TOM POBEREZNY PRESIDENT

Guest editorial from fAA 's president AirVenture thoughts-something for everyone in aviation

As this issue goes to press, EAA Air­ ter activities, and treasures from our airplanes-1O.5 percent of the GA fleet Venture Oshkosh 2007 has just con­ world-class archives. is experimental aircraft-then we can cluded. As I think back over my 30 years Thirteen years ago, EAA had a vision also encourage hundreds of thousands as chairman of "Oshkosh," it is clear the to grow the ranks of those who enter of people to learn to fly. A critical part depth, diversity, and growth of our con­ the world of aviation. That vision culmi­ of learning how to fly is a sense of com­ vention has exceeded all expectations. nated in the sport pilot/light-sport air­ munity. EAAers, better than anyone, There is truly something for everyone in craft regulations. During the past three can provide newcomers mentoring and the aviation community at AirVenture. years we have spent significant resources paths to participation. Oshkosh is the home of innovation, developing and promoting a whole new EAA AirVenture Oshkosh 2007 was new design, technology, and craftsman­ aviation infrastructure built around a milestone. Our vision for sport pilot/ ship. This was never more evident than these regulations. light-sport aircraft was validated. Our on opening day when a multitude of EAA's vision was validated when mission of outreach to young people announcements took place. It began Cessna and Cirrus announced their who might swell the pilot population with the surprise arrival of the Eclipse new light-sport aircraft. It reinforced was reinforced with the introduction of Single-engine concept jet. Then Cessna our vision for entry-level participation a new student membership. unveiled its new light-sport aircraft ... the by a whole new group of people, while AirVenture was also about advocacy. SkyCatcher. Shortly thereafter, Cirrus at the same time negating the percep­ Government representatives heard your announced its entry into the light-sport tion that sport pilot was a certificate concerns on user fees throughout the aircraft marketplace with its new Cirrus only for those who had lost or feared week. In addition, seven members of SRS. This list continued... Epic Aircraft, losing their medical. the House Aviation Subcommittee, in­ RotorWay, Son ex, and others. The an­ At its height, aviation had more than cluding chairman Jerry Costello, D-Illi­ nouncements indicate these are some 800,000 active pilots. The latest figures nois, and Wisconsin Rep. Tom Petri, the of the best times in general aviation his­ indicate there are just shy of 600,000 ranking Republican on the panel, visited tory. Technology and innovation are U.S. pilots. A major reason for the drop with EAAers for an entire day to discuss making a major impact. is that pilots trained during World War II user fees and modernization of the air EAA's own new technology was also or on the GI Bill have been leaving avia­ traffic system. Meanwhile, Sen. Jim In­ evident, as more than 1.25 million tion because of age and related reasons. hofe, R-Oklahoma, attended AirVenture people from all over the world partici­ We need to replace them. We need to for the 29th year, camped here with his pated in Oshkosh without leaving their compete with other recreational activi­ family, and talked to EAAers at Member homes, by way of AirVenture.org. Those ties for discretionary time and dollars. Village about user fees. virtual attendees viewed EAA's Bright­ That is where sport pilot and light-sport These are examples of EAA's impor­ cove multimedia offerings almost a aircraft come in. Aviation is not going tant proactive advocacy. We address is­ quarter million times, and they vis­ to remain dynamic and strong with sues by bringing legislators and officials ited almost 4 million separate EAA web 600,000 pilots. We need a million pilots. into the field with EAA members and pages. These metrics indicate, without Our vision for the future incorpo­ the aviation community. This was re­ doubt, the value of EAA's new media rates EAA chapters, the National Asso­ inforced at the Meet the Administrator knowledge and information content, ciation of Flight Instructors, and other session when FAA Administrator Marion an area we are continuously improv­ EAA resources to encourage people to Blakey introduced members of her se­ ing. Keep visiting on the Web as we learn how to fly. nior team, many who were in Oshkosh will continue to publish multimedia At AirVenture, we introduced the over several days. stories about the spirit that infuses Learn to Fly Center, which received EAA AirVenture may last only one EAA-from the aircraft our members thousands of visitors. If EAA can en­ week, but its Significant impact is felt build or fly, to technical forums, chap­ courage thousands of people to build year-round. N E AUGUST VOL. 35, NO.9 2007 CONTENTS IFe Straight & Level AirVenture thoughts-something for everyone in aviation by Tom Poberezny

2 News

6 2007 AirVenture Vintage Awards

8 The Command-Aire SC3 A golden age biplane's German pedigree by Gilles Allard

16 Getting Your A&P Rating Part III, Earning the A&P mechanic certificate, the DME's perspective by Robert G. Lock

18 Rezich's Travel Airs A family history dates back to the golden age of aviation by Jim Rezich

22 Airline Travel SO-Plus Years Ago First published in the January 1980 issue of Vintage Airplane by Edward D. Williams

28 2007 National Waco Club Reunion Wynkoop Airport, Mount Vernon, Ohio by Andy Hein s

31 Mystery Plane by H.G. Frautschy

34 The Vintage Instructor Black eye by Doug Stewart STAFF EAA Publisher Tom Poberezny Director of EAA Publications David Hipschman 36 Pass It to Buck Executive Director/Editor H.G. Frautschy One of my favorite stops Executive Assistant Jillian Rooker by Buck Hilbert Managing Editor Kathleen Witman News Editor Ric Reynolds 38 Calendar Photography Jim Koepnick Bonnie Kratz 39 Classified Ads Advertising Coordinator Sue Anderson Classified Ad Coordinator Oaphene VanHullum Copy Editor Colleen Walsh COVERS Director of Advertising Katrina Bradshaw Display Advertising Representatives: FRONT COVER Giles Allard of Newington, Connecticut captured this nice shot of Bob Lock in his recently Northeast: Allen Murray restored Command-Aire 5C3 N997E. Bob spent over a decade restoring the derelict airframe, which was Phone 8S6-229-7180, FAX 856-229-7258, e-mail: [email protected] originally completed by the Little Rock. Arkansas company on October 15, 1929, only days before the stock Southeast: Chester Baumgartner market crash that marked the beginning of the Great Depression. See the story beginning on page 6. Phone 727-532-4640, FAX 727-532-4630, e- mail: [email protected] BACK COVER: Aviation artist Kendra Helvey of Poplar Grove, Illinois, created this pencil sketch of the Rez­ Central: Gary Worden Phone 800-444-9932, FAX 816-741-6458. e-mail: [email protected] ich family's various Travel Air biplanes. The [).4000, NC8115 owned by Mike Rezich from 1940-1981 is Mountain & Pacific: John Gibson on the left, There are two Travel Air 2000's, later converted to D4-D maceIs; NC661H (1937-1941) in the Phone 916-784-9593, e-mail: ioilllgibsoll @Spc-lIIi1g.com center and NC606K (1950-present) is on the right. See the note in VAA News concerning a limited run of Europe: Willi Tacke tee-shirts available with this outstanding artwork. Phone +4989693402 13, FAX +498969340214, e-mail: wi1li@(1yillg-pages.com VINTAGE AIRPLANE EAA AirVenture: GA's Headquarters for User-Fee Issue With critical congressional votes coming soon on the controversial ~ FAA funding question, EAA AirVen­ ture Oshkosh 2007 became general NO! aviation's (GA) headquarters for the fight against user fees. Buttons declar­ ing "EAAers United: Say No To User Fees" were stuck on hats and shirts everywhere. Thousands posed for photos, which were posted on sev­ eral boards located in EAA Member Village's North Tent. The resulting mosaic provided a clear picture of the shared opinion of those with passion for flight. The thousands of signatures col­ lected on an anti-user-fee petition will be sent to key congressional law­ makers to underscore EAAers' stand. GA User-Fee Forum AirVenture's successful awareness campaign also included two key us­ er-fee forums. Early in the week EAA President Tom Poberezny hosted sev­ eral GA leaders at a user-fee panel discussion, urging support of House bill H.R. 2881. Also serving on that panel were NBAA President Ed Bo­ len, GAMA President Pete Bunce, and AOPA President Phil Boyer. li The first user fee is just the first step," Poberezny emphasized. "This is serious business, and it's extremely GA leaders (I to r) Tom Poberezny, Ed Bolen, Pete Bunce, and Phil Boyer at the important that members get involved AirVenture GA user-fee panel discussion. and stay involved." House Aviation Subcommittee Chimes In Later in the week, seven button-wear­ ing members of the House Aviation Sub­ committee sat on a panel to listen to the GA community's opinions on user fees. Appearing were Jerry Costello, subcom­ continued on page 4 Left: Members of the House Aviation Subcommittee stopping by Member Village to participate in the Say No To User Fees campaign included (I to r) Leonard Boswell, Mazie Hirono, Thomas Petri, Jerry Costello, Candace Miller, and Vern Ehlers.

2 SEPTEMBER 2007 Concerns Over FAA's Field Approvals Policy Dominate 'Type Club Issues' Meeting BY DAVID SAKRISON Some members of the general avia­ approval process handled through FAA this fall , explaining the 337 and STC ap­ tion (GA) community and GA aviation regional offices. proval process." industries are angry over changes in At Wednesday's meeting, aircraft re­ After several people at the meeting FAA policy that make it more difficult to storers and vintage type-club officers ar­ complained that the FAA's policy change obtain field approvals (FAA Form 337) gued that the 2004 change in FAA policy was unreasonable and unnecessary, for aircraft modifications. Because of has effectively eliminated field approv­ John Hickey, FAA's director of aircraft cer­ the current policy, which was instituted als by "forcing everyone into the STC tification services, replied , "We didn't do in 2004, some kinds of modifications process," even for items previously re­ this in a vacuum; we held meetings and that used to be granted as field approv­ ceiving Form 337 field approvals. They listened to people all over the country, als now require an STC (supplemental further argued that long delays in grant­ including four meetings in Alaska where type certificate). ing STCs have effectively eliminated the the issue was most contentious." But, The 337 / STC policy was the topic STC option as well, forcing owners of ag­ he added, the FAA has a responsibility of a sometimes-heated discussion at ing aircraft to forego proper maintenance to uphold aircraft standards and ensure Wednesday's annual Type Club & Aging or use unapproved parts. aircraft safety, "and some of the existing GA Aircraft Issues meeting. Held each FAA officials responded that the pol­ 337s fell way outside the standards" for year at AirVenture, the meeting brings to­ icy change was necessary. "Some of the field approvals. gether leaders from the agency and the 337 field approvals [that were granted With tensions apparently rising on industry to identify problems and seek before the policy change] went well be­ both sides of the issue, Kim Smith, of creative solutions. yond what the FAA inspectors should the FAA Small Airplane Directorate , ap­ Both field approvals accomplished via have done or were qualified to do, " said pealed to the group, "Please," she said, FAA Form 337 and STCs provide agency Jim Ballough, FAA Flight Standards di­ "while we disagree on some things, let's approval for changes to an aircraft not rector. "A lot of people out there do not not lose the energy or the collaborative conforming to its original type certifi­ understand the 337 / STC processes," spirit we started with here. " Alluding to cate or to an existing STC for that air­ he added , and that led to what the FAA issues that remain contentious and un­ plane. Typical field approvals or STCs feels were inappropriate field approvals. resolved , she told the group that solu­ might cover aftermarket or non-aviation If the change in policy and the re­ tions will be found. "We [FAA and the replacement parts, radios, instruments, sulting increase in STC requests have industry] can do it separately or we can engines, propellers, STOl kits, or air­ caused delays in STC approvals, that's do it together. You 'll be happier if we do frame modifications. A field approval a problem, Ballough said. "We 're going it together." applies to a single aircraft. As the com­ to work it out. " He added , "If there are "The 337 policy has changed ," said plexity of the modification increases, other issues that need to be resolved , Earl lawrence, EAA vice president of in­ the policy requires an STC rather than work through EAA , communicate your dustry and regulatory affairs. "We are a 337. An STC applies to all aircraft of a concern to them , and we'll take a look going to have to do the engineering data single aircraft type-all Cessna 172Bs, at it. " when we make major changes in an air­ for example. A middle ground option-a "A lot of this has to do with educa­ craft. Blaming the FAA is not the answer. one-time STC-applies, like a 337, to tion, " said H .G . Frautschy, executive The agency is really bending over back­ only one aircraft. The process is more director of EAA's Vintage Aircraft Asso­ wards to work with us on this. " rigorous than a 337 but simpler than a ciation and editor of Vintage Airplane " If this [policy] is the issue," law­ full STC. local FAA representatives can magazine. "We're working with the FAA's rence told the industry leaders, "let's grant field approvals. Obtaining an STC John Colomy on a series of articles that get together on it, get our act together, or one-time STC is a more complicated will appear in Vintage Airplane magazine and then work with the FAA."

