NOVEMBER 2010

STRAIGHT & LEVEL

GEOFF ROBISON
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

More than just a bunch of planes

The feature piece of this months
column answers the age-old question, What does AirVenture mean
to you? I am oftentimes enlightened with the various descriptors
vocalized by the many individual
members who take the time to
truly analyze the question and respond . . . sometimes quite artfully!
The following piece is one of those
moments where I thought, Man, I
wish I had said that.

What AirVenture Means to Me

By Shawn Lynch
Im at Wittman Regional Airport,
but its not July 28, its July 8 . . .
three weeks too early. Sad for me, I will
miss AirVenture 2010. In two weeks I
will be 32 years old, and since 1978 I
have only missed four Oshkosh fly-ins,
and this year will mark my fifth . . .
prompted by a call to duty, an overseas
deployment, by personal request from
dear old Uncle Sam.
With this visit to Oshkosh today,
I begin to think why it will be harder
than ever for me to be away from AirVenture this year. People who have

been to AirVenture may say its just a

bunch of planes, but to me its much
much more.
I keep asking myself, What am I
going to miss? Its a lot like when you
were a little kid and your folks told you
time for bed, and you didnt want to
go because you thought you were going
to miss something. There are so many
incredible things that happen during our weeklong celebration of flight
(in my book theyre aviation milestones!). This year alonethe 75th
anniversary of the DC-3 and B-17, the
grandest arrival of DC-3s ever seen,
the visit of the last flying DC-2, the
chance to see the only DC-7, V-22 and
hot air balloons in action, the first AirVenture night air show, and so much
more. Dont get me started on the
milestones I have personally experienced at past Oshkosh events (SR-71,
U-2, Concorde, A380). AirVenture is
the chance to witness history in the
making, and I never want to miss a
single moment of it.
The planes are wonderful, but the
human aspect is the biggest part of
what Im going to miss. The people of
EAA are some of the most wonderful,
welcoming, salt of the earth people in
this world. We come from every corner
of the globe and from all walks of life,
but share our common love for aviation, airplanes, and flight.
I really wish I could be at AirVenture for this years Salute to Veterans,
not because I am a veteran, but to
honor and salute the men and women
who have served our country over the
years. I know it will be an emotional
and beautiful spectacle. My grandfather is an Air Force veteran of 34
years, a WWII POW, and B-17 aviator; it would be so overwhelming to

be at Oshkosh and have a chance to

salute him for his courage and service!
AirVenture has long been a family affair for me and mine over the 32 years.
Oshkosh is truly my Christmas in July
as well as a family reunion year after
year, but not just for my immediate family, but for my EAA family as well, my
dear friends at the Red Barn, the Vintage
Aircraft Association volunteers!
So, come the last week in July, I will
be tuned into EAA Radio over the World
Wide Web and logging into www.
AirVenture.org for the daily highlights
of the worlds greatest aviation event. As
I listen and read, I may develop a lump
in my throat and a heavy heart, because
I know I will be missing something very
very special at AirVenture 2010.
Capt. Shawn Lynch is currently
serving our country in the United
States Air Force. He is presently assigned to an E-3 Squadron in the
Middle East, flying missions over
Afghanistan. Shawn, along with
his brother, Evan, and sister, Mary,
have been valued volunteers with
the Vintage Aircraft Association for
many years. Thanks for your service, Shawn, and we all hope to see
you at AirVenture 2011.
Heres wishing everyone a happy
Thanksgiving holiday!
VAA is about participation: Be a
member! Be a volunteer! Be there!
Lets all pull in the same direction for the good of aviation. Remember, we are better together.
Join us and have it all.
Come share the passion! See you
at EAA AirVenture OshkoshJuly
25 to July 31, 2011.

NOVEMBER

A I R P L A N E
Vol. 38, No. 11

2010

CONTENTS
IFC Straight & Level
More than just a bunch of planes
by Geoff Robison

News

FAA Aircraft Re-registration Process

Trying to Make the Registration Database Accurate
by H.G. Frautschy

A Wonderful Prewar Waco

Jack Hills longtime aerial conveyance
by Sparky Barnes Sargent

14

One Mans Fleet of Floatplanes

Meet the current caretaker
by Sparky Barnes Sargent

18

Light Plane Heritage

The de Pischof Avionnette
by Owen S. Billman

21

My Friend Frank Rezich, Part II

by Robert G. Lock

26

The Vintage Mechanic

Special inspectionBoeing Stearman
by Robert G. Lock

30

The Vintage Instructor

14

Windsocks and downwind landingsFly in the little end

and out the big end
by Steve Krog, CFI

32

Mystery Plane
by H.G. Frautschy

34

Classified Ads

35

Book Reviews

21

COVERS
FRONT COVER: EAA Volunteer photographer Chris Miller captured this fine shot of Jack and Glinda
Hills cherry Waco UPF-7 as it cruised along. The beautiful restoration is another Waco restoration by
done by the father-and-son team at Aircraft by Shue of York, Pennsylvania. Photo by Chris Miller
BACK COVER: As many VAA volunteers as we could gather without disrupting the ongoing operations
stand together around the new VAA Flightline Safety Operations building, constructed by VAA volunteers
and funded in large part by the donations of the VAA Friends of the Red Barn. Well see you all next year
right here in Oshkosh! Photo Steve Moyer

