Vintage Airplane - Sep 2007

TOM POBEREZNY
PRESIDENT

Guest editorial from fAA 's president

AirVenture thoughts-something for everyone in aviation
As this issue goes to press, EAA Air­
Venture Oshkosh 2007 has just con­
cluded. As I think back over my 30 years
as chairman of "Oshkosh," it is clear the
depth, diversity, and growth of our con­
vention has exceeded all expectations.
There is truly something for everyone in
the aviation community at AirVenture.
Oshkosh is the home of innovation,
new design, technology, and craftsman­
ship. This was never more evident than
on opening day when a multitude of
announcements took place. It began
with the surprise arrival of the Eclipse
Single-engine concept jet. Then Cessna
unveiled its new light-sport aircraft ... the
SkyCatcher. Shortly thereafter, Cirrus
announced its entry into the light-sport
aircraft marketplace with its new Cirrus
SRS. This list continued ... Epic Aircraft,
RotorWay, Son ex, and others. The an­
nouncements indicate these are some
of the best times in general aviation his­
tory. Technology and innovation are
making a major impact.
EAA's own new technology was also
evident, as more than 1.25 million
people from all over the world partici­
pated in Oshkosh without leaving their
homes, by way of AirVenture.org. Those
virtual attendees viewed EAA's Bright­
cove multimedia offerings almost a
quarter million times, and they vis­
ited almost 4 million separate EAA web
pages. These metrics indicate, without
doubt, the value of EAA's new media
knowledge and information content,
an area we are continuously improv­
ing. Keep visiting on the Web as we
will continue to publish multimedia
stori es about the spirit that infuses
EAA-from the aircraft our members
build or fly, to technical forums, chap­

ter activities, and treasures from our
world-class archives.
Thirteen years ago, EAA had a vision
to grow the ranks of those who enter
the world of aviation. That vision culmi­
nated in the sport pilot/light-sport air­
craft regulations. During the past three
years we have spent significant resources
developing and promoting a whole new
aviation infrastructure built around
these regulations.
EAA's vision was validated when
Cessna and Cirrus announced their
new light-sport aircraft. It reinforced
our vision for entry-level participation
by a whole new group of people, while
at the same time negating the percep­
tion that sport pilot was a certificate
only for those who had lost or feared
losing their medical.
At its height, aviation had more than
800,000 active pilots. The latest figures
indicate there are just shy of 600,000
U.S. pilots. A major reason for the drop
is that pilots trained during World War II
or on the GI Bill have been leaving avia­
tion because of age and related reasons.
We need to replace them. We need to
compete with other recreational activi­
ties for discretionary time and dollars.
That is where sport pilot and light-sport
aircraft come in. Aviation is not going
to remain dynamic and strong with
600,000 pilots. We need a million pilots.
Our vision for the future incorpo­
rates EAA chapters, the National Asso­
ciation of Flight Instructors, and other
EAA resources to encourage people to
learn how to fly.
At AirVenture, we introduced the
Learn to Fly Center, which received
thousands of visitors. If EAA can en­
courage thousands of people to build

airplanes-1O.5 percent of the GA fleet
is experimental aircraft-then we can
also encourage hundreds of thousands
of people to learn to fly. A critical part
of learning how to fly is a sense of com­
munity. EAAers, better than anyone,
can provide newcomers mentoring and
paths to participation.
EAA AirVenture Oshkosh 2007 was
a milestone. Our vision for sport pilot/
light-sport aircraft was validated. Our
mission of outreach to young people
who might swell the pilot population
was reinforced with the introduction of
a new student membership.
AirVenture was also about advocacy.
Government representatives heard your
concerns on user fees throughout the
week. In addition, seven members of
the House Aviation Subcommittee, in­
cluding chairman Jerry Costello, D-Illi­
nois, and Wisconsin Rep. Tom Petri, the
ranking Republican on the panel, visited
with EAAers for an entire day to discuss
user fees and modernization of the air
traffic system. Meanwhile, Sen. Jim In­
hofe, R-Oklahoma, attended AirVenture
for the 29th year, camped here with his
family, and talked to EAAers at Member
Village about user fees.
These are examples of EAA's impor­
tant proactive advocacy. We address is­
sues by bringing legislators and officials
into the field with EAA members and
the aviation community. This was re­
inforced at the Meet the Administrator
session when FAA Administrator Marion
Blakey introduced members of her se­
nior team, many who were in Oshkosh
over several days.
EAA AirVenture may last only one
week, but its Significant impact is felt
year-round.

N E
VOL. 35, NO.9

2007

AUGUST

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

36

Pass It to Buck
One of my favorite stops
by Buck Hilbert

38

Calendar

39

Classified Ads

COVERS

FRONT COVER Giles Allard of Newington, Connecticut captured this nice shot of Bob Lock in his recently
restored Command-Aire 5C3 N997E. Bob spent over a decade restoring the derelict airframe, which was
originally completed by the Little Rock. Arkansas company on October 15, 1929, only days before the stock
market crash that marked the beginning of the Great Depression. See the story beginning on page 6.
BACK COVER: Aviation artist Kendra Helvey of Poplar Grove, Illinois, created this pencil sketch of the Rez­
ich family's various Travel Air biplanes. The [).4000, NC8115 owned by Mike Rezich from 1940-1981 is
on the left, There are two Travel Air 2000's, later converted to D4-D maceIs; NC661H (1937-1941) in the
center and NC606K (1950-present) is on the right. See the note in VAA News concerning a limited run of
tee-shirts available with this outstanding artwork.

STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Executive Assistant
Managing Editor
News Editor
Photography
Advertising Coordinator
Classified Ad Coordinator
Copy Editor
Director of Advertising

Tom Poberezny
David Hipschman
H.G. Frautschy
Jillian Rooker
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Kratz
Sue Anderson
Oaphene VanHullum
Colleen Walsh
Katrina Bradshaw

Display Advertising Representatives:
Northeast: Allen Murray
Phone 8S6-229-7180, FAX 856-229-7258, e-mail: [email protected]
Southeast: Chester Baumgartner
Phone 727-532-4640, FAX 727-532-4630, e- mail: [email protected]
Central: Gary Worden
Phone 800-444-9932, FAX 816-741-6458. e-mail: [email protected]
Mountain & Pacific: John Gibson
Phone 916-784-9593, e-mail: [email protected]
Europe: Willi Tacke
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
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.

~

NO!

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.
liThe first user fee is just the first
step," Poberezny emphasized . "This
is serious business, and it's extremely
important that members get involved
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

GA leaders (I to r) Tom Poberezny, Ed Bolen, Pete Bunce, and Phil Boyer at the
AirVenture GA user-fee panel discussion.

Concerns Over FAA's Field Approvals Policy Dominate

'Type Club Issues' Meeting

BY DAVID SAKRISON

Some members of the general avia­
tion (GA) community and GA aviation

approval process handled through FAA

this fall , explaining the 337 and STC ap­

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,

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

The 337 / STC policy was the topic

GA Aircraft Issues meeting. Held each

FAA officials responded that the pol­

year at AirVenture, the meeting brings to­

icy change was necessary. "Some of the

gether leaders from the agency and the

337 field approvals [that were granted

337s fell way outside the standards" for
field approvals.
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
Earl lawrence, EAA vice president of in­

plexity of the modification increases,

other issues that need to be resolved ,

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
Petri (R-Wisconsin), ranking commit­
tee member and representative of the
district including Oshkosh, Wiscon­
sin; Mazie Hirono (D-Hawaii); Candace
Miller (R-Michigan); Vern Ehlers (R­
Michigan); Leonard Boswell (D-Iowa);
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
people who represent them in Washing­
ton, including President Bush, to em­
phasize their stance against user fees.
They urged people to send letters and
e-mails and to make phone calls to let
Congress know that user fees are unnec­
essary and would not provide as much
needed revenue for the future of aviation
as does the current, tax-based system.
Costello also stressed that there is lot
of pressure to get appropriations legisla­
tion on the floor, and that the existing
FAA authorization expires September
30. "Time is of the essence," he said.
"The only way we will win is if you take
action, and take action immediately."

EAA Urges Members
to Contact Congress
EAA followed up its AirVenture us­
er-fee campaign with a mass e-mail
appeal to members urging them to
contact their congressional represen­
tatives and voice their support for
H.R. 2881. That bill would largely
preserve the current funding model
and provide adequate revenues for
not just the current system, but also
the next-generation air traffic control
development. Learn more about how
you can join the campaign at www.
EAA. org/userfees.

Back Cover Artwork T-Shirts
T-shirts of our back cover artwork
of the Rezich family Travel Airs are
available in large and extra-large
4

SEPTEMBER 2007

sizes. Price is $35, with a portion go­
ing to the Travel Air Restorers Asso­
ciation (TARA). Send payment to Jim
Rezich, P.O. Box 571, Winnebago,
IL 61088.

for homebuilders for the quality of
designs and airplanes."
EAA President Tom Poberezny
spoke on behalf of the organiza­
tion, stating, "We are truly sad­
dened by the passing of one of our
early members."

Ed Marquart
Edwin E. "Ed" Marquart, a promi­
nent figure of the early homebuilt
and restoration movements and EAA
Chapter I, died peacefully of natural
causes early Wednesday morning,
July 4, at the age of 85. Ed worked
at historic Flabob Airport, River­
side, California, from 1955 until two
weeks before he passed away. Nearly
500 plan sets of his most popular
design, the MA-5 Charger biplane,
were sold. Ed was EAA member 198.
Up until two weeks before his death,
Marquart had been working on the
restoration of his Buhl Air Sedan.
EAA Fou nder and Chairman Paul
Poberezny said Ed Marquart was one
of the important people who made
Flabob su ch an important location
for the homebuilt movement, espe­
cially in EAA's early years.
"Like so many of the fellows at
the begi n ning of our organization,
Ed liked the idea of forming EAA
and what it had to offer, and he
contributed a lot to the movement,"
he said. "People are still building his
airplanes, scratch-built rather than
assembly. Back in Riverside, he and
Ray Stits and all those fellows at the
airport created a hotbed of home­
building as a result of the EAA.
"That group contributed a great
deal to support my beliefs of put­
ting hand and mind to work and
being creative. They set a standard

~

Tom Poberezny and Kate Meredith
stand before the magnificent gift
from the Meredith family

A Wish-Fulfilling Gift
Toward the end of the Memorial
Wall ceremony held on Sunday morn­
ing, EAA Director of Flight Operations
Sean Elliott landed on nearby Pioneer
Airport in a magnificent 1932 Waco
UEC cabin biplane. Kate Meredith and
her family then donated the restored
classic (NC12472) to EAA in honor of
her late husband, Ted, who passed
away in 2003.
" It was always Ted ' s wish to re­
store the airplane, " she said . "After
he passed, the family was determined
to finish the project. " Ted also in­
tended for the airplane to be donated
to EAA, where it could fly among the
other classic antiques at Pioneer Air­
port before being displayed at the EAA
AirVenture Museum.
"We truly appreciate this wonder­
ful donation," said EAA President Tom
Poberezny. " It's a beautiful airplane.
Ted 's love of flight was very strong. "
Well-known aircraft restorer Troy
Westrum led the three-year restoration ,
and the airplane scored a runner-up
award in the Silver Age (1928-1936)
Antique Classic category this year.