VINTAGE AIRPLA NE 3 mittee chairman (D-Illinois); Thomas sizes. Price is $35, with a portion go­ for homebuilders for the quality of Petri (R-Wisconsin), ranking commit­ ing to the Travel Air Restorers Asso­ designs and airplanes." tee member and representative of the ciation (TARA). Send payment to Jim EAA President Tom Poberezny district including Oshkosh, Wiscon­ Rezich, P.O. Box 571, Winnebago, spoke on behalf of the organiza­ sin; Mazie Hirono (D-Hawaii); Candace IL 61088. tion, stating, "We are truly sad­ Miller (R-Michigan); Vern Ehlers (R­ dened by the passing of one of our Michigan); Leonard Boswell (D-Iowa); early members." and Sam Graves (R-Missouri). "Every member here and those who serve on the committee unanimously rejected user fees in the House bill," Cos­ tello told the audience. "We think the current structure adequately funds not only the air traffic control system, but future technology. We will fight very hard for one, no user fees, and two, safe­ guards so that we continue to have the safest aviation system in the world." All the legislators agreed that the most important point the public should take from the forum is to contact the Ed Marquart people who represent them in Washing­ Edwin E. "Ed" Marquart, a promi­ ton, including President Bush, to em­ nent figure of the early homebuilt ~ phasize their stance against user fees. and restoration movements and EAA Tom Poberezny and Kate Meredith They urged people to send letters and Chapter I, died peacefully of natural stand before the magnificent gift e-mails and to make phone calls to let causes early Wednesday morning, from the Meredith family Congress know that user fees are unnec­ July 4, at the age of 85. Ed worked essary and would not provide as much at historic Flabob Airport, River­ AWish-Fulfilling Gift needed revenue for the future of aviation side, California, from 1955 until two Toward the end of the Memorial as does the current, tax-based system. weeks before he passed away. Nearly Wall ceremony held on Sunday morn­ Costello also stressed that there is lot 500 plan sets of his most popular ing, EAA Director of Flight Operations of pressure to get appropriations legisla­ design, the MA-5 Charger biplane, Sean Elliott landed on nearby Pioneer tion on the floor, and that the existing were sold. Ed was EAA member 198. Airport in a magnificent 1932 Waco FAA authorization expires September Up until two weeks before his death, UEC cabin biplane. Kate Meredith and 30. "Time is of the essence," he said. Marquart had been working on the her family then donated the restored "The only way we will win is if you take restoration of his Buhl Air Sedan. classic (NC12472) to EAA in honor of action, and take action immediately." EAA Founder and Chairman Paul her late husband, Ted, who passed EAA Urges Members Poberezny said Ed Marquart was one away in 2003. to Contact Congress of the important people who made " It was always Ted 's wish to re­ EAA followed up its AirVenture us­ Flabob such an important location store the airplane, " she said. "After er-fee campaign with a mass e-mail for the homebuilt movement, espe­ he passed, the family was determined appeal to members urging them to cially in EAA's early years. to finish the project. " Ted also in­ contact their congressional represen­ "Like so many of the fellows at tended for the airplane to be donated tatives and voice their support for the begin ning of our organization, to EAA, where it could fly among the H.R. 2881. That bill would largely Ed liked the idea of forming EAA other classic antiques at Pioneer Air­ preserve the current funding model and what it had to offer, and he port before being displayed at the EAA and provide adequate revenues for contributed a lot to the movement," AirVenture Museum. not just the current system, but also he said. "People are still building his "We truly appreciate this wonder­ the next-generation air traffic control airplanes, scratch-built rather than ful donation," said EAA President Tom development. Learn more about how assembly. Back in Riverside, he and Poberezny. "It's a beautiful airplane. you can join the campaign at www. Ray Stits and all those fellows at the Ted 's love of flight was very strong. " EAA. org/userfees. airport created a hotbed of home­ Well-known aircraft restorer Troy building as a result of the EAA. Westrum led the three-year restoration , Back Cover Artwork T-Shirts "That group contributed a great and the airplane scored a runner-up T-shirts of our back cover artwork deal to support my beliefs of put­ award in the Silver Age (1928-1936) of the Rezich family Travel Airs are ting hand and mind to work and Antique Classic category this year. available in large and extra-large being creative. They set a standard 4 SEPTEMBER 2007 Peter & Mary Kate lkIyer Naperville, IL First solo • Peter:1961 • Mary Kate:1995 Current fleet • Mary Kate has a 1947 Cessna 140 (the "putt-putt") • Peter has a 1955 Cessna 180 (the "SUV")

• They have a 1939 Fleet 10F ("Model T speedster"!)

"We joined the AUA family a number of years ago, because of fair rates and their understanding of our needs with our grand old classics and antique. We've stayed because of excellent service, prompt renewal reminders and quick followup due to changes in our fleet (of aircraft)."

- Peter and Mary Kate Bayer

AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.

AUA'. Excluaive EAA Vintage AircraftAssociation Insurance Program Lower "ability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages 2007 AIRVENTURE VINTAGE AWARDS ANTIQUE AWARDS (Thru August 1945) Silver Lindy World War II Military Trainer/Liaison Aircraft Antique Reserve Grand Champion Runner-Up Roy Redman. Owatonna. MN Dean Maupin. Davenport. IA 1931 Waco (lCF. NC11457 1943 Boeing Stearman. N556DM Gold Lindy Outstanding Transport Category Old Style Aircraft Company Joseph Shepherd. Fayetteville. GA Creve Coeur. MO 1936 Lockheed 12A. N2072 1931 Waco (lCF. N12428 Outstanding Customized Aircraft Judges Choice Myrt Rose. South Barrington. IL AI Stix. Historic Aviation Museum 1941 Piper J-3 C-65. N35224 Glenn Peck. restorer/pilot. Maryland Heights. MO Bronze Age (1937-1941) 1919 de Havilland DH-4M2A. NX3249 Bronze Age Outstanding Closed Cockpit Monoplane CLASSIC AWARDS (September 1945 thru 1955) Vernon Heyrman. De Pere. WI 1940 Cessna Airmaster. NC237E Plaques (Small) Outstanding Beech Bronze Age Outstanding Closed Cockpit Biplane Roland Schab Ie. Janesville. WI Lloyd Cizek. Amery. WI 1954 Beech E35. N3490B 1940 Beech D17S. N20779 Outstanding Cessna 120/140 Bronze Age Runner Up D. Westrum. West Des Moines. IA Craig Young. Hudson. WI 1946 Cessna 120. NC76189 1940 Piper J-3 C-65. NC32562 Silver Age (1928-1936) Outstanding Cessna 170/180 Donald Lindholm. Phoenix. AZ Silver Age Outstanding Open Cockpit Biplane 1951 Cessna 170A. N1424D Ron Alexander. Griffin. GA 1928 Stearman Aircraft C3-B. N8835 Outstanding Cessna 190/195 Jim Karlovich. Kingston. GA Silver Age Runner Up 1953 Cessna 195B. N2118C Edwin Meredith. Des Moines. IA 1932 Waco UEC. NC12472 Outstanding Navion Robert Kosztyo. Apalachin. NY Bronze Lindy 1950 Navion A. N5168K World War II Military Trainer/Liaison Aircraft Champion Outstanding Stinson Frank Iacovelli. Arlington Heights. IL Steven Smith. Santa Rosa. CA 1940 Boeing A75. N725FR 1946 Stinson 108-1. NC97979 Transport Category Champion Outstanding Swift Harry Woolridge And Ron Waldron. Mcalpin. FL Stephen Wilson. Granbury. TX 1929 Travel Air 10-0. NC418N 1948 Temco GC-1B. N77753 Customized Aircraft Champion Outstanding Limited Production John Hodgson. Zephry Cove. NV Richard Epton. Brooks. GA 1943 Boeing B75N1. N450SH 1949 Bucker BU-181. N94245 Bronze Age (1937-1941) Champion Preservation Richard Rezabek. Canyon Country. CA Ronald French. Anthem. AZ 1937 Stinson SR-9F. NC18425 1949 Ryan Navion. N4969K Silver Age (1928-1936) Champion Custom Class A (O-SO hpj Jeremy Redman. Northfield. MN Dan Schumaker. Glenville. MN 1931 Waco (lCF. N11424 1946 Aeronca 7AC. NS2975

Golden Age (1918-1927) Champion Custom Class B (S1-150 hpj Charles Wentworth. Paso Robles. CA Duane Oosterhuis. Ozark. MO 1927 Stinson SM1-B. N7468B 1946 Silvaire Luscombe SA. N1071K

6 SEPTEMBER 2007 Custom Class C(151-235 hpj Outstanding Cessna 170/172/175 Daniel Cammack, Dodge City, KS Robert Schaefer, Tryon, NC 1946 Temco GC-l B, N80791 1957 Cessna 172, N8377B Custom Class D (236 - up hpj Outstanding Cessna 180/182/210 Michael Hickethier, Wadsworth, OH Todd Childerhose, Aurora, ONT, CAN 1952 Cessna 195B, N3064B 1958 Cessna 182A, CFKJW Plaques (Large) Outstanding Mooney Best Custom Runner Up Raymond Miller, Colorado Springs, CO George Willford, Waterville, OH 1962 Mooney M20C, N6402U 1953 Cessna 170B, N3098A Outstanding Piper PA-18 Super Cub Loren Kopseng, Bismarck, ND Bronze Lindy 1960 Piper PA-18-150, N3574Z Class I (0 - 80 hpj Outstanding Piper PA-24 Comanche Joel Severinghaus, Des Moines, IA Denn is Carew, Appleton, WI 1946 Taylorcraft BC12-D, NC96130 1963 Piper PA-24-250, N250LJ Class II (81 - 150 hpj Outstanding Piper PA-28 Cherokee David Powell, Rodgers, AR John Ditchie, Glen Ellyn, IL 1953 Anderson Greenwood AND-51 -A, N3904K 1966 Piper PA-28-140, N7122R Class III (151 - 235 hpj Outstanding Limited Production Bob Brandt, Schaumburg, IL Marilyn & Richard OIwin, Jemez Springs, NM 1954 Cessna 180, N3890C 1969 Navion H, N2533T

Class IV (236 - up hpj Most Unique Jack Pelton, Wichita, KS Scott Seibold, Grand Junction, CO 1955 Cessna 195B, N2196C 1967 Fairchild Heli-Porter Pilatus PC6/ B2-H2, N354F Best Custom Jeffrey Deaton, Morehead City, NC Preservation Award 1954 Beech E35, N3214C James Lynch, Lawton, OK 1962 Beech 35-B33, N8622M Silver Lindy Preservation Award Reserve Grand Champion Dean Richardson, Stoughton, WI Bill Robicheau, Montello, WI 1965 Cessna 180H, N2451F 1947 Stinson 108, N8502 Bronze Lindy Class I Single Engine (0 - 160 hpj Gold Lindy William Pappas, Dallas, TX Grand Champion 1959 Champion 7GC, N4879E Steve Jacobson, Fort Worth, TX Class II Single Engine (161 - 230 hpj 1950 Cessna 17OA, N5752C David Carlson, Okemos, MI 1959 Mooney M20A, Nl091C CONTEMPORARY AWARDS (1956 - 1970) Class III Single Engine (231 - up hpj Outstanding In Type Clayton Whaley, Charleston, WV Outstanding Beech Single Engine 1966 Beech 35-C33, N75KW Dionisio Aspiras, Dickenson, TX Customize Single/Multi Engine 1968 Beech 36, N7513N Steve Eaton, Jenks, OK Outstanding Beech Multi-Engine 1957 Piper PA-l8A, N7096D Miles Malone, Thousand Oaks, CA Silver Lindy 1963 Beech D95A, N8965M Reserve Grand Champion Outstanding Bellanca Stephanie Allen, Mukilteo, WA Jason Shockey, Hazlehurst, GA 1969 Cessna 172K, N78797 1957 Bellanca 14-19-2, N7682B Gold Lindy Outstanding Cessna 150 Grand ChampionpWilliam Rose, Michael Wotherspoon, Coldwater, ONT, CAN Barrington, IL 1965 Cessna 150F, CFSZD 1956 de Havilland DHC-1B-2-S5, N56EF

V I N T AG E A I RPLANE 7 A golden age biplane's German pedigree

PHOTOS AND ARTICLE BY GILLES ALLARD

he golden age of aviation jority of them did not survive its rip­ Command-Aire SC3 N997E, the only saw the birth of a multitude ples, and many brand names vanished flying example of a rather popular of airplane manufacturers forever from the aviation vocabulary. airplane type in its time. going about their business Nevertheless, thanks to the efforts Command-Aire Inc. started life as with varying degrees of suc­ of a handful of passionate individu­ the Arkansas Aircraft Co. Inc. in Little cess. All of them, however, als, some long-gone manufacturers Rock, Arkansas, in 1926. The newly had one thing in common: The Octo­ have been brought back from obliv­ formed manufacturer occupied the ber 1929 Wall Street crash endangered ion, and their products are still grac­ former Climber Motor Corp. build­ their very existence. Worse yet, a ma­ ing the skies. One such phoenix is ing at 1823 E. 17th Street. The ad­ S SEPTEMBER 2007 jacent piece of land-more than 20 ment of civil aviation in the United acres-allowed for the creation of two States, he decided to stay and began runways. The new airfield rapidly be­ searching for a position. He learned came known as Command-Aire Field. of an opening for a chief engineer Nowadays, the industrial buildings at the Arkansas Aircraft Co., applied are still standing, while the airfield is for the job, and joined the company only a faded memory. in September 1927. Relying heavily In order to proceed with airplane on European technology, he went to manufacturing, Morton Cronk, a work immediately on redesigning the young graduate from the Massachu­ poor-flying model 3C3, substituting setts Institute of Technology, was a thinner Aeromarine 2A airfoil and hired to design the first company installing full-span slotted ailerons. product. This phase was completed With these improvements, the plane in the spring of 1927, and an airplane flew very well and was very stable. was built according to the defined An application for approved type specifications. Regardless of its good certificate (ATC) was submitted to looks, the craft did not fly satisfacto­ the aeronautics branch of the Depart­ rily. A more experienced project engi­ ment of Commerce, and ATC No. 53 neer was needed to improve its flying was granted in July 1928. The first characteristics. In spite of this, an ap­ "official" model 3C3 was rolled out plication for an experimental license of the plant on January 1928 and was was filed on December 6, 1927. used for ferrying purposes, as the ATC Albert Vollmecke, a German cit­ had not yet been granted. The plane izen, earned his mechanical engi­ carried the NC6690 license number, neering degree from the Technical serial number 515. Power was a war University at Braunschweig. Fresh out surplus Curtiss OX-5, serial number of graduation, he took a position with M-6660, manufactured by the Willys­ the Ernst Heinkel Aeroplane Factory Morrow Co., of Elmira, New York. at Warnemunde. He later came to the As the OX-5-powered Model 3C3 United States as a representative of began rolling off the assembly line in Ernst Heinkel in license negotiations the spring of 1928, the search was on for the production of a training air­ to purchase and install different types craft. Impressed with the advance­ of engines. Fitted with a 1l0-hp War­ "... some time later, Ireceived aletter from Mr. Robert Snowden indicating that the original designer, Albert Vollmecke, was still in good health and Bob is checking the integrity of the HamiHon Standard prop during the American Bamstonners Air Tour 2006. The installation of a Wright R-760-8 engine required a supplemental type certificate that proved quite frustrating to obtain, even with living nearby." the help of the original designer of the plane. VINTAGE A IRPLANE 9 ner "Scarab" radial engine, the plane became the model 3C3-A (ATC No. 118). When Command-Aire acquired a few Siemens-Halske engines, the ba­ sic 3C3 airframe was modified to ac­ commodate it and became the 3C3-B (ATC No. 120). ATC No. ISO was granted in May 1929 to the Model 3C3-T, a training version of the stan­ dard 3C3, of which 25 were built. Having experimented with all sorts of engine variations, a new model was needed. Albert Vollmecke rede­ signed the 3C3 into its next evolu­ tionary step: the 5C3. The model 5C3 (ATC No. 184) was J. Carroll Cone, Director of Sales for Command-Aire with model SC3, serial num­ a three-place open-cockpit biplane of ber W-6S, manufactured March 1929. This aircraft was the second SC3 from the assembly line and was flown to California by company Vice President Charles M. Below: Albert Vollmecke, chief Taylor. Taylor was participating in the Aviation Country Clubs Tour in the spring of designer (left) and Charles Tay­ 1929. Ruth Nichols, famous aviatrix, wrote in her book, "At Dallas we were joined lor, former vice president of by another member of the Aviation Country Clubs, Charles Taylor of Little Rock, Command-Aire, with model SC3, flying a new Command-Aire." NX92SE, on November 12, 1983. The occasion was Vollmecke's in­ duction into the Arkansas Avia­ tion Hall of Fame, November 11, 1983, in north Little Rock.