STAFF

EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Photography
Copy Editor
Art Director
EAA Chairman of the Board

Rod Hightower
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Colleen Walsh
Dana Heimos
Tom Poberezny

Publication Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Senior Business Relations Mgr, Trevor Janz
Tel: 920-426-6809
Email: tjanz@eaa.org
Manager/European-Asian, Willi Tacke
Phone: +49(0)1716980871 Email: willi@flying-pages.com
Fax: +49(0)8841 / 496012

Interim Coordinator/Classified, Alicia Canziani

Tel: 920-426-6860
Email: classads@eaa.org

VINTAGE AIRPLANE 1

VAA NEWS
A Foot in the Slamming Door
EAA, lawmakers stand up against
FAAs through-the-fence policy
Its a perfect morning; the sun
is just beginning to glow in a cool
blue sky, and there is not a wisp of
wind. Its a great day for flying, you
think, as you step out of your house
into your hangar, do your preflight,

and taxi directly to the runway.

The ultimate dream for many
EAA and VAA members and other
aircraft owners is to have instant
access to their airplane and a runway, just as drivers do to their car
and the street. Imagine, then, if
you backed out of your driveway
one morning, turned the corner,
and found a gate smack across the

road that led to the highway out

of town.
Thats the situation aircraft owners who currently have or might
want future access to the nations
publicly owned airports could face.
The FAAs proposed new throughthe-fence (TTF) policy would cut
off the ability to connect with the
very transportation system that en-

Phillips 66, Skiles Team Up to Support Chapters

During EAA AirVenture Oshkosh
2010, Phillips 66 Aviation awarded
three lucky EAA chapters with special
support for one of their upcoming Young
Eagles events. Three Phillips 66 Aviation fixed-base operators (FBOs) hosted
the chapter eventsEAA Chapter 237
(Blaine, Minnesota) at Cirrus Flight Operations, EAA Chapter 579 (Aurora,
Illinois) at J.A. Air Center, and EAA Chapter 810 (Payson, Arizona) at Payson
Aviation. Included in the package were
special fuel discounts, promotional support, and an appearance by Young Eagles co-chairman Jeff Skiles.
MARK KLEIN
Each of the events enjoyed beautiful weather, and Skiles was able to Jeff Skiles in the cockpit with Noah Berg, 13, at Cirrus Flight Operations.
fly his bright red 1935 Cabin Waco
to the Illinois and Minnesota rallies. Other EAA member volunteer pilots joined Skiles in the usual variety of aircraft
present at Young Eagles events, everything from vintage airplanes to sleek homebuilts.
That was amazing, exclaimed 14-year-old Clara Jordan after her flight with Skiles. The excited Minneapolis teen
could barely talk as Skiles handed her a Young Eagles certificate. I actually got to fly his plane, she said, her smile
wide. I, uh, uh, wow. I cant wait to go flying again.
Phillips 66 wanted to do something special to recognize EAA chapters and their efforts to fly Young Eagles and
promote general aviation to the public.
We thought that bringing Jeff Skiles, an aviation hero, to Young Eagles rallies at our FBOs was a sure way to ramp
up interest for general aviation, explained Rod Palmer, manager of general aviation at ConocoPhillips.
Skilesan aviation legend since he and Capt. Sully Sullenberger safely guided a planeload of passengers to
an emergency landing on the Hudson River in 2009charmed both wide-eyed youths and local EAA volunteers with
his easygoing ways and his beautiful Waco. Children, parents, and EAA volunteers lined up to grab an autograph or
a stor y from Skiles, while those lucky enough to take flight in the Waco had their Young Eagles logbook signed by
aviations most famous first officer.
Young Eagles is one of the best ways to ensure the future of aviation, Skiles said. And when you pull up to a
rally in that 1935 Waco, people tend to get excited about aviation.
The volunteer coordinator for EAA Chapter 237, Joseph Gmitter, agreed.
When I was a kid, I wanted to go flying but never got the chance, Gmitter explained. I hung out at the airport,
visited the hangar, got to touch the planes. But I wanted to fly.
With the nations largest FBO network, Phillips 66 Aviation has long supported Young Eagles as the programs presenting sponsor. Since 1994, Phillips 66 Aviation has also provided a $1-per-gallon discount for Young Eagles pilots.

