within two hours after leaving Rio but someone didn t keep their promise and the weather went IFR shortly before ou r arrival We radioed for clearance to the next large city but that soon went IFR too So back to the coast and down to 2000 feet to get below the cloud level By then Sao Paolo was VFR again but that didnt do us any good since the mountains we had to cross were obscured Worse yet the fuel supply was at the level where some kind of landing would soon be imminent

Hmmm That beach looks good and cars are driving on it

Oh but theres an airport No matter if it had ruts filled with water Kershy

plop Well everything turned out for the best for we

had just splashed into a workers union vacation reshysort The dentist on duty there arranged overnight accommodations free of charge drove us to Sao Paolo the next day and gave us a tour of the city Thus when we finally did get the somewhat bespatshytered Bellanca th ere it was just to buy fuel before heading inland to Iguassu Falls

With perfect weather once again we sat back and watched miles of green forests and farmland watered by large rivers pass below us After several hours a gigantic plume of white appeared in the distance which looked like smoke but was in fact the mist from Iguassu with its 300 separate cataracts 75 miles away The falls were at their seasonal height sending spray several hundred feet above and bathing the Belshylanca as we made two or three low passes Next day viewing the falls from the ground we got bathed too

7

At that point we left Brazil and filed advance notice and a f light plan to enter Argentina A hassle w ith the Brazilian customs official who kept sending us back and forth to town for various reasons left a bit of a sour note o n departure The taxi driver was a fr iend of his

Favorable winds helped coo l o ur tempers and rushed us toward Buenos Aires which we made non-stop co min g into the main jetport Ezeiza Now theres a place that can surely rival any in th e world for efficiency in handling arrivi n g foreign aircraft O ne half hour was all it took to go through customs and immigration obtain a 30 day flying permit for the entire co untry and get tied down and refueled A dispatcher for Lufthansa who spoke English made reservatio ns at an inexpensive hote l for us drove us to town and recommeded a place to eat beef Such beef If we had our own personal SST wed fly to Bu enos Aires for dinner at least twice a week

After five days of feasting and sightseeing we fishygu red we d better get on over the Andes whil e we still could and hopped on a bus to Ezeiza Dutifully filing a flight plan and getting everything all loaded in we pressed the starter button only to find that ou r bird didn t want to fly No amount of coaxing would persuade the engine to stay lit as compression was nearly nil in three cylinders What to do Without going into details we wound up getting essentially a top overhaul and were on our way again five days later and $500 poorer

During that time we talked to several pilots about crossing the Andes Most of them turned a shade or two lighter when we mentioned going over the Menshydoza pass 12500 feet high and flanked by a 20000 foot peak on one side and a 23000 foot one on the other Their tales quickly convinced us to lower our ambitions and so all was back together we took off for San Carlos de Bariloche 800 miles southwest Don t ~iss Bariloche everyone had said Its th e Switzerland of South America Wonderful but how is it flying in Switzerland in the wintertime That we were about to find out

Fighting headwinds as high as fifty knots we made it across Pampas and into th e mountains in two days setting down into a typical forty knot wind at Bariloche just ahead of a snow squall This turned into freezing rain and utter mi sery last in g two more days On the third mo rning the clouds opened briefly just after dawn and ye zinged ou t of there bound fo r Santiago de Chile about 600 miles to the north The clouds cleared nicely over the mo untains and we were having a great tim e rejoicing in our escape That was when th e left mag quit

Looking west up the mighty Amazon at a manganese ore boat

Rippled sa nd dunes stre tch nea rl y 40 miles along the northeastern coast of Brazil near San Luis

8

Approaching Recife Brazil known as the Venice of South America

The religious mecca of Bom Jesus de Lapa on the Rio Sao Francisco There w as a shrine carved out of the rock formation near the river We ca mped overnight on our way inland to Brazilia

Well we didnt make Santiago The right mag did get us through the mountains though and we put down at Chillan Thats not an airport of entry but the police were sympathetic to our predicament Everyone went out of their way to help us especially the radio operators one of whom invited us to dinshyner with his family while the other insisted that we use his quarters that night He slept on the floor in the transmitter room

With a new set of points from our spare parts kit we were off again the next morning bound for Sanshytiago accompanied part way by a retired Chilean Air Force Colonel in his Piper Pacer Aconcagua the highest mountain in the Americas was almost imshymediately visible beckoning us to the capital which we reached in a couple of hours amid a flock of Hawker Hunters on practice runs Excellent seafood and superb wines helped fight off the winter chill for four days of r amp r before attempting the next hazshyardous stretch of flying - th e Atacama Dese rt

Because of thermal turbulence above the interior we were advised to stay over the coast which has

beaches in some areas but is largely sheer 2000 to 3000 foot cliffs dropping right into the pounding sea Between La Serena and Arica on the northern border we saw very little sign of life other than a few mines and fishing villages and the city of Antofagasta a convenient fuel stop There was a strong temperature inversion along the whole route (and into Peru too) with typical readings of 500 at 2500 feet and 850 at 5000 feet Visibility at low altitudes in flat areas was freshyquently poor due to blowing sand

At Arica we spent a couple of days getting preshypared for traversing Peru For foreign aircraft flying in Peru is the most restrictive of all the countries of South America You must have in your possession beshyfore entering permission from Lima giving the names of the airports you may land at and th e dates VFR flights are controlled almost as closely as IFR and HF equipment is desirable sin ce man y of the VHF ground transmitters are eith er too far away or too scratchy for effective communications If in addition you are not all that handy with th e language you can expect to have a few troubles as w e did Even so the country itself was so in credibly fascinating that it was worth all th e delays and irritatio ns

