VA-Vol-28-No-2-Feb-2000

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STRAIGHT AND LEVEL 2

VINTAGE HALL OF FAME

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VAA NEWS

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THIRTY FIVE YEARS AT THE OUTER MARKER!Dutch Redfield

10 MYSTERY PLANE/HG. Frautschy 12 PASS IT TO BUCKlE.E. ((B uck " Hilbert 13 BUD FIELD'S C-180... AND NIKKI TOO!/

Budd Davisson 18 GOLDEN WEST FLY-IN/ H G. Frautschy 21 AN EXTRAORDINARY ELDER EAGLE/

Ron Gamer 25 WELCOME NEW MEMBERS/CALENDAR 27 CLASSIFIED ADS 30 VINTAGE MERCHANDISE

www.vintageaircraft.org

Publisher

TOM POBEREZNY

Editor-ill-Chief

scon SPANGLER

Editor

HENRY G. FRAUTSCHY

Execlltive Editor

MIKE DIFRISCO

COlltributillg Editor

JOHN UNDERWOOD BUDD DAVISSON

Art Director

BETH BLANCK

Photography Staff

JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE

A dvertisillglEditorial Assistalll

ISABELLE WISKE SEE PAGE 2 6 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION As I peer out the win­ dow today here in North Carolina I am looking at some six inches of that white stuff that is normally re­ served for those lucky people who live North of the Mason/Dixie line. Luckily, the Luscombe and Baron are tucked safely inside our hanger at Shiloh Airport. Our Black Lab is out in the back yard, plowing furrows in the snow with her nose. The two cats are sitting on a table under the roof of our cook shed, watching her actions with an expression of disbelief on their whiskered faces. I guess it all boils down to what makes you happy! That new snow also means that far away in Oshkosh, many people will enjoy the skiplane fly-in at Pioneer airport behind the EAA AirVenture Museum. I hear it's lots of fun! Norma and I traveled to Oshkosh last year for the event. Unfortunately, all we had that weekend was rain and slush, but this year should be great. We'll share some photos of the fly-in in next month's issue. If you're planning your calendar and would like to spend a weekend helping us get ready for the 2000 edition of EAA AirVenture, we will again host a fly-in work weekend during the latter part of May. We spruce up the VAA area on Wittman Field, all the while having a great time working to­ gether and enjoying an evening of camaraderie that's a natural extension of the enjoyable times we spend during the Fly-In. This is a great time to enjoy some grass roots camping, flying, fellowship, and at the same time help VAA prepare your area for AirVenture 2000. We'll give you the exact date as soon as it is firmed up. As you read this February issue of Vintage Airplane, you can just about look out over the horizon and almost see the sunshine of Lakeland, Florida. That's right, the Sun 'n Fun EAA Fly-In happens April 11-17. This exceptional event has grown to be a huge success over the years. One of the important reasons for this great accomplish­ ment was the guidance and hard work of newly retired Executive Director Billy Henderson. Billy would be the first to tell you his greatest asset is his wife Adair, who has worked equally as hard to make Sun 'n Fun a great success. I've know Billy for many years, starting from the time he was a hard working volunteer and then moved on to be­ come the full-time paid Executive Director of Sun 'n Fun. On December 31, 1999 Billy retired from that position. Time nor space will not allow me to list all of the things and per­ sonal sacrifices Billy and Adair have put forth for the good and growth of this fly-in. Personally, I would just like to say, "Thanks, Billy and Adair, for your dedication to sport aviation and for the friendship we continue to enjoy." John Burton is now the new Executive Director of Sun 'n Fun. Many of you will remember John-he worked for EAA at their Oshkosh, Wisconsin Headquarters as the Vice Presi­

dent of Communications. John had also been the link be­ tween EAA HQ and Sun 'n Fun management for a number of years, which gave him a measure of insight in the operation, and has helped provide for a smooth transition. I really think that John got to where he liked all of that sunshine and warm weather. When given the chance, why not? What about it, John? For those of you who have been attending Sun 'n Fun, you know how much enjoyment you can have. If you haven't had a chance to get to the weeklong event, give it a try. It can be a very relaxing kick-off to the fly­ in season. When you do go to Sun 'n Fun be sure to check out the Vintage Headquarters Building, hosted by your VAA Chapter 1, the "FSAACA". They have great iced tea and popcorn, and you can also register your aircraft there as well. You can even renew your VAA membership and have your friends sign up in the VAA as well. Just ask Jane Kimball and her volunteers! They'll be happy to help. Oh yes, be sure to bring your sun­ screen-you'll need it! But enough daydreaming of warmer weather. I need to bring my mind back to the present, to February. Since it has snowed and I cannot get the airplanes out of the hanger, I'm going to have to be good to my word and start working on the Luscombe panel replacement. Years ago, I bought a panel kit for the Beech D-35 owned and operated for 11 years be­ fore moving over to the Baron. Every so often, I would get that kit out and look at it, studying all of the things that needed to be done in order to redo the instrument panel. After thinking about the chore and knowing how much work was there, I would slide it back into the box and wait another year! I sold the D-35 before I could talk myself into doing all of the work. Later I sold the panel kit to an aircraft dealer lo­ cated at St. Simons Island, Georgia, delivering it on my way to Sun 'n Fun. I have often wondered if he ever got the nerve to install that kit. The Beech panel would have been quite a project. Thankfully, I don't think the Luscombe panel rework will be quite as difficult. Your VAA Board of Directors will be meeting March 31 at EAA Headquarters in Oshkosh to discuss continuing subjects, business matters, and government matters related to our air­ craft. This is your organization, so we invite you to air any concerns you feel need attention. Drop me note at P.O. Box 35584, Greensboro, NC 27425 so that these matters might be brought before the proper committee or the board for discus­ sion. Try to get it to me before March 1 so we can do our homework on the subject. As we look forward to the beginning of the fly-in season, I'd like to ask you to consider asking a fellow enthusiast to join your Vintage Aircraft Association. It would be great if you made this one of your personal goals for the year 2000. There's strength in numbers. As we add more members, we build a stronger voice when discussing matters that effect your freedom to maintain and fly your aircraft. Let's all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! ...... VINTAGE AIRPLANE

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Concluding our profiles of the 1999 \:\ \ Hall of Fame inductees. this month Itt's meet ...

Tom and Barbara Flock with one of the five Wacos restored by Tom since 1979. Sadly, Barbara Flock passed away November 23, 1999.

Tom also enjoys "modern" airplanes. He's owned two Navlons, the latest this 1962 Navlon Rangemaster H he pur足 chased in 1974.

VAANEWS compiled by H.G. Frautschy

GENERAL AVIATION CONTINUING AIRWORTHNESS SUMMIT

In Kansas City, Missouri, a spec­ trum of General Aviation leaders met with FAA officials to provide proactive input concerning dealing with the issues surrounding the ag-

THE COVERS FRONT COVER . .. One of the workhorses of the General Aviation fleet is the Cessna 180. Owners Bud and Nikki Fields are featured in this month's issue, starting on page 13. EAA photo by Mark Schaible, shot with a Canon EOSIn equipped with an 80-220 mm lens on 100ASA Fuji Provia slide film. EAA Cessna 210 photo plane flown by Bruce Moore. BACK COVER . .. "Feet Dry, Half Moon Bay" is the title of this etch­ ing by Bill Ellsworth, Virginia Beach, Virginia. It depicts the USS Macon as it approaches Moffett Field at the south end of San Fran­ cisco Bay. The airship is flying in from the West over Half Moon Bay, with another 30 minutes of flight time remaining before docking at the Navy field. Bill is a former Naval Aviator (he says at his age, he's nearly a former everything!), and that he enjoys doing artwork depicting Naval avi­ ation events that have occurred within his lifetime. He is a veteran of WW-II, Korea and Vietnam, and flew propeller and jet aircraft off of 27 different carriers. Feet Dry, Half Moon Bay was presented with an Honorable Mention ribbon during the 1999 EAA Sport Aviation Art Competition. A collection of Bill's etchings is on display in the EAA AirVenture Museum. On your next visit, use the stairs located just behind the Women With Wings exhibit, next to the Air Racing gallery. There are 24 of his etchings on display in the well-lit stairway. 4 FEBRUARY 2000

ing General Aviation fleet. The aver­ age age of the fleet is expected to be 41 years old by 2009. Mike Gallagher, FAA Small Air­ plane Directorate manager, stressed that it was important for all partici­ pants, including Type Clubs, manufacturers, associations and EAA, AAA, and the Vintage Aircraft Association to provide input and assist the FAA put together a pro­ gram that can be proactive instead of reactive. As we've seen in the past, when pushed by political considerations, some issues have not been resolved in a way that bene fited GA own­ ers/ users. It is hoped that this dynamiC approach will result in an effective program. For an extensive description of the meeting, please see the Febru­ ary issue of Sport Aviation, starting on page 12. You can also go to the EAA web site at www.eaa.org, and enter the "Members Only" Section. Go to "Government and Industry Relations" and click on "Top Gov­ ernment Issues" for a full article concerning this meeting, a long with a list of recommendations made by attendees. EAA AVIATION FOUNDATION SCHOLARSHIP APPLICATIONS NOW AVAILABLE ON LINE