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 Aircraft Association 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
Runner-Up
Dean Maupin. Davenport. IA
1943 Boeing Stearman. N556DM

Antique Reserve Grand Champion

Roy Redman. Owatonna. MN

1931 Waco (lCF. NC11457


Outstanding Transport Category
Joseph Shepherd. Fayetteville. GA
1936 Lockheed 12A. N2072

Old Style Aircraft Company

Creve Coeur. MO

1931 Waco (lCF. N12428


Outstanding Customized Aircraft
Myrt Rose. South Barrington. IL
1941 Piper J-3 C-65. N35224

Judges Choice


Bronze Age (1937-1941)
Bronze Age Outstanding Closed Cockpit Monoplane
Vernon Heyrman. De Pere. WI
1940 Cessna Airmaster. NC237E
Bronze Age Outstanding Closed Cockpit Biplane
Lloyd Cizek. Amery. WI
1940 Beech D17S. N20779
Bronze Age Runner Up
Craig Young. Hudson. WI
1940 Piper J-3 C-65. NC32562
Silver Age (1928-1936)
Silver Age Outstanding Open Cockpit Biplane
Ron Alexander. Griffin. GA
1928 Stearman Aircraft C3-B. N8835
Silver Age Runner Up
Edwin Meredith. Des Moines. IA
1932 Waco UEC. NC12472
Bronze Lindy

6

SEPTEMBER 2007

Gold Lindy


AI Stix. Historic Aviation Museum

Glenn Peck. restorer/pilot. Maryland Heights. MO

1919 de Havilland DH-4M2A. NX3249

CLASSIC AWARDS (September 1945 thru 1955)

Plaques (Small)

Outstanding Beech

Roland SchabIe. Janesville. WI

1954 Beech E35. N3490B

Outstanding Cessna 120/140

D. Westrum. West Des Moines. IA
1946 Cessna 120. NC76189
Outstanding Cessna 170/180
Donald Lindholm. Phoenix. AZ
1951 Cessna 170A. N1424D
Outstanding Cessna 190/195
Jim Karlovich. Kingston. GA
1953 Cessna 195B. N2118C
Outstanding Navion
Robert Kosztyo. Apalachin. NY
1950 Navion A. N5168K

World War II Military Trainer/Liaison Aircraft
Champion
Frank Iacovelli. Arlington Heights. IL
1940 Boeing A75. N725FR

Outstanding Stinson
Steven Smith. Santa Rosa. CA
1946 Stinson 108-1. NC97979

Transport Category Champion
Harry Woolridge And Ron Waldron. Mcalpin. FL
1929 Travel Air 10-0. NC418N

Outstanding Swift
Stephen Wilson. Granbury. TX
1948 Temco GC-1B. N77753

Customized Aircraft Champion
John Hodgson. Zephry Cove. NV
1943 Boeing B75N1. N450SH

Outstanding Limited Production
Richard Epton. Brooks. GA
1949 Bucker BU-181. N94245

Bronze Age (1937-1941) Champion
Richard Rezabek. Canyon Country. CA
1937 Stinson SR-9F. NC18425

Preservation
Ronald French. Anthem. AZ
1949 Ryan Navion. N4969K

Silver Age (1928-1936) Champion
Jeremy Redman. Northfield. MN
1931 Waco (lCF. N11424

Custom Class A (O-SO hpj
Dan Schumaker. Glenville. MN
1946 Aeronca 7AC. NS2975

Golden Age (1918-1927) Champion

Charles Wentworth. Paso Robles. CA

1927 Stinson SM1-B. N7468B


Custom Class B (S1-150 hpj
Duane Oosterhuis. Ozark. MO
1946 Silvaire Luscombe SA. N1071K

Custom Class C(151-235 hpj
Daniel Cammack, Dodge City, KS
1946 Temco GC-l B, N80791

Outstanding Cessna 170/172/175
Robert Schaefer, Tryon, NC
1957 Cessna 172, N8377B

Custom Class D (236 - up hpj
Michael Hickethier, Wadsworth, OH
1952 Cessna 195B, N3064B

Outstanding Cessna 180/182/210
Todd Childerhose, Aurora, ONT, CAN
1958 Cessna 182A, CFKJW

Plaques (Large)

Outstanding Mooney
Raymond Miller, Colorado Springs, CO
1962 Mooney M20C, N6402U

Best Custom Runner Up
George Willford, Waterville, OH
1953 Cessna 170B, N3098A
Bronze Lindy

Outstanding Piper PA-18 Super Cub
Loren Kopseng, Bismarck, ND
1960 Piper PA-18-150, N3574Z

Class I (0 - 80 hpj
Joel Severinghaus, Des Moines, IA
1946 Taylorcraft BC12-D, NC96130

Outstanding Piper PA-24 Comanche
Denn is Carew, Appleton, WI
1963 Piper PA-24-250, N250LJ

Class II (81 - 150 hpj
David Powell, Rodgers, AR
1953 Anderson Greenwood AND-51 -A, N3904K

Outstanding Piper PA-28 Cherokee
John Ditchie, Glen Ellyn, IL
1966 Piper PA-28-140, N7122R

Class III (151 - 235 hpj
Bob Brandt, Schaumburg, IL
1954 Cessna 180, N3890C

Outstanding Limited Production
Marilyn & Richard OIwin, Jemez Springs, NM
1969 Navion H, N2533T

Class IV (236 - up hpj
Jack Pelton, Wichita, KS
1955 Cessna 195B, N2196C

Most Unique
Scott Seibold, Grand Junction, CO
1967 Fairchild Heli-Porter Pilatus PC6/
B2-H2, N354F

Best Custom
Jeffrey Deaton, Morehead City, NC
1954 Beech E35, N3214C
Silver Lindy
Reserve Grand Champion
Bill Robicheau, Montello, WI
1947 Stinson 108, N8502
Gold Lindy
Grand Champion
Steve Jacobson, Fort Worth, TX
1950 Cessna 17OA, N5752C
CONTEMPORARY AWARDS (1956 - 1970)
Outstanding In Type
Outstanding Beech Single Engine
Dionisio Aspiras, Dickenson, TX
1968 Beech 36, N7513N
Outstanding Beech Multi-Engine
Miles Malone, Thousand Oaks, CA
1963 Beech D95A, N8965M

Preservation Award
James Lynch, Lawton, OK
1962 Beech 35-B33, N8622M
Preservation Award
Dean Richardson, Stoughton, WI
1965 Cessna 180H, N2451F
Bronze Lindy
Class I Single Engine (0 - 160 hpj
William Pappas, Dallas, TX
1959 Champion 7GC, N4879E
Class II Single Engine (161 - 230 hpj
David Carlson, Okemos, MI
1959 Mooney M20A, Nl091C
Class III Single Engine (231 - up hpj
Clayton Whaley, Charleston, WV
1966 Beech 35-C33, N75KW
Customize Single/Multi Engine
Steve Eaton, Jenks, OK
1957 Piper PA-l8A, N7096D
Silver Lindy
Reserve Grand Champion
Stephanie Allen, Mukilteo, WA
1969 Cessna 172K, N78797

Outstanding Bellanca
Jason Shockey, Hazlehurst, GA
1957 Bellanca 14-19-2, N7682B

Gold Lindy

Outstanding Cessna 150
Michael Wotherspoon, Coldwater, ONT, CAN
1965 Cessna 150F, CFSZD

Grand ChampionpWilliam Rose,
Barrington, IL
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
saw the birth of a multitude
of airplane manufacturers
going about their business
with varying degrees of suc­
cess. All of them, however,
had one thing in common: The Octo­
ber 1929 Wall Street crash endangered
their very existence. Worse yet, a ma­
S

SEPTEMBER 2007

jority of them did not survive its rip­
ples, and many brand names vanished
forever from the aviation vocabulary.
Nevertheless, thanks to the efforts
of a handful of passionate individu­
als, some long-gone manufacturers
have been brought back from obliv­
ion, and their products are still grac­
ing the skies. One such phoenix is

Command-Aire SC3 N997E, the only
flying example of a rather popular
airplane type in its time.
Command-Aire Inc. started life as
the Arkansas Aircraft Co. Inc. in Little
Rock, Arkansas, in 1926. The newly
formed manufacturer occupied the
former Climber Motor Corp. build­
ing at 1823 E. 17th Street. The ad­

jacent piece of land-more than 20
acres-allowed for the creation of two
runways. The new airfield rapidly be­
came known as Command-Aire Field.
Nowadays, the industria l buildings
are still standing, while the airfield is
only a faded memory.
In order to proceed with airplane
manufacturing, Morton Cronk, a
young graduate from the Massachu­
setts Institute of Technology, was
hired to design the first company
product. This phase was completed
in the spring of 1927, and an airplane
was built according to the defined
specifications. Regardless of its good
looks, the craft did not fly satisfacto­
rily. A more experienced project engi­
neer was needed to improve its flying
characteristics. In spite of this, an ap­
plication for an experimental license
was filed on December 6, 1927.
Albert Vollmecke, a German cit­
izen, earned his mechanical engi­
neering degree from the Technical
University at Braunschweig. Fresh out
of graduation, he took a position with
the Ernst Heinkel Aeroplane Factory
at Warnemunde. He later came to the
United States as a representative of
Ernst Heinkel in license negotiations
for the production of a training air­
craft. Impressed with the advance­

"... some time later,
Ireceived aletter from
Mr. Robert Snowden
indicating that the
original designer,
Albert Vollmecke, was
still in good health and
living nearby."

ment of civil aviation in the United
States, he decided to stay and began
searching for a position. He learned
of an opening for a chief engineer
at the Arkansas Aircraft Co., applied
for the job, and joined the company
in September 1927. Relying heavily
on European technology, he went to
work immediately on redesigning the
poor-flying model 3C3, substituting
a thinner Aeromarine 2A airfoil and
installing full-span slotted ailerons.
With these improvements, the plane
flew very well and was very stable.
An application for approved type
certificate (ATC) was submitted to
the aeronautics branch of the Depart­
ment of Commerce, and ATC No. 53
was granted in July 1928. The first
"official" model 3C3 was rolled out
of the plant on January 1928 and was
used for ferrying purposes, as the ATC
had not yet been granted. The plane
carried the NC6690 license number,
serial number 515. Power was a war
surplus Curtiss OX-5, serial number
M-6660, manufactured by the Willys­
Morrow Co., of Elmira, New York.
As the OX-5-powered Model 3C3
began rolling off the assembly line in
the spring of 1928, the search was on
to purchase and install different types
of engines. Fitted with a 1l0-hp War­

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
the help of the original designer of the plane.
VINTAGE A IRPLANE

9

J. Carroll Cone, Director of Sales for Command-Aire with model SC3, serial num­
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.
Taylor. Taylor was participating in the Aviation Country Clubs Tour in the spring of
1929. Ruth Nichols, famous aviatrix, wrote in her book, "At Dallas we were joined
by another member of the Aviation Country Clubs, Charles Taylor of Little Rock,
flying a new Command-Aire."