2 NOVEMBER 2010

ables the freedom of flight. The FAA

originally wanted to end all current
TTF agreements on public-use airports and ban any future ones.
EAAs advocacy staff and many
members quickly made it known
that that was not acceptable. EAA
even created a plan that would allow the FAA to give local jurisdictions the option of writing
such agreements, while maintaining prudent safety and security
precautions.
The FAA then proposed to allow current TTF arrangements to
remain in effect until the existing
agreements came up for renewal;
then those TTF operations would
be banned, tooeventually allowing the FAA to slam the door on
that ultimate dream completely.
Did the FAA hope that by quieting
the most vocal opponents it could
eventually accomplish its longterm policy direction?
Cutting off local TTF arrangements also slices the economic
opportunities available to many
airports through aviation-related
growth, not to mention the free-

dom to use the aviation infrastructure created for all pilots. In

addition, blocking such arrangements may allow non-aviation developments to encroach on local
airports. Such developments often
lead to calls for airport closures or
create land-use and noise disputes.
In late September, U.S. Rep. Sam
Graves (R-Missouri), a longtime pilot and EAA member, and U.S. Rep.
Tom Petri (R-Wisconsin), who represents the Oshkosh area, scheduled
a public hearing before the House
Transportation Subcommittee.
Graves directly told the FAA that a
one-size-fits-all approach to local
airport issues is not the way to go.
In addition, EAA and VAA lifetime member Dr. Brent Blue, a longtime member of EAAs Aeromedical
Advisory Council, testified how
his Wyoming airport benefits from
these arrangements and how aviation access would be crippled by
the FAAs new policy. EAA fortified
his testimony with written comments included in the hearings record. For a link to EAAs comments,
visit www.SportAviation.org.

What Our
Members Are Restoring

Are you nearing completion of a restoration? Or is it done and youre busy flying
and showing it off? If so, wed like to hear from you. Send us a 4-by-6-inch print from a
commercial source (no home printers, pleasethose prints just dont scan well) or a
4-by-6-inch,
300-dpi digital photo. A JPG from your
4 by 6 i
2.5-megapixel
(or higher) digital camera is fine. You
2.5-me
can burn
bu photos to a CD, or if youre on a highspeed Internet connection, you can e-mail them
along with a text-only or Word document describing
airplane. (If your e-mail program asks if youd
yyour
yo
ur a
like tto make the photos smaller, say no.) For
more tips on creating photos we can publish,
visit VAAs website at www.vintageaircraft.org.
Check the News page for a hyperlink to Want To
Che
Send Us A Photograph?
Sen

For more information, you can also e-mail

us at vintageaircraft@eaa.org or call us at
9920-426-4825.

EAA Calendar of Aviation

Events Is Now Online
EAAs online Calendar of Events is the go-to
spot on the Web to list and find aviation events
in your area. The user-friendly, searchable format
makes it the perfect web-based tool for planning
your local trips to a fly-in. We invite you to access
the EAA online Calendar of Events at http://www.
eaa.org/calendar/

Upcom ing M ajor F l y - I ns

U.S. Sport Aviation Expo
Sebring Regional Airport (SEF),
Sebring, Florida
January 20-23, 2011
www.Sport-Aviation-Expo.com
Sun n Fun Fly-In
Lakeland Linder Regional Airport
(LAL), Lakeland, Florida
March 29-April 3, 2011
www.Sun-N-Fun.org
AERO Friedrichshafen
Messe Friedrichshafen,
Friedrichshafen, Germany
April 13-16, 2011
www.AERO-Friedrichshafen.com/html/
en
Virginia Regional Festival of Flight
Suffolk Executive Airport (SFQ),
Suffolk, Virginia
April 30-May 1, 2011
www.VirginiaFlyIn.org
Golden West Regional Fly-In and Air
Show
Yuba County Airport (MYV),
Marysville, California
June 10-12, 2011
www.GoldenWestFlyIn.org
Arlington Fly-In
Arlington Municipal Airport (AWO),
Arlington, Washington
July 6-10, 2011
www.ArlingtonFlyIn.org
EAA AirVenture Oshkosh
Wittman Regional Airport (OSH),
Oshkosh, Wisconsin
July 25-31, 2011
www.AirVenture.org
Colorado Sport International Air
Show and Rocky Mountain
Regional Fly-In
Rocky Mountain Metropolitan Airport
(BJC), Denver, Colorado
August 27-28, 2011
www.COSportAviation.org

VINTAGE AIRPLANE 3

FAA Aircraft
Re-registration Process
Trying to make the Registration Database Accurate
BY

H.G. FRAUTSCHY

ACCORDING TO THE FAA , about onethird of the approximately 357,000

aircraft registered in the United
States have inaccurate records. To
clean up what it says has become
a database riddled with incorrect
addresses, aircraft that have been
destroyed, etc., the agency has
made a decision to require all
currently registered aircraft to be
re-registered. Essentially its starting
with an empty ledger and will fill it
out in the next three years.
As spelled out in a Federal Register
notice published July 20, 2010, the
rule establishes specific registration
expiration dates over a three-year
period for all aircraft registered
before October 1, 2010, and requires
subsequent re-registration every
three years, according to a specific
schedule. Re-registration of aircraft
currently in the FAA database will
occur between November 1, 2010,
and December 31, 2013. The process
is intended to update the U.S. Civil
Aircraft Register, making it a more
reliable database.