Students interested in pursuing aviation studies can now learn more about up to $67,000 in EAA Aviation Foundation scholarships and receive applications through a new service on the EAA World Wide Web site: www.eaa.org These scholarships, which range from $500 to $25,000, recognize, en­ courage and support excellence among individuals studying the essential technologies and skills of aviation. The awards assist outstanding students demonstrating a financial need to ac­ complish their goals. "One of the missions of the EAA Aviation Foundation is to inspire a new generation to become the next aviation innovators," said Tom Poberezny, President of the Founda­ tion. "These scholarships are a way to assist students who are fulfilling their dreams in the world of flight." EAA Aviation Foundation scholarship applicants should be well-rounded individuals, in­

volved in school and community activities as well as aviation. Their academic record should indicate that they can successfully com­ plete the course of study described in the scholarship. To reach the scholarship page, connect with the EAA website then click on "aviation education" or type in the direct page address: www.eaa.org/education/schoiarships HOMEBUILT HEADQUARTERS SITE UP AND RUNNING

One of the great aspects of being a part of the EAA family is access to a well of information that is so deep you hardly hear a splash when you drop an AN12 nut into it. There's so much stuff available, and sometimes it can be a bit daunting just knowing where to start. Charlie Becker and the Informa­ tion Services staff are one of your first links to that information well, and they've put together a terrific section in the EAA "Members Only" area of EAA's web site. Chock full of "how to" informa­ tion, the new site is a hand y resource for those who are building an airplane, and for those of us who are restoring as well. Just click on the "Members Only" button on the left side of the home page at www. eaa .org. Follow the prompts, and take a look, but be sure and give yo urself a bit of extra tim e; there's a lot to see! JOEJUPTNER

Born in 1913, and enamored with airplanes as a young boy listening to the stories of the barnstormers who would pass through his home town, Joseph P. Juptner became an A&E mechanic and a civilian pilot, and even dabbled in amateur aircraft de­ sign. During WW-II he served as a Air Force Fighter group crew chief. In the busy times after the War, he partnered in a flying school, and later operated a hobby shop while building wind tunnel models. For most of us , Joe's enduring legacy is a body of work that took most of his lifetime to compile. Col­ lecting photos and information about airplanes for many years, he carefully researched and wrote what has become to be known as the "Family Tree of the ATC," the nine­

volume set of books published as U.S. Civil Aircraft. First printed by Aero Publishers in 1962, and more recently in the '90s by McGraw-Hill, the first 817 Ap­ proved Type Certificates are documented in Juptner's breezy, warm style that comes from a per­ son who lived and breathed the history of aviation as a boy and later as a man. He wrote a couple of other recol­ lections of aviation lore, including his last, T-Hangar Tales, published by Historic Aviation in Eagan, MN (800/225-5575) . Joe was a faithful correspondent during his later years as he lived in California. He passed away January 3, 2000 in Laguna Hills, California. Here's a little quiz to honor Joe's lifetime of work. Can you name the first and last sequentially numbered ATCs issu ed by the CAA/FAA? No peeking in your books now! The an­ swer is at the bottom of the page.

THE "RITE" MONOCOUPE A mistake in reading an "N" num­ ber on the tail of one of the Monocoupes in attendance at the Monocoupe Fly-In last Fall meant the wrong name went with the photo in last month's coverage of the fly-in.

This is PhH Riter's Monocoupe 90A, NC19429, not Curtis White­ head's NC19423. Phil hails from Stryker, OH and has owned his Monocoupe for many years. Our apologies! ......

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MORE ON DOUG CORRIGAN

Dear H.G., Duke Krantz (of Gates Flying Cir­ cus fame) was a pilot for the New York Daily News for a number of years, and he told this story back in 1952 or so. In July of 1938, Howard Hughes was garnering all the media attention during his famous around-the-world dash in a Lockheed Model 14 Electra, with late dispatches coming in from Paris, Moscow, Omsk, Yakutsk, and other far away places, adding to the excitement and glamour of Hughes' week-long aviation accomplishment. Hughes landed back at Floyd Bennett Field in New York after 3 days, 19 hours and some minutes, wh ere the newsreels, radio reporters, and news­ paper photographers descended upon the round-the-world crew. While all this was going on, young Doug Corrigan flew his Curtiss Robin with the Wright radial engine from Long Beach, California non-stop to Floyd Bennett Field in New York City - quite an accomplishment on it own. He then planned to fly across the Atlantic, retracing Lindbergh's earlier path, hoping that the public­ ity would help him get a job as a pilot. The flight to Europe, however, was thwarted by the CAA because they felt he did not have the proper radios or navigation equipment for such an exploit, and the CAA forbid him to make the flight. The day Corrigan landed in New York nonstop from Califor­ nia, The Daily News sent a single reporter to Floyd Bennett Field to interview Corrigan and get pictures. Pok­ ing around in a hangar, the reporter found Corrigan work­ ing on his Curtiss Robin (fixing the door handle, which he sub­

sequently simply wired closed). The reporter asked Corrigan where he had flown in from. Corrigan, a young man of few words answered quite honestly, "Long Beach." The reporter, a New Yorker, knew that Long Beach (Long Island) Air­ port was only a few miles away from Floyd Bennett Field, so he immedi­ ately dismissed Corrigan, and walked briskly away still looking for his story. According to Corrigan, he said as he left, "I'm looking for some damn fool who just flew non-stop from Califor­ nia!" The reporter, of course, missed the story completely. Doc Mosher Neenah, WI Dear Mr. Underwood, I certainly enjoyed your write-up on "Wrong Way" Corrigan as it brought back fond memories of days gone by. Enclosed is a picture (below) I took at the Detroit city airport at Conners & Gratiot in 1938 when I was learning to fly in an Aeronca C-3 and Doug was making a tour after his wrong way flight. It sure is nice to read about those days when flying was an enjoyable adventure and I am still "plane crazy" about the planes of yesterday. Thank you again and keep them flying. Merl Aschenbach Bay City, MI

VINTAGE AIRPLANE

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Outer Marker Comfort in a Cabin Waco, and Flying on the Water Much as I loved flying in the Adirondacks, our business in this lovely area, even during the summer season, was just too slim. Besides this, in order for us to do any busi­ ness, it was necessary to do considerable non-revenue flying be­ tween mountain lakes looking for it. In the spring, as I had done for the last few years with the F-2, we rigged the new cabin Waco, tuning it to its float gear while she sat in her corner of Harry Ward's hangar. We then flew her off the airport's new runway, rolling on four Model A" Ford wheels that were temporar­ ily rigged to the floats' integral beaching gear axle tubes. Airborne, and while circling over the lake, ta­ pered wheel retaining pins were released by lightweight cables that were temporarily run to the cockpit windows and taped to the leading edge of the lower wings. The Ford wheels were then pushed off the axles, dropping into the lake with a huge splash. This wheel dumping /I

was carried on while leaning far out the cabin side windows, working the wheels off by the use of a long broom handle. This saved many hours of work that previously had been done under often times diffi­ cult conditions. In only a few minutes we could be switched over to floats and completely ready for the summer. Business at Alexandria Bay the next season was very good and at our dock the cabin Waco attracted many people who previously had just not been interested in sitting in the F-2's drafty open cockpit, don­ ning a cloth pilot's helmet in order to make a scenic flight over the 1,000 Islands. Also, it was a very pleasant summer for us. Peg and I rented a comfortable summer camp right on the river's shore with the seaplane swinging nights on a mooring in a shallow protected cove only a few hundred yards from our front porch. By the end of the first summer it was clear, howeve r, that the new

cabin Waco was short on power, and prior to hunting season in the Adirondacks we replaced her 225 hp Jacobs engine with a 285 hp Jacobs, and this made a fine performing air­ plane out of her. In the meantime, correspondence had bee n taking place with several Chambers of Co mmerce in Florida. We settled on spending the winter at Winter Haven, in central Florida, selected because I had no desire to operate the airplane in salt water with its associated and serious corro­ sion problems. In November, Peg and I took off to fly her south. Most of the route we followed the Inland Waterway just inside the Atlantic coastline be­ cause this provided protected waters within gliding distance most of the way. For one of our southbound stops, we overnighted at Wilming­ ton, North Carolina, with the Waco tied out between two large docks with high pilings. I didn ' t sleep much during the night and it was

by Holland "Dutch" Redfield 6

FEBRUARY 2000

The YKS-7 on its land lubber gear makes a low pass.

water, steering carefully between the barnacled, tarred pilings of two commercial wharves. But as we neared I could see that the strong ebbing tidal current was sweeping us seaward and it was necessary to crab her sharply over the bot­ tom , tracking so as to miss the heavy high pil­ ings that could easily bash in our fragile spruce wingtips. As we cleared the pro­ tection of the wharves, a strong gust hit her and heeled her and a sharp, wave-slapping, propeller­ spraying blast from the engine was needed to swing her away from the wind and onto a down­ wind course down th e harbor. The now following waves were white capping and heavy gust driven rain streaked the windshield and drummed the taut fabric on top of the fuselage. It was an ugly day and if there had been some other place to tie up, I'd have pulled back in, but there wasn't, because the night before we'd spent half an hour

raining torrents and gusting hard as There was no other way to do it, and dawn broke. The phone rang; it was fortunately the Jacobs caught on the the hotel desk advising that a tug first cylinder. She was running and was waiting to get dockside where whether we liked it or not, we were the Waco was tied. We checked also moving. The water rudders, po­ out quickly and took a taxi to the sitioned by the pedals beneath my waterfront. feet, now knifed into the flowing The airplane was boarded in a water strea ms and we swung away pelting cold rain and getting aboard from the gusting wind toward open was not easy in the fast ebbing tide as Peg and I Dutch's Waco ZKS-7, set up on the temporary beaching wheels "borrowed" from a Ford Model A. The engine is a clambered down slip­ pery, rickety ladders. The assistance of two yel­ low-slickered dock workers was necessary as her stern line was eased, then her bow line slowly pulled in, putting her close enough so we could step from the ladders to her rain-slicked floats. We then hunched our way aft beneath the lower wing, up the two short steps to the lower wing walkway, and into the dry cabin. The engine was pre­ primed and ready to go as the lines were cast off by those on the dock.