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

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
a three-place open-cockpit biplane of
Below: Albert Vollmecke, chief
designer (left) and Charles Tay­
lor, former vice president of
Command-Aire, with model SC3,
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.

typical Command-Aire configuration.
Powered by a six-cylinder 170-hp Cur­
tiss Challenger engine, the fuselage
and empennage were the same as the
Curtiss OX-5-powered Model 3C3.
Wing design was slightly different,
but retained the Aeromarine 2A air­
foil. Fuselage framework was classic
welded chromoly steel tubing, lightly
faired to shape with fairing strips and
fabric-covered. The wings were built
up of solid spruce spar beams with
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.

209 . A 150-hp Axelson engine fitted
on a basic 5C3 airframe became the
Model 5C3-B (ATC No. 214). Last but
not least, the ultimate ModelS, the
5C3-C (ATC No. 233), of which five
were built, was powered by a Wright
J-6-5 engine.
The relative success of the 5C3 series
could not ensure the survival of the
company, and Command-Aire officers
filed for bankruptcy in 1931. It was a
far cry from the proud statement of

its president, Bob Snowden, who said,
during his presentation of the Little
Rocket at the 1930 St. Louis show (as
reported in Time): "Command-Aire is
the only production airplane which
has never killed somebody ... never se­
riously hurt anybody."
But safety was not enough of an
edge over the competition. Between
1928 and 1930, The Command-Aire
Corp. delivered 230 aircraft of various
marques, making it, for a short time,

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.

Over the years, the exhaust collector had oxidized to acquire a pretty impressive
array of colors, as depicted here.
one of the major players in the air­
plane-manufacturing arena. Only 14
are still registered, of which five are
flyable and three are flown regularly.
Command-Aire NC997E-the C
stands for commercial-(c/n W-136),
is now the only flyable model 5C3.
It was manufactured on October 15,
1929, at the Little Rock, Arkansas, fac­
tory. The aircraft was configured with
a pair of 22-gallon tanks in the up­
per wings and a forward fuselage re­
movable cross brace that would allow
later conversion to a duster aircraft.
Sold to the Curtiss Flying Service of
12 SEPTEMBER 2007

Delaware, incorporated at 27 W. 57th
Street in New York, it flew as NC997E
until early 1931. The plane was later
modified for crop dusting by the Cur­
tiss Flying Service of Houston, Texas.
Licensed as NR997E-R for restrict­
ed-it was used in an attempt to
eradicate the troublesome boll weevil
creating havoc in the cotton fields of
the South. Curtiss Flying Service had
at least 16 5C3s in the "duster ver­
sion" in service and treated 200,000
acres of cotton in 1929 alone.
In June 1931, the Command-Aire
was returned to NC status by removal

of the dusting hopper and wing tanks,
and installation of the seat, controls,
and instruments in the fron t cock­
pit. The work was done by the Cur­
tiss Flying Service, a Command-Aire
distributor. In May 1932, the aircraft
was transferred to Eagle Airplane Co.,
of Rocky Mount, North Carolina. Re­
cords show that this company op­
erated NC997E for only 200 hours
between 1932 and December 22,
1942. At this date, total time was 542
hours. The plane was then sold toJ.R.
McDaniel of Fort Pierce, Florida, who
registered it in the Restricted category
after converting it back to a duster
configuration. On July 22, 1945, a
Continental R-670 engine of 220 hp
was installed to increase reliability for
crop dusting.
The last license for N997E was May
6, 1952. At this date the plane had a
total time of 1,625 hours, of which

202 were logged between May 1951
and May 1952. The plane was ac­
quired from Don Williams of New­
hall, California. N997E was shipped,
along with two other 5C3s, from Flor­
ida to California in the early '60s. The
plane was stored in Hanford and later
Reedley, California, when limited res­
toration work began.
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.

"The restoration became a me­
chanic's dream of working with the
man who designed the airplane. Not
only the pieces were in poor shape,
but drawings and data were sparse. A
search of the Federal Records Storage
Facility in Suitland, Maryland, turned
up no drawings."

The frame was in remarkably
good condition, but required several
welded repairs to bring it back to air­
worthy condition. The duster frame
had to be returned to standard. The
engine mount had been modified to
carry a 220-hp Continental W-670
engine. Early in the project, Bob had

ir=======:::::====:::::;::::;::;':;: ::;::;:::;::::::::::::==========:;--­

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
1963 8EECHCRAFT MUSKETEER 23
WHAT OUR MEMBERS
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
REARWIN SKYRANGER
was the installation of a pressure feed fuel system, simi­
-----"'-"..........
-.....­..
s...:;;;:.......".::- --;E~·;::.;
lar to the one found on the Naval Aircraft Factory N3N.
1948 LUSCOMBE 88
This change, discussed with the designer, was deemed
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 MEMBER S 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
home printers, please-those prints just don't scan well) or a
as used on Vultee BT-13-would fit the Bendix 30-by-5
4-by-6-inch,
30O-dpi digital photo. A JPG from your 2.5-megapixel
wheels.
(or
higher)
digital
camera is fine. You can burn photos to a CD,
liThe wings were built new. My father helped by build­
or
if
you're
on
a
high-speed
Internet connection, you can e-mail
ing new wing ribs. Trial assembly and rigging of the aircraft
them along with a text-only or Word document describing your
took place in 1985. The aluminum portions of the plane,
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
tID.CIO us
tempt aerobatics due to the high drag and shape of the
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

The federal government began to
license aircraft mechanics in July of
1927, and the process of federal gov­
ernment certification remains to th is
day. Initially licenses were granted
based on qualifications earned
through previous work experien ce
and thorough testing by government
officials. Soon there was a need for
training in schools for the mechanic
certificate, and the government man­
dated certain criteria for curriculum
that included both classroom and lab
(hands-on) instruction. The early cer­
tificates were designated "aircraft and
engine" (A&E), later to be chan ged
to "airframe and powerplant" (A&P)
when the FM evolved from the eM.
FAA requirements for the airframe
and powerplant mechanic certificate
are as follows:
1. The applicant m ust be 18 years
old.
2. The applicant must read, write,
speak, and understand the Eng­
lish language.
3. The applicant must have at
least 18 months of practical
experience with either pow­
erplants or airframes, or 30
months working on both at
the same time.
4. In lieu of the experience re­
quiremen t s, the applicant
may graduate from an FAA­
approved Maintenance Tech­
nician sch ool.
5. The applicant m ust take and
pass written, oral, and practical
examinations.

There are two ways to qualify for
the mechanic's certificates. The first
is designated "field experience." Eigh­
teen months of experience is currently
16 SEP T E M BER 2007

G. L OCK
and powerplant subjects. The curric­
ulum is designed to allot 400-hours
of instruction in the general subject
area, 750 hours of instruction in air­
frame, and 750-hours in powerplant
subject areas. The lecture and lab
times are normally divided equally,
with approximately half t h e hours
taught in classroom lecture and half
in the laboratory.
The FAA Part 147 curriculum is
written in detail to show minimum
standards for all subjects.

Bob Lock reacts after being presented
with the FAA's Charles Taylor award,
which is earned by A&P mechanics
who have continuously held their cer­
tificate for 50 years or more.

required for each of the ratings (air­
frame or powerplant), or 30 months
for the combined ratings. (See Part
1 of this series published in the July
issue of Vintage Airplane.) The appli­
cant presents a list of his/her field ex­
perience, documented on letterhead,
to an FAA inspector at the local FAA
office. Military experience is also ac­
cepted when the applicant presents
DD Form 214, which lists Military
Occupational Specialty codes (MOS).
When the inspector deems the ap­
plicant meets minimum standards
for field experience, FM Form 8610-2
is completed by the applicant and is
signed by the FAA inspector.
The second way to qualify is by at­
tending an FAA Part 147-approved
Aviation Maintenance Technician
training program to receive 1900
hours of training in general, airframe

Level 1 standard is:
• Know basic facts and principles.
• Be able to locate information
and follow directions and writ­
ten instructions.
• Locate methods, procedures, in­
structions, and reference mate­
rial.
• Interpretation of information is
not required.
• No skill demonstration is re­
quired.
Level 2 standard is:
• Know and understand princi­
ples, theories, and concepts.
• Be able to find and interpret
maintenance data and informa­
tion, and perform basic oper­
ations using appropriate data,
tools, and equipment.
• A high level of practical skill is
not required.
Level 3 standard is:
• Know, understand, and apply
facts, principles, theories, and
concepts.
• Understand how they relate to
the total operation and mainte­
nance of aircraft.
• Be able to make independent

and accurate airworthiness
judgments.
• Perform all skill operations to a
return-to-service standard us­
ing appropriate data, tools, and
equipment. Inspections are
performed in accordance with
acceptable or approved data.
• A fairly high skill level is re­
quired.
For those seeking the certificate
through a school, whether private
or public, the requirements are the
same. What sets each Part 147 school
apart from the other is how the sub­
ject material is taught and how the
hands-on projects are designed. The
1,900-hour requirement, subject ar­
eas, and teaching levels are the same
for all Part 147 schools.
FAR Part 147 has been expanded
to cover 43 subject areas. The written,
oral, and practical examinations reflect
the subject areas, and the applicant
must pass a sampling examination in
each of the 43 subject areas . Online
computer testing at an approved facil­
ity covers all the written testing, and
the results are provided almost im­
mediately. For most applicants, the
written test is taken and passed first.
The applicant has 24 months to pass
all written examinations. If the writ­
ten exams are not passed in the 24­
month period, those areas passed will
be voided and the applicant must start
the process from square one.
The same 24-month pass time
holds for the oral and practical ex­
aminations. Students enrolled in
an approved Aviation Maintenance
Technician training program may
be authorized to take the oral/prac­
tical examinations before written
examinations if they show satisfac­
tory progress. Early oral/practical ex­
ams normally are given within a few
weeks of graduation. Upon gradua­
tion the student receives a graduation
certificate awarded by the school.
The FAA no longer conducts test­
ing for the A&P certificate . Writ­
ten knowledge testing is done at
computer testing facilities located
worldwide. Oral/practical testing is
conducted by a designated mechanic

examiner (DME) . A fee is charged for
all phases of testing. In the old days
all testing was conducted by a CAA
or FAA inspector. Written examina­
tions were given at the local FAA of­
fice while oral/practical testing was
conducted at the applicant's place of
employment. That process was elimi­
nated many years ago.

privileges of the airframe and pow­
erplant mechanic certificate, the
recipient becomes eligible for the in­
spection authorization (IA). A battery
of written examinations must be suc­
cessfully completed before the IA is
issued. The inspection authorization
is renewed every two years.