It is important that each

aircraft you own, regardless of
its airworthiness status, be reregistered when the notice comes
from the FAA, or its registration
could be revoked. Even if the
aircraft exists in basket-case form
(or less!), its important to keep it
properly registered.
There are a number of changes to
the aircraft registration system that
each owner should pay particular
attention to:
Each aircraft initially registered
under the re-registration program
will be registered for three years,
expiring three years after the last day
of the month in which it is issued.
The re-registrations will be issued in
quarterly blocks. (See the chart from
the FAA to determine when youll be
re-registering your aircraft.)
T h e r e a f t e r, t h e a i rc r a f t
registration expires three years from
the expiration date of the previous
certificate.
Re-registration and subsequent
renewals will cost $5.

There are provisions written into

the pending FAA Reauthorization Act
(H.R. 915) to dramatically increase
those costs; VAA and EAA will
continue to monitor the progress of
the act through Congress (its been
delayed innumerable times).
The next aspect of the program
is especially important to note:
If you were thinking about not
bothering with this re-registration
program, you should know that
the cancellation of the N-number
assigned to an aircraft will take
place approximately 90 days after
the expiration of an aircrafts
registration. (Once canceled, the
N-number will not be available for
assignment or reservation for the
next five years.) As it stands right
now, without a current registration
and N-number, an aircraft is deemed
unairworthy, regardless of its annual
inspection status.
So how will you know if your
aircrafts registration is due for
renewal? About six months before
an aircrafts registration expires,

Aircraft Re-registration Schedule

If the certicate was
issued in:

The certicate
expires on:

The owner must apply for re-registration between

these datesto allow delivery of a new certicate
before expiration.

March of any year

April of any year
May of any year
June of any year
July of any year
August of any year
September of any year
October of any year
November of any year
December of any year
January of any year
February of any year

March 31, 2011

June 30, 2011
September 30, 2011
December 31, 2011
March 31, 2012
June 30, 2012
September 30, 2012
December 31, 2012
March 31, 2013
June 30, 2013
September 30, 2013
December 31, 2013

November 1, 2010
February 1, 2011
May 1, 2011
August 1, 2011
November 1, 2011
February 1, 2012
May 1, 2012
August 1, 2012
November 1, 2012
February 1, 2013
May 1, 2013
August 1, 2013

4 NOVEMBER 2010

and January 31, 2011

and April 30, 2011
and July 31, 2011
and October 31, 2011
and January 31, 2012
and April 30, 2012
and July 31, 2012
and October 31, 2012
and January 31, 2013
and April 30, 2013
and July 31, 2013
and October 31, 2013

using the mailing address of record, the

FAAs aircraft registry office will mail a
notice with instructions to the owner. The
notice will identify the expiration date
and the three-month window during
which application must be made to ensure
receipt of the new certificate before the old
certificate expires. Again, refer to the chart
for the timetable for initial re-registration.
The third, fourth, and fifth months
before expiration make up the timely filing
window. A code provided in the notice
allows online re-registration and payment
of the $5 fee when there are no changes
in ownership, address, or citizenship to
report. If there are changes to report, the
form can be completed online, printed,
signed, and mailed with the $5 fee. No
matter if there are no changes or there
are revisions that must be made to the
registration data, the form must be filled
out online.
How should you prepare for the
upcoming re-registration? The FAA offers
these tips:
1. Look up your aircraft on the Search
Aircraft Registration Information web page
and verify that the mailing addresses and
the names of owners shown are correct.
You can also confirm the registration
certificate issue date. Please note that the
registration issue date is not the same as
the airworthiness certificate issue date.
For newer aircraft they may be identical if
the aircraft was sold to the current owner
immediately upon its manufacture, but
for most aircraft the registration certificate
will have a different date. Thats the date
the FAA will be using when you re-register.
2. If the mailing address is wrong,
the owner should update the address
promptly.
3. If an ownership change has occurred,
the seller should report the sale to the
registry, and the purchaser should submit
their application for registration, evidence
of ownership, and $5 registration fee to
the registry as soon as possible.
One more note: A number of members
have asked if they can just re-register now
and not wait until the note from the FAA
arrives. The short answer is, No, you
cant. The FAAs explanation was that the
Aircraft Registration Branch has only so
many people working to input the data,
and the procedure theyve put in place
will make certain that the workload will

be consistent throughout the

time period of the re-registration.
The same holds true for the
subsequent registration renewals.
Thats unfortunate, since it means
that aircraft owners of multiple
aircraft will have to keep track of
and execute the re-registration
process one at a time for each
aircraft as their registration and
renewal dates occur.
Subsequent correspondence
has clarified one other question
that has come up regarding the
issuance date of the new certificate.

When an aircraft owner submits

their re-registration application
to the FAA, the FAA then issues a
new registration certificate with
an expiration date of the last day
of the month in which it was
issued. That date will continue
to be the expiration date for all
subsequent renewals.
For more information, visit the
FAAs Aircraft Registration Branch
website at www.FAA.gov/licenses_
certificates/aircraft_certification/
aircraft_registry or call EAAs aviation
services at 888-322-4636.