Except for Lima which was ben eath th e usual winter overcast of advection fog from th e Humboldt current our flight over Peru was CAVU all the w ay Down below yO co uld frequ ently see ruin s from Inca and pre-Inca tim es som e o f th em still being used as dwellings And of course th e snow-covered

9

The grim task of a top overhaul at the Ezezza Airport at Buenos Aires Argentina The authors Bill Thompson right and Micha el Emerson left and our mechanic Pedro in the middle The high lead content of the fu els available throughout South America apparently did in the Franklin 150 valves

Ca ble ca r ca rrying to urists to the top of Sugarloaf Copaca bana Beach is in the upper left of the picture

10

The author Michael Emerson with a view of the Federal buildings HOLlse of Congress and a new church Brazilia Brazil

Brazilia at night as viewed from a popular rooftop restaurant

Final approach to Santos Dumont field at Rio de aniero Sugarloaf is the peak across th e bay

The magnificent roar of the world s largest cataracts shyFalls of Igua ss u The plume in the pictures could be seen 80 miles aw ay

N74492 at San Carlos de Bariloche Airport with ice on the runway and Mt Tronadon in the background

A beautiful view of San Carlos de Bariloche on picturesshyque lake Nahvel Haupi Mt Tronadon pierces the horishyzon

Typical view of inhospitable snow covered peaks Th e chill factor doubles when you are over these peaks on one magneto

peaks of the Andes were always off our right wingtip Other than getting in and out we had a great time in Li ma fou r days of it The main ai rport has every modern facility probably the best we landed at but we had heard talk of shakedowns for protection money there So we parked next to some RAF Vulcan bombers with all-night guards No problems at all

By this time our supply of travelers checks was nearing the end of the usable Therefore the plan was to get home as fast and as cheaply as possible hopefully within two weeks making allowances for some bad weather as we approached the tropics We departed Peru at Talara in haste leaving a surprised customs official who had tried to collect the same ten dollar fee from us twice standing at the window of his office while we went to the plane for the money Enough is enough Soon we were flying over jungle once more stopping at Guayaquil to reshyfuel before going on toward Cali a large city lying between two mountain ranges in Colombia VFR weather was the forecast and four hours was our esshytimate

Somehow four hours became eight days The Franklin had already begun to lose compression again and was really struggling to keep us going at 100 mph indicated Added to this the terrain below us gradushyally rose to meet the overcast above and our ADF weather radar kept pointing toward thunderstorms right on our course to Cali The only alternative was to go back to the coast and either return to Guayaquil which didnt intrigue us or head for Buenaventura Colombias main Pacific seaport That didnt intrigue us either because wed been told it was a good place to stay out of but we chose it as the lesser evil Unknown to us the reason to avoid it had been eliminated two months earlier with considshyerable bloodshed

Things were getting rather tense in the cockpit as the sky looked about to fall the Buenaventura beacon wouldnt come in and the treetops seemed closer every minute From 1000 feet over jungle in the rain ONC charts leave something to the imagination Thank the Lord or the Colombians that Buenavenshytura is in a prominent spot We sighted it just as the sky did begin to fall plopping down half-blind into the mud

The next week was spent trying to get back out Three cylinders were just about dead and the engine would do no more than cough raggedly on its reshymaining good lungs It was a time for soul searching Whats an airplane really worth all considered The result of many hours of painful debate was that we dismantled the Bellanca put it on a truck to Cali left it at th e aeroclub there for future retrieval maybe

One of the man y ca nyons branching out Valley along the Southern Peruvian Coast

from the Inca

Plaza de Armar in Lima Peru Th e Pres idential Palace is the backdrop fo r th e sixteenth century fountain

12

Ruins of a pre-Inca culture at Cajamaquilla fifteen miles outside of Lima Peru

Th e dismantled Bellanca on the edge of the jungle airstrip at Buenaventura Columbia A diving knife some nonshyessentials and clothes bought us enough muscle power to load the Bellanca into a tru ck for its trip to Cali

and as soon as we could get permission to leave the country hopped on a jet to Miami much worn out and wanting more than anything else to get back to the good ole USA

Part of the reason for hastening back home it must now be revealed was that my good buddy Mike had a fast approaching wedding date Well its hard to lose two friends at once so instead of going back to work I went back to Cali taking along three good cylinders and all the necessary parts and manuals

Wed gotten the wings and landing gear on before leaving Colombia and so completing the reassembly putting the instruments and radio gear back in and swapping the cylinders was really only a one man job anyway with an occasional assist when an extra pair of hands was needed Ten days later the Bellanca was ready for a check flight This revealed no problems except that the trim had to be adjusted The following morning 74492 and I were homeward bound

Depending on how the plane performed the route would be either up through Central America or across the water in a more direct line From Cali to Panama all went flawlessly and so I decided to aim for San Andres a speck in the Caribbean 400 miles north The friendly Canal Zone radar controllers proshyvided vectors around some intense cells off the coast and with good wishes from the FSS as they anshynounced I was not leaving the range of VHF comshymunications I swung left to intercept the course felt to make sure my life jacket was there and began praying and also looking for ships At 13500 feet the prayers no longer seemed appropriate Besides the ADF was beginning to pick up San Andres A couple of hours later the island itself came into view - right where it was supposed to be

After that the water flying didn t seem so bad even a long hop to Grand Cayman There I was unshyable to get permission to fly the Giron corridor across Cuba and had to take the long way around via Monshytego Bay and Great I nagua to Fort Lauderdale arrivshying just in time to pay an eighteen dollar overtime customs fee But at least the journey was over and all those who had left four months before on this South American adventure were safely home again