Author's Recollections

The new practical
examination contains
"core competency
.
t"
requlremen
s. . .. eIe­
ments that the
applicant must pass.
Written examinations are described
by some as a "gimme." In other words,
memorization of test questions and an­
swers can be completed by the applicant
and high pass rates are the result. The
FAA now considers the oral/practical
examination as the "discriminator" for
issuance of the A&P certificate. The new
practical examination contains "core
competency requirements." In some
subject areas there are one or more core
elements that the applicant must pass.
The FAA states on Form FAA-S-8081-27,
"The practical test is passed if the ap­
plicant demonstrates the prescribed
proficiency in the assigned elements
(core competency and other selected
elements) in each subject area to the
required standard." Upon successful
completion of written, oral, and prac­
tical tests the DME will issue a tempo­
rary FAA mechanic certificate, showing
a single rating (airframe or powerplant)
or combined ratings (airframe and pow­
erplant), but the certificate's "unique
number" will not be issued at that time.
The word "pending" will be placed on
the certificate by the examiner at the
time of its issuance.
If any part of the testing is failed
the applicant must wait at least 30
days before retesting in the failed
subject areas unless instruction is re­
ceived in the specific failed area by a
competent individual and a letter is
presented to the examiner indicating
additional training was received.
After three years of exercising the

I held the DME for 18 years and
gave approximately 350 oral/practi­
cal examinations, most at the college
where I instructed in a Part 147 AMT
program. I was able to design an oral!
practical exam to fit each individual
applicant. Normally I gave a very chal­
lenging first project-one that required
thinking, research, and a small amount
of inventiveness. If the applicant was
weak or unsure, the examination usu­
ally went downhill from there. If the
applicant was able to research and
complete the assigned task, the exami­
nation proceeded smoothly, and I had
a good sense that the person would not
go out as a newly licensed mechanic
and do something stupid.
Some of the time, oral questions
could be asked as the applicant worked
on a practical project; however, there
was a sit-down time when the oral
portion of the examination could be
completed. I recall my oral/practical
examinations at Northrop Institute of
Technology in 1961. The practical exam
was completed in total first, and then
there was the oral exam, which was con­
ducted in the office of the examiner. All
questions were typed on a 3-by-5 card; I
read the question and then answered it.
However, the Part 147 curriculum was
different in those years; there was an
airframe exam and a powerplant exam,
and the curriculum mandated 1,650
hours of instruction. A portion of the
airframe exam contained a complete
weight-and-balance problem, and if the
applicant did not get the first question
correct, then all the rest of the answers
would be wrong and the applicant
would fail the airframe examination!
There were no test questions available,
only study guides. I used the then-avail­
able Zwing manual. which contained
250 questions for each subject area. The
continued on page 38
VINTAGE AIRPLANE

17

TVaN
A family history dates back to the golden age of aviation
BY JIM REZICH

71

iS month's back cover of

Vintage Airplane features

the fantastic colored pencil
drawing by award-winning
aviation artist Kendra Helvey captur­
ing the Rezich family's long-standing
association with Travel Airs. Centered
around the powerful Wright J-6-7
Whirlwind are the family's Travel Airs
in original and restored condition.
It was a pleasure to work closely
with Kendra to create this image; she
really was able to put on paper what
I could see only in my mind. Hav­
ing a love for aviation and history in
18

SEPTEMBER 2007

general, Kendra Helvey has been a
professional artist for 2S years and
is an artist member of the American
Society of Aviation Artists. She works
on commission; each piece is original
and unique for the client. The work
may include the family, their home,
as well as their aircraft. Or, the work
may depict a moment in time: the
South Pacific during WWII or a bi­
plane landing on a count ry airport,
for instance. Her work has appeared
in the EAA AirVenture Museum sev­
eral times and on the back covers of
Vintage Airplane and Warbirds maga­

zines. She also fills her time as curator
of the Poplar Grove Vintage Wings
& Wheels Museum. Kendra and her
husband, Bill, are both pilots and re­
side at an airport community in Pop­
lar Grove, Illinois.
To be able to appreciate this
work, you need to know a little
about our family.
The main focus is the three broth­
ers: Mike, the oldest; Nick, the mid­
dle brother and my father; and Frank,
the youngest. Growing up within a
stone's throw of the Chicago Munici­
pal Airport (now Midway airport), the

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 t h e fi­
nancier of the family and purchased
most of the airplanes owned by the
family. Myth : Reziches have owned
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
air show announcing. Fact: Nick and
the Travel Air were the longest con­
tinually paired air show performers.
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 famo us 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 mech anic 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 mechan ic.
He was awarded the Ch arles Taylor
Master Mech anic Award in 1999. He
wo rked for North America n Rock-

The Reziches' Pitcairn PA-7 Mailwing, NC876M. Wright J-6-7 powered, with the
nifty speed ring cowl, before being converted to "sport wings." Colors were blue
and silver.

The same Pitcairn, post-modification to sport wings and low-pressure air wheels.
This ship was also used as an instrument trainer at Chicago Municipal by Pierce
"Scotty" O'Carroll's Monarch Air Service. Note the reduction in the radio mast
height! New colors are now two-tone green, with black pinstripes.

This was the Reziches' first airplane, a 40-hp E-2 Cub that was "leased back" to
the Harlem Airport flight school run by Fred Schumaker. Colors were silver and
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.

well on many projects, including the
XB-70 and the B-1, with duties rang­
ing from superintendent of final as­
sembly to production engineering
supervisor. Fact: Frank is never seen
without his trademark cigar, even in
the shower! Myth: Frank has lived
in California all his life. Fact: Frank
was born and raised in Chicago, and
he worked in Fort Worth for Pratt &
Whitney as a field representative on
the R-4360 engine on the B-36 bomb­
ers. It wasn't until 19S4 that Frank
and his family moved to the Los An­
geles area.
Let's move on to the first Travel Air
the family owned, NC661H . It was a
standard model 2000, OX-S powered,
with no brakes or tail wheel. Mike
20 SEPTEMBER 2007

made arrangements to purchase the
airplane in 1936, and while the owner
was attempting to deliver the airplane
to Chicago from Rock Springs, Mary­
land , the OX-S gave up the ghost,
and the owner had to make a forced
landing in Pennsylvania. Repairs took
until the spring of 1937. Mike didn't
want to take any more chances with
his investment, so he sent his brother
Nick to fly the Travel Air back to Chi­
cago. The trip back was one of the first
long cross-countries for Nick, who was
just 17 at the time! By now Nick was
an accomplished aviator, after soloing
a Waco RNF at 14 and quickly earning
his certificate.
The airplane was silver with red trim.
The Rezich brothers would use this air-

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
ing in the spacious front seat. I'll share
a humorous little story about a Travel
Air front seat when I fill in the details
on NC606K in a later article.
NC661H would share hangar space
with the Reziches' Pitcairn PA-7 and
the newly acquired Travel Air D-4000,
NC811S, until 1942. After the attack
on Pearl Harbor, private aviation was
extremely limited. Nick was able to
keep his new Culver Cadet LCA air­
worthy to "commute" between How­
ard Aircraft headquarters near Chicago
Municipal Airport and the Howard
assembly plant at DuPage Airport in
West Chicago. NC661H and the Pit­
cairn would be sold to the government
and impressed into service at the Navy
aviation mechanics training facility at

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/!

Frank Rezich after his first solo in
NC661H at Harlem Airport.
Chicago's Navy Pier. NC8115 would be
disassembled and stored in the Rezich
family garage at 6424 South LaPorte
St. until 1972, when Nick would begin
its restoration.
The Rezich brothers would serve
their country in a variety of ways dur­
ing World War II. Mike was a crew
chief ground instructor for the Army
Air Corps and taught cadets on the

B-17 and later on the B-29. Frank
would join the Army Air Corps and
fly the Hump in C-46s. Nick was
drafted in the heavy artillery after the
Howard Aircraft contracts ended, but
he never saw active duty, as the fight­
ing drew to an end.
Once discharged, Mike made his
way back to Chicago and began to
search for his airplanes. When he ar­
rived at Navy Pier and inquired about
"his" Travel Air and Pitcairn, he was
told they had been taken on a barge
to the middle of Lake Michigan and
pushed overboard!

"Capt. Nick" with the Pitcairn at
Chicago Municipal, later to be named
Midway airport.
To say Mike was furious is an un­
derstatement! I don't think he ever
got over it, either. I think at times
my dad would bring it up just to get
Mike's dander up! Mike would rant
and rave about how the government
threw his airplanes away.
So NC661H ended up in a watery
way. Next month I'll fill you in on the
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

Histor ically speaking, when it
comes to airline travel, 1929 was a
vintage year.
Fifty years ago [Now 78 years agof­
Editor], the airline queens of the skies
were the Fokker, Boeing, and Ford Tri­
Motors, and airline passengers were
passing out of the "flying suit and gog­
gles" age into a new era in which they
no longer had to sit on mail pouches
in open cockpits. But it was still a time
when most people in the world had
not flown, and commercial air travel
had to be sold to the public.
Today, travel agents book clients
on 600-mile-an-hour jumbo jets to
exotic and faraway places, and these
22 SEPTEMBER 2007

bookings are heavy on both sched­
uled and charter flights. But in 1929,
air travel was new to travel agents,
and they had to work to get all but
the most hardy and adventuresome
into an airliner.
In 1929, travel agents were given
this guidance by an expert:
"Special clothing for airplane travel is
unnecessary when the traveler uses the
regular, established passenger airlines.
The airplanes of these lines are of the
enclosed cabin type with the interiors
similar to those of a railroad parlor car.
"However, should the traveler in­
tend to take special chartered airplane
trips, in which open cockpit planes

may be used, the traveler should
equip himself with a pair of goggles
and a helmet."
The advice continues with a style
note to the effect that" A special fly­
ing suit is usually not necessary, espe­
cially in the summer months, and its
purchase should be left to the discre­
tion of the traveler."
This up-to-date information was
contained in the article Air Travel-A
New Source of Profit by Fred Burns, in
the inaugural issue of Travel Trade
magazine of July 1929. As service to
its readers in Volume I, Number I, the
magaZine also carried a composite list­
ing of timetables and fares of the exist­

Left: The Boeing aOA was introduced in
September 1929 and was a huge plane
for the day. It was designed for large­
capacity transcontinental passenger
service and mail-express operation.
It was flown by Boeing Air Transport,
which introduced stewardesses to the
industry the following year.

ing airlines in the United States that
carried passengers. This special section
consisted of only five pages.
Burns admitted to his readers that
"Air transportation is still in its in­
fancy," since many passengers still
had to ride in open cockpits. But the
drama of aviation, as covered in the
press since Charles Lindbergh's his­

toric New York to Paris flight two years
before, could mean financial success
to travel specialists. "The travel bu­
reaus and tourist agencies who equip
themselves now to handle air travel­
ers will not only profit, but will be the
recipient of beneficial indirect public­
ity," Burns wrote prophetically more
than half a century ago.
Lindbergh's feat had caused pub­
lic interest to skyrocket, and travel
would never be the same. Burns com­
mented: "With the American public
becoming more and more airminded
daily, the increase in passenger air­
lines and frequent daily sight of these
planes passing overhead, the new
comforts and safety factor of today's

airlines, the enthusiasm of the pub­
lic for the adventure, romance and
speed of the airplane flight, the travel
bureaus and tourist agencies are af­
forded a new and additional source
of income."
And in order that they might be
knowledgeable about the subject,
Burns suggested that "It is generally
found advisable to have the person
in charge of your air travel depart­
ment take an airplane ride during
(his) spare time to acquaint himself
with the advantages, thrill and time­
saving element of air travel. "
This was at a time when most of
today's airlines weren't even born.
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.
This averaged out to just slightly more
than 1,000 passengers a week for all the
airlines in the entire United States. (In
1978 there were about 5,000 airline
passengers for everyone in 1929.)
24