VINTAGE AIRPLANE 5

6 NOVEMBER 2010

A Wonderful

Prewar Waco
Jack Hills longtime aerial conveyance
by Sparky Barnes Sargent

CHRIS MILLER

oised on the past-award-winners row at Sun n Fun at Lakeland,

Florida, this past spring, NC32071 was simply gleaming, despite the
sprinkles from scattered rain clouds. Jack and Glinda Hill were close
by their Waco, and Glinda wiped away the raindrops after each shower,
carefully caressing the biplanes graceful, sweeping lines.
John Jack Hill developed a soft spot in his heart for biplanes when
he was a child, and hes been virtually inseparable from his 1941 Waco
UPF-7 since he first became its caretaker nearly 30 years ago. Hes had
other airplanes through the yearsJ-3 Cubs, a Piper Colt, Cessna 190, and
a cabin Waco UECbut the UPF-7 has turned into a keeper.
I bought it from Dr. John Bussard in New Jersey, Jack shares in his
gentle tone. John had it restored in 1978, and I bought it in 1981. It had
3,969 hours, 45 minutes total time then, and was a very nice airplane. I
flew it 1,400 hours before having it restored. >>

VINTAGE AIRPLANE 7

Jack has owned this graceful 1941 Waco UPF-7 since 1981.
CHRIS MILLER

ow a retired United Airlines pilot, Jack had

a rather unusual introduction to the world
of aviation. He grew up in a small town
Ahoskie, North Carolinaand often traveled with
his family to visit his grandmother in nearby Rocky
Mount. Jack was always intrigued by the airport
they passed along the way, and sometimes his
father would stop and let him watch the airplanes.
The aviation bug really bit 5-year-old Jack on a
Sunday morning in 1937, when a hometown naval
aviator flew an N3N over their house at about 200
feet. It is still a vivid memory, to this day, he
fondly recalls.
Three years later, he found his way aloft.
My first flight was in the Goodyear blimp,
says Jack and laughs, reminiscing in his relaxed
yet enthusiastic tone. Oh, it was fun! Its an
indelible memory for me, because I got to ride in
the front seat. I remember the pilot controlling
the elevator with what looked like the wheel of
a wheelchairhed roll it back and forth. That
was in 1940, when I was 8 years old. Later that
year, I had my first airplane ride, which was in a
Waco UEC.
He took flying lessons as a teenager and
soloed a J-3 Cub a couple of days after his 16th
birthday. He earned his private certificate at
17 and enlisted in the Navy after high school.
Jack couldnt get into the pilot program, so he
went into submarines instead. But he continued

8 NOVEMBER 2010

flying during his time off, earning commercial

and flight-instructor certificates. After he left the
Navy, he enrolled in Embry-Riddles business
pilot and aviation administration program
through the University of Miami. [The late] Paul
Sanderson (of Jeppesen-Sanderson fame) was my
ground school instructor, and as soon as I got my
instrument and multiengine ratings, I applied
for a job at Capital Airlines in Washington, D.C.
I started with them in March 1956 in Chicago,
flying DC-3s, recounts Jack. The next year I
went to New Orleans, and then I was transferred
to New York, and I spent most of my career
there. I flew a little over 36 years for the airlines,
finishing my career in 747-400s. I really enjoyed
going to work every day, and Im sorry they had
that age limit for retirement!
Throughout those years, Jack always kept
flying light airplanessome lighter than others.
Interestingly, he discovered that his passion for
aviation transcended powered flight into the
realm of soaring. Hes owned several sailplanes
through the years and has earned the prestigious
FAI Diamond Badge (distance, goal, and height).
I had a [Schempp-Hirth] Standard Cirrus and
flew in the U.S. National Soaring Championships
one year, he says with a chuckle. I didnt do
very good, but I had fun! Yet his passion for
radial-engined biplanes eventually took first place
in his recreational flying.