285 hp Jacobs.

VINTAGE AIRPLANE 7

flying up and down the waterfront looking for a spot to overnight. Where we'd tied her was the only place. The evening before we had fueled with marine gasoline and with 420 pounds of fuel on board, the Waco was heavily loaded. Even with the wind I would need a long, punishing run to get airborne and thereafter clear a bascule bridge that would be in our climb-out path. After a long downwind taxi, I idled her back, pulled the water rud­ ders up, and let her weathercock into the wind. The white-capping waves now slapped the float bows and the idling prop flung back their spray. Streaking cats-paws showed the gust­ ing wind patterns on the harbor's surface ahead of us as the throttle in the center of the instrument panel was opened full and locked there with its knurled knob. The Jacobs roared and with the wind and the waves she was quickly on the steps. The waves spanked hard against the planing float bottoms, jarring us with lighter and lighter taps as the wings grasped the air, then lifted us free and into turbulent, but far smoother, flight than the very rough waters we had just lifted off from. The right wing was lowered and we slowly banked away from the wet gusting northeast wind. In the low level eddying turbulence both my hands and my feet were very busy, feeling for, and correcting for, and averaging the buffeting upsets from my planned curving trajectory. Pres­ sured inputs to the ailerons and rudder were simultaneously applied and also carefully coordinated in or­ der to avoid unpleasant, sloppy, yawing flight for my very pregnant wife, Peg. In a short time the wings were lev­ eled and the compass beneath the rain-smeared windshield settled down and showed us heading south again. The rain and windswept buoy-marked waterway was only few hundred feet beneath us and for the next several hours, and to keep the waterway in sight, we took every bend of it, banking gently left, then 8 FEBRUARY 2000

.. .his sudden awareness of our swift passage above him at mast height evidenced by his wavering surprised wake as we looked back over

the dripping, streaming trailing edges of the lower wing panel. right, and we were buffeted and gusted and rained on. Neither of us lik ed it, but there simply was no place we could ride the storm out and after a while we became accus­ tomed to it. Ahead we'd see, then catch up with, then zoom over and quickly leave behind many pleasure boats also heading south, his sudden awareness of our swift passage above him at mast height evidenced by his wavering surprised wake as we looked back over the dripping, streaming trailing edges of the lower wing panels . Then an occasional gentle pull-up to skim a telephone­ poled bridge spanning the marshy winding shores of the waterway, slowly waggling the Waco's stubby red wings at a decrepit old Ford, splashing its way along muddy roads and up and over the bridge as we flew by. And our passage flushed many geese and ducks, but most of them had more sense than we as they fed and paddled along the marshy shores till the scudding storm abated. With no warning, there was a sud­

den loud bang, and the airplane shook, and next to me Peg gave a cry of pain. I was puzzled, as I did not know what had happened and our low skimming flight in the rain and turbulence continued to require all my attention. Peg was there beside me, sobbing and clutching her leg, yet everything seemed normal with the airplane. I was concerned and fi­ nally between tears we sorted out that the plane's brake handle was the culprit. Used only during land­ plane operations, it had somehow snapped back and hit her left shin with a vicious whack. The hook for the seaplane's water rudder retract cables had been attached to this un­ used handle at the time the water rudders were retracted for takeoff and we must have flown into a frightened low flying duck, which probably struck one of the retract ca­ bles down in the float gear, causing the handle to snap back. It had been a sharp whack and it hurt. In a couple of hours the scudding, dark, wet clouds began drying out, gradually lifting to a clearing gray, with occasional patches of blue. We were able to let the Waco climb now and the air smoothed. The power­ fully surfing, curving shore of the Atlantic off our left wings met the now blue sky far ahead to the south. In the snug cabin the outside warmth we were flying into was ducted in to us, and it felt good. We munched a sandwich and I rubbed Peg's bruised leg and we laughed. At Jacksonville, I fueled in shirt­ sleeves and by late afternoon we touched her down at her new home on Lake Howard, at Winter Haven. Barb, who was driving our car down, was not there yet. Besides a few charters, then a cou­ ple of deep-winter occasions where we were hired to spend entire nights flying low over orange groves, stir­ ring up the air to pOSSibly prevent frost damage, plus a few passengers carried on weekends. My dreams that Florida could playa big part in a 12-month-a-year seaplane operation turned out to be a giant flop, and as it turned out I had to borrow money

so I could get my pregnant wife and the airplane home. As part of an effort to make the Florida operation work, we believed we could make a few additional dol­ lars if we had the capability of flying after dark, on weekend evenings. After much trial and error, Barb and I, from lakeshore trees, were able to finally saw up four small bamboo rafts that wouldn't flop over after we launched them. Kerosene truck flares were secured to the rafts, which were then anchored on a line parallel to the wind. On the air­ plane we mounted a single landing light on one of the float support struts. The first night we tried our new system the Waco had just lifted off and was clearing the tree'd lakeshore and in our climb-out path ahead it was pitch black. Suddenly there was a loud clattering and we both thought, "What a place for her to quit! " yet the big Jacobs continued running beautifully and we were un­ able to determine where the banging noise was coming from. I switched on our new landing light and in its reflected glow we discovered a small hinged cowling that gave access to the rear accessory section of the en­ gine was flapping wildly in the powerful prop stream. From our position, to land imme­ diately was impossible and the cowling would surely batter itself to pieces by the time we got back around the lake. I asked Barb to fly and passed the swing-over control wheel to him, then, with my side cabin window full down I stretched outside in the strong propeller stream and forward just far enough so the aft cowl fastener could be re­ latched with my fingertips. With things now quieted down, we flew around for several minutes to calm our jangled nerves and prepare for the first use of our night water land­ ing system. With the bright lights of town, and by utilizing the beam from our single landing light, it was possible to approach the lake's shoreline very low; from which position our line of

flares ahead looked beautiful. But it turned out we had positioned the flares too close to shore and they were also set much too close to­ gether, because by the time we had descended from treetop height to a few feet above the surface, they had skimmed beneath us and were far behind . Ahead on the lake it be­ came suddenly very dark, but fortunately there was plenty of smooth water still under us and a slow controlled descent with a small amount of power put us gently down and with much room to spare. Some repositioning of flares, then a few more trials and we had our­ selves a good and workable system, but we found few people really inter­ ested in night seaplane rides and in a few weeks we gave it up. One March night a whistling norther practically blew the covers from our beds and my first thought was the seaplane as I hollered to Barb. The two of us sped to the lake, zipping pants and buttoning shirts. In the beam of our headlights as we swung the car toward the mooring area, we could see the Waco hobby­ horsing badly as she crashed into large white-capping waves. Despite lift-destroying spOilers which were tied every night along the upper sur­ faces of the lower wing panels, she was half flying and had already dragged her heavy moorings a con­ siderable distance toward shore. One of her restraining bridle ropes had parted and dangled free. I kicked off my shoes, dove in and waded to her in the waist deep waves. Her wild plunging made it very difficult to get aboard, but once there I quickly threw off the engine covers, climbed in and started her up. Then, for the next two hours, to keep her from lifting into flight and to keep the mooring from dragging ashore, she was literally flown at the end of her one remaining bridle rope. I was scared for her. The waves, as the dim light of dawn crept over the low gray sky, were big and carried much weight, and the wind streaked them and blew spin-drift from their crests as

the float bows smashed heavily into them and the prop rang from their impacts. It was cold and I was alone. Barb, sitting in the car, watched anx­ iously. The norther moaned around her, and buffeted her, and shook her, the shifting winds hitting her first from one side, then the other, as northers tend to do, and it tried to get under her wings to lift her, so it could dash her through the surf and smash her into the swaying palm trees behind. I fought the buffeting wind and waves with the Waco's flight controls and propeller thrust. I couldn't take off with her and put her in her own element, flying her out of the pounding waves, because I just couldn't leave the flight con­ trols long enough to slide out the lower wing spars to remove the lift destroying spoilers, nor could I, sin­ gle-handed, remove the one still-intact mooring line. In a couple of hours the strong frontal passage winds diminished a bit as the storm moved rapidly out to sea. There was now sufficient light, and Barb was able to wade out and release her. We then taxied and crabbed her slowly, pitching and bucking, through the white-capping waves, across the lake to a protected corner. Peg, who had been worried about us, hitched a ride to the lake­ front in the dawn with a milkman making early deliveries. She met us on the distant shore as we tied up af­ ter our long taxi. We watched her there all that day and all the next night as the norther gradually blew itself out. In the early spring, we flew the Waco back north, retracing our route along the seaboard, across Pennsyl­ vania and New York, to the St. Lawrence River and the Thousand Islands. There we worked her up onto a ramp just below our camp's front porch and then spent many re­ laxing days in fine spring weather getting her ready for a summer of hard work. It was pleasant being back with friends and in familiar surroundings. In June, we were pre­ sented with a bouncing baby boy, Charles Scott. ".. VINTAGE AIRPLANE