In this factory photograph by R.D. Wolff a horizontal stabilizer of a model 3C3 is being load tested. Holding the sign is none other than designer Albert Vollmecke. Albert always designed with a great margin of safety in all his ships.

10 SEPTEMBER 2007 typical Command-Aire configuration. 209. A 150-hp Axelson engine fitted its president, Bob Snowden, who said, Powered by a six-cylinder 170-hp Cur­ on a basic 5C3 airframe became the during his presentation of the Little tiss Challenger engine, the fuselage Model 5C3-B (ATC No. 214). Last but Rocket at the 1930 St. Louis show (as and empennage were the same as the not least, the ultimate ModelS, the reported in Time): "Command-Aire is Curtiss OX-5-powered Model 3C3. 5C3-C (ATC No. 233), of which five the only production airplane which Wing design was slightly different, were built, was powered by a Wright has never killed somebody ... never se­ but retained the Aeromarine 2A air­ J-6-5 engine. riously hurt anybody." foil. Fuselage framework was classic The relative success of the 5C3 series But safety was not enough of an welded chromoly steel tubing, lightly could not ensure the survival of the edge over the competition. Between faired to shape with fairing strips and company, and Command-Aire officers 1928 and 1930, The Command-Aire fabric-covered. The wings were built filed for bankruptcy in 1931. It was a Corp. delivered 230 aircraft of various up of solid spruce spar beams with far cry from the proud statement of marques, making it, for a short time, spruce and plywood ribs, the com­ pleted framework fabric-covered. A wide choice of engines was also offered for the model 5C3. Powered by a 150-hp U.S.-built Hispano-Suiza (Hisso) engine, the plane became the 5C3-A (ATC No. 185). Only one of this type was built, and its stability was demonstrated by Ike Vollmecke's flight from San Diego to Los Ange­ les-a distance of more than 100 miles-from outside the cockpit. Equipped with a Siemens-Halske, the airplane became the 5C3-AT, of which four were built under ATC No.

Price at the factory: $6,325 (reduced to $5,950 in 1930) NC997E Perfonnance (as defined in STC SA4957NM) Engine: Wright R-760-8

VINTAGE AIRPLANE 11 The instrument panel of the Command-Aire is classic, and the instruments well­ laid-out. The only modem addition is the GPS mount in the center of the panel.

One special feature of the Command­ Aire is the ground- and air-adjustable tail incidence. The big lever seen in this picture allows it to be adjusted.

of the dusting hopper and wing tanks, and installation of the seat, controls, and instruments in the front cock­ pit. The work was done by the Cur­ tiss Flying Service, a Command-Aire Over the years, the exhaust collector had oxidized to acquire a pretty impressive distributor. In May 1932, the aircraft array of colors, as depicted here. was transferred to Eagle Airplane Co., of Rocky Mount, North Carolina. Re­ one of the major players in the air­ Delaware, incorporated at 27 W. 57th cords show that this company op­ plane-manufacturing arena. Only 14 Street in New York, it flew as NC997E erated NC997E for only 200 hours are still registered, of which five are until early 1931. The plane was later between 1932 and December 22, flyable and three are flown regularly. modified for crop dusting by the Cur­ 1942. At this date, total time was 542 Command-Aire NC997E-the C tiss Flying Service of Houston, Texas. hours. The plane was then sold toJ.R. stands for commercial-(c/n W-136), Licensed as NR997E-R for restrict­ McDaniel of Fort Pierce, Florida, who is now the only flyable model 5C3. ed-it was used in an attempt to registered it in the Restricted category It was manufactured on October 15, eradicate the troublesome boll weevil after converting it back to a duster 1929, at the Little Rock, Arkansas, fac­ creating havoc in the cotton fields of configuration. On July 22, 1945, a tory. The aircraft was configured with the South. Curtiss Flying Service had Continental R-670 engine of 220 hp a pair of 22-gallon tanks in the up­ at least 16 5C3s in the "duster ver­ was installed to increase reliability for per wings and a forward fuselage re­ sion" in service and treated 200,000 crop dusting. movable cross brace that would allow acres of cotton in 1929 alone. The last license for N997E was May later conversion to a duster aircraft. In June 1931, the Command-Aire 6, 1952. At this date the plane had a Sold to the Curtiss Flying Service of was returned to NC status by removal total time of 1,625 hours, of which 12 SEPTEMBER 2007 202 were logged between May 1951 "The restoration became a me­ The frame was in remarkably and May 1952. The plane was ac­ chanic's dream of working with the good condition, but required several quired from Don Williams of New­ man who designed the airplane. Not welded repairs to bring it back to air­ hall, California. N997E was shipped, only the pieces were in poor shape, worthy condition. The duster frame along with two other 5C3s, from Flor­ but drawings and data were sparse. A had to be returned to standard. The ida to California in the early '60s. The search of the Federal Records Storage engine mount had been modified to plane was stored in Hanford and later Facility in Suitland, Maryland, turned carry a 220-hp Continental W-670 Reedley, California, when limited res­ up no drawings." engine. Early in the project, Bob had toration work began. ir======:::::====:::::;::::;::;':;::::;::;:::;::::::::::::======:;--­ Bob Lock, a longtime pilot and airframe and powerplant mechanic, found the plane in Newhall, Califor­ nia, near his hometown, as he ex­ plained in an interview: "In 1967, I had the chance to ac­ quire the remains of three 1929 Com­ mand-Aire 5C3s. Just after beginning the restoration process, I placed an ad in the EAA Vintage Airplane mag­ azine requesting correspondence with everyone associated with Com­ mand-Aire during its short produc­ tion period. I received only one letter, informing me that the president of the company was still alive and liv­ ing in Memphis, Tennessee. I wrote, and some time later, I received a let­ ter from Mr. Robert Snowden indicat­ ing that the original designer, Albert Vollmecke, was still in good health and living nearby. I wrote him and received a letter in return. This was the beginning of a relationship that made this restoration even more meaningful. Mr. Vollmecke had kept files from the original company after bankruptcy had been filed in 1931. VINTAGE AIRPLANE 13 Left: A family picture­ Bob Lock flying loose formation with Rob Lock in the Waldo Wright Fly· ing Service new Standard D·25 on their way to Os· hkosh. This was the first time that father and son flew together in those planes. The picture was taken from Clay Adams' Travel Air 4000. Clay was leading the fleet of 14 airplanes on the last leg of the American Barn· stormers Tour 2006. decided to deviate from the original Wright R-600 Chal­ WHAT OUR MEMBERS 1963 8EECHCRAFT MUSKETEER 23 lenger engine to a more reliable Wright R-760. This de­ ARE RESTORING sign change required a supplemental type certificate --~ . .., ~ (STC), an approval that proved to be a long and frustrat­ ing ordeal. Another deviation from the original design .~.... -~ -~ was the installation of a pressure feed fuel system, simi­ REARWIN SKYRANGER ...... ---"'-"_------...-.....­ .. lar to the one found on the Naval Aircraft Factory N3N. s...:;;;:".:: ---;E~·;::.; This change, discussed with the designer, was deemed 1948 LUSCOMBE 88 necessary because of the proximity of the fuel tank out­ let and carburetor inlet-the outlet line being at the same level as the carburetor. Another big-ticket item was the landing gear: lilt took about 120 hours of cutting, fitting, and gas welding to WHAT OUR MEMBERS ARE RESTORING make a new gear. I found that the gear legs were the same Are you nearing completion of a restoration? Or is it done and dimensions as a Stinson L-5 front-lift strut. Stock Stearman you're busy flying and showing it off? If so, we'd like to hear from axles and Hayes dual servo hydraulic brakes-the same you. Send us a 4-by-6-inch print from a commercial source (no as used on Vultee BT-13-would fit the Bendix 30-by-5 home printers, please-those prints just don't scan well) or a wheels. 4-by-6-inch, 30O-dpi digital photo. A JPG from your 2.5-megapixel liThe wings were built new. My father helped by build­ (or higher) digital camera is fine. You can burn photos to a CD, ing new wing ribs. Trial assembly and rigging of the aircraft or if you're on a high-speed Internet connection, you can e-mail took place in 1985. The aluminum portions of the plane, them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you'd like to make the such as seats, baggage compartment, fuel and oil tank, en­ photos smaller, say no.) For more tips on creating photos we can gine cowling, and fuselage metal were hand-fabricated." publish, visit VAA's website at www.vintageaircraft.org. Check the The big day finally came: liOn July 11 , 1989, at 9:30 News page for a hyperlink to Want To Send Us A Photograph? a.m., I climbed in and made the first flight. I took off For more information, you can also e-mail us at from Lakeland Municipal Airport, climbed to altitude, [email protected] or call us at 920-426-4825. and stayed near the airport for the next 15 minutes, then 1------­ headed to a sod strip 6 miles south of Lakeland where I made three very good landings. Then it was back to Lake­ land for a landing on concrete-no problems. With the aircraft license in Experimental category, I put in 15 hours of flight in the local area. liThe airplane was as stable as advertised. The ground­ handling characteristics are very good, even in a 90-degree crosswind-something that a good steerable Scott tail­ wheel adds over to the old tail skid. Nominal right rudder pressure needs to be applied at full power (1850 rpm) to counteract the engine torque on takeoff. The takeoff roll on a hard surface runway is approximately 200 feet. For­ ward visibility is quite good in the three-point attitude. Cruise at 1750 rpm is 95 mph indicated airspeed (lAS), stall is at 46 mph lAS. The rigging is excellent. The aircraft will fly hands-off at cruise power for extended periods of time in calm air. It is a pure delight to fly, but I do not at­ tempt aerobatics due to the high drag and shape of the tID.CIO us airfoil. Final approach speed is 55 mph lAS. The rate of sink is pretty low. Only three-point landings are advised, and no wheel landings should be attempted." As Bob's son Rob grew up, he saw the plane slowly resurrected from a pile of broken parts and pitted metal. Years later, during the 2006 American Barnstormers Tour, Rob finally felt ready to tryon the Command-Aire for size. It was a very exciting time for the father-son team as Rob became the third person checked out in the air­ craft since 1964. This will ensure that the plane will be flying for many more years to come, keeping the memo­ ries of the Command-Aire Corp. alive...... VINTAGE AIRPLANE 15 Getting Your A&P Rating Part III Earning the A&P mechanic certificate, the DME's perspective