NC32071 History
A t l e a s t 6 0 0 Wa c o U P F - 7 s w e r e o r i g i n a l l y
manufactured under Approved Type Certificate
642 (issued June 5, 1937); of those, 213 are listed
on the FAA Registry today. The UPF-7 was designed
as a trainer for primary through advanced flight
instruction in Civilian Pilot Training Programs. The
biplane measured 23 feet 6 inches from prop to tail,
stood 8 feet 5 inches tall, had an upper wingspan of
30 feet, and a lower wingspan of 26 feet 10 inches.
It sold for $9,500 at the factory in Troy, Ohio. For
those who may wonder what UPF-7 means, Wacos
designation is interpreted this way: U represents
the engine, in this case a Continental W670; P
is the Waco plan designator (wings and fuselage),
and -7 denotes the seventh of the F series (opencockpit biplane).
One interesting bit of history that Jack has for his
biplane is Sales Order No. 593C, Airplane Equipment
and History Record [for] Serial No. 5703, License
No. NC32071, UPF-7. According to this airplane
record, the biplane was originally equipped with the
following: Continental W670-6A, Stromberg NA-R6
carburetor, Scintilla mags, Eclipse 13 starter, Hartzell
wood prop, and Eclipse 9 generator. It also had Hayes
750-by-10 wheels and brakes with Goodyear 850-by10 tires and Waco shock struts, and a Hayes 10-inch
smooth contour tail wheel. It was outfitted with a
Pioneer tach, altimeter, compass, airspeed indicator,
and clock. Its fuselage and fin were painted ArmyNavy blue; its wings, stabilizer, and elevators ArmyNavy yellow; and all struts were Army-Navy blue. The
license number was painted in intense black. Its extra
equipment was an Eclipse control box Model 1. The
biplanes total weight was 1,880 pounds.
According to other aircraft records, NC32071s first
flight was by Waco test pilot Walter Pate on September
17, 1941, at Waco Field in Troy, Ohio. The next day,
the biplane was delivered to Beacon Flying Service
at Cheektowaga Airport (later known as Buffalo
International Airport), New York. In March 1943, it
was purchased for the Defense Plant Corporation by its
maintenance supervisor, Travis Lee, and was ferried to
Southern Airways of Danville Inc. (in Virginia). A year
later, it went to Blacksburg, Virginia.
In November 1945, Albert Simmons of Newark,
New York, became its first individual owner. Five
years after its first flight, the Waco was re-covered
with Grade A cotton. Though the biplane would
change hands numerous times, it remained in New
York through 1966. Then in June 1967, James Lloyd
Hoff of Burlington, New Jersey, bought it and ferried
it home; in 1972, he (and the Waco) relocated to
Albion, New York. Louis Grama of Trenton, New

Rounded tail feathers complement the lines of

the Waco.
SPARKY BARNES SARGENT PHOTOS

The polished Curtiss-Reed fixed-pitch

prop shines in the sunlight.

VINTAGE AIRPLANE 9

PHOTOS COURTESY JACK AND GLINDA HILL

Working on the bare-bones fuselage in October 2001.

Jersey, purchased the biplane in June 1975, and the

following May, he sold it to John Bussard of Ringoes,
New Jersey. NC32071s total time was 3,750 hours,
50 minutes when it was ferried to Sky Manor Airport.
John replaced its engine in July 1977, and in March
1978, the biplane was disassembled for repairs and recovering and returned to service in November.
Jack, the Wacos current owner, inadvertently
discovered a fun way to celebrate the Wright brothers
first flight day (December 17) in 1981. A resident of
Closter, New Jersey, at the time, Jack purchased the
Waco that day and flew it to its new home base
Wurtsboro Airport in New York. Nearly five years
later, after enjoying the Waco for 203 hours, 35
minutes, the engines rear bearing failed. About three
months later, the zero-time engine (overhauled by
Aero Engines of Los Angeles) was installed, and Jack
was once again logging time in the Waco. It would be
nearly 15 years until the biplane required more than
routine maintenance.

Restoration

The beautiful interior of the fuselage in January 2006.

In 2001, Jack contacted Aircraft by Shue (a fatherand-son team specializing in Wacos) and flew
NC32071 to their location in York, Pennsylvania,
on September 26 for restoration. The 220-hp
Continental W670 was removed after 1,013 hours
of service and was overhauled by Radial Engines
Limited, of Guthrie, Oklahoma. In the meantime,
recounts Jack, Scott Shue completely restored the
airplane; he replaced all the wood and inspected

New wood stringers and formers on the fuselage in March 2003.

10 NOVEMBER 2010

PHOTOS COURTESY JACK AND GLINDA HILL

CHRIS MILLER

Ive had the airplane back from restoration not quite two
years now and have already flown it 196 hoursId rather
wear it out than to let it sit there.Jack Hill
all the metal parts. They found only one tube in
the whole fuselage which needed repairand that
was where somebody had welded a battery box
into the fuselage. All of the sheet metal is new;
they have a shop nearby where they outsourced all
the compound curves. Dick Herman built all the
wing ribsthe wings are completely new. They also
removed all the instruments, inspected and repaired
them as needed, and had the dials repainted. Scott
covered the airframe with Ceconite, finishing it with
butyrate dope in a paint scheme of his own design.
According to Jack, the only change to the Waco
was the installation of fiberglass wheelpants. The
restoration took nearly six years, and Jack is
exceptionally pleased with the Shues work. We
knew it would take a while, because Joe Kaminskas,
Al Shimer, and I spoke to him at the same time about
a restoration, says Jack amiably, so he worked on
all three airplanes simultaneously. We had a little
friendly rivalry, but Al and I knew each other from
our Capital Airlines days. Mine was the fi rst one to

be finished, and John Shue made the first flight in it.