Finally this long-winded tale must be concluded with a word of appreciation A word of appreciation to N74492 Thoughout the trip she negotiated rough fields soft fields short fields crosswinds turbushylence and every kind of weather carrying heavy loads with a sometimes sick engine - with poise and confidence Even after an insulting truck ride and hasty reassembly she winged her way across 2000 miles of water without complaint

Truly a fine old bird 13

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BORDENS AEROPLANE POSTERS FROM THE 1930S

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Poster number four in our series from 1936 as pubshylished by the Borden Company as a promotion for one of their dairy products illustrates the Pitcairn PA-19 Autogiro

Do you recognize the buildings in the background I do Even though I was never there to see it the way it used to be Its the skyline of New York City I recogshynized it from photos I recall from that time and also as it was in an old movie about Mayor Jimmy Walker of that city as shown recently on TV

The three-view and notes are from the back of the poster

NEXT MON TH - The Boeing Transport M odel No 247

Article number 4 poster number 4 series number The Pitca irn Autogiro

By Lionel Salisbury 7 Harper Road

Brampton O ntario Canada L6W 2W3

16

PITCAIRN PA-19 CABIN AUrOGIRO

L30 s

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DESCRIPTION OF PITCAIRN PA-19 CABIN AUTOGIRO

T 13-6

L tIUlVUT ( l tHAWdtk Of CO UK ( Of

Specifications Rotor diameter 50 ft 712 in Length overall 35 ft 9 in Height overall 13 ft 912 in Weight empty 2675 Ibs Gasoline capacity 90 gallons Useshyfulload 1360 Ibs Gross weight 4035 Ibs

Perfonnance Top speed 120 miles per hour Cruisshying speed 100 miles per hour Landing speed 0 miles per hour Take-off distance without wind 260 ft Cabin holds 1 pilot and 3 passengers The engine insta lled in the first series is the Wright R-975 E-2 delivering 420 hp at 2150 rpm

Provision is made also for easy modification to acshycommodate a Pratt amp Whitney Wasp Junior

This ship incorporates a complete innovation in rotor pylon the mass supporting the rotor blade

By means of a crank and worm gear the rotor pylon can be moved to vary the angle of incidence of the entire rotor assembly relative to the ship By this means the pilot can maintain the rotor at a correct angle to obtain a maximum performance in both vertical deshyscent and forward flight conditions This would be like

changing the angle of incidence that is the angle at which the wing is placed in respect to the horizontal path of fl ight on a regular airplane but this is not done

The PA-19 has two small fins and rudders instead of one large fin and rudder becau se of the need for adequate clearance between the rotating blade and the tail surfaces

17

SECOND ANNUAL

A ~ It~A~

By Jim and Debbie Polles 29 9 Nazareth Drive Na zareth PA 18064

The sun did not come up that morning rather the rays penetrated the fog and haze Whether the fly-in was to be or not was questionable Nonetheless we decided to go ahead with the days planned activities We would at least be at the airport to welcome the hardy few who decided to penetrate the northeasts answer to L A smog The hot humid hazy calm air did no t prove to be enough of a deterrent to dedishyca ted Aero nca love rs By ten a m wh en th e f ly-in was scheduled to start vi sibility was still lo usy but alshyready half a dozen Aeroncas were on the flight line From then on it was a fun game of hearing waiting and finding the arriving aircraft Usually th ey were spotted by the early arrivals who already knew where the haze was the thickest and thines and would look for the thin corridors to the airport Anticipation of who would spot the next arrival set the mood for the rest o f the day Within the hour visibility would imshyprove t errifi cally helping those who fl ew long disshytances to more easily f ind the airport and really get the show on the road

~ 4~bull I

Aerial view of flighl line this picture was taken before the peak of the fly-i n on ly about 2135 of the tota l ai rcraft are in th e p icture Note C-72 and Luscombe in near end of rea r row

18

Having an annual Aeron ca fly-in was a brainstorm of mine which was brewing in my head for a couple of years but one which I thought was out of reach (or should I say reality) for one person to organize Most of the fly-ins my wife and I had gone to had a ground crew of eight to ten people plus some servshying food some selling various tickets and another dozen doing all the odd jobs connected with a fly-in It seemed frightening to think of organizing such an event

Still the idea stuck Letters were written to Charlie Lasher President of the Aeronca Owners Club phone calls were made to local Aeronca owners askshying if they would attend this sort of fly-in and a lot of hangar visits at different airports started getting reshysponses Finally the commitment was made We would have the fly-in and play it by ear Charlie Lasher was a great help offering ideas to help guide us along Also the response from local owners was terrific everybody thought it was a great idea and just couldn t wait for the day of the fly-in

That was in 1977 and the first annual Aeronca fly-in was a roaring success with seventeen Aeroncas and a few non-Aeroncas making a total of twenty-two airshycraft The next year we decided to do it again with a little more publicity to spread the word The first year single page flyers were sent to airports for bulleshytin board posting In 1978 that was done again along with notices in SPORT AVIATION Th e VINTAGE A IRPLANE and two Northeast publications That did the trick