BY R OBERT G. L OCK

The federal government began to and powerplant subjects. The curric­ license aircraft mechanics in July of ulum is designed to allot 400-hours 1927, and the process of federal gov­ of instruction in the general subject ernment certification remains to this area, 750 hours of instruction in air­ day. Initially licenses were granted frame, and 750-hours in powerplant based on qualifications earned subject areas. The lecture and lab through previous work experien ce times are normally divided equally, and thorough testing by government with approximately half the hours officials. Soon there was a need for taught in classroom lecture and half training in schools for the mechanic in the laboratory. certificate, and the government man­ The FAA Part 147 curriculum is dated certain criteria for curriculum written in detail to show minimum that included both classroom and lab standards for all subjects. (hands-on) instruction. The early cer­ tificates were designated "aircraft and Level 1 standard is: engine" (A&E), later to be chan ged • Know basic facts and principles. to "airframe and powerplant" (A&P) • Be able to locate information when the FM evolved from the eM. and follow directions and writ­ FAA requirements for the airframe Bob Lock reacts after being presented ten instructions. and powerplant mechanic certificate with the FAA's Charles Taylor award, • Locate methods, procedures, in­ are as follows: which is earned by A&P mechanics structions, and reference mate­ who have continuously held their cer­ rial. 1. The applicant must be 18 years tificate for 50 years or more. • Interpretation of information is old. not required. 2. The applicant must read, write, required for each of the ratings (air­ • No skill demonstration is re­ speak, and understand the Eng­ frame or powerplant), or 30 months quired. lish language. for the combined ratings. (See Part 3. The applicant must have at 1 of this series published in the July Level 2 standard is: least 18 months of practical issue of Vintage Airplane.) The appli­ • Know and understand princi­ experience with either pow­ cant presents a list of his/her field ex­ ples, theories, and concepts. erplants or airframes, or 30 perience, documented on letterhead, • Be able to find and interpret months working on both at to an FAA inspector at the local FAA maintenance data and informa­ the same time. office. Military experience is also ac­ tion, and perform basic oper­ 4. In lieu of the experience re­ cepted when the applicant presents ations using appropriate data, quirement s, the applicant DD Form 214, which lists Military tools, and equipment. may graduate from an FAA­ Occupational Specialty codes (MOS). • A high level of practical skill is approved Maintenance Tech­ When the inspector deems the ap­ not required. nician school. plicant meets minimum standards 5. The applicant m ust take and for field experience, FM Form 8610-2 Level 3 standard is: pass written, oral, and practical is completed by the applicant and is • Know, understand, and apply examinations. signed by the FAA inspector. facts, principles, theories, and The second way to qualify is by at­ concepts. There are two ways to qualify for tending an FAA Part 147-approved • Understand how they relate to the mechanic's certificates. The first Aviation Maintenance Technician the total operation and mainte­ is designated "field experience." Eigh­ training program to receive 1900 nance of aircraft. teen months of experience is currently hours of training in general, airframe • Be able to make independent 16 SEPT E M BER 2007 and accurate airworthiness examiner (DME) . A fee is charged for privileges of the airframe and pow­ judgments. all phases of testing. In the old days erplant mechanic certificate, the • Perform all skill operations to a all testing was conducted by a CAA recipient becomes eligible for the in­ return-to-service standard us­ or FAA inspector. Written examina­ spection authorization (IA). A battery ing appropriate data, tools, and tions were given at the local FAA of­ of written examinations must be suc­ equipment. Inspections are fice while oral/practical testing was cessfully completed before the IA is performed in accordance with conducted at the applicant's place of issued. The inspection authorization acceptable or approved data. employment. That process was elimi­ is renewed every two years. • A fairly high skill level is re­ nated many years ago. quired. Author's Recollections The new practical I held the DME for 18 years and For those seeking the certificate gave approximately 350 oral/practi­ through a school, whether private examination contains cal examinations, most at the college or public, the requirements are the "core competency where I instructed in a Part 147 AMT same. What sets each Part 147 school requlremen. t"s. . .. eI e­ program. I was able to design an oral! apart from the other is how the sub­ practical exam to fit each individual ject material is taught and how the ments that the applicant. Normally I gave a very chal­ hands-on projects are designed. The applicant must pass. lenging first project-one that required 1,900-hour requirement, subject ar­ thinking, research, and a small amount eas, and teaching levels are the same Written examinations are described of inventiveness. If the applicant was for all Part 147 schools. by some as a "gimme." In other words, weak or unsure, the examination usu­ FAR Part 147 has been expanded memorization of test questions and an­ ally went downhill from there. If the to cover 43 subject areas. The written, swers can be completed by the applicant applicant was able to research and oral, and practical examinations reflect and high pass rates are the result. The complete the assigned task, the exami­ the subject areas, and the applicant FAA now considers the oral/practical nation proceeded smoothly, and I had must pass a sampling examination in examination as the "discriminator" for a good sense that the person would not each of the 43 subject areas. Online issuance of the A&P certificate. The new go out as a newly licensed mechanic computer testing at an approved facil­ practical examination contains "core and do something stupid. ity covers all the written testing, and competency requirements." In some Some of the time, oral questions the results are provided almost im­ subject areas there are one or more core could be asked as the applicant worked mediately. For most applicants, the elements that the applicant must pass. on a practical project; however, there written test is taken and passed first. The FAA states on Form FAA-S-8081-27, was a sit-down time when the oral The applicant has 24 months to pass "The practical test is passed if the ap­ portion of the examination could be all written examinations. If the writ­ plicant demonstrates the prescribed completed. I recall my oral/practical ten exams are not passed in the 24­ proficiency in the assigned elements examinations at Northrop Institute of month period, those areas passed will (core competency and other selected Technology in 1961. The practical exam be voided and the applicant must start elements) in each subject area to the was completed in total first, and then the process from square one. required standard." Upon successful there was the oral exam, which was con­ The same 24-month pass time completion of written, oral, and prac­ ducted in the office of the examiner. All holds for the oral and practical ex­ tical tests the DME will issue a tempo­ questions were typed on a 3-by-5 card; I aminations. Students enrolled in rary FAA mechanic certificate, showing read the question and then answered it. an approved Aviation Maintenance a single rating (airframe or powerplant) However, the Part 147 curriculum was Technician training program may or combined ratings (airframe and pow­ different in those years; there was an be authorized to take the oral/prac­ erplant), but the certificate's "unique airframe exam and a powerplant exam, tical examinations before written number" will not be issued at that time. and the curriculum mandated 1,650 examinations if they show satisfac­ The word "pending" will be placed on hours of instruction. A portion of the tory progress. Early oral/practical ex­ the certificate by the examiner at the airframe exam contained a complete ams normally are given within a few time of its issuance. weight-and-balance problem, and if the weeks of graduation. Upon gradua­ If any part of the testing is failed applicant did not get the first question tion the student receives a graduation the applicant must wait at least 30 correct, then all the rest of the answers certificate awarded by the school. days before retesting in the failed would be wrong and the applicant The FAA no longer conducts test­ subject areas unless instruction is re­ would fail the airframe examination! ing for the A&P certificate. Writ­ ceived in the specific failed area by a There were no test questions available, ten knowledge testing is done at competent individual and a letter is only study guides. I used the then-avail­ computer testing facilities located presented to the examiner indicating able Zwing manual. which contained worldwide. Oral/practical testing is additional training was received. 250 questions for each subject area. The conducted by a designated mechanic After three years of exercising the continued on page 38 VINTAGE AIRPLANE 17 TVaN A family history dates back to the golden age of aviation

BY JIM REZICH

iS month's back cover of general, Kendra Helvey has been a zines. She also fills her time as curator Vintage Airplane features professional artist for 2S years and of the Poplar Grove Vintage Wings the fantastic colored pencil is an artist member of the American & Wheels Museum. Kendra and her 71drawing by award-winning Society of Aviation Artists. She works husband, Bill, are both pilots and re­ aviation artist Kendra Helvey captur­ on commission; each piece is original side at an airport community in Pop­ ing the Rezich family's long-standing and unique for the client. The work lar Grove, Illinois. association with Travel Airs. Centered may include the family, their home, To be able to appreciate this around the powerful Wright J-6-7 as well as their aircraft. Or, the work work, you need to know a little Whirlwind are the family's Travel Airs may depict a moment in time: the about our family. in original and restored condition. South Pacific during WWII or a bi­ The main focus is the three broth­ It was a pleasure to work closely plane landing on a country airport, ers: Mike, the oldest; Nick, the mid­ with Kendra to create this image; she for instance. Her work has appeared dle brother and my father; and Frank, really was able to put on paper what in the EAA AirVenture Museum sev­ the youngest. Growing up within a I could see only in my mind. Hav­ eral times and on the back covers of stone's throw of the Chicago Munici­ ing a love for aviation and history in Vintage Airplane and Warbirds maga­ pal Airport (now Midway airport), the 18 SEPTEMBER 2007 Left: Mike on the left and Nick on the riglrt with a little work on NC661H! Taken at the Rezich homestead, two blocks south of "Muni." The Travel Air was in the process of being disas· sembled and sold to the Navy aviation mechanics training school.

Rezich boys were destined to become involved in aviation. I'll also try and point out some facts and myths about our family along the way. Mike would turn out to be the fi­ nancier of the family and purchased The Reziches' Pitcairn PA-7 Mailwing, NC876M. Wright J-6-7 powered, with the most of the airplanes owned by the nifty speed ring cowl, before being converted to "sport wings." Colors were blue family. Myth: Reziches have owned and silver. only Travel Airs. Collectively the Rez­ ich family, spanning three generations, has owned 23 airplanes ranging from the first E-2 Cub to a Cessna 182 and, let me tell you, everything in between. Fact: The Rezich family members are the longest continual owners of Travel Airs, from 1937 to the present. Nick was the professional pilot of the family, flying more than 35,000 accident-free hours from 1932 up to his passing in 1981. He was an instruc­ tor and an airline transport pilot with type ratings for Douglas DC-3s and Lockheed Lodestars. When not flying for a living, Nick frequently flew air shows in the Travel Air, and he was known as the "Voice of EAA" for his The same Pitcairn, post-modification to sport wings and low-pressure air wheels. air show announcing. Fact: Nick and This ship was also used as an instrument trainer at Chicago Municipal by Pierce the Travel Air were the longest con­ "Scotty" O'Carroll's Monarch Air Service. Note the reduction in the radio mast tinually paired air show performers. height! New colors are now two-tone green, with black pinstripes. Myth: The "Gone Flying" door sign was designed by Flying magazine. Fact: Nick's good friend and artist Joe Scan­ lon came up with the "Gone Flying" sign when Nick had h is famous air­ racing-themed tavern, the Pylon Club, to let patrons know that Nick would not be found behind the bar or drums, but behind the control wheel of a DC-3 flying "non-skeds" out of Midway. Frank is the master mechanic of the family. He began working a t Howard Aircraft at age 16, along with his brother Nick, and still is an active airframe and powerplant mechanic. He was awarded the Charles Taylor This was the Reziches' first airplane, a 40-hp E-2 Cub that was "leased back" to Master Mechanic Award in 1999. He the Harlem Airport flight school run by Fred Schumaker. Colors were silver and worked for North America n Rock- red. No brakes or tail wheel. VINTAGE AIRPLANE 19 The Reziches' first Travel Air, NC661H, purchased in 1937. OX-5 powered, no brakes or tail wheel, colors were silver with red trim. Photos taken at Harlem Airport.

plane to barnstorm the northern Illinois area. The airplane was kept at Harlem Airport, just south of Chicago Munic­ ipal Airport, and run by close family friend Fred "Shoos" Shumaker. Nick would teach younger brother Frank to fly and solo in NC661H at Har­ lem Airport. Although Mike would take many lessons from Nick and other in­ structors, in many airplanes, he would never fly solo. He was most content rid­ well on many projects, including the made arrangements to purchase the ing in the spacious front seat. I'll share XB-70 and the B-1, with duties rang­ airplane in 1936, and while the owner a humorous little story about a Travel ing from superintendent of final as­ was attempting to deliver the airplane Air front seat when I fill in the details sembly to production engineering to Chicago from Rock Springs, Mary­ on NC606K in a later article. supervisor. Fact: Frank is never seen land, the OX-S gave up the ghost, NC661H would share hangar space without his trademark cigar, even in and the owner had to make a forced with the Reziches' Pitcairn PA-7 and the shower! Myth: Frank has lived landing in Pennsylvania. Repairs took the newly acquired Travel Air D-4000, in California all his life. Fact: Frank until the spring of 1937. Mike didn't NC811S, until 1942. After the attack was born and raised in Chicago, and want to take any more chances with on Pearl Harbor, private aviation was he worked in Fort Worth for Pratt & his investment, so he sent his brother extremely limited. Nick was able to Whitney as a field representative on Nick to fly the Travel Air back to Chi­ keep his new Culver Cadet LCA air­ the R-4360 engine on the B-36 bomb­ cago. The trip back was one of the first worthy to "commute" between How­ ers. It wasn't until 19S4 that Frank long cross-countries for Nick, who was ard Aircraft headquarters near Chicago and his family moved to the Los An­ just 17 at the time! By now Nick was Municipal Airport and the Howard geles area. an accomplished aviator, after soloing assembly plant at DuPage Airport in Let's move on to the first Travel Air a Waco RNF at 14 and quickly earning West Chicago. NC661H and the Pit­ the family owned, NC661H. It was a his certificate. cairn would be sold to the government standard model 2000, OX-S powered, The airplane was silver with red trim. and impressed into service at the Navy with no brakes or tail wheel. Mike The Rezich brothers would use this air- aviation mechanics training facility at 20 SEPTEMBER 2007 Frank Rezich after his first solo in NC661H at Harlem Airport.

~tVip b-CLClv w~01I\eIof ~f1y~~ Cf"o-»'-~V~ forNLdv,who­ w~jlMit17 ~ ~ LlA"JILe/!