When I went to pick it up, they had it in a fixed-base
operators hangar. When I got there, they opened the
door to the hangar, and the airplane was sitting there
and they had a red carpet on the floor leading up to
the wing walk!
On April 18, 2008, Jack fl ew his pristine Waco to
its new home base at Warren Field (an old World
War II training field in eastern North Carolina) in
Washington, North Carolina. He and Glinda flew
it to AirVenture that summer, where it received the
Antique Customized Aircraft Champion (Bronze
Lindy). That same year it was also Grand Champion
in Burlington, North Carolina, at the VAA Chapter 3
fly-in and First Place Antique at the Virginia Regional
Festival of Flight at Suffolk. It was awarded Grand
Champion at Sun n Fun in 2009. Additionally,
NC32071 always receives a warm welcome on
stopovers at the Virginia Tech Airport, in Blacksburg,
where it was used in the Navys training program in
the early 1940s.

VINTAGE AIRPLANE 11

SPARKY BARNES SARGENT PHOTOS

Flying the Waco

Joseph Juptner, aircraft historian and author, wrote:
The UPF-7 was maneuverable, predictable, and very
capable; its flight characteristics were excellent with
good control, it was nimble enough for most aerobatics,
and like all Waco biplanes it was a pleasure to fly. (U.S.
Civil Aircraft, Volume 7.)
Thats a sentiment shared by many UPF-7 pilots,
including Jack. And as he likes to say, The Waco
carries twice as many passengers as the Stearman. Of
course, they have to be two like me; two of the average
Americans today wouldnt fit that well, he says and
chuckles. Jack admits that he was partial to Stearmans
before he bought the Waco. Then he remembered how
much he enjoyed his first airplane ride in the Waco,
and a friend told him about NC32071 being for sale.
So I bought the airplane from Bussard, who also had
a cabin Waco. Later that year, he and I flew together
to my first Waco fly-in, and Ive been having a good
time ever since I got the airplane. Im a member of the
American Waco Club, National Waco Club, and also
the Waco Historical Society.
O v e r a l l , J a c k s u m m a r i z e s t h e Wa c o s f l y i n g
characteristics by commenting: Its a nice-handling
airplane. It has four ailerons that are operated by

Profile view of the Wacos nose.

Glinda and Jack Hill enjoy flying to points near and far in their 1941 Waco UPF-7.

12 NOVEMBER 2010

CHRIS MILLER

pushrods and bell cranks, and it makes the airplane

nice and responsive. Its a light airplane to fly; in
other words, when you come in for a landing and
you chop the power, it pretty well sits right down.
If youre a little bit fast on the speed, it takes a little
more runway, but you get used to it. The initial climb
is at 70 mph, and then once youre clear of the trees,
about 80 mph. I try to keep the speed up in the
pattern, so Im not holding people up, and Ill fly the
final approach at 70 mph. It stalls around 60 mph
and cruises at 110 mph. It holds 50 gallons in two
wing tanks and burns around 12 gphso I could fly
four hours, but I plan for three and a half, maximum.
Two to two-and-a-half hours is what we normally fly
between stops on cross-countries.

Into the Future

Flying cross-country is something Jack really enjoys.
When I put a new engine on the Waco in 1986, I
wanted to break it in, so my friend and I flew to Myrtle
Beach, South Carolina, and on up to First Flight Airport
at Kitty Hawk, North Carolina. We had a four-day
odyssey, and that was a lot of fun. Ive had so many
nice flights, to Oshkosh, Creve Coeur, Lakeland, and
many other places.
Jack fully intends to keep the biplane as far into
the future as possible, and in addition to its recent
restoration, he has made other arrangements to
that end, as well. Three years ago, we moved to
Washington, and I got a 20-year lease and built my
hangar at Warren Field. I asked them to add three
months to my lease, just so Id be 90 years old when
it expires, he says with an irresistible smile. Locally,

we fly to Ocracoke Island, which is just 80 miles

awayits either a 45-minute fl ight or a two-and-ahalf-hour ferry ride! Well fly out there for fun, and
also to nearby Plymouth, North Carolina, where
they have a free fish fry every Wednesdaywith fish,
coleslaw, and hush puppiesfor anybody who fl ies
in. Ive had the airplane back from restoration not
quite two years now and have already flown it 196
hoursId rather wear it out than to let it sit there,
Jack continues, Were having a good time with it.
Glinda knows more about GPS than I do; when we
flew the cabin Waco she would always sit up there
and work the GPS, and now she programs it for me,
since were flying open cockpit.
Glinda, taking a moments pause from wiping down
the Waco, smiles as she shares her perspective: When
I first dated him, he took me for rides; years later when
we got back together, wed go to fly-insflying was
just part of him. I can always find something to do;
I like computers and programming the GPS, and I
usually have a camera and take lots of pictures. In the
beginning, I took the flight controls, but in this one,
you have to push the button to talk to each other, and
I usually have my luggage under my arm, too.
Its obvious that this UPF-7 is in good hands, and the
biplane seems to know it. If you happen upon NC32071
in a field of flying machines, particularly on a breezy
day, try quietly sidling up to its Continental engine
and listen carefully. Even though its deep, rumbling
voice will be silent at that momenttheres a good
chance that youll hear it whistling a merry little tune,
as the wind slips by those stainless exhaust pipes. Its
one happy flying machine, even on the ground.