S E PT EMBER 2007

t able section there were these fa ­
miliar names: Northwest Airways,
Western Air Express, Capitol Airways,
Pa n American Airways, Co lonial Air
Tran sport, Clifford Ball, Stout Air Ser­
vices, Maddux Air Lines, Boeing Air
Transport, and Pacific Air Transport.
But t here also were Southwest Air
Fast Express, Universal Air Lines, In­
terstate Air Lines, Nationa l Park Air­
ways, Mut ual Aircraft Corporation,

With seating for 18 passengers and crew of two, the Boeing BOA was an air trav­
eler's dream in 1929. The main cabin was lined with rows of three seats and was
finished with mahogany paneling (of plywood), with a thick core of balsa wood for
insulation. Soundproofing of the cabin walls pennitted passengers to converse in
near nonnal tones. Heating and ventilation brought considerable comfort to pas­
sengers, who were protected by shatterproof glass windows. There also was a
cloakroom, overhead racks, and a lavatory with hot and cold mnning water.

and even a Yellow Cab Airways.
And they were flying everything
from a new Ford 5-AT-C to the old
Eaglerock biplane-flown by Wichita
Falls Air Transport.
In addition, according to the time­
table section in the magazine, other
equipment in service were the Boeing
80 and 40B (flown by Boeing Air Trans-

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
senger Loening and Fokker F-VII."
The timetable showed the travel
opportunities existing at that time.
Route systems ranged from Waterloo­
Des Moines (Midwest) to Kansas City­
Des Moines-Minneapolis (Yellow Cab
Airways) to the extensive route sys­
tems of Pan Am and Boeing.
However, transcontinental air
travel had already been available to
an airline passenger for almost two
years, since September 1, 1927, but on
two different airlines. That was when
Boeing Air Transport and National Air
Transport joined up at Chicago, mak­
ing New York to Oakland travel by air
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 roots of today's airline indus­
try go back to that time. For example,
Maddux joined with Standard and
Transcontinental Air Transport to
form Transcontinental and Western
Inc., the original TWA.
Stout was merged into National Air
Transport, which later joined Boeing Air
Transport, Pacific Air Transport, and Var­
ney Air Lines to form United Airlines.
Western Air Express, with National
Park, evolved into Western Air Lines.
Clifford Ball evolved into Capital Air­
lines, which eventually merged into
United . Northwest Airways became
Northwest Orient. Embry-Riddle, Uni­
versal, Colonial, Southern and others
formed American Airlines.
Fifty years ago saw the beginning of
26

SEPTEMBER 2007

the complex airline family trees, but
they all shared one belief-that the car­
rying of passengers was "here to stay."
Travel authority Burns believed in
it, too. His article in the July 1929
Travel Trade said:
"One decided reason for travelers
turning to airplane transportation, es­
pecially seasoned travelers, is the op­
portunity of seeing planes from a new
perspective, of being above the scen­
ery instead of level with it." That had
been one of the major lures to flight
from the first time a man-carrying
aircraft was launched, and now-in
1929-it was being used to snare po­
tential air passengers instead of early
balloonists and aircraft pilots.
"An airplane view cannot be dupli­
cated by any method of travel other

than via airplanes," Burns wrote, un­
derscoring the obvious.
Today's pampered passengers in the
supersonic Concorde might appre­
ciate their accommodations more if
they took notice of Burns' statement
that the 1929 air traveler would be
able to see more in his allotted vaca­
tion time, "since use of airplanes will
enable the traveler to cover approxi­
mately 1,000 miles in 10 hours."
Passenger convenience and comfort
in 1929 was not as complex a matter.
Boeing Air Transport's Wasp-powered
Boeing 80 tri-motor was the last word
in luxurious air travel when it was first
introduced in late 1928. The large cabin
carried 12 passengers and provided hot
and cold running water, forced air ven­
tilation, leather upholstered seats, and

individual reading lamps.
The Ford S-AT-B was the ultimate
in air travel in early 1929. It was first
delivered to Transcontinental Amer­
ican. Southwest Air Fast Express and
Stout each got their first S-AT-Bs in
December 1928. Colonial Air Trans­
port didn't get its first S-AT-B until
March 1929. Almost immediately, in
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
from some gigantic hawk."
Being an airline passenger in 1929
could have its drawbacks, however.
Such as the incident reported in a
1929 issue of Western Air Express'
Dashboard Record. It involved a flight
in a Fokker F-10 that encountered
bad weather and was forced down
atop a mountain in Utah in sub­
zero weather. The pilot hitchhiked
to a farmhouse and telephoned Salt
Lake City for help. A rescue truck
was sent, but it couldn't get within
a quarter mile of the plane. The re­
sult was that the pilot had to enlist
the aid of his passengers in lugging
1,000 pounds of mail and their bag­
gage to the truck. Then they had
to push the truck uphill and ride
downhill as they headed for the
nearest town .
But, all in all, in the history of
the airlines, 1929 was a year to re­
member.
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VINTAGE AIRPLANE

27

Reunion

Wynkoop Airport, Mount Vernon, Ohio
BY ANDY HEINS,

NWC

PRESIDENT

J
" h" 1930 Waco RNF.
Steve Givens enioys flymg IS

National Waco Club President Andy Heins Dayton Ohl"o I"S see II
"
"
,
n a over
th e MI"dwest "
In his 1935 Waco YKC-S.
28 SEPTEMBER 2007

une has traditionally been the
month that the Waco airplane has
returned 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
Assodation fly-in at Ottumwa, Iowa.
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.
The national reunion remained at
Hamilton until 1988, when the air­

port was sold to the cou n ty and be­
gan runn ing under t he auth ority of
the county commissioners. At t his
time, a new location was selected; it
cou ld provide the attending own ers
wwith plenty of usable grass runways
and a laid-back country setting. This
wou ld be Wynkoop Airport, owned
and managed by Brian Wynkoop in
Mount Vernon, Ohio. This wonderful
setting has been th e location of the
reunion to this day.
The dates for the 2007 even t were
Thursday, June 21, through Sun day,
June 24. Th is year airplanes began ar­
riving on Monday, with Doug Parsons,
club vice president and reunion chair­
man, being the first to touch down in
his 1934 Waco YKC. Early Wednesday,
June 20, four more Wacos in a loose
formation arrived being led by Club

Mike Winblad of li Oh" "
roy, 10 dIdn't have to travel far with his VPF-7.
President Andy Heins in his 1935
Waco YKC-S. By late Wednesday eve­
n ing, we had a total of seven Wacos
on the field, a first ever. On Thursday
evening, we had 13. Friday was the

biggest day with another nine arriv­
ing, and by Saturday we had 26.
One interesting note is that the Na­
tional Waco Club Reunion has always

Waco Biplanes Flown to the 2007 National Waco Club Reunion
1929 Waco ASO

NC701 E sin 1942

Rich Nurge, Gilroy, California

1929WacoATO

sin A-97
NC659N sin 3123
NC600Y sin 3349
NC662Y sin 3228
NC663Y sin 3356
NC129Y sin 3308
NC11427 sin 3488
NC13050 sin 3678
NC13041 sin 3595
NC14010 sin 3851
NC14073 sin 3990
NC14620 sin 4234
NC15244 sin 4327
NC16246 sin 4465
NC17712 sin 4651
NC17474 sin 4613
NC17700 sin 4620
NC1937S sin 5107
NC66206 sin 5073
NC29357 sin 5384
NC29328 sin 5355
NC30188 sin 5619
NC32005 sin 5636
NC39753 sin 5886
N149TW sin 49

Mike Brown, Miamisb urg, Ohio

1930 Waco CTO
1930 Wa co CRG
1930 Waco ASO
1930Waco RNF
1930 Waco RNF
1931 Waco QCF-2
1932 Waco UEC
1932 Waco UBA
1934 Waco UKC
1934 Wa co YKC
1935 Waco YKC-S
1935 Wa co YOC
1936 Waco YKS -6
1937 Wa co VPF-7
1937 Waco YKS-7
1937 Waco UKS-7
1938 Waco ZVN-8
1939 Waco AGC-8
1940 Waco ZPF-7
1940 Waco UPF-7
1940 Waco UPF-7
1941 Wac o UPF-7
1942 Waco UPF-7
2005 Waco T-lO

NC719E

John Veneleck, Painesville, Ohio
Pete Heins, Arcanum, Oh io
Dave Allen, Elbert, Colorado
Susan Theodorelos, Dayton, Ohio
Steve Givens, Pendleton, Indiana
Lee Parsons, Carrol lton, Oh io
Jack Hill, Washington, North Carolina
Phil Coulson, Lawton, Mich igan
Estan Fuller, Polk City, Florida
Doug Parsons, Carrollton, Oh io
Andy Heins, Dayton, Ohio
Robert Jaeger, Allentown, Pennsylvania
Dave Stroup, Alliance, Ohio
Mike Winblad, Troy, Ohio
Mark Harter, Belleville, Illinois
John Bussard, Ringoes, New Jersey
Ken Kreutzfeld, Port Clinton, Ohio
John Veneleck, Pai nesville, Ohiol Dick Tric e, No rth Ft. Meyers, Florida
Bud Bushway, South Strafford, Vermont
Ga ry Mitchell, Geneseo, New York
Bill Knight, Brodhead, Wisconsin
Ed Bu nch, Waynesboro, Vi rginia
Eric Zimmerman, Troy, Ohio
Bob Patrick, McCa ll, Id aho
V I NTA G E A I R P LAN E

29

This 1930 Waco CRG is belongs to Pete Heins, Arcanum, Ohio.

... the National Waco Club is the oldest
continuously operating "type club" in existence.

t fly in a UPF-7. Now they're a

W~:u~:;01w:ynesboro. Virginia, can attest.

Many a CPT pilot duri?g World
sought-after antique biplane, as

Susan Theodorelos, Dayton, Ohio owns and flies this 1930 Waco RNF.
30

SEPTEMBER 2007

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.
Thursday evening has traditionally
been hosted by the local pilots' group
known as the "Koop Group." Friday
night brought our now famous corn
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
Waco to factory standards. The recipi­
ents for this award this year were Steve
Givens of Pendleton, Indiana, with his
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.NationaIWacoCl ub.com for more
information or contact the National
Waco Club at 50 La Belle St., Dayton,
OH 45403 or [email protected]. .......