B-17 and later on the B-29. Frank would join the Army Air Corps and "Capt. Nick" with the Pitcairn at fly the Hump in C-46s. Nick was Frank Rezich after his first solo in Chicago Municipal, later to be named drafted in the heavy artillery after the NC661H at Harlem Airport. Midway airport. Howard Aircraft contracts ended, but Chicago's Navy Pier. NC8115 would be he never saw active duty, as the fight­ To say Mike was furious is an un­ disassembled and stored in the Rezich ing drew to an end. derstatement! I don't think he ever family garage at 6424 South LaPorte Once discharged, Mike made his got over it, either. I think at times St. until 1972, when Nick would begin way back to Chicago and began to my dad would bring it up just to get its restoration. search for his airplanes. When he ar­ Mike's dander up! Mike would rant The Rezich brothers would serve rived at Navy Pier and inquired about and rave about how the government their country in a variety of ways dur­ "his" Travel Air and Pitcairn, he was threw his airplanes away. ing World War II. Mike was a crew told they had been taken on a barge So NC661H ended up in a watery chief ground instructor for the Army to the middle of Lake Michigan and way. Next month I'll fill you in on the Air Corps and taught cadets on the pushed overboard! second Travel Air, NC8815...... VINTAGE AIRPLANE 21 Airline Travel SO-Plus Years Ago First published in the January 1980 issue of Vintage Airplane by Edward D. Williams

Historically speaking, when it bookings are heavy on both sched­ may be used, the traveler should comes to airline travel, 1929 was a uled and charter flights. But in 1929, equip himself with a pair of goggles vintage year. air travel was new to travel agents, and a helmet." Fifty years ago [Now 78 years agof­ and they had to work to get all but The advice continues with a style Editor], the airline queens of the skies the most hardy and adventuresome note to the effect that"A special fly­ were the Fokker, Boeing, and Ford Tri­ into an airliner. ing suit is usually not necessary, espe­ Motors, and airline passengers were In 1929, travel agents were given cially in the summer months, and its passing out of the "flying suit and gog­ this guidance by an expert: purchase should be left to the discre­ gles" age into a new era in which they "Special clothing for airplane travel is tion of the traveler." no longer had to sit on mail pouches unnecessary when the traveler uses the This up-to-date information was in open cockpits. But it was still a time regular, established passenger airlines. contained in the article Air Travel-A when most people in the world had The airplanes of these lines are of the New Source ofProfit by Fred Burns, in not flown, and commercial air travel enclosed cabin type with the interiors the inaugural issue of Travel Trade had to be sold to the public. similar to those of a railroad parlor car. magazine of July 1929. As service to Today, travel agents book clients "However, should the traveler in­ its readers in Volume I, Number I, the on 600-mile-an-hour jumbo jets to tend to take special chartered airplane magaZine also carried a composite list­ exotic and faraway places, and these trips, in which open cockpit planes ing of timetables and fares of the exist­ 22 SEPTEMBER 2007 Left: The Boeing aOA was introduced in toric New York to Paris flight two years airlines, the enthusiasm of the pub­ September 1929 and was a huge plane before, could mean financial success lic for the adventure, romance and for the day. It was designed for large­ to travel specialists. "The travel bu­ speed of the airplane flight, the travel capacity transcontinental passenger reaus and tourist agencies who equip bureaus and tourist agencies are af­ service and mail-express operation. themselves now to handle air travel­ forded a new and additional source It was flown by Boeing Air Transport, ers will not only profit, but will be the of income." which introduced stewardesses to the recipient of beneficial indirect public­ And in order that they might be industry the following year. ity," Burns wrote prophetically more knowledgeable about the subject, than half a century ago. Burns suggested that "It is generally ing airlines in the United States that Lindbergh's feat had caused pub­ found advisable to have the person carried passengers. This special section lic interest to skyrocket, and travel in charge of your air travel depart­ consisted of only five pages. would never be the same. Burns com­ ment take an airplane ride during Burns admitted to his readers that mented: "With the American public (his) spare time to acquaint himself "Air transportation is still in its in­ becoming more and more airminded with the advantages, thrill and time­ fancy," since many passengers still daily, the increase in passenger air­ saving element of air travel." had to ride in open cockpits. But the lines and frequent daily sight of these This was at a time when most of drama of aviation, as covered in the planes passing overhead, the new today's airlines weren't even born. press since Charles Lindbergh's his­ comforts and safety factor of today's For example, in the five-page time-

When Stout Air Services flew between Cleveland, Detroit, and Chicago in 1929, it operated the venerable Ford Tri-Motor, which not only was built by the Stout Metal Airplane Co., a division of the Ford Motor Co., but the airplane traced its lineage to the original Stout tri-motor. Stout Air Services in early 1929 was operating the Ford S-AT-B (shown above in the markings of National Air Transport) and later in the year added the S-AT-C. The S-AT-B was the ultimate in traveler comfort and re­ ceived its approved type certificate in June 1929. It was hurriedly put into service by other airlines, such as Maddux, T.A.T., Pan Am, Colonial, and N.A.T.

The Ford S-AT-C, which followed closely behind the S-AT-B in 1929, increased passenger capacity to 17. The first plane off the assembly line in Dearborn, Michigan, went to Maddux Air Lines in California in mid-1929, and by the end of the year a total of 35 S-AT-Cs had been delivered to various airlines. Note the mail bags being loaded into the wing storage compartment.

VINTAGE A IRPLA NE 23 Passenger chairs in the early models of the Ford Tri­ Motor were of wicker construction. Later they were fur­ nished in aluminum covered with leather. Large windows, arranged to provide passengers with a good view of the landscape, were of non-shatterable glass with individual shades. Electric cabin lights were provided over each seat. The cabin interior was covered in sheet aluminum with a balsa wood core, providing a surface for interior decorations and some soundproofing.

Cabin shot of a Ford Tri-Motor, showing airspeed indicator and altimeter. Also notice the aluminum seats that replaced wicker chairs. Note the captain's heavy leather jacket and the pull­ down shade over the window in the door of the flight deck.

Airline travel still had a long way to go in 1929. For the previous year, a total of only 52,924 airplane passengers had been reported by the Aeronau­ tical Chamber of Commerce. table section there were these fa ­ miliar names: Northwest Airways, This averaged out to just slightly more Western Air Express, Capitol Airways, Pa n American Airways, Colonial Air than 1,000 passengers a week for all the Transport, Clifford Ball, Stout Air Ser­ vices, Maddux Air Lines, Boeing Air airlines in the entire United States. (In Transport, and Pacific Air Transport. But there also were Southwest Air 1978 there were about 5,000 airline Fast Express, Universal Air Lines, In­ terstate Air Lines, National Park Air­ passengers for everyone in 1929.) ways, Mutual Aircraft Corporation, 24 S E PT EMBER 2007 port), the Boeing 40C (flown by Pacific Air Transport), the Fokker F-lO tri-mo­ tor (flown by Pan American, Universal, and Western), the Fokker Super Univer­ sal (flown by Universal, National Park, Southern Air Transport, and Standard Air Lines), and the Hamilton Metal­ plane (flown by Northwest). However, an airline passenger could still find himself in an open-cockpit Stearman C-3B of Western Air if he didn't mind the breeze. And, accord­ ing to the Travel Trade timetable, other airlines boasted of such equipment as Capitol's and Embry-Riddle Com­ pany's Ryan Brougham, Northwest's Stinson Detroiter, Southern's J-5 and J-6 Travel Airs, and Curtiss Robin and Pan Am's "Keystone tri-motor, six-pas­ With seating for 18 passengers and crew of two, the Boeing BOA was an air trav­ senger Loening and Fokker F-VII." eler's dream in 1929. The main cabin was lined with rows of three seats and was The timetable showed the travel finished with mahogany paneling (of plywood), with a thick core of balsa wood for opportunities existing at that time. insulation. Soundproofing of the cabin walls pennitted passengers to converse in Route systems ranged from Waterloo­ near nonnal tones. Heating and ventilation brought considerable comfort to pas­ Des Moines (Midwest) to Kansas City­ sengers, who were protected by shatterproof glass windows. There also was a Des Moines-Minneapolis (Yellow Cab cloakroom, overhead racks, and a lavatory with hot and cold mnning water. Airways) to the extensive route sys­ tems of Pan Am and Boeing. and even a Yellow Cab Airways. However, transcontinental air And they were flying everything travel had already been available to from a new Ford 5-AT-C to the old an airline passenger for almost two Eaglerock biplane-flown by Wichita years, since September 1, 1927, but on Falls Air Transport. two different airlines. That was when In addition, according to the time­ Boeing Air Transport and National Air table section in the magazine, other Transport joined up at Chicago, mak­ equipment in service were the Boeing ing New York to Oakland travel by air 80 and 40B (flown by Boeing Air Trans- possible for the first time. (See The Vin-

This is the prototype Boeing 80 photographed on July 14, 1928. Power is three P&W Wasp engines.

Construction detail shows clearly in this photo of an early Boeing Model 80.

VINTAGE AIRPLANE 25 In-flight shot of a triple-tail Boeing 80A. Note the aft extensions on the fenders to protect tered with mud.

The Boeing 80 tri-motor was introduced in late 1928 and by the next year had established itself as a leading airliner despite the fact that it was a biplane. The single-rudder 80 was superseded later in 1929 by a single-rudder 80A and then a triple­ tail80A. tage Airplane, December 1977.) the complex airline family trees, but than via airplanes," Burns wrote, un­ The roots of today's airline indus­ they all shared one belief-that the car­ derscoring the obvious. try go back to that time. For example, rying of passengers was "here to stay." Today's pampered passengers in the Maddux joined with Standard and Travel authority Burns believed in supersonic Concorde might appre­ Transcontinental Air Transport to it, too. His article in the July 1929 ciate their accommodations more if form Transcontinental and Western Travel Trade said: they took notice of Burns' statement Inc., the original TWA. "One decided reason for travelers that the 1929 air traveler would be Stout was merged into National Air turning to airplane transportation, es­ able to see more in his allotted vaca­ Transport, which later joined Boeing Air pecially seasoned travelers, is the op­ tion time, "since use of airplanes will Transport, Pacific Air Transport, and Var­ portunity of seeing planes from a new enable the traveler to cover approxi­ ney Air Lines to form United Airlines. perspective, of being above the scen­ mately 1,000 miles in 10 hours." Western Air Express, with National ery instead of level with it." That had Passenger convenience and comfort Park, evolved into Western Air Lines. been one of the major lures to flight in 1929 was not as complex a matter. Clifford Ball evolved into Capital Air­ from the first time a man-carrying Boeing Air Transport's Wasp-powered lines, which eventually merged into aircraft was launched, and now-in Boeing 80 tri-motor was the last word United. Northwest Airways became 1929-it was being used to snare po­ in luxurious air travel when it was first Northwest Orient. Embry-Riddle, Uni­ tential air passengers instead of early introduced in late 1928. The large cabin versal, Colonial, Southern and others balloonists and aircraft pilots. carried 12 passengers and provided hot formed American Airlines. "An airplane view cannot be dupli­ and cold running water, forced air ven­ Fifty years ago saw the beginning of cated by any method of travel other tilation, leather upholstered seats, and 26 SEPTEMBER 2007 individual reading lamps. The Ford S-AT-B was the ultimate in air travel in early 1929. It was first GET SKILLS delivered to Transcontinental Amer­ THE ican. Southwest Air Fast Express and Stout each got their first S-AT-Bs in December 1928. Colonial Air Trans­ TO GET IT BUILT port didn't get its first S-AT-B until March 1929. Almost immediately, in AT EAA SPORTAIR WORKSHOPS May 1929, the larger and improved S-AT-C was delivered to Maddux. The next month, S-AT-Cs went to Northwest, Stout, and Pan Ameri­ can-Grace. By the end of 1929, the Ford Tri-Motor had become the backbone of the scheduled air trans­ portation industry. Passengers who dared to fly com­ mercially were rewarded with a memorable experience. In 1929, one passenger, a Philadelphia engineer named Walton Forstall, wrote: "Flying as we did...gave a won­ derful opportunity to 'see the world go by'. And what an inter­ esting world it was .. . it had not yet grown used to our tremendous three-motored Ford. The roar of our propellers brought humans to look up and wave, dogs to bark in defi­ ance, made horses and cattle scam­ per wildly, and drove chickens to the nearest cover seeking refuge GET YOUR HOMEBUILDING PROJECT OFF THE GROUND from some gigantic hawk." BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS Being an airline passenger in 1929 SEPT. 7-9 FREDERICK, MD • Repairman (LSA) Airplane could have its drawbacks, however. Such as the incident reported in a SEPT. 7-9 GRIFFIN, GA .nG Welding 1929 issue of Western Air Express' SEPT. 22-23 COLUMBUS, OH • Composite Construction • Electrical Wiring and Avionics Dashboard Record. It involved a flight • Fabric Covering • Gas Welding • Basic S~eet Metal in a Fokker F-10 that encountered SEPT.2B-30 RIVERSIDE, CA • Repairman (LSA) Airplane bad weather and was forced down SEPT.2B-30 WPALM BEACH • Repairman (LSA) Airplane atop a mountain in Utah in sub­ zero weather. The pilot hitchhiked OCT. 6-7 RIVERSIDE, CA • Von's RV Workshop to a farmhouse and telephoned Salt OCT. 13-14 PHOENIX, AI • Tentative workshop - watch for details Lake City for help. A rescue truck on www.EAA.org was sent, but it couldn't get within OCT. 19-21 GRIFFIN, GA .nG Welding a quarter mile of the plane. The re­ sult was that the pilot had to enlist OCT. 20-21 CHICAGO,IL • Composite Construction • Electrical Wirin~and Avionics • Introduction to Aircraft Building • Basic S eet Metal the aid of his passengers in lugging 1,000 pounds of mail and their bag­ VISIT WWW.SPORTAIR.COM OR CALL 1·800·967·5746 fOR DETAilS gage to the truck. Then they had to push the truck uphill and ride EAA EAA SportAir Sponsors: downhill as they headed for the nearest town. .~. But, all in all, in the history of WORKSHOPS www.polyfltMr.com www.alrcraftspruce.com the airlines, 1929 was a year to re­ ---iro--­ member...... VINTAGE AIRPLANE 27 Reunion Wynkoop Airport, Mount Vernon, Ohio