Soon there were about a dozen Aeroncas on the flight line Chiefs and Champs abounded with a sprinkling of Sedans Champions and a Defender Harry Williams Leonard Marcus and Orville Wright Williamson all flew in with identical Champs painted white with red trim On the side of Harrys Champ is placed one small flag for each state he has flown it in and a good part of the Champ is covered by flags Talk to him for a few minutes and you get the impreshyssion he likes to fly in the Champ These were not the only identical triplets at the fly-in but more of that later N47502 is an Army L-3B devoid o f her origishynal colors Flown in from Su ssex New Jersey by Bill Shatt and his wife 502 is all white with Bill s artwork on the side in the form of a cute Raggedy Ann doll and smile faces under the wings While looking up at the underside of Bills wings at one point you can also notice an echelon of three Champs arriving from Bermudian Valley Airport near Harrisburg Pennsylshyvania After circling once and getting everyon es atshytention th ese little Blu e Ang els proceed ed to fly overhead and peel off one by one then follow each

other in to a landing in a very professional manner Upon closer examination this second trio of identical Champs was definitely out to secure your attention They taxied turned parked and shut down in time with each other faultlessly Each was painted with yelshylow wings dark blue fuselage with red band behind the side windows and yellow tail with the rudders having a vertical blue stripe on the hinge line and horizonal red and white stripes behind that Army stars on the wings gave the finishing touch Bart Baughmon G E Tolbert and Ralph Griffiths were the pilots of these neat machines and can be very proud of them Impressive is the word to see them perform As Bart G E and Ralph were swamped with quesshytions and picture takers yet another formation of three Champs approached Easton Airport after leaving Sky Manor Airport New Jersey just a few minutes beshyfore Rather than just make a quick hop from one airport to another these three fellows decided to arshyrive in style and therefore flew the twenty miles toshygether led by Aeronca Ace Gary Hartung

Excitement was at a high after the arrival of the two flights of Aeroncas and it seemed the Second Annual Aeronca Fly-In was in full swing Many other proud owners had washed and waxed their prized Aeroncas and were there to show them off There were 7ACs 7Ees the L-3B 7BCMs 11ACs 15ACs and a few newer 7ECAs and 6GCBs (For you nonshyAeronca types that means Champs Champions Deshyfender Super Champs Chiefs Sedans and Citabshyrias) The Champs outnumbered all the others with examples like that of H H Rice of Staten Island New York with his all silver 7AC finished in Air Force Stars and Bars making it look like it was right out of WW II Also there were a surprising amount of facshytory style paint schemes on many of the Champs with at least five of them trying to turn back the hands of time If a person were to concentrate on looking only at the original paint jobs and listening to the sounds of all the engines idling taxiing taking off and flying overhead it might seem with a little imagination thrown in like a busy day in Middletown during the post-war years Should you manage to transport yourself to the late Forties there were two other aircraft present with which you could continue your time trip right back through the Forties to the mid-Thirties These were a couple of very appealing airplanes and Aeronca K and a C-3

Gary Hartun g and wife soak ing up the fl y-in Ga ry led the echelon of Champs from Sky Manor A irpo rt to Eas to n A irpo rt in his Champ N2828E

H ead-on close up of Ted Giltners C-3 with all 36 hp hanging out

Ja ck M cCluan is the proud owner of this sharp 1947 Champ N391 6 E Flying in from Berwick Pennsylvania Jack was the first arrival of th e day

I

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~ -I ---I ~ ~~-f~Comiddot- ~---------shy

NC1142H is one of two 15AC Sedans which showed up for the fly-in The Sedan is a four place machine powered

by a 145 hp Continental This good looking example is owned by Gene Krout of Lewistown Pennsylvania and recently turned 31 years old (The airplane that is)

N82L owned by Bart Baughan of Kralltown Pennsylshyvania There was not a place on the outside of the airplane that did not shine like the underside of the wing which says something for the pilots since their home field has cows roaming the grass runways

Gordon White arrived with his 1938 K in due fashion It is almost authentic although it is powered with a 65 hp engine instead of the original Aeronca engine Gordon has done a superb job of keeping the K from showing her age as is exhibited by the super clean interior and sparkling green and yellow exterior Blue and red were the colors of Ted Giltshyners C-3 which he flew in from Walter Grimes Airshyport some sixty-five miles distant That might not seem remote in todays 150 hp trainers but Ted flew the whole way back behind only 36 hp since his imshymaculate C-3 has an original Aeronca engine His trip to the fly-in in the 1934 C-3 took him a little over an hour but he was fighting a headwind all the way The little C-3 seemed to turn into the apple of everyones eye as one after another of those attending the fly-in gave it a going over and then their stamp of apshyproval Indeed it was hard to find a flaw that Ted had not already tidied up Too bad Oshkosh is so far from Grimes Airport otherwise Ted would have some trophies decorating the mantle

As mentioned earlier there were a few original factory paint schemes present that beautiful summer day John Vicario Ed Thuesen Jay Gleitz John Stewart and SR Swyers all had their Champs lookshying like they just rolled out of the Middletown facility in the late 40s Dave Keller had the sole example of the 11AC line Hailing from Lincoln Park New Jersey Dave s Chief although not original colors had the original paint scheme Decorated in basic vintage cream with red trim the Chief definitely had the air of a distinguished Classic about it as did all the Aeroncas present Bob Bahruth accompanied Dave in his own Chief which was also tastefully painted but in the colors of blue and white Paralleling Bobs Chief was the Chief flown in by Kirby Anderson of Mattawana Pennsylvania which was white with the priginal blue trim on the fuselage and broad stripes on the wings and tail Kirbys Chief was recently reshydone by N R Metz and one look can tell that he put much time and thought into it Many of the aircraft present if not all exhibited extensive evidence of tender loving care It seems that as these airplanes reach middle age they are being given a much needed shot in the arm (wing) toward maintaining their youth Instead of sitting in the back row of tie downs and looking forlornly for a bath they seem to be popping up in the better hangars with mainteshynance a big part of their life as it should have been all these years Too many were left to rot outside while time passed them by Let us hope that some day all these aircraft will receive the attention theyve deshyserved all along