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Farman R121 /abiru

YSTER P HE by H.G. Frautschy

November's foreign airplane presented few difficulties for our members. We'll start with a note from Anna Pennington, Wilming­ ton, NC: "Your November Mystery Plane is a French Farman F.121 Jabiru. Note part of the name on the nose. It was powered by four 180 hp Hispano­ Suiza 8Ac engines, and carried 9 or 10 passengers. (My two sources varied on this.) It won the 1923 French Grand Prix des A vions Transports, and 500,000 Francs. "Four flew on the Farman air­ lines Paris-Brussels-Amsterdam route during 1926, and Danish Air­ lines used a few between Amsterdam and Copenhagen." From Pete Bowers, Seattle, WA, who supplied the photos you see on these pages, we read: "The November Mystery Plane is F-AIAU, the forth often French Far­ man F-121 Jabirus built between 1923 and 1925. Also known as Model F-3X, these nine-passenger, four-engine transports were built by A vions H. & M. Farman of Baillan­ court. Five were used on Farman's own airline, three were so ld, and two more were built under license in Denmark. "The Jabiru was an unusual air­ plane of combined wood and metal construction. The four 180 hp His­ pano-Suiza 8Ac engines were in tandem pairs in nacelles supported by a short stub-wing that also sup10 FEBRUARY 2000

ported the landing gear and anchored the wing struts. I wonder what the rear propeller attrition rate was on the Jabiru and other designs with pusher props low and directly behind the wheels which were rolling on dirt and gravel runways? "The aerodynamic layout was also unusual. The wing had a very low as­ pect ratio, only 4.46, and the root chord was almost half the length of the (uselage. As with some other Eu-

ropean transports, the passenger cabin extended forward clear to the nose. The pilots sat in an open cockpit above the cabin. "If the Jabiru has any historical significance, it could be that it was one of the first four-engined trans­ ports to be designed as such, rather than being derived from a bomber." Ralph Nortell, Spokane, WA adds: "A vions Farman was formed by

Ed Parker, Apalachin, NY, via John W. McDonald, tipped us off to this photo published in 1937 by the Aeronautical Chamber of Commerce. (No, it's not the Aircraft Yearbook.) Send your answers to: EAA, Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no later than March 25, 2000 for in­ clusion in the May issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to vin­ tage@eaa.org Be sure to include both your name and address in the body of your note, and put "(Month) Mystery Plane" in the subject line.

This uncluttered view of F-AIAN, the second production Jabiru, shows the really neat engine nacelle/stub wing arrangement, the passenger windows in the nose, and the position of the pilots' cockpit.

brothers Henri and Maurice in 1912. Both were pioneer pilots and airplane designers-Henri since 1907 and Maurice since 1909. liThe firm soon became one of the largest manufacturers in Francel and during the next 25 years l Farman built numerous military and civil aircraft in quantity. In 1936 when the aircraft industry was na足 tionalized in France l the firm merged with Hanriot to form Societe Nationa le de Construc足 tions Aeronautics du Centre (SNCAC). At that timel Henri and Maurice retired." Larry Knechtel, Seattle, WA writes: IIKey to the F.121's safety was the use of a Wing Span 62 ft., 4 in. high set wing of great area. This 62 foot, 4 Length 44 ft., 10.5 in. inch wing span was of wooden construction Wing Area 871.8 sq.ft and l as the photo 6,6121bs Empty Weight shows, strut braced. The root chord was no less Gross Weight 11,0231bs th anI 9 feet l 8 -1 /4 inches and the wing was Cruise Speed 108.7 mph 2 feet, 6 inches thick. 'I 1

FARMAN F.121 JABIRU {STORK} SPECIFICATIONS

Range

403 miles

The fuselage bulkheads of the Jabiru divide the passenger cabin into three compartments. Two passengers sit in the nose, one in the second compartment, which is directly under the cockpit, and six sit in the main cabin. Note the overhead baggage racks.

-continued on page 27 VINTAGE AIRPLANE

11

PASS IT TO BUCK

by E.E. "Buck" Hilbert EAA #21 VAA #5

P.O. Box 424, Union, IL 60180

Basics

As most of you know, "my bag" is old airplanes. They weren't old when I was young, but we some­ how seem to have aged together. My 1934 Aeronca C-3, which has been in the family since 1962, is a good example. The old airplanes were very basic. The best of them, like the Porterfield 35-70, with its sporty wing and higher cross­ country speed, and the cabin Waco were also basic, but the Aeroncas, Cubs, T-crafts were very basic. You learned the basics, and you lea rned them well. Instruments were there to tell you the oil pressure, oil tempera­ ture (when it worked), and the tachometer so you could set climb and cruise RPM. The compass sloshed around and was only there to tell you were in the Northern Hemisphere. Usually the airspeed indicator didn't work too well, the altimeter was graduated in 200-foot increments, and there was really no precision instrument flying as we know it today. You were taught to fly from one forced landing field to the next, always keeping in mind where the wind was from and mindful that the engine could lunch out at any time. Sometimes it did! Reliability was never taken for granted. Cross-country? What a laugh! The reason there were so many air­ ports around the area was because a 12 FEBRUARY 2000

ten-mile cross-country was an ac­ complishment. Most of the time we spent in or near the pattern next to your home airport. Climb­ ing up to fifteen hundred feet above the ground sometime took ten minutes or more! Then you'd practice a few stalls, some turns, and then a couple of power-off stalls and you were back down to pattern altitude so you shot a cou­ ple of landings and quit. All this was seat of the pants . You flew by sound and feel. The at­ titude indicator was the bottom of the wing and the way it angled on the horizon, and you flew from point to point using the seat of your pants for reference. East was thataway, and North was that way. If in doubt, you looked for a marker painted on a roof, or read the name of the town on the water tower. The best way was to land and ask someone if you were lost. You looked for washing hanging on the clothes lines, or smoke, or ripples on the water to tell where the wind was from, and by drawing a line on the map and noting how it cu t the section lines you knew what angle you were to use for a heading. You were always aware of your position because as I said be­ fore, it was from the last forced landing field to the next one. By marking off the route in ten, fifteen or if you were really opti­

mistic, thirty mile segments on the map you were able to calculate your ground speed and figure how long you could fly with the gas you had left. Many times , the wind would decimate your 60 mph cruis­ ing speed and the ground speed would be maybe 40 or 45 mph. The "fun" began after you got there . The harrowing experience gave way to a joy you couldn't wait to share with others. There was al­ ways an air of happiness around the airport, you and all those around you ate, slept, dreamed and talked aviation. We all had the Air­ plane Disease, and we reveled in it. It was fun! Fun! Fun! Even the CAA guys were a happy lot. The written test for the Private Pilot was fifteen or twenty ques­ tions. The flight-check maybe thirty-five minutes. The poor per­ formance of some of the airplanes often had the CAA man watch you fly while he stood on the ground and critiqued your stalls and spins after you landed. It was a much simpler day. It was basic flying like there will never be again. How I wish all of you could experience that freedom, that joy, the pure elation of flight. But you gotta get old before you really ap­ preciate it. Over to you,

t(

The Cessna 180 has one of t he most distinctive " ch ins" in general aviation .

here are lots of reasons air­ furnaces for folks like PPG and planes are interesting and Corning, he has a serious addic­ the deciding factor is almost tion for antique airplanes. He started flying in the USMC always the people behind them. Take the nearly stock appearing aero club at El Toro while he was Cessna 180, N180XP, for instance. stationed there in 1964 as a simu­ lator technician. He soloed in their Aside from the fact that you sel­ dom see 180's done in 1950's era C-150 but quickly graduated up to paint schemes anymore and the the T-34B. Then it was college at fact that this one is cleaner than Cal State in Fullerton where he most, it would still be easy to coast graduated with a degree in eco­ right past it in search of some­ nomics. He immediately went to thing more exotic. Something work for a concrete contractor, more /lantiquey." eventually establishing his own Then you see Bud Fields. And, if company in the field. One of their you see Bud Fields, you'll also see Nikki Fields. Fourth grade, blonde, energy personified and clearly daddy's little girl. It's the combi­ nation of Bud and Nikki that makes their 180 special. Bud, who owns a large indus­ trial plant contracting business in Hayward, California, isn't your av­ erage business-man-with-a-180. Besides the fact that his business, which is largely based on building, installing, repairing glass melting

T

The traveling airplane for Nikki and dad, the 180 fills the need perfectly by offering a good cruise speed (listed between 151 and 160 mph) along with great short fie ld per­ formance, particularly with the Horton STOl kit installation. 14 FEBRUARY 2000

major customers was a company that supported glass manufacturers and, when that company de­ cided they wanted out of the business, Bud sim­ ply took them over. That was two decades ago and it has been up hill every since. He had gotten his pi­ lot's license while still in the Marines but found himself drawn to tailwheel airplanes. In this case an old Aeronca Champ. But, there was­ n't anyone to check him out. One of the guys on the base said, you're a good pilot, Bud, here's all you need to know ... " and he proceeded to give him a verbal checkout in a tailwheel air­ plane. Today Bud doesn't suggest anyone follow his lead in this area as there were a few in­ teresting runway trips," before he figured it out, but he never dinged the airplane. Today Bud somehow finds time to manage his business while man­ aging his fleet of eleven (that's right, eleven) airplanes, most of /I •••

/I

•••

Bud Field and his daughter, Nikki.

them serious antiques. Oldest to newest, there is the 1928 Travel Air 4000, two C-3 Aeroncas, the 4CM-1 Bull Stearman, an STA, a stock Stearman, an L-5£ Stinson, a 150 horse PA-12, a Dragon Rapide (undergoing restoration), a 250 Comanche and the Cessna 180. While the entire list of airplanes is notable, sev­ eral should be looked at individually. His Ryan STA, for instance is serial number 110 (1936) and is ass u med to be the oldest STA flying. His stock Stear­ man is even more

interesting. A Lycoming powered mode l 75, its serial number is 75001, which makes it the very first production Stearman built. SIN 75000 was the prototype and his airplane was the first in a batch of 27 airp lanes ordered by the Army in 1936. It should also be noted that any time this airplane is discussed, Nikki instantly claims ownership, something that Bud doesn't dispute. Nikki as you will see is very vocal about airplanes. Oshkosh '99 was the second year Bud and Nikki brought the airplane east. The Cessna was fin­ ished only two years ago, and their trip to last year's AirVenture Oshkosh included a slight dog leg up to Alaska on the way in and another little side trip to New York on their way home. That particu­ lar trip took three weeks and 100