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
mysteryplane@eaa .org. 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 sales
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 Skyranger. 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

of Valley Stream, Long Island, New York,
and would love to correspond with any­
one who could fill in the blanks.
One last point of interest is that the
last surviving member of the Lafayette
Escadrille (the original 38, not the Lafay­
ette Flying Corps), Carl Dolan, was the
president of Commonwealth Aircraft.
And another note, this one from
Lynn Towns of Holt, Michigan:
The June Mystery Plane is the one
32

SEPTEMBER 2007

and only 1945 Com­
monwealth Model C-170
Trimmer, registration
number NX41853. The
Commonwealth Trimmer,
designed by Gilbert Trim­
mer, was a development
of a 1938 design by Mr.
Trimmer called the Trim­
craft. The Trimcraft was a
two-place, single-engine,
parasol wing, wooden­
hull amphibian powered
by a 50-hp Salmson AD-9
radial engine.
The Trimmer was built
by the Commonwealth
Aircraft Corporation, al­
though the plane may
have been started by Gil­
bert Trimmer beforehand.
Commonwealth Aircraft
Corporation was a reor­
ganization of Rearwin
Aircraft & Engines Inc.
located at Fairfax Air­
port in Kansas City, Kan­
sas. The company remained in Kansas
City during World War II building troop
gliders, but shortly after the war the
company relocated to New York. Com­
monwealth bought the former Colum­
bia Aircraft Company factory on the
site of the former Curtiss Field in Valley
Stream, Long Island, New York. [The
adjacent airport, Roosevelt Field, was
the departure point for Lindbergh's
solo trans-Atlantic flight.-EditoL]

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.
The Commonwealth Trimmer was
a twin-engine three-place amphibian.
It had dual controls, a built-in gal­
ley, and the seats could be converted to
sleep two people in bunks. The hull was
stepped; it had fixed sponson floats, ta­
pered cantilevered wings with flaps, a
strut-braced horizontal tail, and con­
ventional gear with the main gear re­
tractable into fairings on the side of the
fuselage. The Trimmer was supposed
to be the first twin-engine plane of less
than 1,000 hp that could maintain alti­
tude on one engine.
Specifications that I found in various
places (with some slight discrepancies)
are as follows:
Wingspan
36 feet
Length
24 feet 9 or 10 inches
Height (on gear) 8 feet 7 inches
Gross Weight 2,420 pounds
Empty Weight 1,550 pounds
Engines (two) Continental C-85, 85 hp
Fuel Bum
9 gph total
Range
500 miles
Top Speed
135 mph
Cruise Speed
115 mph
Landing Speed 48 mph (flaps),
57 mph (clean)
Rate ofClimb 850 fpm at sea level
Service Ceiling 14,000 feet
Projected Price $5,985
The Commonwealth Trimmer was
later converted to the Biemond Teal CB 1.
The Commonwealth Trimmer airplane
and tooling were acquired by Mr. C. Bi­
emond of Green Valley, Arizona. The
registration number of the airplane was

changed to N41999, with serial number
1001. I can't determine if that is the se­
rial number used on the original Com­
monwealth Trimmer or not.
According to FAA records, Mr. Bi­
emond holds Type Certificate No.
A15WE for the Biemond Teal CB1, se­
rial 1001. The Teal CB1 is presumably
modified somewhat from the original
Commonwealth Trimmer, but a 1971
photo appears like the original Trimmer
to me. The Type Certificate Data Sheet
says the airplane is in the restricted cat­
egory, and that no other aircraft may
be produced under the type certificate.
The Type Certificate Data Sheet also
says the airplane was approved in the
restricted category under CAR 8 on Oc­
tober 11, 1950, and Type Certificate
No. A15WE was issued on November
14, 1967.
N41999, the Teal CB1, is currently
registered to Eric Engler of Cass City,
Michigan.
References:
eAn original photo: www.Aerofiles.
com/commtri.jpg
eThe February 1946 issue of Fly­
ing magazine featured an in-flight
photo of the Commonwealth Trimmer
on the cover.
eThe October 1946 issue of Avia­

tion magazine has a photo of a Com­ been available from the TC holder for
monwealth Trimmer in a Pittsburgh over 10 years . If you're really serious,
Paint advertisement on page 124. It contact Cornelius Biemond at 520-648­
lists some of the specifications that 5708. Biemond and his engineering firm
were included above.
did extensive work to get their version of
eThere was an article in the Decem­ the Trimmer type certificated (including
ber 1946 issue of Flying magazine that the installation of 150-hp Lycoming en­
reviewed the 1946 Cleveland National gines), something that Commonwealth
Aircraft Show that was held from No­ never accomplished.
vember 15 to November 24.
Another correct answers was re­
eThe Commonwealth Trimmer was ceived from Jack Erickson, State Col­
displayed at the show (as well as a Com­ lege, Pennsylvania. Jack informed us
monwealth Skyranger), and many of in his note that the hull of the Trim­
the specifications came from that article mer was built using plastic-bonded
(page 75).
plywood, and that the airplane was
eThe book Those Fabulous Amphib­ designed by Gilbert Trimmer and
ians by Don C. Wigton has an in-flight built initially by Allied Aviation
photo and small write-up on the Com­ Corporation of Cockeysville, Mary­
monwealth Trimmer (pages 44 and 45).
land [Reference: Jane's All the World's
eHere is a 1971 photo ofthe Biemond Aircraft for 1945-1946].
Teal CB1, N41999, serial number 1001:
Additional correct answers went
http://1000AircraftPhotos.com/Gen­
sent in by Logan Boles, Tiburon,
eraIAv/BiemondTeaICB-l.htm
California; John McDonald, Al­
eGen eral Aviation News recently hambra, Illinois; Wayne Muxlow,
carried an advertisement placed by the Minneapolis, Minnesota; Thomas
current type certificate holder, Biemond Lymburn, Princeton, Minnesota;
Engineering Company, which would Clarence Hesser, St. Augustine, Flor­
like to sell the TC and associated draw­ ida; Joe Tarafas, Bethlehem, Penn­
ings, etc. Biemond acquired the rights sylvania; Wayne VanValkenburgh,
to the aircraft in the mid-1960s.
Jasper, Georgia; Charles Cary, East
eAn Internet search shows that the Windsor, Connecticut; and Ken
TC and its associated materials have Hecht, Caro, Michigan.
.......

TAiLW{..lGGLf?
fi'--­

li~iG,

FAST

~ ~OiSY"
() -

-­

www.l1lilwheels.com

Copyright 2007 Dave Brown

VINTAGE AIRPLANE

33

BY DOU G STEWART

Black eye
I woke myself up a few mornings ago rubbing my right
eye quite vigorously. It was itching rather intensely. Check­
ing my eye out in the mirror, I found it was swollen to al­
most twice the size of my left eye. By midday that swollen
eye had turned into one heck of a shiner. Throughout the
rest of the day, and for several days thereafter, I was al­
ways embarrassed when having to respond to the question
"How did you get that black eye?" with the answer that I
had done it to myself.
As I reflected on this situation, I re­
alized that I wasn't the only pilot to
give himself a black eye. As regrettable
as it might be, it seems that pilots are
doing it almost on a weekly basis, and
the black eye that they inflict is suf­
fered not only individually, but also by
the entire Part 91 pilot population. Al­
though it is only a very small handful
of pilots that generates negative media
attention, we all tend to be guilty by
association in the public mind.
Because of our love affair with all
things relating to aviation, we as pi­
lots tend to forget that the vast ma­
jority of the world does not share our
passion for flight . Every time a pilot
does something questionable, the me­
dia will jump all over it. The negative
image the media creates is absorbed
by those who get their information from the daily papers,
radio, and television, creating an atmosphere of fear and
aversion to everything in the sky with an engine attached
to it. This mentality gets passed on to elected officials, and
the next thing you know there is a hue and cry to limit
general aviation in one way or another. Let me discuss
several examples.
Just a little over a week ago, a Cherokee Six en route
from Maine to my home base airport of 1B1 came out
of the clouds in pieces, with the vast majority of the air­
craft crashing not far from a home in a pristine part of

the Berkshire Hills in western Massachusetts. Witnesses to
the crash said there had been a loud "bang" sounding like
thunder, and shortly thereafter the airplane came "diving
out of the clouds."
The local newspaper report was almost comically ig­
norant of the basic facts of aeronautics and aviation. It
was filled with conjecture predicated on witness accounts
from people who knew nothing about aviation. But the
fallacies and inaccuracies that filled
the report were most surely accepted
by the readers of that publication as
gospel. And to add fuel to the fire (ac­
tually there was no post-crash fire be­
cause the wings, containing whatever
fuel was still on board, had separated
from the airplane long before it hit the
ground, a fact left out of the newspa­
per report), the paper included a side­
bar article detailing all the airplane
accidents in the county, dating all the
way back to the '70s.
If I knew nothing of aviation, that
article might have inspired me to
call my local congressman demand­
ing that he do something to limit the
amount of aircraft that flew over the
county. If that article hadn't provoked
a call, yesterday's article would have,
as it reported the initial findings of
the National Transportation Safety Board (NTSB) prelimi­
nary report, which had just been released.
The paper quoted the NTSB report fairly accurately, but
that report hardly presented pilots as a group of safety­
conscious folks. The NTSB report was rather extensive
for a preliminary report, stating that the accident was
evidently an act of "pilot error." The pilot had been no­
tified by air traffic control (ATC) of "severe weather, off
your right side, heading your way at 30 knots," but he did
nothing to alter course and avoid the cell. Thirteen min­
utes after ATC advised the pilot of the weather, the pilot

I can't think of
any excuse, other
than for a couple of
emergency scenarios,
for violating a TFR,
especially one such
as this that had
gained perhaps even
international exposure.

34

SEPTEMBER 2007

c


and his passenger were dead.
Perhaps when the final report is issued we'll know more,
but for now, as I walk down the main street of my local
town in a light drizzle, I see the look of fear in some folks as
they stare up toward a sky obscured with clouds while the
sound of an airplane passes overhead. I'm surprised no one
has asked me, "How did you get that black eye?"
I said before that I would discuss several examples, so
here'S another one. Most folks in America, regardless of
where they live, were aware that the president of Russia
was coming to meet with our president. Their meeting
was to be held at the senior Bush's Maine seaside resi­
dence. You didn't have to be a pilot to know this, as it was
headline news everywhere.
Pilots learned early, through numerous sources, that
a temporary flight restriction (TFR) would be established
over Kennebunkport during this presidential conclave.
One didn't need any kind of special equipment to un­
derstand the limits of the TFR, as the New York sectional
chart depicts the entire area of the TFR in white. It re­
quires no intelligence whatsoever to understand that if
one wanders into the boundaries of this area, so clearly
delineated on the chart, while the TFR is active, one will
be intercepted and face disciplinary action.
Despite the problems that the flight service station was
undergoing at the time, every briefer I spoke to over a
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
have had their pilot certificates suspended for a manda­
tory 90 days because they violated the TFR.
I must admit that I really don't feel sorry for them,
but I do feel sorry for all the rest of us, who now face fur­
ther scrutiny from overzealous politicians because of that
handful of inattentive pilots. I can't think of any excuse,
other than for a couple of emergency scenarios, for violat­
ing a TFR, especially one such as this that had gained per­
haps even international exposure. I know I am not alone
as I rub my sore eye.
The last example I'd like to discuss did receive national
exposure. Sometimes Darwin Award winners gain that kind
of notoriety. I am sure that many of you have heard of the
pilot who, upon witnessing Matt Younkin fly his routine
in the Beech 18 at Sun 'n Fun Fly-In at Lakeland, Florida,
decided he could do the same thing in his Baron. He even
tried it flying home from the event but was stopped by a
passenger sitting in the right seat. But that did not keep
him from continuing to try, and about two weeks after Sun
'n Fun he found out the hard way that he really couldn't
roll his Baron. He won the Darwin Award for his efforts, but
the really sad thing is that his four passengers didn't merely
end up with the black eyes all the rest of us suffered; they
were all removed from the gene pool along with the pilot.
And he wasn't the only pilot since that April gather­
ing to do such a foolhardy thing. Toward the end of June,
about 40 miles south of lBl, another pilot got the award,