BY ANDY HEINS, NWC PRESIDENT

une has traditionally been the month that the Waco airplane has Jreturned to its birthplace, Ohio, for the annual gathering of the National Waco Club, the oldest continuously operating "type club" in existence. This year was no different, as airplanes came home from all around the United States to be part of the 48th Annual National Waco Club Reunion. With more than 350 members worldwide, the National Waco Club has served Waco owners and enthusiasts since forming in 1958 during the national Antique Airplane " h" 1930 Waco RNF. Assodation fly-in at Ottumwa, Iowa. Steve Givens enioys flymg IS The first year the club was formed there was no national reunion. The second year, 1959, the first gathering of what was to become an annual tra­ dition was held at the South Dayton Airport in Dayton, Ohio. After sev­ eral years, the location was moved to Troy, Ohio, to the Waco Aircraft Com­ pany factory. The national reunion was held there until 1964, when the factory was sold and the airport closed. From there the reunion re­ turned to South Dayton Airport until offered a new location in 1969 at the Hamilton, Ohio, airport run by the Hogan family since the late 1920s. National Waco Club President Andy Heins Dayton Ohl"o I"S see II The national reunion remained at "d "" " , n a over the MI west In his 1935 Waco YKC-S. Hamilton until 1988, when the air­ 28 SEPTEMBER 2007 port was sold to the county and be­ gan running under the authority of the county commissioners. At this time, a new location was selected; it could provide the attending owners wwith plenty of usable grass runways and a laid-back country setting. This would be Wynkoop Airport, owned and managed by Brian Wynkoop in Mount Vernon, Ohio. This wonderful setting has been the location of the reunion to this day. The dates for the 2007 event were Thursday, June 21, through Sunday, June 24. This year airplanes began ar­ Mike Winblad of li Oh" " roy, 10 dIdn't have to travel far with his VPF-7. riving on Monday, with Doug Parsons, club vice president and reunion chair­ President Andy Heins in his 1935 man, being the first to touch down in Waco YKC-S . By late Wednesday eve­ biggest day with another nine arriv­ his 1934 Waco YKC. Early Wednesday, ning, we had a total of seven Wacos ing, and by Saturday we had 26. June 20, four more Wacos in a loose on the field, a first ever. On Thursday One interesting note is that the Na­ formation arrived being led by Club evening, we had 13. Friday was the tional Waco Club Reunion has always

Waco Biplanes Flown to the 2007 National Waco Club Reunion 1929 Waco ASO NC701 Esin 1942 Rich Nurge, Gilroy, California 1929WacoATO NC719E sin A-97 Mike Brown, Miamisb urg , Oh io 1930 Waco CTO NC659N sin 3123 John Veneleck, Painesville, Ohio 1930 Wa co CRG NC600Y sin 3349 Pete Heins, Arcanum, Oh io 1930 Waco ASO NC662Y sin 3228 Dave Allen, Elbert, Colorado 1930Waco RNF NC663Y sin 3356 Susan Theodorelos, Dayton, Oh io 1930 Waco RNF NC129Y sin 3308 Steve Givens, Pendleton, Indiana 1931 Waco QCF-2 NC11427 sin3488 Lee Parson s, Carrol lton, Oh io 1932 Waco UEC NC13050 sin 3678 Jack Hill, Washington, North Carolina 1932 Waco UBA NC13041 sin 3595 Phil Coulson, Lawton, Mich igan 1934 Waco UKC NC14010 sin 3851 Estan Fuller, Polk City, Florida 1934 Wa co YKC NC14073 sin 3990 Doug Parson s, Carrollton, Oh io 1935 Waco YKC-S NC14620 sin 4234 Andy Heins, Dayton, Ohio 1935 Wa co YOC NC15244 sin 4327 Robert Jaeger, Allentown, Penn sylvania 1936 Waco YKS -6 NC16246 sin 4465 Dave Stroup, Alliance, Ohio 1937 Wa co VPF-7 NC17712 sin 4651 Mike Winblad, Troy, Oh io 1937 Waco YKS-7 NC17474 sin 4613 Mark Harter, Belleville, Illinois 1937 Waco UKS-7 NC17700 sin 4620 John Bu ssard, Ringoes, New Jersey 1938 Waco ZVN-8 NC1937S sin 5107 Ken Kreutzfeld, Port Clinton, Ohio 1939 Waco AGC-8 NC66206 sin 5073 John Veneleck, Pai nesville, Ohiol Dick Tric e, No rth Ft. Meyers, Flori da 1940 Waco ZPF-7 NC29357 sin 5384 Bud Bushway, South Strafford, Vermont 1940 Wac o UPF-7 NC29328 sin 5355 Ga ry Mitchell, Geneseo, New York 1940 Waco UPF-7 NC30188 sin 5619 Bill Knight, Brodhead, Wisconsin 1941 Wac o UPF-7 NC32005 sin 5636 Ed Bu nch, Waynesboro, Vi rginia 1942 Waco UPF-7 NC39753 sin 5886 Eric Zimmerman, Troy, Ohio 2005 Waco T-lO N149TW sin49 Bob Patrick, McCa ll, Id aho

V I NTA G E A I R P LAN E 29 been known for the number of vari­ ous models that attend. This year was no different in that 20 of the 26 air­ craft that attended were different. With great weather for the gathering, the sky was constantly filled with Wacos. Every morning, the town of Mount Vernon was awakened by the sweet sound of radial engines, as everyone was eager to take advantage of the cool, clear mOID­ ing air. Daily activities included mainte­ nance forums followed by club spom­ sored evening dinners at the airfield. This 1930 Waco CRG is belongs to Pete Heins, Arcanum, Ohio. Thursday evening has traditionally been hosted by the local pilots' group ... the National Waco Club is the oldest known as the "Koop Group." Friday night brought our now famous corn continuously operating "type club" in existence. boil, with more than 100 guests at­ tending and an untold number of cases of fresh sweet corn consumed. Satur­ day night was reserved for the annual awards banquet held at one of the local Italian restaurants in town. This year's banquet was attended by more than 100 club members and guests. Awards are given to every pilot who attends with an airplane; first-time attendees receive special certificates followed by special awards at the five-, 10-, 15-, and 20-year marks. Lastly, a special certifi­ cate of merit is presented to those pilots who have flown or maintained a Waco for three or more years, flown a Waco 5,000 or more miles, or maintained a t fly in a UPF-7. Now they're a Waco to factory standards. The recipi­ ents for this award this year were Steve Many a CPT pilot duri?g World w:ynesboro. Virginia, can attest. W~ :u~:;01 Givens of Pendleton, Indiana, with his sought-after antique biplane, as RNF, and Bill Knight from Brodhead, Wisconsin, in his UPF-7. The dates for the 49th National Waco Club Reunion will be June 26-29, 2008. In 2009, we will celebrate our 50th National Waco Club Reunion, and we expect this to be the greatest gathering of Wacos ever. Our goal is to have no fewer than 50 Wacos attend, and we are extending the length of the gathering in hopes that we will reach this goal. Numerous special activities are planned for the members, and we hope all Waco owners will make the attempt to join us. Visit our website at www.NationaIWacoClub.com for more information or contact the National Waco Club at 50 La Belle St., Dayton, Susan Theodorelos, Dayton, Ohio owns and flies this 1930 Waco RNF. OH 45403 or [email protected]...... 30 SEPTEMBER 2007 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF PHOTOS TED BUSINGER, OF SALEM, ARKANSAS, SHARED WITH US. THANKS, TED! Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than October 10 for inclusion in the December 2007 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

JUNE'S MYSTERY ANSWER

Here is our first answer for the June Mystery Plane, from Wayne Forshey of Woodsfield, Ohio: Good one! The June Mystery Plane is the Commonwealth Trimmer am­ phibian. The prototype was th e only one built, and it never went into pro­ duction. The Trimmer appears on one of the Commonwea lth Skyranger sa les brochures, though. When Rae Rearwin sold Rearwin Air­ craft to Empire Ordinance Company (do­ ing business as Commonwealth Aircraft), they got the rights to produce the Cloud­ ster and the Skyrange r. Commonwealth didn't build any Cloudsters, but did pro­ duce the Skyranger 185 with a Continen­ tal C-85. Commonwealth went belly up in about 1948; I can find virtually no information on Commonwealth Aircraft VINTAGE AIRPLANE 31 The Trimmer was probably built in New York since Gilbert Trimmer was from New York City, but I'm not positive. The Common­ wealth Trimmer was built near the end of Commonwealth Air­ craft Corporation's ex­ istence. In October and November of 1946, a labor strike forced Commonwealth Air­ craft to close its doors forever. The bank­ nlptcy was final some­ time in 1947. and only 1945 Com­ The Commonwealth Trimmer was monwealth Model C-170 a twin-engine three-place amphibian. Trimmer, registration It had dual controls, a built-in gal­ number NX41853. The ley, and the seats could be converted to Commonwealth Trimmer, sleep two people in bunks. The hull was designed by Gilbert Trim­ stepped; it had fixed sponson floats, ta­ mer, was a development pered cantilevered wings with flaps, a of a 1938 design by Mr. strut-braced horizontal tail, and con­ Trimmer called the Trim­ ventional gear with the main gear re­ craft. The Trimcraft was a tractable into fairings on the side of the two-place, single-engine, fuselage. The Trimmer was supposed parasol wing, wooden­ to be the first twin-engine plane of less hull amphibian powered than 1,000 hp that could maintain alti­ by a 50-hp Salmson AD-9 tude on one engine. radial engine. Specifications that I found in various The Trimmer was built places (with some slight discrepancies) by the Commonwealth are as follows: Aircraft Corporation, al­ Wingspan 36 feet though the plane may Length 24 feet 9 or 10 inches have been started by Gil­ Height (on gear) 8 feet 7 inches bert Trimmer beforehand. Gross Weight 2,420 pounds Commonwealth Aircraft Empty Weight 1,550 pounds Corporation was a reor­ Engines (two) Continental C-85, 85 hp ganization of Rearwin Fuel Bum 9 gph total Aircraft & Engines Inc. Range 500 miles located at Fairfax Air­ Top Speed 135 mph of Valley Stream, Long Island, New York, port in Kansas City, Kan­ Cruise Speed 115 mph and would love to correspond with any­ sas. The company remained in Kansas Landing Speed 48 mph (flaps), one who could fill in the blanks. City during World War II building troop 57 mph (clean) One last point of interest is that the gliders, but shortly after the war the Rate ofClimb 850 fpm at sea level last surviving member of the Lafayette company relocated to New York. Com­ Service Ceiling 14,000 feet Escadrille (the original 38, not the Lafay­ monwealth bought the former Colum­ Projected Price $5,985 ette Flying Corps), Carl Dolan, was the bia Aircraft Company factory on the The Commonwealth Trimmer was president ofCommonwealth Aircraft. site ofthe former Curtiss Field in Valley later converted to the Biemond Teal CB 1. Stream, Long Island, New York. [The The Commonwealth Trimmer airplane And another note, this one from adjacent airport, Roosevelt Field, was and tooling were acquired by Mr. C. Bi­ Lynn Towns of Holt, Michigan: the departure point for Lindbergh's emond of Green Valley, Arizona. The The June Mystery Plane is the one solo trans-Atlantic flight.-EditoL] registration number of the airplane was 32 SEPTEMBER 2007 changed to N41999, with serial number tion magazine has a photo of a Com­ been available from the TC holder for 1001. I can't determine if that is the se­ monwealth Trimmer in a Pittsburgh over 10 years . If you're really serious, rial number used on the original Com­ Paint advertisement on page 124. It contact Cornelius Biemond at 520-648­ monwealth Trimmer or not. lists some of the specifications that 5708. Biemond and his engineering firm According to FAA records, Mr. Bi­ were included above. did extensive work to get their version of emond holds Type Certificate No. eThere was an article in the Decem­ the Trimmer type certificated (including A15WE for the Biemond Teal CB1, se­ ber 1946 issue ofFlying magazine that the installation of 150-hp Lycoming en­ rial 1001. The Teal CB1 is presumably reviewed the 1946 Cleveland National gines), something that Commonwealth modified somewhat from the original Aircraft Show that was held from No­ never accomplished. Commonwealth Trimmer, but a 1971 vember 15 to November 24. Another correct answers was re­ photo appears like the original Trimmer eThe Commonwealth Trimmer was ceived from Jack Erickson, State Col­ to me. The Type Certificate Data Sheet displayed at the show (as well as a Com­ lege, Pennsylvania. Jack informed us says the airplane is in the restricted cat­ monwealth Skyranger), and many of in his note that the hull of the Trim­ egory, and that no other aircraft may the specifications came from that article mer was built using plastic-bonded be produced under the type certificate. (page 75). plywood, and that the airplane was The Type Certificate Data Sheet also eThe book Those Fabulous Amphib­ designed by Gilbert Trimmer and says the airplane was approved in the ians by Don C. Wigton has an in-flight built initially by Allied Aviation restricted category under CAR 8 on Oc­ photo and small write-up on the Com­ Corporation of Cockeysville, Mary­ tober 11, 1950, and Type Certificate monwealth Trimmer (pages 44 and 45). land [Reference: Jane's All the World's No. A15WE was issued on November eHere is a 1971 photo ofthe Biemond Aircraft for 1945-1946]. 14, 1967. Teal CB1, N41999, serial number 1001: Additional correct answers went N41999, the Teal CB1, is currently http://1000AircraftPhotos.com/Gen­ sent in by Logan Boles, Tiburon, registered to Eric Engler of Cass City, eraIAv/BiemondTeaICB-l.htm California; John McDonald, Al­ Michigan. eGeneral Aviation News recently hambra, Illinois; Wayne Muxlow, References: carried an advertisement placed by the Minneapolis, Minnesota; Thomas eAn original photo: www.Aerofiles. current type certificate holder, Biemond Lymburn, Princeton, Minnesota; com/commtri.jpg Engineering Company, which would Clarence Hesser, St. Augustine, Flor­ eThe February 1946 issue of Fly­ like to sell the TC and associated draw­ ida; Joe Tarafas, Bethlehem, Penn­ ing magazine featured an in-flight ings, etc. Biemond acquired the rights sylvania; Wayne VanValkenburgh, photo ofthe Commonwealth Trimmer to the aircraft in the mid-1960s. Jasper, Georgia; Charles Cary, East on the cover. eAn Internet search shows that the Windsor, Connecticut; and Ken eThe October 1946 issue of Avia­ TC and its associated materials have Hecht, Caro, Michigan......