Look closely at the leading edges of the wings, and you can see the distinctive cusp added during the installation of the Horton STOL kit.

hours of flying and Bud says, " ... Nikki does all the VOR navigating. I just drive." The airplane has 250 hours on it since they rebuilt it and he says Nikki has been aboard for almost every hour. When asked how many hours she has, she chirps" About 1,000." If you raise your eyebrows at the number, look over at her father who will grin and say, "She's probably about right. None of the air足 planes go anywhere without her. I showed up at an airshow a while back with the Bull Stearman and the first person who walked up said 'where's Nikki' at which point her head popped up in the front pit. She had been sleeping, which she often does." The 180 is a 1956 model with a stock 0-470-K done by Monte Barrett. When he bought the airplane it was " ... a solid airplane, but a little faded all the way around." Field polished it and re-painted the stripes and freshened up the interior and panel. Knowing this was going to be his go-everywhere-airplane, he added a Horton STOL kit to the wings just in case they decided to drop in some place that required the A handy addition to the 180 are pop out handles to help move the airplane while on the ground, instead of pushing and lifting on the fixed tail surfaces. 16

FEBRUARY 2000

low and slow capabilities built­ into the Horton STC. In questioning his relationship with Nikki, he says, "I'm a single dad." At which point Nikki chimes in, "Yeah, but you didn't used to be." The two of them talk quite freely about being a team and she's excited about everything around her. There's also the possi­ bility she ' s the only girl in her fourth grade class who can make comments like, "What dad really needs is a Widgeon, or maybe a Goose or Mallard." Then she thinks for a second and adds, "Or maybe a Duck." Dad is president of Vintage Chapter 29 in Hayward, which should be proud this year because the chapter is home to the Parris brothers whose Lockheed 12A brought home the 1999 EAA Air­ Venture Grand Champion trophy for antiques. Recognizing the huge number of hard core an­ tiques in the area, as well as his own, Bud is in the process of building a 38,000 square foot mu­ seum on the Hayward airport which will be home to the chapter as well as housing his and others antiques. He says, " .. .it's going to be a flying museum and once a month, we'll have an antique fly day in which we get as many of them into the air as we can." It's called the Vintage Aero Museum. When the future is mentioned

Bud and Nikki's "go where they want to go today" machine is comfortably set up to be nice-cross country machine. No virtual reality here - this is the real thing!

around the inseparable pair, two subjects generally come up. The first , is what kind of airplane should be added to the collection next and the conversation goes something like this: "Nikki would like us to have a warbird but... " Bud starts and Nikki finishes. "Yeah, we need an AD Skyraider. One of the four-place versions so I can take my friends." "But, Nikki ," Bud answers, "We have a warbird, the L-S is a warbird." "Daaad," she returns, IIWe need something bigger. Maybe something like an L-l."

Asked what an L-1 is, she answers, lIyou, know, the long, round-mo­ tored, big L-bird. You know." It would be interesting to hear her with her peer group at a sleep over. A friend says, IIDid you see Bobby. Isn't he cute?" She answers, III guess so," then she brightens up, IIBut did you know his dad owns a IIG" model Staggerwing. Now that's cool!" The second subject that comes up when they talk about the fu­ ture is a goal Nikki has. She wants to be the youngest person to fly into Oshkosh. However, since her birthday is in December she knows there's probably no way she can do that in power planes, but she has a plan. IIWhen I'm still fifteen, we'll tow me in in a glider," then the conversation expands and dad suggests maybe he'll tow her with the Bull Stearman. Then the glider type is discussed and it be­ comes a WW-II TG model. When last seen, the two of them were in animated conversation about all the neat things they were going to do together. Like we said, it's the people that often make airplanes interesting . .....

H.G. Frautsch

The Central Valley of California is a great place for a fly-in, and the 1999 edition of the Golden West EAA Regional Fly-In was blessed with the good flying weather you'd expect. In addition to those pictured here, the other award winners were: ANTIQUE AIRCRAFT

Reserve Grand Champion

Waco UPF-7 N32135

Gary Entrekin, Ventura, CA

CLASSIC AIRCRAFT

Grand Champion

Piper J3C-65

Paul and Joyce Brown

Capitola, CA

CONTEMPORARY AIRCRAFT

Grand Champion

Cessna 180, N180LG

Jim Goodman, San Jose, CA

Amelia Reid's beautiful airshow routine shows each of us just how a Cessna 150 Aerobat can really be put through its paces by a pilot whose flying skills are the very definition of finesse. Amelia runs her own FBO at the Reid-Hillview airport in San Jose, CA, and has trained over 4,000 pilots.

Champion

Cessna 195B, N2134C

George Dray, Novato, CA

Champion

Cessna 180, N9675B James Golyer, Arroyo Hondo, NMz

Sidney Scarlett's justifiably proud of his 1950 Beech Bonanza. He's from Phoenix, AZ.

"Bad Habit" is the name given by Scott O'Brien to his Luscombe 8A. This airplane has a pretty low serial number, being the 17th Luscombe built in 1945.

18 FEBRUARY 2000

Volunteer Irene Arnold, Placerville, CA helps Mark Backes register his Stinson 108-3. Mark is from Ridgecrest, CA. The Reserve Grand Champion Contemporary of the 1999 Golden West EAA Regional Fly-In is this Bellanca 14-19-3 owned by Patrick Frewald and Julie Joquette.

Scott Crosby of Antelope, CA flies this very sharp 1949 Piper PA-16 Clipper.

Steve and Sharon Jebb keep their extra-shiny Luscombe 8A at the Fresno-Chandler field in Fresno, CA. It even includes a well-maintained wind-driven generator between the gear legs.

From the tower cab at Castle Airport controllers Eric Micklesen, Mark Lambie, Phillip Martin and Don Ide kept the traffic flowing smoothly during the three days of the fly-in. VINTAGE AIRPLANE

19

Jeff Montgomery cleans up while checking in at home on the phone. His 1929 Consolidated Fleet biplane was picked as the Champion Antique aircraft.

Kent White of TM Technologies demonstrates gas welding of alu足 minum while onlookers don masks so they can see the results as Kent runs a bead. Hands-on demonstrations are always very pop足 ular at fly-in s.

Marketing & Public Relations Director of the Hiller Museum and all around old airplane good guy Willie Turner served as the Golden West's airshow boss. His partner with the radio is Jimmy Lichtenstein who was the airshow's ground boss.

Boy, these guys get around! David Liebecott, who restored the Piper PA-12 Super Cruiser "City of the Angels" and Harry Mutter, the owner of this historic airplane and historian of the Piper Aviation Museum in Lock Haven, PA pause before taking off. Harry and David flew the PA-12 on a recreation of a portion ofthe around the world flight in 1947, visiting all the u.s. cities flown into by George Truman and Cliff Evans in their PA-12s. You can check out the Piper Aviation Museum's web site at http://www.kcnet.org/-piper for more information. David's restora足 tion of the globe circling Super Cruiser was honored with a Reserve Grand Champion Classic trophy.

20 FEBRUARY 2000

Bud Field, Hayward, CA took home the Antique Grand Champion plaque for his Stearman 4 CM -1.

An

Extraordinary Elder Eagle byRon Gamer

"What you should do is to get yourselfa good highway atlas. Then plan your trip along the major routes. Roads lead to towns and towns have airports. Stop every hour or two for fuel and a cup of coffee. If the weather ahead looks questionable stop and get acquainted with some ofthe local people. "

ese words from his personal experiences were spoken to me by 87-year-old aviation en­ thusiast Robert Rietzke, as we relaxed in his hangar located at his private airstrip in central Minnesota. The advice seemed simple enough, espe­ cially coming from a man who's "been there and done that" in al­ most all aspects of aviation. It's advice he and his wife, Marie, fol­ lowed for years of travel in single-engine aircraft while visiting many of the lower 48 states . With the exception of a sudden engine shutdown on a cold winter after­ noon somewhere over Nebraska, it's been a flawless plan of travel for the Rietzkes. The unexpected loss of en­ gine power wasn 't a big deal to this veteran airman. He simply landed on a plowed field, found the prob­ lem, and returned them on their way towards the next town down the highway. No big deal for a man who has flown in dozens of different aircraft, starting with open air bi­ planes of the 1920s and progressing to the edge the earth's atmosphere in U-2 spy planes. He even flew in the second seat of the once top-se­

~

cret SR-71 Blackbird. It's a story I almost missed. For many years I had rushed past the small white sign announcing" Air­ port" while hurrying on my way to the family cabin located on one of Minnesota's ten thousand lakes. But since I had taken up the pursuit of flying a few years back, my curiosity about this little airstrip finally got the best of me. I decided I'd just have to check out this small rural airfield. So one day, instead of rush­ ing past, I slowed down and turned onto the gravel drive leading to the neatly mowed grass runway. Enter­ ing one of two metal hangars, I was cheerfully greeted by a friendly ma­ ture gentleman. I'm still finding it hard to believe that this outgoing energetic man is closing in on nine decades of life. Don, as his friends know him, was happy to share with this fledging airman a bit of his per­ sonal history. After learning about his seven decades of unique flying experiences I'm doubtful there are many men or women around today who could come close to having such a colorful history in aviation­ related activities as this experienced VINTAGE AIRPLANE