this time for attempting a loop from 250 feet above ground
level and stalling and spinning out of the top of it. As in
the previous aCCident, this pilot took his passenger with
him on his journey west.
It is a sad, sad fact that we are our own worst enemies
when it comes to presenting a good, positive, safe vision
of aviation to the vast non-flying public. Even though it
is only a tiny handful of pilots that gives aviation its black
eye, we must all share in the responsibility. If we witness
pilots who are acting in a reckless or cavalier manner, it
is our responsibility to speak up. Say something to the
pilot. Say something to the authorities, if necessary. It is
not only our insurance premiums that escalate every time
a dumb pilot does something stupid; the hue and cry of
those who would limit our flying freedoms soars as well.
Although my aging body might be susceptible to an oc­
casional self-inflicted black eye, I sure don't want to give
one of the things I love the most, aviation, a black eye .
Nor do I want anyone else inflicting that black eye. I want
to be sure that no one is trying to stop any of us from fly­
ing when there are ...blue skies and tail winds.

Doug Stewart is the 2004 National CFI of the Year, a NAFI
Master Instructor, and a des ignated pilot examiner. He oper­
ates DSFI Inc. (www.DSFlight.com) based at the Columbia
......
County Airport (1B1).

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VIN T AGE A I R P LA NE

35

BY BUCK HILBERT

One of my favorite stops


You've heard me mention this
place before, but if you've been read­
ing my column for a few years, I'll
bet you can tell it's one of my favor­
ite spots to stop. On the way to Sun
'n Fun, a slight deviation brought us
to the U.S. Army Aviation Museum
(www.ArmyAvnMuseum.org) at Fort
Rucker, Alabama. What a preserva­
tion of military aviation history!
Located in the southwestern corner
of Alabama near the cities of Daleville
(where the front gate is located),
Ozark, and Enterprise, the collection
begins with a Ken Hyde--built replica
of the 1911 Wright brothers' Model
B and continues up through the lat­
est examples of combat and transport
helicopters used by the Army today.
Entry to Fort Rucker is a bit intimi­
dating due to the security aftermath
of September 11. However, producing
acceptable ID got us a pass and direc­
tions to the facility.
Museum admission is free. For a
facility as significant as this, that's a
real bonus. Just inside the entry are
six life-size bronze figures dressed in
36 SEPTEMBER 2007

flight clothing of the eras they repre­
sent. From 1911 to the present.
First things first, the restrooms are
very near the entrance. That chore
accomplished, my wingman Jim Dier
and I looked up Steve Maxham, the
executive director. Steve recognized
our names right away, and we got the
royal treatment.
Jim and I had arranged for the do­
nation of a World War I Vickers ma­
chine gun that Jim's neighbor had
found in his attic. This man, in his
70s, worried that the Bureau of Alco­
hol, Tobacco, and Firearms was going
to come down on him for posseSSion
of a machine gun, and he called Jim
for advice on how to dispose of the
vintage weapon.
Jim called me, and after seeing its
almost pristine condition and real­
izing it was a World War I airborne
gun, we decided to donate it to the
U.S. Army Aviation Museum.
Steve directed us to where it's dis­
played in the World War I Exhibit
Hall in a special case complete with a
historical description as well as sights

and extra belted ammunition, both
of which were added from the mu­
seum's collection. We were pleased to
see its prominent display.
The museum is arranged to portray
the progreSSion of Army aviation from
the Civil War to the action of today,
along the way highlighting World
War I, the Tex-Mex (Poncho Villa) ac­
tion, the first artillery and liaison air­
craft before and during World War II,
Korea, Vietnam, and the development
of the helicopter.
The museum is currently updating
its unmanned aerial vehicle display to
illustrate how effective these eyes in the
sky are. Those of you interested in radio­
control models would turn green with
envy at their level of sophistication.
The main hall is cavernous. There
are several full-size dioramas depicting
World War II uses of the ilL" planes,
helicopter operations, cutaway air­
planes and helicopters, and virtually
one of every type of liaison airplane
hanging from the rafters (L-2, L-3, L-4,
L-16, L-17, and L-20) along with an
Otter and helicopters of all sizes and

description.
The stories are there . One needs
only several hours of concentrated
reading to find the h istory behind
the development of these special­
purpose military aircraft. The frustra ­
tion of the Army in trying to get the
Air Force to realize t he Army's spe­
cial needs and provide the su pport
it so sorely needed. The eventual re­
alization t hat allowed the Army to

tion. And in recorded cases, they sup­
plied encircled and trapped troops
with food, water, blan kets, ammuni­
tion, and fuel.
The museum also has a Hall of
::; Fame with many nam es 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
~
<!
~ proved it could be done.
"­
~
Jim and I were fortunate to be
J:
~ there at a time whe n graduation
ceremonies were taking place. We
saw more than 100 career officers,
all captains, receiving their wings .
develop and procure its own special­ Most were regular Army and were
purpose aircraft, and the resulting op­ going off to new assignments as ro­
erating efficiency proved the point.
tary-wing pilots. Some were retu rn­
Commanders used them to great ing to their original assignments. All
advantage. Th ese aircraft served as were eager an d full of confidence.
aerial "jeeps," transporting com­ We wish them well!
Over to you,
manders and delivering intelligence
information. They were u sed for
photo work, spotted for the artillery,
were the eyes for the armored corps,
and were used for medical evacua­

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V I NTAG E AIRPLANE

37

Getting Your A&P Rating
continued from page 17
manual provided no answers.
When the FAA had to disclose all
written test questions complete with
answer choices, they tried to "stan­
dardize" designated mechanic examin­
ers. This required each DME to attend
an FAA 24-hour initial standardization
clinic, followed by 16-hour clinics every
two years. The time requirements were
reduced and now are eight-hour clinics
every two years. The FAA inspectors in
charge of the initial clinics said that the
oral/practical examinations were now
the "discriminator" for issuance of the
mechanic certificate and that the failure
rate should be around 10 percent. Hear­
ing this from the FAA was a shock, and I
returned my DME to the FAA in 1987. I
never believed in "quotas!"
The inspection authorization exami­
nation was the most difficult FAA exam
I have ever taken. I was in the FAA office
for 6-1/2 hours. My test came before mi­
crofiche, so I had to hand-carryall the
hard copies of the necessary regulations
and publications into the office. It took
two trips because the boxes were heavy!
I have been involved in aircraft
maintenance for more than 50 years
and hold the Charles Taylor Master Me­
chanic Award. I have also been flying
for more than 50 years, starting both as
a mechanic and student pilot in 1956.
The career is rewarding, but I will have
to say the pay is not commensurate
with the responsibility carried by the
mechanic. I remember attending classes
at Northrop Institute for 35 hours per
week and working 30 to 40 hours per
week. I worked on sheet metal aircraft
repairs, primarily repairing wingtips
and engine speed rings for mil itary
C-47 ships. For this I was paid $1.50
per hour, and I worked after class every
day from 4 to 10 p.m. and on Saturdays.
The owner told me he would give me a
"substantial" raise when I received my
A&P. He did give me a raise, from $1.50
per hour to $1.60 per hour!
My career shifted to Reedley
Community College in Reedley,
California, where I taught general
and airframe subjects for 31 years. It
was a good career.
......
38

SEPTEMBER 2007

The fol/owing list of coming events
is furnished to our readers as a mat­
ter of information only and does not
constitute approval, sponsorship, in­
volvement, control, or direction ofany
event (fly-in, seminars, fly market,
etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O.
Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintageaircraft@eaa.
org. Information should be received four months prior to the event date.
SEPTEMBER 13-16-Benton Harbor, MI­
International Cessna 120/140 Annual
Flyin at Southwest Michigan Regional
Airport BEH, hosted by Victor Grahn,
Email: [email protected]
SEPTEMBER I S-Jacksonville, IL-(UK) 23rd
Midwest Stenson Reunion, Flyout lunch
to Zelmer Info : 630-904-6964
SEPTEMBER 15-16--Teterboro , NJ­
Teterboro Airport Wings and Whee ls
Expo sponsored by the NJ Aviation Hall
of Fame and Museum featuring WW
II B-17, C-54 Skymaster, WW II C-47 ,
vintage cars and more 9 am to 5 pm
$10/adults; $5/12 and under; FREE/5
and under Ca ll (201) 288-6344 for
more information.
SEPTEMBER 16--Tunkhannock, PA­
Skyhaven Airport 76N Skyhaven All
You Can Eat Pancake Breakfast and
Craft Show 7:30 am-l pm $6.00
adults, $3.00 children Vintage airplane
displays .
SEPTEMBER I -Marion, IN-Marion
Municipal Airport (MZZ). 17th Annual
Fly-In Cruise-In. 7:00am until 2:00pm.
This annual event features antique,
classic, homebuilt, ultralight and warbird
aircraft as well as vintage cars, trucks,
motorcycles , and tractors . An all-you-can­
eat Pancake Breakfast is served, with
all proceeds going to the local Marion
High School Marching Band . WWW.
FlylnCruiseln.com Info: Ray Johnson
(765) 664-2588 or [email protected]
SEPTEMBER I -Zanesville, OH-Riverside
Airport (OH36) EM Chapter 425 Pancake
Breakfast 8:00 AM till 2:00 PM All you
can eat pancakes, sausage and drink
$5.00 for adults $2 .50 for children under
six. Lunch items served after 11:00PM
Contact: Chuck Bruckelmeyer Phone:
(740) 454-7487
SEPTEMBER 2-Mondovi, WI-21st Annual
Log Cabin Airport Ay-In. Doug Ward, Owner/
Operator, 715-287-4205. Lunch @ noon.
SEPTEMBER 8-Newark, Ohio-Newark­
Heath Airport (VTA) Annual Fly-In/Drive-In
Breakfast "Pancakes and More," Young
Eagles Flights , Vintage Airplanes,
Classic Cars, Tom McFadden 740-587­
2312; email: [email protected]
SEPTEMBER 9-Mt. Morris, IL-Ogle County

Airport (C55) EM Chapter 682 Ay-In
Breakfast 7am-12pm For information call
Dr. Glen Orr 815-735-7268
SEPTEMBER 21-22-Bartlesville, OK-Frank
Phillips Field (BVO). 51st Annual Tulsa
Regional Fly-In. Antiques, Classics,
Light Sport, Warbirds, Forum , Type
Clubs. Info: Charlie Harris 918-622­
8400 www.tulsaflyin.com