The Second Annual Aeronca Fly-In reached its peak about one oclock in the afternoon and after that departures began for those who traveled long distances and wanted to get a head sta rt in case it was necessary to dodge a thunderstorm or two As the last Airknocker winged off and we pushed our own Champ into the hangar which was used for the food lin e during the fly-in a count on the reg istration sheet showed a total of 36 Aeroncas had graced the g reen grass of Easton Airport that day Hopefully many happy memories were also made that day It was encouraging to see the response and turn out of th ese people at the fly-in because the simple fact that all these people did turn out is proof of the conshytinued interest we all have in grass roots today lets all hope for our future generations sake that that spark is never quenched

Should any of you decide to host a fly-in such as thi s let me give you a quick run down on the things you will need Its not as bad as you might think First off and most important (because you won t get anywhere without her) is one loving and understandshying wife who is willing to coordinate all the feeding of those at the fly-in She must be able to make su re 30 pounds of bar-b-que will be ready on time along with 15 gallons of Kool-aid potato chips buns and cupcakes Also needed is a dedicated family and friends to help out In our case we had both sets of parents brothers sisters-in-law cousins uncles and aunts and every other relative and friend we could round up for the day Most of the male help was used on the field doing whatever needed to be done while the female counterparts were kept busy dishing out the food to the hungry fliers My many thanks to them all and to all of those who flew their cherished aircraft to the fly-in Without them there would have been no fly-in And many thanks to Ed Braden for the use of his airport without which the fly-in would never have gotten off the ground

Finishing up I would like to say if any of you have any interest in putting on your own fly-in definitely do so The rewards are many the satisfaction great and its a lot of fun Plus when it is allover there s a feelshying of accomplishment and gratification that you have done something for your aviation community I will be happy to answer any questions and provide help to anyone wanting to put on their own fly-in Just write Incidentally these things are like a habit once you start its hard to stop The Third Annual Aeronca Fly-In will be on July 8 1979 rain date one week lashyter See you there in your Airknocker

N4409E owned by John Vicario and Ed Thuesen at rest at the Fly-In

N47502 is a LJ-B owned by Bill Shatt of Sparta New Jershysey Note most of the original greenhouse is covered over Rag doll and smile face are Bills handiwork

RADIATORS AND WHEELS FOR REPLICA AIRCRAFT

By Neil Thoma s 2572 Arthur Kill Road

Staten Island New York 70309

(Photos by Ray Pignato)

RADIATORS Having initiated the romantic notion of building a

flying replica antique aeroplane from scratch I had to consider the problems of keeping my SESa as near the original as possible while remaining within the boundaries of current safety requirements One of my primary concerns was how to resolve the engine cooling problem

Forging ignorantly and smugly ahead (strange how those two words seem inseparable) I kept postponshying the day of reckoning concerning a radiator I never believed I would find an original though such luck is not all that extreme when antiquers start scrounging I had toyed with the idea of letting pracshytical and economic considerations turn me from a true reproduction on this one item As I looked deeper into the problems of building a pair of twin radiators and started to resolve the difficulties in the construction of tanks necks and ancillary plumbing parts I concluded that all this was a great deal of work Since I was so committed to this volume of work why settle for a tube type core similar to preshy22

~

sent day automobile practice Why for a few hundred more and a little extra work I could have a pair of honeycombcartridge type cores

I think it is safe to say that throughout this entire aeroplane building project the two qualities that have helped me come as far as I have are a monumental ignorance of the depth of the problems to be enshycountered an ignorance that is surpassed only by a gargantuan stubbornness that some have generously called tenacity of pu rpose There is a world of difshyference between building a pair of radiators with fin and tube type cores and building a pair of cartridge type cores But I can tell you that only now

Like so many problems one encounters in life th e real difficulties often lie in the contemplation and when one starts digging in many shrink but practishycally none disappear The shrinkage occurred only because of help from tool and die maker fri ends and old timers in the automobile replacement core indu sshytry who remembered cartridge type cores Nonetheshyless I struggled on and succeeded in producin g a rather acceptable SE5a radiator of reaso nable accushyracy

A fellow antiquer on Long Island saw photos of the radiator and about a year later ca ll ed me on the phone with a requ est The Scylla of ignorance and th e Charybdis of over-confidence seduced me into agreeing to build their monstero us progeny th e Fokshyker DVII radiato r I can honestly say that of all th e

projects so far undertaken in building my SE5a the radiator was the most difficult Yet compared to the DVII radiator it was relatively silllPle It must be borne in mind also that I went into the SE5a radiator with no knowledge or experience and yet th e background acquired in manufacturing it still did not let the DVII radiator be anything less than three times as difficult

The frontage areas of the two are rather close if anything the DVII is just a bit smaller The SE5a using 38 OD brass tubing required about 3000 4 long tubes Th e DVII was supposed to have 14 tub es (7mm) but John wanted me to use 516 to hold down costs so mewhat This reduction by 116 fro m 38 to 516 jumped the number of tubes for th e same fronshytal area from 3000 to 6500 According to an article in World War I Aeroplanes (January 78) the U S Army Air Service evaluation group put the number at 3000 with 14 tubes They forgot to multiply by 25 Im sure glad John wanted to save mon ey Lo sing another 116 in diameter down to 14 would have set the number over 8000 As it is with sp litting losshyses et cetera youre talking of a 12 mil e of b ras s tube at $40 per foot

I start ed with th e flat ce nter portion After all build the flat small er center portion first tis eas ier Di saste r Th e so lder alloy used to dip automobile heate r cores wo rk s g reat under heavily co ntro ll ed production methods but is use less for the amateur

Scratch one old timers advice One idiot metallurgist told me to throw out $450 worth of solder and start over Scratch him I finally resolved the solder forshymulation problem and succeeded in face dipping the center core It came out beautiful