21

toured the Pacific in this manner with Don aboard until his discharge from regular duty in 1936. Returning to civilian life, Don used his electron­ ics background to help work on the construction of the massive aque­ duct project which brought water over Don and a model airplane "award" presented to him during the mountains to his Lockheed Skunkworks® days. the thirsty Los An­ geles basin. Whenever possible Don elder eagle. Robert Don Rietzke was born in would hitch a ride on whatever small Beaumont , Ca lifornia, in 1912, plane was available to keep in touch about the time mankind was first with his passion for flying. While working with the water district Don conquering the mastery of flight. When he was just fifteen an older also started up a small radio shop. cousin took him for spin in the then This led him to a position as radio modern "j enny". Like a fish on a technician with the L.A. police force . Leaving L.A. for a year to further line, Don was hooked. Eagerly awaiting high school graduation, his electronics training at the Capi­ Don already had a flight plan in tol Engineering College in mind. He would enlist in the Navy Washington, D.C., Don returned to so he could take flight training and the Los Angeles police force as their become a Naval Aviator. Unfortu­ radio communications engineer. It nately for Don, soon after he signed was during this period he began do­ on the Navy changed their policy of ing work on the side for Douglas letting enlisted men become avia­ Aircraft Corporation. In 1940, tors. His immediate flight plan was shortly after being promoted to ra­ put on hold. He was left with his dio communications superintendent second choice of training, radio for the L.A. police force, and despite communications. Som e time after protests from the police chief to the he completed his basic communica­ contrary, Uncle Sam called him back tions training Don was assigned to to active duty. Don was then as­ the battleship Nevada. signed to the Adva nced Training Now it just so happened that the Carrier Group, which was then flying ship carried three float planes on scout bombers. Don flew in the back board for searc h and rescue mis­ seat as the radio specialist as the pi­ sions. These planes were laun ched lots practiced their bombing accuracy from the deck of the battleship with around the California coast. help of a track and catapult system. His life then took une xpec ted Upon their return, a shipboard crane twist. After the attack of the Navy would plu ck them from the water base at Pearl Harbor, he was assigned and return them to the deck . Don to Treasure Island, California where was able to make many flights in he was to assist starting up a Navy these planes, not as the pilot, but as radio school. When that task was the radio communications special­ complete he was next assigned to ist. Once airborne he would unreel Johnson Island, some 600 miles a length of wire and carry out the south of Hawaii. But his trip to John­ business of sending coded messages son was delayed at Pearl, while the back to the battleship. The Nevada Navy had him updating I.F.F. equip­ 22

FEBRUARY 2000

ment, better known to those who used it as "identify, friend or foe." Fi­ nally arriving at his original destination, he immediately set about working on I.F.F. installations on johnson, Midway, and Palmyra Islands. For Don, the up side of this assignment was being able to serve as a crewmember for many hours during search and rescue flights looking for lost aviators. 1944 found Don back in the Hawaiian Islands working on the huge 500,000-watt transmitter which had enough power to send messages to almost any location on the globe. It was here he met his soon-to-be bride. Marie was a Red Cross nurse assigned to duty at Pearl. After a short aSSignment on the flagship U.S.S. Rocky Mountain dur­ ing the invasion of the Marshall Islands, Don returned to take Marie as his wife. Their first flight together was provided by the Navy on a DC­ 3. The Navy flew the newlyweds to the big island for a honeymoon at the famous Volcano Island Inn. Coming back to California in 1945, the couple went quickly to work finding 400 acres of open land to build their first private airport . The state of California and the city of Beaumont had different plans for the property and the Rietzke Airstrip and his radio repair facility soon had to be closed for the cre­ ation of a new highway. It was at this point in time that Don actually took the time to make his flying le­ gal. He logged some time with an instructor in an old L-2 taildragger and shortly thereafter received his official license to fly. After 18 hours official flight time Don bought him self an old Stear­ man . He used this aircraft to commute to many of his job sites. With the closure of his private strip, he took a position with th e Civil Aeronautics Administration in­ stalling VORs at all the major airports in California. He found it a great way of combining his flying and radio talents. Before long Don exchanged the Stearman for a Lus­ combe, and later, a beloved little

Ercoupe. In no time at all he and Marie had put over 400 flight hours on this small two-seater. In 1950 the Navy once again called Don back to active duty. He was to help supervise the installa­ tion of radio equipment at Pearl Harbor. Discharged again in 1952 he went to work for the Hughes Air­ craft Company. Once more he could commute to work in his little Er­ coupe. He then left Hughes to work on the F89 project over at Northrop Aviation. At Northrop he was re­ sponsible for the electrical and radio equipment on newly designed air­ craft. From Northrop Don went to work for Lockheed at now famous Skunkworks(R). He was involved with much of the instrumentation used on the exotic craft being designed in complete se­ crecy, including the renown SR-71 Blackbird. When asked about his testing out electronics at nearly ten miles above sea level he gave a wry smile and said, "Pretty much like any other flight, except a lot higher. But the real difference is seeing the curve of the earth." Not only did he ride second seat in the Blackbird, but also made high altitude flights in the famous U-2 spy plane. He notes that it came with the responsibility of being an electronic research engineer for these top-secret aircraft. Even though Don was heavily involved with his design and application work on the top-se­ cret aircraft, he kept many weekends open to pursue his own love of flying. He and his wife spent many hours flying up and down the coast of Cal­ ifornia in the pursuit of new adventures. At one time one of his favorite pastimes was for a friend and himself to fly low over much of the open arid government land of the southwest. Don had designed a scintillator, a gieger counter like device that would indicate the presence of uranium. Af­ ter locating likely deposits, they would later bounce and jar to the site in an old jeep. If uranium was present they would file their claim in hopes of making a profit. Don notes

that there were some anxious mo­ cons at great distances in the night ments, as they weren't the only sky, Don set to work finding a way ones prospecting and many of the to make them brighter. His inven­ others were very well armed in at­ tion was the Hali-Brite. His tempt to keep newcomers from company developed a product that invading territory where they had could enhance the visibility and hoped to strike it rich. brightness of established beacon in­ Once again the Rietzkes wanted stallations. Before long his small their own airstrip from which to company was busy applying their launch flying adventures. They pur­ modifications to airports all over chased and created the Rietzke Flying Minnesota. Don relates that the Ranch located about 15 miles from modified beacons are now found at Palmdale, California. Here, Don , almost all U.S. airports. Marie, and their daughter Linda were Early in 1986, Don received a call free to come and go in a variety of from a former colleague at the small aircraft for which he kept trad­ Skunkworks. Would he like to help ing. Don had a chance to take his set up the radio communications for first flight in a Navion. He was smit­ the around-the-world, nonstop unre­ ten! He knew that some day he would fueled Voyager project? Never one to own and fly one of these great perform­ ing aircraft. In 1968 Don and Marie, us­ ing the road atlas technique, headed towards Minnesota in their very own Navion to visit Marie's hometown of Aitkin, Min­ nesota. Having finished his career at the Skunkworks, their mission was to locate lakeshore in her home state Part ofthe Voyager Communications crew, Don (center) is flanked on which they by Dave Beardon (left) and Bruce Evans. would build a re­ tirement home. Finding property that suited their miss out at a new adventure, Don ea­ needs, they drove a bouncy 4x4 gerly agreed to lend a helping hand. jeep back to California to pack up Working with former Skunkworks and put the Reitzke Flying Ranch engineer Larry Caskey, Don formu­ on the real estate market. lated a plan for continuous Wanting to use his retirement communication with the Voyager time and his talents productively, no matter what its location during Don started up a small company the record-breaking attempt at non­ called Nav-Com Contractors, which stop circumnavigation. The summer he located at the Aitkin Airport. He of '86 found Mr. Rietzke living with went about the business of repairing Dick Rutan near the Mojave Air­ and installing aircraft avionics in port. It was here that all flight civilian planes. Never one to hold operations were to be planned, just single job at a time, he also went tested, and managed. Don was assigned communica­ to work for the Minnesota Dept. of Aeronautics maintaining nav aids tions director for this historic and VORs. Hearing comments about undertaking. His first priority was to the difficulty of seeing airport bea­ establish a working link with numerVINTAGE AIRPLANE

23

Navions back to the skies. Don uses his tremen­ dous patience and aircraft knowledge to rebuild or re­ new eac h component of the aircraft. Besides N91491 that Don completely re­ built, a visit to the hangar workshop will reveal an­ other beautiful Navion about to brought back to life. A set of highly buffed aluminum wings are cra­ dled in the corner awaiting their turn to be reat­ tached. That'll be done Marie and Don Riezke with their beloved Navion. shortly after the installation of his newly hand-crafted ous agencies and companies in the instrument panel, the fifth such panel communication community. Using he has made in recent years. He had every resource at his disposal, Don hoped this aluminum beauty would helped insure that flight director be up and flying the summer of '99 Caskey was in continual contact with but he says he has so many other the Voyager in order to pass on vital things to do that Oshkosh AirVen­ flight information about weather, ture 2000 might be more realistic. route changes, etc. As the flying world Working from the original manufac­ knows, it worked! Dick and Jeana as­ turing manual he wants the aircraft tounded the aviation world with to be very close to the way it left the factory. One exception he is making their nonstop global flight. Back at his home airstrip, Don is the windshield. On this project he continued to have a love affair with has opted to replace the split wind­ Navions. On one of his trips about screen with a one-piece installation. Don notes that configuring the Minnesota he had the opportunity to meet a fellow pilot nicknamed shape and size of the heavy duty Plexiglas(r) was one of the more chal­ "Navion Mike." lenging problems he had to solve, as It seems that Navion Mike also had an intense passion for this par­ it's not an item you'd find at the lo­ ticular line of aircraft. Not only did cal hardware. He solved the problem this gentleman have a beautifully and the installation is complete. restored Navion, he had another With the installation of the in­ disassembled but could be brought strument panel and associated back to life with someone's caring tubing connections, Don will send touch. In his hangar at the Anoka the engine out for a complete County Airport he also had wide workup. Don states that h e is fortu­ variety of Navion parts. When nate to have made so many aviation Navion Mike passed away, Don bar­ contacts in the Midwest. Finding an gained for the whole works. He had A&P or an FAA check person has not just recently made the purchase of been a problem for him. He also the Miller Airport located some IS greatly appreciates the many friends miles from Aitkin and had plenty of and fellow pilots who stop by and hangar space to store both the contribute time and effort helping planes and their parts. So, in, the him with the restoration. My guess mid-nineteen eighties, when Don is they are quite enthusiastic just to was in his own mid seventies, he visit his little airport and do some took on the challenge of moving hangar flying with a living historian his business and restoring the of aviation history. When asked if 24