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www.l1lilwheels.com Copyright 2007 Dave Brown

VINTAGE AIRPLANE 33 BY DOU G STE WA RT

Black eye c

I woke myself up a few mornings ago rubbing my right the Berkshire Hills in western Massachusetts. Witnesses to eye quite vigorously. It was itching rather intensely. Check­ the crash said there had been a loud "bang" sounding like ing my eye out in the mirror, I found it was swollen to al­ thunder, and shortly thereafter the airplane came "diving most twice the size of my left eye. By midday that swollen out of the clouds." eye had turned into one heck of a shiner. Throughout the The local newspaper report was almost comically ig­ rest of the day, and for several days thereafter, I was al­ norant of the basic facts of aeronautics and aviation. It ways embarrassed when having to respond to the question was filled with conjecture predicated on witness accounts "How did you get that black eye?" with the answer that I from people who knew nothing about aviation. But the had done it to myself. fallacies and inaccuracies that filled As I reflected on this situation, I re­ the report were most surely accepted alized that I wasn't the only pilot to I can't think of by the readers of that publication as give himself a black eye. As regrettable gospel. And to add fuel to the fire (ac­ as it might be, it seems that pilots are any excuse, other tually there was no post-crash fire be­ doing it almost on a weekly basis, and cause the wings, containing whatever the black eye that they inflict is suf­ than for a couple of fuel was still on board, had separated fered not only individually, but also by from the airplane long before it hit the the entire Part 91 pilot population. Al­ emergency scenarios, ground, a fact left out of the newspa­ though it is only a very small handful per report), the paper included a side­ of pilots that generates negative media for violating a TFR, bar article detailing all the airplane attention, we all tend to be guilty by accidents in the county, dating all the association in the public mind. especially one such way back to the '70s. Because of our love affair with all If I knew nothing of aviation, that things relating to aviation, we as pi­ as this that had article might have inspired me to lots tend to forget that the vast ma­ call my local congressman demand­ jority of the world does not share our gained perhaps even ing that he do something to limit the passion for flight. Every time a pilot amount of aircraft that flew over the does something questionable, the me­ international exposure. county. If that article hadn't provoked dia will jump all over it. The negative a call, yesterday's article would have, image the media creates is absorbed as it reported the initial findings of by those who get their information from the daily papers, the National Transportation Safety Board (NTSB) prelimi­ radio, and television, creating an atmosphere of fear and nary report, which had just been released. aversion to everything in the sky with an engine attached The paper quoted the NTSB report fairly accurately, but to it. This mentality gets passed on to elected officials, and that report hardly presented pilots as a group of safety­ the next thing you know there is a hue and cry to limit conscious folks. The NTSB report was rather extensive general aviation in one way or another. Let me discuss for a preliminary report, stating that the accident was several examples. evidently an act of "pilot error." The pilot had been no­ Just a little over a week ago, a Cherokee Six en route tified by air traffic control (ATC) of "severe weather, off from Maine to my home base airport of 1B1 came out your right side, heading your way at 30 knots," but he did of the clouds in pieces, with the vast majority of the air­ nothing to alter course and avoid the cell. Thirteen min­ craft crashing not far from a home in a pristine part of utes after ATC advised the pilot of the weather, the pilot 34 SEPTEMBER 2007 and his passenger were dead. this time for attempting a loop from 250 feet above ground Perhaps when the final report is issued we'll know more, level and stalling and spinning out of the top of it. As in but for now, as I walk down the main street of my local the previous aCCident, this pilot took his passenger with town in a light drizzle, I see the look of fear in some folks as him on his journey west. they stare up toward a sky obscured with clouds while the It is a sad, sad fact that we are our own worst enemies sound of an airplane passes overhead. I'm surprised no one when it comes to presenting a good, positive, safe vision has asked me, "How did you get that black eye?" of aviation to the vast non-flying public. Even though it I said before that I would discuss several examples, so is only a tiny handful of pilots that gives aviation its black here'S another one. Most folks in America, regardless of eye, we must all share in the responsibility. If we witness where they live, were aware that the president of Russia pilots who are acting in a reckless or cavalier manner, it was coming to meet with our president. Their meeting is our responsibility to speak up. Say something to the was to be held at the senior Bush's Maine seaside resi­ pilot. Say something to the authorities, if necessary. It is dence. You didn't have to be a pilot to know this, as it was not only our insurance premiums that escalate every time headline news everywhere. a dumb pilot does something stupid; the hue and cry of Pilots learned early, through numerous sources, that those who would limit our flying freedoms soars as well. a temporary flight restriction (TFR) would be established Although my aging body might be susceptible to an oc­ over Kennebunkport during this presidential conclave. casional self-inflicted black eye, I sure don't want to give One didn't need any kind of special equipment to un­ one of the things I love the most, aviation, a black eye. derstand the limits of the TFR, as the New York sectional Nor do I want anyone else inflicting that black eye. I want chart depicts the entire area of the TFR in white. It re­ to be sure that no one is trying to stop any of us from fly­ quires no intelligence whatsoever to understand that if ing when there are ... blue skies and tail winds. one wanders into the boundaries of this area, so clearly delineated on the chart, while the TFR is active, one will Doug Stewart is the 2004 National CFI of the Year, a NAFI be intercepted and face disciplinary action. Master Instructor, and a des ignated pilot examiner. He oper­ Despite the problems that the flight service station was ates DSFI Inc. (www.DSFlight.com) based at the Columbia undergoing at the time, every briefer I spoke to over a County Airport (1B1)...... five-day period made sure that I was aware of the TFR. Ev­ ery time I checked my e-mail there was an announcement from one organization or another of the TFR . How could anyone miss this one? Yet there are now six pilots who AERO CLASSIC have had their pilot certificates suspended for a manda­ "COLLECTOR SERIES" tory 90 days because they violated the TFR. I must admit that I really don't feel sorry for them, Vintage Tires but I do feel sorry for all the rest of us, who now face fur­ New USA Production ther scrutiny from overzealous politicians because of that Show off yo ur pride and joy with a handful of inattentive pilots. I can't think of any excuse, fresh set of Vintage Rubber. These other than for a couple of emergency scenarios, for violat­ newly minted tires are FAA-TSO' d ing a TFR, especially one such as this that had gained per­ and speed rated to 120 MPH. Some things are better left the way they haps even international exposure. I know I am not alone were, and in the 40's and 50's, these tires were perfectly in as I rub my sore eye. tune to the exciting times in aviation. The last example I'd like to discuss did receive national Not only do these tires set your vintage plane apart from exposure. Sometimes Darwin Award winners gain that kind the rest, but also look exceptional on all General Aviation of notoriety. I am sure that many of you have heard of the aircraft. Deep 8/32nd tread depth offe rs above average pilot who, upon witnessing Matt Younkin fly his routine tread life and UV treated rubber resists aging. in the Beech 18 at Sun 'n Fun Fly-In at Lakeland, Florida, First impressions last a life time, so put these decided he could do the same thing in his Baron. He even bring back the good times... .. tried it flying home from the event but was stopped by a New General Aviation Sizes Available: passenger sitting in the right seat. But that did not keep 500 x 5, 600 x 6, 700 x 8 him from continuing to try, and about two weeks after Sun Desser has the largest stock and 'n Fun he found out the hard way that he really couldn't selection of Vintage and Warbird roll his Baron. He won the Darwin Award for his efforts, but tires in the world. Contact us the really sad thing is that his four passengers didn't merely with end up with the black eyes all the rest of us suffered; they Telephone: 800-247-8473 or were all removed from the gene pool along with the pilot. 323-721-4900 FAX: 323-721-7888 And he wasn't the only pilot since that April gather­ r lf;r~~~ 6900 Acco St., Montebello, CA 90640 3400 Chel sea Ave , Memphis, TN 38t06 ing to do such a foolhardy thing. Toward the end of June, TIRE &: RUBBER COMPANY ___~-= www.desser.com about 40 miles south of lBl, another pilot got the award, 1920•• .. VINT AGE A I R P LANE 35 BY BUCK HILBERT

One of my favorite stops

You've heard me mention this flight clothing of the eras they repre­ and extra belted ammunition, both place before, but if you've been read­ sent. From 1911 to the present. of which were added from the mu­ ing my column for a few years, I'll First things first, the restrooms are seum's collection. We were pleased to bet you can tell it's one of my favor­ very near the entrance. That chore see its prominent display. ite spots to stop. On the way to Sun accomplished, my wingman Jim Dier The museum is arranged to portray 'n Fun, a slight deviation brought us and I looked up Steve Maxham, the the progreSSion of Army aviation from to the U.S. Army Aviation Museum executive director. Steve recognized the Civil War to the action of today, (www.ArmyAvnMuseum.org) at Fort our names right away, and we got the along the way highlighting World Rucker, Alabama. What a preserva­ royal treatment. War I, the Tex-Mex (Poncho Villa) ac­ tion of military aviation history! Jim and I had arranged for the do­ tion, the first artillery and liaison air­ Located in the southwestern corner nation of a World War I Vickers ma­ craft before and during World War II, of Alabama near the cities of Daleville chine gun that Jim's neighbor had Korea, Vietnam, and the development (where the front gate is located), found in his attic. This man, in his of the helicopter. Ozark, and Enterprise, the collection 70s, worried that the Bureau of Alco­ The museum is currently updating begins with a Ken Hyde--built replica hol, Tobacco, and Firearms was going its unmanned aerial vehicle display to of the 1911 Wright brothers' Model to come down on him for posseSSion illustrate how effective these eyes in the B and continues up through the lat­ of a machine gun, and he called Jim sky are. Those of you interested in radio­ est examples of combat and transport for advice on how to dispose of the control models would turn green with helicopters used by the Army today. vintage weapon. envy at their level of sophistication. Entry to Fort Rucker is a bit intimi­ Jim called me, and after seeing its The main hall is cavernous. There dating due to the security aftermath almost pristine condition and real­ are several full-size dioramas depicting of September 11. However, producing izing it was a World War I airborne World War II uses of the ilL" planes, acceptable ID got us a pass and direc­ gun, we decided to donate it to the helicopter operations, cutaway air­ tions to the facility. U.S. Army Aviation Museum. planes and helicopters, and virtually Museum admission is free. For a Steve directed us to where it's dis­ one of every type of liaison airplane facility as significant as this, that's a played in the World War I Exhibit hanging from the rafters (L-2, L-3, L-4, real bonus. Just inside the entry are Hall in a special case complete with a L-16, L-17, and L-20) along with an six life-size bronze figures dressed in historical description as well as sights Otter and helicopters of all sizes and 36 SEPTEMBER 2007 tion. And in recorded cases, they sup­ plied encircled and trapped troops with food, water, blankets, ammuni­ tion, and fuel. The museum also has a Hall of ::; Fame with many names of individ­ => ~ uals who flew these missions. Most => ~ impressive. Many of them were lost ir.o'--t.....r ~ in action; others survived and went ~ on to become well-known. All de­ >­ ~ serve recognition and acclaim. They