Confidently and much pleased with myself I then proceeded to the side cores 2500 brass tubes could not be held together for one dipping as long as the crankshaft slant was included in the pre-form The idea of making the staggered side in blocks of 800 tubes and then soldering the blocks together looked good on paper but the angle of stagger in each segshyment could not be held with anything even approachshying accuracy or similarity Try taking 2500 stuckshytogether brass tubes apart cleaning th em up and soldering them together again - 3 times For the first tim e since starting my SE5a I felt just about beat but by a Fokker DVII I finally got four blocks of tubes that fit together and proceeded to lay up an addishytional 900 tubes on each side by hand to form the bottom slants for the crankshaft cl ea rance Now being able to hold the stagger for each side I proshyceeded to face dip th e assemblies as a unit The reshysult was dramatic and acceptable Th e upper and lower tanks were straight forward boxes and preshysented no problems Since no dimensions for the top tank filler neck or cap were available these were eyeballed from photographs and drawings often themselves interpreted and eyeballed

23

We concluded that the radiator cap held a presshysure device so I provided two removable inserts from a modern automobile radiator cap one 4 pounds and the other 10 pounds No one seemed to know the reason for the protruding tube in the side of the filler neck It may have been an attachment whereby hot water could be pumped through the motor for easier winter starts The engine oil was preheated for just that very reason Things were rough in the Great War

Everyone has an idea of what a DVII radiator should look like and john and I established what he wanted in appearance for his In all the literature photos drawings etc there did not turn up one that fit what we thought was typical - this is until I was nearly done and john produced an old magazine photo of a DVII in the French National Museum that matched ours perfectly On page 172 of Fundershyburks The Fighters is another that I did not notice until the radiator was finished Most had very narrow flat centers which would only have made the job even more impossible and john and I decided that this type was not very typical - history and facts notshywithstanding john later asked me if I ever figured out how the Germans made them in production durshying World War I I never did but I learned why they lost the war Everyone was building DVII radiators and there was no one left to do the fighting Theyve had a latter-day revenge though 60 years later they really brought SESa production on Staten Island to a screeching halt for six months

Im glad that I was asked to make the radiator It provided valuable insight into the construction metallurgical and supply problems that will make fushyture aeroplane and antique automobile cores easier

to assemble Ill make cores but complete radiators of this complexity require too much of my time for jobs that cannot be delegated Besides almost everyone knows a tin knocker or hobbyist coppersmith who can turn out a decent tank It is the core that defied solution and that I can do

WHEELS I bought a pair of original clincher jenny-type

wheels but decided not to use them because respokshying them to SESa style would have been as much trouble as making new wheels altogether and I would have lost a good pair of original wheels that someone else could use I had a pair of old Harley side-car hubs and decided to work around them If I were doing it again I would use Suzuki front wheel spools These can be bored out to take 1314 axle with thick bronze bushings The spool itself has provisions for a bolt-on brake disc for those wishing better ground control and the rims are of course much lighter

Using Harley steel rims gave me great strength and weight I have basically a 19 motorcycle wheel with a bored out and sleeved hub extension to permit the attachment of the side load spokes The rims were drilled near the rim flange and spokes were atshytached radially to the extended hub The wheel cover clips at the rim are 116 stainless steel cotter pins placed between the radial spokes I then mounted Dunlop tires and got my wheels If however I can t strike a workable weight and balance I shall be obshyliged to remake them but from Suzuki parts

With the wheels and radiator finished I now have a very expensive test stand for my 220 hp HispanoshySuiza motor - its called an SESa fuselage

Dear David I thought you might be interested in this 8 x 10

photograph of our classic C-170B for The VINTAGE AIRPLANE This photo was taken in the 170 fly-by at Oshkosh 78 Lake Winnebago is in the background This aircraft is owned and flown by Glenn A Loy Sr of Flint Michigan Photograph was taken by his son Glenn Jr

Sincerely Glenn A Loy Jr 2357 Southampton Flint Michigan 48507

CALENDAR OF EVENTS MAY 4-6 - BURLINGTON NORTH CAROLINA - Spring Fly-In Planes

to be judged should be on the fi eld by 2 PM on th e 5t h Awards dinner Saturday evening Sponsored by EAA AntiqueClassic Chapshyter 3 For further information contact Geneva McKiernan 5301 Finsbury Place Char lotte NC 28211

MAY 5-6 - SPARTANBURG SOUTH CAROLINA - First Annual Footshyhills Fly-In sponsored by EAA Chapters 249 and 584 Awards conshytests and breakfast o n Sunday with camping Rain Date May 19shy20 For furthe r information contact Brian Benjamin 803518-6607 or Don Sa nkey 803244-4292

MAY 12 - FRANKLIN WISCONSIN - Midwest Aero Historians Spring Meeting EAA Aviation Museum 11311 W est Forest Home Avenue in Franklin Registration at 830 program at 100 p m History of Ryan aircraft by Bob Baker Other speakers and a film For further information contact Ken Borkowitz 707 West Maplewood Court Milwaukee WI 53221 414482-0696

MAY 20 - ROMEOVILLE ILLINOIS - First Annual Fly-In Breakfast of the year at the EAA building at Lewis University Airport 7 am to 1 p m For further information co ntact J P Fish P O Box 411 Lemont IL 60439

MAY 25-27 - WATSONVILLE CALIFORNIA - Fifteenth Annual Anshytique Aircraft Fly-In and Air Show at the Watsonville Airport Coshysponsored 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 41 5645-3709 days 408296-5632 evenings

JUNE 2-3 - FRONT ROYAL VIRGINIA - EAA Chapter 186 Annual Spring Fly-In Warren County Airport Hangar Dance on Saturday Pancake Breakfast on Sunday Q uarterly Va Ercoupe Gathering Contests awards and lodging available For further information contact Jack Crater 2502 Ryegate Lane Alexandria VA 22308 o r 703360-3954 after 6 p m