FEBRUARY 2000

he'll ever show his finished aircraft at Oshkosh he modestly replies, "My work isn't anything special, not like all those fancy homebuilts on dis­ play." Chances are he'll once again quietly attend the event as a general help volunteer and never let those he chats with know that he's a walk­ ing encyclopedia of airplane history and experience. On a recent visit to his little airport I found the energetic octogenarian finishing up his regular mowing of the grass strip. When questioned why he had such a broad grin on his face, his reply was quick in return­ ing: "Passed my bi-annual flight review yesterday in Navion.49l. Re­ ally gave the plane a good workout." One should have figured he'd use the high-performance air­ craft for such an event. The little Cessna ISO he and Marie have used so many times to criss-cross the country just wouldn't have been challenging enough for this opti­ mistic airman, even at eighty-seven years young. If you ever find yourself in central Minnesota, near the famous walleye factory known as Mille Lacs Lake, go to the northwestern corner to a small town called Garrison. A mile north of town on highway number 18 you'll see a small white sign indicat­ ing an airport. Don't rush by like I used to. Turn in and spend some time with a twinkly-eyed fellow pi­ lot who'll advise you how to see the country following America's road­ ways. He says, "It works for me and it'll work for you, just be patient and enjoy the scenery." This from a fel­ low airman who's seen lots of countryside from many different al­ titudes. But the ones the Rietzkes like best are the many long cross countries they've made in small air­ craft using his own sage advice, " .. . follow the highways, and take time to enjoy the flight." It's advice all of us would love to be able to use if and when we're nearing nine decades of life. In my eyes, Don Riezke is certainly one extraordi­ nary elder eagle. ......

NEW MEMBERS

Victor E. Mail ........ .. Smithfield

Fred W. Hill ........ Ft. Meyers, FL

· .. . . . ... . . . . . Heights Q, Australia

Paul E. Petro .. Defuniak Springs, FL

Ray Toews ................... . .

Kenneth A. Weld, Jr. ... Sorrento, FL

· ...... Fort Vernlillion, AB, Canada

Wendell Davenport .... Honolulu, HI

Todd D. Cunningham . ...... . ... . .

Claire Wilson ........ Honolulu, HI

· ...... . . .. Winnipeg, MB , Canada

Michael S. Jones . .... . .. Roscoe, IL

Alan Fi lby ....... La Fleche, France

Frank W. Mellberg . . . Park Ridge, IL

Marvin Miller .......... Kenai, AK

Glenn R. Stout ... . .. Gages Lake, IL

James E. Phillips . .. . .. Opelika, AL

Edward A. Connell . . Annapolis, MD

Windle Henry ... .. .... Sercay, AR

AOPA .. .. .... ... . . Frederick, MD

Jim Hillabrand . .... . Springdale, AR

Susan 1. Gagne . . ..... .. Wells, ME

Paul Seveerson . .. .... . Phoenix, AZ

Steve Howe ...... Bryant Pond, ME

James Beck .. ... ... Bakersfield, CA

Matthew Cognata ... . ... .. . . . .. . .

Edwin M. Bower . ...... Norco, CA

....... . ....... Pleasant Ridge, MI

Steve Brown ... . . . . .. Mentone, CA

Charles E . Garrett. .. . . ...... .. .. .

John T. Culp ....... . Palmdale, CA

.... ....... .. ... Grand Rapids, MI

Steven Emley .. ... . . Oak Hills, CA

Jenny Hanson . . ... Eden Prairie, MN

E. Gene Frink . . . Newport Beach, CA

William R. Collette ... Foristell, MO

Travis G. Gammill . . . Riverside, CA

Richard Christensen .... Lincoln, NE

Stephen C. Hull ... . ... .. .. ..... .

Denise A. Lauer ... ... Helmetta, NJ

· ... ... ..... .. Red Wood City, CA

John D. Northrup . . . Ellicottvi lle, NY

John Keams . ... .. ... . Pioneer, CA

A. Wayne Overton ....... Islip, NY

William C. Knauer ... Riverside, CA

Graham Bale ...... .. . Lebanon, OH

Melvin D. McWilliams .. .... ... . .

Jack Lenhardt .. . ..... Hubbard, OR

· ... . ...... . ... ... .. Banning, CA

Edward Gibbons ............. ... .

Harold Nemer .... . ... Ramona, CA

.............. . Schwenksville, PA

Taylor Smith .. . San Bernardino, CA

Keith S. Sargent ..... Hermitage, TN

William S. Timmer ............. .

Rodney L. Doss ........ Dallas, TX

· ...... ... ... . . San Francisco, CA

Mark Lee ... ... .. ... Floydada, TX

James F. Ure .... . ... Fallbrook, CA

Joe Rogers ....... .. .. Pearland, TX

Howard G. Wilson .. . ..... . .. ... .

Bruce R. Hinds ... Port Orchard, W A

· .. . ..... . ... . . . Los Angeles, CA

Dennis Ames . ..... .. .. Datien, WI

James Bonner .. ... . ... . Miami, FL

Harold R. Duehring . . . . . .. .... .. .

Daryl L. Bortel ... St. Petersburg, FL

.. . ....... ... .. . Fond Du Lac, WI

Wayne J. Boyer ..... Clearwater, FL

Carlton D. Bailey .. Barbersville, WV

Jim Heekin ........ . .. Orlando, FL

David Hersman . . .. Clintonville, WV

Fly- In Calendar The following list ofcoming events is furnish ed to our readers as a mailer ofinformation only and does not constitute approval, sponsorship, involvement, control or direction ofany event (jly·in, seminars, fly market, etc.) listed. Please send the information to EAA. All: Golda Cox. P.D. Box 3086, Oshkosh. WI 54903·3086. Infor­ mation should be received four months prior to the event date. FEBRUARY 26-27 - RIVERSIDE, CA . Flabob Air· port. EAA Chapter I Open House and Fly·ln. Sawrday nightfundraiser dinner. fly market. silent au ction, YOllng Eagles, workshops. etc., Info: 909/682·6236, 909/686·1318 or 626.287·2139. MARCH 2-4 - BILLINGS, MT· Holiday Inn Grand Montana. Montana Aviation Conference. Work­ shops. seminars. nationally recognized speakers. trade show. Info: MT Aeronautics Div. , PO Box 5178, Helena. MT 59604-5178.406/444-2506. MARCH 3-5 - CASA GRANDE, AZ - Casa Grande Airport. 42nd Annual Cactus Fly-In. Info: www.americanpilot.org/cactus or call Jon Engle at 480/891-6012from 0800 to 1700. Man. through Thurs. MARCH 4 - WISCASSET, ME - Wiscasset Airport (KIWI) "Fly Here - Get Gas" Chili Cook-of! and Preventive Maintenance Safety Seminar. Open to all. Info: Wicked Good Aviation 207-882-5475 or frogmore@Clinic.net. MAY 6-7 - CLEVELAND, OH - 16th Annual Air Racing History Symposium. sponsored by the So­ ciety ofAir Racing Historians. Holiday Inn­ Airport. 216/267-1700. Info: Herman Schaub. 440/234-2301. MA Y 19-21 - COLUMBIA, CA - 2000 Gathering Of Luscombes. Aircraft judging, spot landing and flour bombing. 8th annual Great Luscombe Clock Race. Info: Doug Clough, 360/893-5303; Art Mox­ ley, 253-630-1086; Gordy Birse, 253/631-8478 or E-Mail atLuscombeA@aol.com MAY 20-21 NILES, Ml - (3 TR) VAA Chapter 35 hosts Kalamazoo Air Zoo Ford Tri-motor and traveling warbirds show. Tri-Motor and helicopter rides. Lunch on Sat. 11-3. Sun. Breakfast 7-1 1. then lun ch 11-3. Fly-In pilots eatfree. Info: Len Jansen. 616/684-6566. JUNE 2-3 - BARTLESVILLE, OK - Frank Phillips Field. 14th Annual National Biplane Convention and Expo. Forums, static displays, Seminars, Workshops and exhibits. Biplane crews and NBA membersfree, all others pay admission fee. Info: Charles W. Harris. Chairman, 918/622·8400 or Virgil Gaede, Expo Director, 918/336-3976. VINTAGE AIRPLANE

25

Membershi~ Services Directo!y_ VINTAGE

Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage Aircraft Association ASSOCIAT ION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

~

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://.eaa.org and http://www.airventltre.org E-Mail: vintage @eaa.org

O FFICERS President Espie 'Butch' Joyce P.O. Box 35584 Greensboro. NC 27425 336/393-D344 e-mail: windsock@aol.com Sec retary Steve Nessa 2009 Highland Ave. Albert Lea. MN 5IflJ7 fJJ7I373-1674