SEPTEMBER 22-23- Winchester, VA-Winchester
Regional Airport (KOKV) EM 186 Fall
Fly-in Pancake breakfast 8 AM to 11
AM both days. Aircraft judging, displays,
more. www.eaa186.org. Richard Largent:
[email protected]

OCTOBER 5-7-Camden, SC-Kershaw
County Airport (KCDN). VM Chapter 3 Fall
Fly-In. All classes welcome. BBQ on field
Fri. Evening. EM judging all classes Sat.
Banquet Sat. Nite. Info: Jim Wilson 843­
753-7138 or eiwilson@homexpressway.
net

OCTOBER 5-7-St. Louis, MO-Creve Coeur
Airport (lHO) The Monocoupe Club Fly-In &
Reunion www.monocoupe.com
OCTOBER 10-14--Tullahoma, TN-"Beech
Birthday Party 2007" Staggerwing,
Twin Beech 18, Bonanza, Baron , Beech
owners& enthusiasts. Info 931-455-1974
-;

2007MAJOR
FLy-INS
For details on EAA Chapter fly·ins and other local avi·
ation events, visit www.eaa.orgjevents
EAA Southeast Regional Ry-In
Middleton Field Airport (GZH), Evergreen, AL
October 12-14, 2007
www.SERFI.org

Copperstate Regional EAA Ry-In
Casa Grande (Arizona) Municipal Airport (CGZ)
October 25-28, 2007
www.copperstate.org

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

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE

YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739
Flying wires available. 1994 pricing.
Visit www.f/yingwires.com or call
800-517-9278.
BABBITT BEARING SERVICE - rod
bearings,main bearings,bushings, master
rods, valves, piston rings. Call us Toll Free
1-800-233-6934, e-mail ramremfg@aol.
com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS,
N. 604 FREYA ST., SPOKANE, WA 99202
Aircraft Construction and Restoration,
Russ Lassetter, Cleveland, GA. 706­
348-7514
Mahogany desktop models, caps, and
shirts. Pratt & Whitney merchandise.
All types of desktop models available,
crop duster models and prints. Custom
desktop models of your plane. E-mail for
complete list and price. CRPDSTRS@

AOLCOM
1939 Spartan Executive - SN 26 n 3600
Hrs, 60 SMOH 214-354-6418

Aeronca Control Wheel Badges - New
reproductions made exactly like the
originals. $225 per pair. Orders must
be placed by October 15th . Info:
[email protected] or Send a SASE
to VintagePilot Media, PO Box 3954,
Oshkosh,W154903-3954
CLASSIC AIR RACE FILMS. 1929-1949
National Air Race films on DVD. Visit
www.NationalAirRaces.net or call
1-888-NAR-8886

SERVICES

Always Flying Aircraft Restoration, LLC

A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.


GET CONNECTED ...

Stay Informed

E-mail is the easiest way for

you to get comeded to the EAA

community and stay informed.

By sharing your e-mail address

with us, you'll receive:
• EM's e-Hodine electronic newsleHer

• Information on EAA events

• The lalest aviation industry updates


ENGINES


• And requests for your feedback on current

aviation issues.


1916 Curtiss OX-5, 9O-hp engine complete.
Partially restored, extra accessories,
parts, gearbox with Scintilla Magneto,
and special machine tooling for overhaul.
Best offer. FL 305-233-3769

AIRCRAFT

Wag-Aero Sportsman 2+2 - 4 seat, Piper
STOL aircraft. Fuselage, elevator, rudder
and landing gear structurally complete.
Call 360-956-1295 for additional
information. $5,000

Getting connected is easy:

www.eaa.org/email

and flll in the form


log on to

Changed your e-mail address?

Let us knowl


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

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND
ASSOCIATION
EAA's VIN TAG E AIRCRAFT ASSOC IATION
OFFICERS
President
Geoff Robison
152 1 E. MacGregor Dr.

New Have n, I 46774
260·493·4724
cl/ie{[email protected]

Secretary

Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373·1 674

[email protected]

Vice-President

George Daubner
2448 Lough Lane
Hartford, WI 53027
262-673-5885
vaa{l),[email protected]
Treasurer
C harles W. Harri s
7215 East 46th St.

Tulsa, OK 74147

918-622-8400

cwh@h vsu.com

DIRECTORS
Steve Bender
85 Brush Hill Road

Sherborn, MA 01770

508-653-7557


Jeannie Hill
P.O. Box 328

Harvard, IL 60033·0328

815-943·7205


sst 1()@comcast,net


[email protected]

David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916·645-8370
[email protected]

Espie "Butch" Joyce
704 N. Regional Rd.
Greensboro. NC 27409
336·668-3650
[email protected]

John Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507-263·2414


mjbfchld@rconnect. com

St eve Krog

1002 Heather Ln.
Hartford, WI 53027
262-966-7627
[email protected]

davecpd@;quest.net

Robert D. "Bob" Lumley
1265 South 124th St.
BrOOkfield, WI 53005
262-782-2633
iumper@execpc .com

John S. Copeland
lA Deacon Street
Northborough, MA 01532
508-393-4775

Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110

copeland l @jllllo. com

genemorris@Charter,,,et

Phil Coulson

28415 Springbrook Dr.

Lawton, M I 49065

269·624·6490


Dea n Richardson
1429 Kings Lynn Rd
Stoughton, WI 53589
608·877·8485

rcou /sot'S [email protected]

[email protected]

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317·293·4430

S.H. " Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-77 1-1545
sl/ scJimid@11I iiwpc.com

Dave Clark
635 Vestal Lan e
Plainfield, IN 461 68
317·839-4500

dalefaye@mst, .com

DIRECTORS

EMERITUS

Gen e Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-23 1-5002

E.E. "Buck" Hilbert
8102 Leech Rd.
Union, IL 60180
815·923-459 1

GRCHA @charter.llet

buck7ac@dls,net

Ro nald C. Fritz
15401 Sparta Ave.
Kent City, M I 49330
616-678-5012

Directory


~

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800

Fax (920) 426-48 73


Web Sites: www.vintageaircraft.o rg, www. airvent!lre.org, www.eaa.org/memberbenefits

E-Mail : [email protected]

EAA an d Division Membership Services
Flying Start Program .. . ........ . 920-426-6847

800-843-3612 .. ........... FAX 920-426-6761
Libra ry Services/Research ........ 920-426-4848

Monday- Friday CSn
(8:00 AM-7:00 PM
Medical Questions ..... ......... 920-426-6112

Technical Counselors .......... . 920-426-6864

-New/renew memberships: EAA, Divisions
(Vintage Aircraft ASSOCiation, lAC, Warbirds),
Young Eagles ..... . ............ 877-806-8902

National Association of Flight Instructors
Benefits
(NAFI)
AUA Vintage lnsurance Plan ..... 800-727-3823
-Address changes

EAA Aircraft Insurance Plan .... .866-647-4322
- Merchandise sales

Term Life and Accidental ........ 800-241-6103
-Gift memberships

Death Insurance (Harvey Watt &: Company)
EAA Platinum VISA Card .. 800-853-5576 ext. 8884
Programs and Activities
EAA Aircraft Financing Plan . . . . 866-808-6040
EAA AirVenture Fax-On-Demand Directory
EAA Enterprise Rent-A-Car Program
............. . ............... 732-885-67 11
.......................... 877-GAI-ERAC

Auto Fuel STCs ... . . .... ...... . 920-426-4843
Editorial. ..... ...... . . .. . ..... 920-426-4825

Build/restore information ...... . . 920-426-4821
VAA Office .. . . ......... .. .FAX 920-426-6865

Chapters: locating/organizing .... 920-426-4876
Education ... .. . ............... 888-322-3229
- EAA Air Academy
EAA Aviation Foundation
- EAA Scholarships
Artifact Donations .... . . .... ... 920-426-4877
Flight Advisors information ...... 920-426-6864
Financial Support . . . . . . . . . . . .. 800-236-1025
Flight Instructor information ..... 920-426-6801

MEMBERSHIP INFORMATION

EAA
Membership in the Experimental Ai rcraft
Associa tion, Inc. is $40 for one year, incl ud­
in g 12 issues of SPORT AVIATION . Family
m embership is an addition al $10 annu all y.
Junior Membership (und er 19 yea rs of age)
is ava il able at $23 annually. All ma jor credit
cards accepted for membership. (Add $16 for
Foreign Postage. )

EAA SPORT PILOT
C urre nt EAA m e mbe rs m ay a dd EAA
SPOR T PILOT magazine for an addition a l
$20 per year.
EAA M e mb e r ship and EAA S P ORT
PILOT m agazi n e is avai lab le fo r $40 pe r
year (SPOR T AVIATION m agaZi n e n o t in­
cluded). (Add $16 fo r Foreign Postage_)

VINTAGE AIRCRAFf ASSOCIATION
C urre nt EAA m e mbe rs ma y jo in th e
Vintage Airc ra ft Asso ciati o n and rece ive
VINTAGE A IRPLANE magaZine for an ad ­
dition al $36 per year.
EAA Membe rship, VINTAGE AIRPLANE
magazine and one yea r membership in the EAA
Vintage Aircraft Association is ava ilable for $46
per yea r (SPORT AVIATIO N magazine not in­
cluded). (A dd $7 for Foreign Postage.)

lAC

C urrent EAA membe rs m ay jo in th e
Internationa l Ae roba ti c C lub, In c. Div i­
sio n and rece ive SPOR T AEROBATICS
magazine for an additio nal $45 p er year.
EAA Me mbership, SPOR T AER OBAT­
ICS magazine and one year membe rshi p
in th e lA C Div ision is a vailable fo r $55
p e r year (SPORT AVIA TION m agaZ in e
n o t includ e d ). (A d d $ 18 for Foreig n
Postage.)

WARBIRDS
Current EAA m embers m ay join the EAA
Warbird s of Am erica Di vision and receive
WARBIRDS m agaZine for an additio nal $45
per year.
EAA Membe rship, WA RBIRDS m aga ­
zin e and one y ear m e mb e rshi p in t h e
Warbirds Divisio n is ava il able fo r $55 p er
yea r (SPOR T AVIATION m agaZine n o t in ­
cluded). (Add $ 7 for Foreign Postage.)

FOREIGN MEMBERSHIPS
Pl ease su bmit your re mittan ce w ith a
ch eck o r d ra ft draw n o n a United Sta t es
ba nk payable in United States dollars. Add
req u ired Foreign Postage amount for each
m embership.

rFritz@pathway"et.com

Membe rshi p dues to EAA and its divisions are not tax deducti ble 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

Ford Challenge
We hope you were able to visit e Ford Hangar while at
AirVenture to see our leading edge designs, witness Ford's
echnological innovation and
rso ally experience the
cars, trucks, SUV's and crosso ers fr:om America's Quality
Leader.

Edge: Highest APEAL in its Class - J.D. Power

Lincoln MKZ: Highest quality in its class ­ J.D. Power

Jaguar XK: Best Dream Machine - MotorWeek