JUNE 3 - ELMIRA NEW YORK - Fly-InWalk-InDrive-In Breakfast Waco 10 and Starduster Too rides Chemung County Airport

JUNE 9-10 - FLANDERS NEW JERSEY - First Annual Fly-In sponshysored by EAA AntiqueClassic Chapter 7 Hangar Square Dance Saturday Rain Date is June 16-17 For further information contact Walter Ahlers 60 Main Street Flanders NJ 07836 or 201 584-7983 or Anne M Fennimore Four Ridge Road Succasunna NJ 07876 or 201 584-4154

Dear David

JUNE 23-24 - LONG ISLAND NEW YORK - Summer Fun Fly-In sponshysored by Chapter 594 For further information co ntact Alf R Timiddot berg at 516825-4148 or at Seven Birchwood Drive West Valley Stream NY 11580

JUNE 23-24 - SAN ANGELO TEXAS - Mathis Fie ld Antiques and CAF Awards For further information contact Charlie Day 915 944-2621

JUNE 24 - ANSONIA CONNECTICUT - Piper Vagabond Fly-In For further info rmation contact Jim Jenkin s 569 M oose Hill Road Monroe CT 06468 o r at 203261-5586

JULY 6-8 - MINDEN NEBRASKA - Third Ann ual National Stinson Club Fly- In Pioneer Field near Harold Warp s Pioneer Village For further information contact C R Bob Near 2702 Butterfoot Lane Hastings NE 68901 or at 402463-9309

JULY 7-8 - TOLEDO OHIO - Annua l Fly- In sponsored by EAA Chapshyter 149 Metca lf Field Free breakfast for pilo ts of homebuilts and antiques both days For further info rmati on contact Dave at 419 923-3712 or Gene at 419531-1819

JULY 14-15 - ROMEOVILLE ILLINOIS - Nineteenth Annual Midwest Fly-In and Air Show at Lewis University Airport Shows theme and feature will be WW I aircraft Airport will be renamed to add to the illusion of the era Sponsored by Chapters 15 and 86 tor further information contact J P Fish PO Box 411 Lemont IL 60439

JULY 15 - FORT WAYNE INDIANA - Eleventh Annual Worlds Bigshygest Little Fly-In amp Air Show at Sm ith Field Sponsored by EAA Chapter 2 the activities include breakfast and lunch flea market workshops static displays and an air show at 2 p m For furth er information contact Jay Henschen at 219485-5709 or 219485-7282

JULY 28 - AUGUST 4 - OSHKOSH W ISCONSIN - Twenty-seventh Annual EAA Fly-In Plan now to attend - its th e greatest show on earth

OCTOBER 12-14 - CAMDEN SOUTH CAROLINA - Fly-In All divi shysions awards will be presented For further information contact Geneva M cKiernan 5301 Finsbury Pla ce Charlotte NC 28211 Spon sored by EAA Antique Classic Chapter 3

SEPTEMBER 5-9 - GALESBURG ILLINO IS - Ninth Annual Stearman Fly-In Anyone with any interest in the Stearmans is cordially inshyvited For further information contact the Stearman Res to rers Association Inc 823 Kingston Lane Crystal Lake IL 60014

SEPTEMBER 27-30 - TULLAHOMA TENNESSEE - First Annual FlyshyIn Plan now to attend - it s the greatest show on earth

Staggerwing Museum Foundation of Tulshylahoma Tennessee has authorized reprinting1 I~rlII~11S of Robert T Smith s book STAGGERWING the story of Beeche s Classic Model 17 Bishy

Dear David plane Your inquiry regarding Barkley-Grows still Now a collectors item this 248-page book

in existence prompted this quick note - yes was originally published in 1967 A group of - at least one is sti ll extant and I saw it last dedicated Staggerwing pilots has undertaken summer on the way back to Ok in Assiniboia updating and publishing this famous book Sask It is in the collection of Harry Whereatt Sixteen pages will be added with current inshyand I believe it was sin 1 - not registered as formation CF-BVE - in excellent shape - not currently The book hard bound will be available in airworthy though Also I just acquired a 39 August 1979 for $2795 A special pre-publi shyStinson HW-75 and need lots of info for resshy cation price of $2295 plus $175 postage and toration purposes Enjoying The VINTAGE handling will be in effect until July 30 1979 hope the info is of interest - thanks for your Orders with remittance may be sent to Stagshyhelp gerwings Unlimited P O Box 964 New Mil shy

Regards ford CT 06776 Tim Talen For further information contact James C P O Box 920 Gorman President THE STAGGERWING CLUB Cottage Grove OR 97424 1885 Millsboro Road Mansfield OH 44906

James C Gorman

COMPLETED

ANTIQUECLASSIC AIRCRAFT

AERONCA CHIEF 11-BC Harlan D jacobson 1501 Loftsgordon Avenu e Madishy

son WI 53704

CESSNA 195 Ray B Anderson 133 Vi sta Del Parque Redondo Beach

CA 90277

ANTIQUECLASSIC

AIRCRAFT UNDER CONSTRUCTIO

AERONCA 7AC john Mike Connor 79 Hillsbo rough Drive Sorrehto

FL 32776

BELLANCA 14-13-2 William B Cam p Rt 3 Hwy 230 West Hawkinsville

GA 31036

CESSNA 140 Coy E johnston Pleasant Valley Airport Rt 1 Box 178

Snyder OK 73566

LUSCOMBE 8A Tim Bauer 110 W Cherry Street Compton IL 61318 john A LeRoche 17 jerome Avenue Bloomfield CT