Vice-President George Daubner 2448 Lough Lane

Hart1ord. WI 53027

414/673-5885 e-mail: antlque2@aol.com

Treasurer Chanes W. HarriS 7215 East 46th St. Tulsa. OK 74145 918/622-8400 cwh@hvsu.com

DIRECTORS Robert C. "Bob- Brauer 9345 S. Hoyne Chicago. IL 60620 7731779-2105 e-rnai: photoplot@aoi.com John Berendt 7645 Echo Point Rd. Cannon Falls. MN 55009 fJJ7/263-24 14 John S. Copeland 1A Deocon Street

North~~3~~4~;; 01532 e-mail: copelandl@Juno.com Phil Coulson 28415 SprIngbrook Dr. Lawton. MI 49065 616/624-6490

Roger Gamoll 321-1/2 S. Broadway #3 Rochester. MN 55904

fJJ7288-281O

rgomoll@hentagehalls.org

Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278

317/293-4430 Jeannie Hill P.O. Box 328 Harvard. IL 60033 815/943-7205

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield. WI 53005 414/782-2633 e-OOI: lumper@execpc.com Gene Morris 5936 Steve Court Roanoke. TX 76262 817/491-9110 e-mail: n03capt@ftash.net Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833-1291 dar@resprod.com Geelf Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724

e-mail: chief7025@aoi.com S.H. "Wes" Schmid 2359 Lefeber Aveooe

Wauwatosa. WI 53213 414/771-1545 shschmld@execpc.com

E.E. "Buck" Hilbert

P.O. Box 424

Union. IL 60 180

815/923-4591 e-mail: buck7ac@mc.net

ADVISORS David Bennett 11741 Wolf Rd. Grass Valley, CA 95949 530/268-1585 ontiquer@inreach.com

• New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI) • Address changes • Merchandise sales • Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory

Steve Krog 1002 Heather Ln. Hart1ord. WI 53027 414/966-7627 e-mail: sskrog@aC>.com

DIRECTORS

E MERITUS

Gene Chose 2159 Canton Rd. Oshkosh. WI 54904 920/231-5002

EAA and Division Membership Services 800-843-3612 • _.... _....•• FAX 920-426-6761 Monday- Friday CST) (8:00 AM -7:00 PM

Alon Shackleton P.O. Box 656 Sugar Grove, IL 60554-0656 630/466-4193 103346.1772@comp;seNe.com

........ . .. .............. . . ... 732-885 -6711

Auto Fuel STCs . ............... 920-426-4843 Buildlrestore information ... . . . 920-426-482 1 Chapters: locating/organizing .. 920-426-4876 Education . . . . ........... . .... . 920-426-681 5 • EAA Air Academy • EAA Scholarships • EAA Young Eagles Camps

Flight Advisors information . .... 920-426-6522 Flight Instructor information ... 920-426-6801 Flying Start Program . _.... •.•.. 920-426-6847 Library Services/Research .. .... 920-426-4848 Medical Questions ... ... . . ..... 920-426-482 1 TechnicaJ Counselors ...... .... 920-426-482 1 Young Eagles .................. 920-426-483 1 Benefits Aircraft Financing (Textron) "'" 800-851-1 367 AVA ... . . .................... . 800-727-3823 AVEMCO . . ................ . .. 800-638-8440 Term Life and Accidental ....... 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/photo; advertiSing infonnation 920-426-4825 . . .. • . . . _• .•• FAX 920-426-4828

EAAAviation Foundation Artifact Donations ............. 920-426-4877 Financial Support ....... . ... .. 800-236-1025

MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is availablefor an addi­ tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EM members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga­ zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air­ craft Assoc iation is available for $37 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)

lAC Current EM members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EM Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is

available for $50 per year (SPORT AVIATION mag­ azi ne not inc luded). (Add $ 10 for Foreign Postage.)

WARBIRDS Current EM members may join the EM Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year. EM Membership, WARBIRDS magazine and one year mem bership in the Warbirds Division is available fo r $45 per year (SPORT AVIATION magazine not included). (Add $ 7 for Fore ign Postage.)

EAA EXPERIMENTER

Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EM Membership and EM EXPERIMENTER mag­ azine is available for $30 per year (S PORT AVIATION magazine not inciuded).(Add $8 for For­ eign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittanc e with a check or draft drawn on a United States bank payable in United States dollars . Add required Foreig n Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions. Copyright ©2000 by the EM Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberemy Rd .• PO. Box 3086. Oshkosh. WISConsin 54903-3086. Periodicals Poslage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Antique/Classic Division. Inc.• PO. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please aliow at least two months lor delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submrt stories and photographs. Policy opinions expressed in articles are sole~ those of the authors. Responsibility for accuracy in reporting rests entire~ with the cootributor. No renumeration is made.Material should be sent to: Editor. VINTAGE AIRPLANE, PO. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. The words EM. ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM. EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION. INTERNA­ TIONAL AEROBATIC CLUB, WAR BIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos 01 the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA AirVenture are trade­ marks of the above associatioos and their use by any person other than the above association is strictly prohibited.

26 FEBRUARY 2000

Mystery Plane - continued Reference Sources:

European Transport Aircraft Since 1910 - John Stroud, published by Putnam. Jane's All The Worlds Aircraft, 1927 The Illustrated Encyclopedia ofPro­ peller Airliners,Editor-in chief: Bill Gunston (Exeter Books). Other correct answers were re­ ceived from: Leonard E. Opdycke, Poughkeepsie, NY; Ed Simpson, Ca mp Lake, WI; R. E. Louderback, Cincinnati, OH; Richard Carter, Oshkosh, WI; Don Capasso, Had­ donfield, NJ; Samuel Vick Smith, Arlington, VA; Max Norris, Sacra­ mento, CA; Bob Nelson, Bismarck, ND; Albert Aplin, Ch ulu ota, FL; Wayne Van Valkenburgh, Jasper, GA; John Erickson, Jr, State College, PA; Tony Morris, Bicester; England; Vic Smith, Uxbridge, Engl and; Charles Holmes, Baton Rouge, LA; Cody McCormick, Scottsda le, AZ; Earl Swaney, Fresno, CA; Brian R. Baker and Theodore H. N. Wales, Westwood MA. ~

PROCEDVRE

VINTAGE TRADER Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elu­ sive part. . 50¢ per word, $8.00 minimum charge. Send your ad and payment to: Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 920/426-4828. Ads must be received by the 20th ofthe month for insertion in the issue the second month following (e.g., Octo­ ber 20th for the December issue.)

MISCELLANEOUS BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings, master rods , valves. Call us Toll Free 1/800/233-6934, e-mail ramremfg@aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. AIRCRAFT LINEN - Imported. Fabric tapes. For a 18" by 18" sample, send $10.00. Contact for price list. WWI Aviation Originals, Ltd., 18 Journey's End, Mendon, VT 05701 USA. Tel: 802/786-0705, Fax: 802/786-2129. E-mail: Wwlavorig @AOL.com 160 hp Kinner R-55, excellent condition.....ipQwdf) accessories, prop hub, no logbooks. $8,7000BO. (920) 748-2884, avrojg@ctjW'­

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V41298 V41303 V41293

$34.99* $34.99* $34.99*

100% combed cotton. Knit collar and cuffs with beige trim. Five-button placket. Drop tail with side vents. V41281 $34.99* 2X V41284 Wine MD-XL Navy MO-XL V41285 $34.99* 2X V41288 Black MD-XL V41277 $34.99* 2X V41280

$37.99* $37.99* $37.99*

JACQUARD GOU SmRTS

WASHED PIGMENTED DENIM CAP

COTTON TWILL KHAKi GOLF-STYLE CAP

V00221 $12.95

V00223 $12.95

BARREL BAG Show off the Vintage colors proudly at the hangar with this gold / navy Vintage imprinted barrel bag! V00237 $12.95

STUFFED BEARS These brown bears are an adorable accessory to any gift! Dressed in a gold Vintage t-shirt these bears make a great flying companion. $12.95 V00238 Lt. Brown Bear V00239 Dark Brown $12.95

LADIES SMALL FLOPPY HAT V00133 $19.95

Feature adjustable V41260 White Khaki V41261 Navy V41262

leather closure strap. One size fits most. $10.99* $10.99* $10.99*

CLUBHOUSE JACKETS High quality jackets feature two-button adjustable cuffs, elastic waistband, inside coat hook loop, inside pocket with velcro closure and more! Contrasting color trim pieces and adjustable lanyard cord on collar make this jacket very distinctive. Shell and lining are both 100% nylon. $66.99* Natural/Navy Trim SM-XL V41250 $63.99* 2X V41254 $66.99* Navy / Fst Grn Trim SM-XL V41250 $63.99* 2X V41254 WORLD CLASS NA VY SWEATSHIRT This solid navy blue World Class sweatshirt by Jerzees fea足

tures unique embossed Vintage logo on front. Cotton/Poly

Blend.

M-XL V00252 $27.95

2X V00255 $29.95

MEN'S TRI-MOTOR SPORT WATCH V00219 $24.95

SMALL VINTAGE PIN V00258 $3.99 LARGE VINTAGE PIN V40120 $11.99 WHITE W/BLUE TWO-TONE MUG V00234 $4.95

MEN'S METAL BAND WATCH

V00215 $28.95

NYLON/POLY WINTER CAP WITH EARFLAPS VOOl44 $14.95

VINTAGE PATCH

V00257 $1 .99

LEATHER BAND WATCH Men's V00218 $32.95 Ladies' V00214 LADIES LARGE FLOPPY HAT V00132 $23.95

(not shown) RABBIT FUR WINTER HAT WITH SIDE FLAPS.

LEATHER EMBROIDERED CAP WITH EARFLAPS V00137 $29.95

V00134 $32.95