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V I NTAG E AIRPLANE 37 Getting Your A&P Rating continued from page 17 The fol/owing list ofcoming events manual provided no answers. is furnished to our readers as a mat­ When the FAA had to disclose all ter of information only and does not written test questions complete with constitute approval, sponsorship, in­ answer choices, they tried to "stan­ volvement, control, or direction ofany dardize" designated mechanic examin­ event (fly-in, seminars, fly market, ers. This required each DME to attend an FAA 24-hour initial standardization etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. clinic, followed by 16-hour clinics every Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintageaircraft@eaa. two years. The time requirements were org. Information should be received four months prior to the event date. reduced and now are eight-hour clinics every two years. The FAA inspectors in SEPTEMBER 13-16-Benton Harbor, MI­ Airport (C55) EM Chapter 682 Ay-In International Cessna 120/140 Annual Breakfast 7am-12pm For information call charge of the initial clinics said that the Flyin at Southwest Michigan Regional Dr. Glen Orr 815-735-7268 oral/practical examinations were now Airport BEH, hosted by Victor Grahn, SEPTEMBER 21-22-Bartlesville, OK-Frank the "discriminator" for issuance of the Email: [email protected] Phillips Field (BVO). 51st Annual Tulsa mechanic certificate and that the failure SEPTEMBER I S-Jacksonville, IL-(UK) 23rd Regional Fly-In. Antiques, Classics, rate should be around 10 percent. Hear­ Midwest Stenson Reunion, Flyout lunch Light Sport, Warbirds, Forum, Type to Zelmer Info: 630-904-6964 Clubs. Info: Charlie Harris 918-622­ ing this from the FAA was a shock, and I SEPTEMBER 15-16--Teterboro, NJ­ 8400 www.tulsaflyin.com returned my DME to the FAA in 1987. I Teterboro Airport Wings and Whee ls SEPTEMBER 22-23- Winchester, VA-Winchester never believed in "quotas!" Expo sponsored by the NJ Aviation Hall Regional Airport (KOKV) EM 186 Fall The inspection authorization exami­ of Fame and Museum featuring WW Fly-in Pancake breakfast 8 AM to 11 nation was the most difficult FAA exam II B-17, C-54 Skymaster, WW II C-47 , AM both days. Aircraft judging, displays, vintage cars and more 9 am to 5 pm more. www.eaa186.org. Richard Largent: I have ever taken. I was in the FAA office $10/adults; $5/12 and under; FREE/5 [email protected] for 6-1/2 hours. My test came before mi­ and under Ca ll (201) 288-6344 for OCTOBER 5-7-Camden, SC-Kershaw crofiche, so I had to hand-carryall the more information. County Airport (KCDN). VM Chapter 3 Fall hard copies of the necessary regulations SEPTEMBER 16--Tunkhannock, PA­ Fly-In. All classes welcome. BBQ on field and publications into the office. It took Skyhaven Airport 76N Skyhaven All Fri. Evening. EM judging all classes Sat. You Can Eat Pancake Breakfast and Banquet Sat. Nite. Info: Jim Wilson 843­ two trips because the boxes were heavy! Craft Show 7:30 am-l pm $6.00 753-7138 or eiwilson@homexpressway. I have been involved in aircraft adults, $3.00 children Vintage airplane net maintenance for more than 50 years displays. OCTOBER 5-7-St. Louis, MO-Creve Coeur and hold the Charles Taylor Master Me­ SEPTEMBER I -Marion, IN-Marion Airport (lHO) The Monocoupe Club Fly-In & chanic Award. I have also been flying Municipal Airport (MZZ). 17th Annual Reunion www.monocoupe.com Fly-In Cruise-In. 7:00am until 2:00pm. OCTOBER 10-14--Tullahoma, TN-"Beech for more than 50 years, starting both as This annual event features antique, Birthday Party 2007" Staggerwing, a mechanic and student pilot in 1956. classic, homebuilt, ultralight and warbird Twin Beech 18, Bonanza, Baron , Beech The career is rewarding, but I will have aircraft as well as vintage cars, trucks, owners& enthusiasts. Info 931-455-1974 to say the pay is not commensurate motorcycles, and tractors. An all-you-can­ eat Pancake Breakfast is served, with with the responsibility carried by the -; all proceeds going to the local Marion mechanic. I remember attending classes High School Marching Band. WWW. 2007MAJOR at Northrop Institute for 35 hours per FlylnCruiseln.com Info: Ray Johnson week and working 30 to 40 hours per (765) 664-2588 or [email protected] FLy-INS week. I worked on sheet metal aircraft SEPTEMBER I -Zanesville, OH-Riverside For details on EAA Chapter fly·ins and other local avi· repairs, primarily repairing wingtips Airport (OH36) EM Chapter 425 Pancake Breakfast 8:00 AM till 2:00 PM All you ation events, visit www.eaa.orgjevents and engine speed rings for mil itary can eat pancakes, sausage and drink C-47 ships. For this I was paid $1.50 $5.00 for adults $2.50 for children under EAA Southeast Regional Ry-In per hour, and I worked after class every six. Lunch items served after 11:00PM Middleton Field Airport (GZH), Evergreen, AL Contact: Chuck Bruckelmeyer Phone: day from 4 to 10 p.m. and on Saturdays. October 12-14, 2007 The owner told me he would give me a (740) 454-7487 SEPTEMBER 2-Mondovi, WI-21st Annual www.SERFI.org "substantial" raise when I received my Log Cabin Airport Ay-In. Doug Ward, Owner/ A&P. He did give me a raise, from $1.50 Operator, 715-287-4205. Lunch @ noon. per hour to $1.60 per hour! SEPTEMBER 8-Newark, Ohio-Newark­ Copperstate Regional EAA Ry-In My career shifted to Reedley Heath Airport (VTA) Annual Fly-In/Drive-In Casa Grande (Arizona) Municipal Airport (CGZ) Breakfast "Pancakes and More," Young Community College in Reedley, October 25-28, 2007 Eagles Flights, Vintage Airplanes, California, where I taught general Classic Cars, Tom McFadden 740-587­ www.copperstate.org and airframe subjects for 31 years. It 2312; email: [email protected] was a good career...... SEPTEMBER 9-Mt. Morris, IL-Ogle County 38 SEPTEMBER 2007 Something to buy , sell, or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail ([email protected] using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.

MISCELLANEOUS Aeronca Control Wheel Badges - New reproductions made exactly like the Airplane T-Shirts originals. $225 per pair. Orders must 150 Different Airplanes Available be placed by October 15th. Info: WE PROBABLY HAVE [email protected] or Send a SASE YOUR AIRPLANE! to VintagePilot Media, PO Box 3954, www.airplanetshirts.com Oshkosh,W154903-3954 1-800-645-7739 GET CONNECTED ... CLASSIC AIR RACE FILMS. 1929-1949 Stay Informed Flying wires available. 1994 pricing. National Air Race films on DVD. Visit Visit www.f/yingwires.com or call www.NationalAirRaces.net or call E-mail is the easiest way for 800-517-9278. 1-888-NAR-8886 you to get comeded to the EAA BABBITT BEARING SERVICE - rod community and stay informed. SERVICES bearings,main bearings,bushings, master By sharing your e-mail address rods, valves, piston rings. Call us Toll Free Always Flying Aircraft Restoration, LLC with us, you'll receive: 1-800-233-6934, e-mail ramremfg@aol. A&P I.A.: Annual, 100 hr. inspections. • EM's e-Hodine electronic newsleHer com Website www.ramengine.com Wayne Forshey 740-472-1481 VINTAGE ENGINE MACHINE WORKS, Ohio - statewide. • Information on EAA events N. 604 FREYA ST., SPOKANE, WA 99202 • The lalest aviation industry updates • And requests for your feedback on current Aircraft Construction and Restoration, ENGINES Russ Lassetter, Cleveland, GA. 706­ aviation issues. 1916 Curtiss OX-5, 9O-hp engine complete. 348-7514 Partially restored, extra accessories, Getting connected is easy: parts, gearbox with Scintilla Magneto, log on to www.eaa.org/email Mahogany desktop models, caps, and and special machine tooling for overhaul. and flll in the form shirts. Pratt &Whitney merchandise. Best offer. FL 305-233-3769 All types of desktop models available, crop duster models and prints. Custom Changed your e-mail address? desktop models of your plane. E-mail for AIRCRAFT Let us knowl complete list and price. CRPDSTRS@ Wag-Aero Sportsman 2+2 - 4 seat, Piper AOLCOM STOL aircraft. Fuselage, elevator, rudder and landing gear structurally complete. 1939 Spartan Executive - SN 26 n 3600 Call 360-956-1295 for additional Hrs, 60 SMOH 214-354-6418 information. $5,000 Your name and e-mail address win neIIeI" be shared wi1h a Ihird par1y. See our prMxy policy at www.eaa.Of9J.disdaimer.htmI.

VINTAGE AIRPLANE 39 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION EAA's VINTAG E AIRCRAFT ASSOC IATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-President Geoff Robison George Daubner Web Sites: www.vintageaircra ft.org, www.airvent!lre.org, www.eaa.org/memberbenefits 152 1 E. MacGregor Dr. 2448 Lough La ne New Haven, I 46774 Hartford, WI 53027 E-Mail: [email protected] 260·493·4724 262-673-5885 EAA and Division Membership Services Flying Start Program ...... 920-426-6847 cl/ie{[email protected] vaa{l),[email protected] 800-843-3612 ...... FAX 920-426-6761 Libra ry Services/Research ...... 920-426-4848 Secretary Treasurer Steve Nesse Charles W. Harris (8:00 AM-7:00 PM Monday- Friday CSn Medical Questions ...... 920-426-6112 2009 Highland Ave. 7215 East 46th St. -New/renew memberships: EAA, Divisions Technical Counselors ...... 920-426-6864 Albert Lea, MN 56007 Tulsa, OK 7414 7 507-373·1 674 918-622-8400 (Vintage Ai rcraft ASSOCiation, lAC, Warbirds), Young Eagles ...... 877-806-8902 [email protected] cwh@h vsu.com National Association of Flight Instructors Benefi ts (NAFI) AUA Vintage lnsurance Plan .....800-727-3823 -Address changes EAA Ai rcraft Insurance Plan .... . 866-647-4322 DIRECTORS -Merchandise sales Term Life and Accidental ...... 800-241-6103 -Gift memberships Steve Bender Jeannie Hill Death Insurance (Harvey Watt &: Company) 85 Brush Hill Road P.O. Box 328 EAA Platinum VISA Card ..800-853-55 76 ext. 8884 Programs and Activities Sherborn, MA 01770 Harvard, IL 60033·0328 EAA Aircraft Financing Plan . . . . 866-808-6040 EAA Ai rVenture Fax-On-Demand Directory 508-653-7557 815-943·7205 EAA Enterprise Rent-A-Car Program sst 1()@co mcast,net [email protected] ...... 732-885-67 11 ...... 877-GAI-ERAC Auto Fuel STCs ...... 920-426-4843 David Bennett Espie "Butch" Joyce Editorial...... 920-426-4825 Build/restore information ...... 920-426-4821 375 Killdeer Ct 704 N. Regional Rd. VAA Office ...... FAX 920-426-6865 Lincoln, CA 95648 Greensboro. NC 27409 Chapters: locating/organizing ....920-426-4876 916·645-8370 336·668-3650 [email protected] [email protected] Education ...... 888-322-3229 - EAA Air Academy EAA Aviation Foundation John Berendt Steve Krog - EAA Scholarships Artifact Donations ...... 920-426-4877 7645 Echo Point Rd . 1002 Heather Ln. Cannon Falls, MN 55009 Hartford, WI 53027 Flight Advisors information ...... 920-426-6864 Financial Support ...... 800-236-1025 507-263·2414 262-966-7627 Flight Instructor information .....920-426-6801 mjbfchld@rconnect. com sskrog@aol. cOt ll

Dave Clark Robert D. "Bob" Lumley MEMBERSHIP INFORMATION 635 Vestal Lan e 1265 South 124th St. Plainfield, IN 461 68 BrOOkfield, WI 53005 EAA lAC 317·839-4500 262-782-2633 Membership in the Experimental Ai rcraft Current EAA members m ay jo in the davecpd@;quest.net iumper@execpc .com Association, Inc. is $40 for one year, incl ud­ International Aerobatic Club, Inc. Divi­ John S. Copeland Gene Morris ing 12 issues of SPORT AVIATION . Family sio n and receive SPOR T AEROBATICS lA Deacon Street 5936 Steve Court membership is an additional $10 annuall y. magazine for an additional $45 p er year. Northborough, MA 01532 Roanoke, TX 76262 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ 508-393-4775 817-491-9110 copeland l @jllllo.com genemorris@Charter,,,et is avail able at $23 annually. All major credit ICS magazine and one year membership cards accepted for membership. (Add $16 for in the lA C Division is available fo r $55 Phil Coulson Dean Richardson Foreign Postage. ) p er year (SPORT AVIA TION m agaZine 28415 Springbrook Dr. 1429 Kings Lynn Rd n o t include d ). (A d d $ 18 for Foreig n Lawton, MI 49065 Stoughton, WI 53589 269·624·6490 608·877·8485 EAA SPORT PILOT Postage.) rcou /sot'S [email protected] [email protected] C urrent EAA m embe rs m ay add EAA SPORT PILOT magazine for an addition al WARBIRDS Dale A. Gustafson S.H. "Wes" Schmid $20 per year. Current EAA members m ay join the EAA 7724 Shady Hills Dr. 2359 Lefeber Avenue Indianapolis, IN 46278 Wauwatosa, WI 53213 EAA M embership and EAA SPORT Warbirds of Am erica Di vision and receive 317·293·4430 414-77 1-1545 PILOT m agazin e is availab le fo r $40 per WARBIRDS magaZine for an additional $45 dalefaye@mst, .com sl/ scJimid@11I iiwpc.com year (SPORT AVIATION m agaZi ne n ot in­ per year. cluded). (Add $16 fo r Foreign Postage_) EAA Membership, WA RBIRDS m aga­ zine and one y ear m e mbe rship in t h e DIRECTORS VINTAGE AIRCRAFf ASSOCIATION Warbirds Division is available for $55 per Current EAA m embe rs may jo in the year (SPORT AVIATION magaZine n ot in­ EMERITUS Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage.) Gene Chase E.E. "Buck" Hilbert VINTAGE AIRPLANE magaZine for an ad­ 2159 Carlton Rd. 8102 Leech Rd. Oshkosh, WI 54904 Union, IL 60180 ditional $36 per year. FOREIGN MEMBERSHIPS 920-23 1-5002 815·923-459 1 EAA Membership, VINTAGE AIRPLANE Pl ease submit your remittance with a GRCHA @charter.llet buck7ac@dls,net magazine and one yea r membership in the EAA ch eck or d raft drawn on a United States Ronald C. Fritz Vi ntage Aircraft Association is ava ilable for $46 bank payable in United States dollars. Add 15401 Sparta Ave. per yea r (SPORT AVIATIO N magazine not in­ req uired Foreign Postage amount for each Kent City, MI 49330 cluded). $7 membership. 616-678-5012 (A dd for Foreign Postage.) rFritz@pathway"et.com Membershi p dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright ©2007 by the EAA \lntage Aircrafi Association, All rights reserved. VINTAGE AIRPlANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA \lntage Aircrafi Associalion of the Experimental Aircrafi Association and is published monthly at EAA Avia­ tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected]. Membership to \lntage Aircrafi Association, which includes 12 issues 01 \lntage Airplane magazine, is $36 per year for EAA members and $46 for noo-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distributioo Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: [email protected]. FOR­ EIGN AND APO ADDRESSES - Please allow alleast two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via suiface mail. ADVERTISING - \lntage Aircrafi 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 POUCY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Malerial should be sent to: Editor, VINTAGE AIRPlANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AViATlON®. the EAA Logo® and Aaronautica™are registered trademarks. trademarks, and service marks of the Experimental Aircrafi Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

40 S E PTEM B E R 2007 participate in this annual gathering and pleased to help provide Ant'Art: Beach Boys and nightly movies at

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