06002

PIPER CLIPPER Butch Walters 285 Pare Road Kelso WA 98626

STINSON 108-2 Lars F Williamson 840 Marin Drive PO Box 736 Mill

Valley CA 94941

TAYlORCRAFT B-C-65 Edward Allen Mori 107 West Wendy Ct Union City

CA 94587

26

(Dave Gustafson Photo)

Bill Schmidts PA-16 ro lls across the ramp at Oshkosh wont be long before it happens again

Editorial Staff

Publisher Paul H Poberezny

(Chris Sorensen Photo)

Ryan ST A owned by Lou Russo Editor David Gustafson PhD

Associate Editors H Glenn Buffington Edward D Williams Byron (Fred) Fredericksen

Readers are encouraged to submit stories and photog raphs Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRmiddot PLANE during th e cu rrent year Associates receive a bound volume of THE VINTAGE AIRmiddot PLANE and a free one-year membership in the Division for their efforts POLICY-Opinions expressed in articles are so lely those of the au thors Responsibility for accuracy in reporting rests entirely with the contributor

Directors

PRESIDENT Claude L Gray Jr AI Kelch 9635 Sylvia Avenue 66 W 622 N Madison Avenue W BRAD THOMAS JR

301 DODSON MILL ROAD Northridge CA 91324 Cedarburg WI 53092 2133491338 414377-5886 HomePILOT MOUNTAIN NC 27041

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Indianapolis IN 46274 Martinsville VA 24112VICEmiddot PRESIDENT 317293-4430 703632-4839 HomeJACK C WINTHROP

703638-8783 OfficeROUTE 1 BOX 111 Richard H Wagner ALLEN TX 75002 PO Box 181 Arthur R Morgan

2141727-5649 Lyons WI 53148 3744 North 51st Blvd 414763-2017 Home Milwaukee WI 53216SECRETARY 414763-9588 Office 414442-3631

M C KELLY VIETS 7745 W 183RD ST John S Copeland Dan NeumanAdvisors

9Joanne Drive 1521 Berne Circle W estSTILWELL KS 66085 Robert E Kesel 913681-2303 Home 45S Oakridge Drive

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1989 Wilson NW 1S30 Kuser Road TREASURER 7161325-2000 Ext C rand Rapids MI 49504 Trenton NJ 08619

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THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Ant iqueClassic Division Inc and is published monthly at Hales Corners Wisconsin 53130 Second class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and addi tional mailing offices Membership rates for EAA AntiqueClassic Division Inc are $14 00 per 12 month period of which $1000 is for the publicat ion of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviat ion

Tti~ VI~TA(7~ AIlVLA~~ OFFICIAL MAGAZINE

EAA ANTIQUECLASSIC DIVISION INC

of THE EXPER IMENTAL AIRCRAFT ASSOCIATION P_O Box 229 Hales Corners WI 53130

CopyrightCl 1979 EM AntiqueClassic Division Inc All Rights Reserved

MAY 1979 VOLUME 7 NUMBER 5 The Cover Fairchild 24 restored by Charlie Day

(Photo Provided by Charlie Day)

TABLE OF CONTENTS

Straight and Level by Brad Thomas 2 1970 Tour of South America in a 1948 Cruisair

by Michael G Emerson and William T Thompson 4 Vintage Album 14 Borden s Aeroplane Posters From The 1930s by Lionel Salisbury 16 Second Annual Aeronca Fly-In by Jim and Debbie Polles 18 Radiators and Wh eels for Replica Aircraft by Neil Thomas 22 Completed Antiqu eClassic Aircraft 26 AntiqueClassic Aircraft Under Construction _ bull _ 26 Calendar of Events 26 Letters To The Editor 26

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $2000 Includes one year membership in the EAA Antique

Classic Division 12 monthly issues of THE VINTAGE AIRPLANE one year memshybership in the Experimental Ai rcraft Association and separate membership ca rds SPORT AVIATION magazine not included

o EAA MEMBER - $1400 Includes one yea r membership in the EAA AntiqueClassic Division 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD (Appli cant mu st be current EAA member and must give EAA membership number )

Page 4 Page 16 Page 18 3


William T Th ompson















4

gt 1970 TOUR OF

louth bullJmerlca

IN A 1948 CRUISAIR







5








6











7








8









9



10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26




William T Th ompson















4

gt 1970 TOUR OF

louth bullJmerlca

IN A 1948 CRUISAIR







5








6











7








8









9



10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26



gt 1970 TOUR OF

louth bullJmerlca

IN A 1948 CRUISAIR







5








6











7








8









9



10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26










6











7








8









9



10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26













7








8









9



10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26










8









9



10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26











9



10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26





10














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26














from the Inca


12










c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26












c

T

C

I o

ltI

o

t-

fJ

)

I

bull

s

~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26



~

~ IshyLLI

Icr

Z

~I

11 gtlt

E

- Z

LcJ

I

u o


J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26




J








16


L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26




L30 s

I ~ ----r r--------------260------------shy

UIUYA 1 _


T 13-6









17

SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26



SECOND ANNUAL

A ~ It~A~



~ 4~bull I


18










I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26












I


~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26




~ -I ---I ~ ~~-f~Comiddot- ~---------shy


















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26















~










23





















Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26























Dear David
















James C Gorman

COMPLETED



son WI 53704


CA 90277

ANTIQUECLASSIC



FL 32776


GA 31036


Snyder OK 73566


06002



Valley CA 94941


CA 94587

26



va-vol-7-no-5-may-1979

Documents

eaa judging

judging aircraft

eaa antique classic

eaa headquarters

large eaa chapter

eaa flyins

basic judging system

judging rules