VINTAGE AIRPLANE 13

1929 Travel Air 6000

One Mans

Fleet of

JIM OLTERSDORF

Floatplanes
planes
Meet the current caretaker
by Sparky Barnes Sargent

hen the 1929 Hamilton

Metalplane H-47 (s/n 65)
was sold at auction in
January 2010, it landed in the hands
of an energetic gentleman who is
proud to care for such a unique
facet of aviation history. Mr. Wright
is not a collector, per se, but rather
an aviator, and hes looking forward
to developing a flying relationship
with the Metalplane. During
AirVenture this past summer, the
Metalplane was on display in front
of the VAA Red Barn in the Vintage
area. Shining under the summer
sun, its corrugated aluminum skin
provided rippled reflections of
numerous pilots and enthusiasts
who enjoyed the opportunity to
see this one-of-a-kind monoplane
in person.

14 NOVEMBER 2010

Bearing the Northwest Airways

Inc. logo on its fuselage, N879H
is the only flying example of 29
Metalplanes manufactured. Its
restoration was completed in the
mid-1970s by the late Jack Lysdale,
and the airplane was a multiple
award winner at Oshkosh and the
Antique Airplane Associations
fly-in during that time. Thirty-five
years later, it returned to Oshkosh
for the second time, where it
received the Transport Category
Champion Bronze Lindy
award. Its handsome appearance
is well-preserved; its 525-hp
Pratt & Whitney Hornet sports a
gleaming, burnished cowling,
and the functional yet elegant
interior bespeaks the glamour and
simplicity of days gone by.

FLOATPLANE PILOT
As a young boy growing up in the
Pacific Northwest, Mr. Wright loved
being a passenger in floatplanes,
so much so that it inspired him to
learn to fly. When he was in college,
he earned his private certificate just
so he could fly floatplanes. Though
he would have been happy to solo
and take all of his flight instruction
in a floatplane, he instead learned
to fly in a landplane. A very wise
instructor shared his observation
with me that private pilots who fly
landplanes get used to talking to
the tower and using radios. He told
me, If youre used to doing that,
but dont ever have to do it, thats
better than not being used to it and
having to do it. Plus, the private
pilot program is slanted toward

single-engine landplanes. Go do all

of that, and learn about controlled
airspace. You may never fly in
controlled airspace again, because I
know you want to fly floats, but you
should know it, and youre going to
have to know it for the exam. So
I did that. I soloed in a Cessna 152
and got my license in a 152. Then
I immediately went out and got my
floatplane rating in a Cessna 172.
Then I bought a Cessna 180 on
Edo floats and flew that for several
yearsthen I upgraded to a 185,
and went from that to a Beaver.
In the years since he learned to fly,
hes logged several thousand hours,
and he currently holds an airline
transport pilot certificate. His type
ratings include one that few pilots
today possess: the type VFR (visual
flight rules) rating for the Ford TriMotor. He recently broadened his
floatplane horizons by adding a
multiengine sea rating, as well.

Alaska, with a buddy of mine who is

a helicopter guy. He said, You ought
to go down and see this floatplane
thats on Beluga Lakeits a 1929
Travel Air 6000 on Edo floats. So
he took us down to see it, and first
of all, that is the coolest airplane
Id ever seen in my life! I thought,
Man, how cool would it be someday to own a plane like that! I
thought about having my friend say
to the owner, If you ever want to
sell this airplane, Ive got a friend
whod be interested in talking to
you. But I couldnt muster up the
courage to do that; I thought it was
a little presumptuous.
That Travel Air resurfaced in his
mind a couple of years ago when
he received a copy of Water Flying
Magazine with a feature on that
airplane, along with the owners
name and e-mail address. So
I e-mailed him and introduced
myself and said, I dont mean to be

What piqued my interest in [the

Metalplane] was that it had been on
floats with the Ontario government
for several decades.Mr. Wright

said, Lets take this to Oshkosh for

the show in 2009. I said, Ill make
you a deal; if you get it there, Ill fly
it back home. And so we did that;
2009 was my first time at Oshkosh,
and it was with a 1929 Travel Air
6000B on wheels.
Before he purchased NC9084 (s/n
865), it was owned by Kachemak
Bay Flying Service Inc. It bought it
in 1969 and flew it extensively as a
bushplane in Alaska for yearson
wheels and Edo 4650 floats. In 2002,
the airplane underwent a thorough

Mr. Wright
SPARKY BARNES SARGENT

Hes been fortunate enough to

have owned his Beaver for 18 years,
and it made its first appearance at
AirVenture this past summer. Its
the first time its been on wheels in
18 years, he says and smiles. And
I still have never flown it on wheels.
A couple of Kenmore Air buddies
from Seattle brought it back for me,
so were all here together.
TRAVEL AIR
The Beaver isnt his only
f l o a t p l a n e ; M r. Wr i g h t a l s o
appreciates the aesthetic qualities
of antique aircraft. Sharing the story
of how he came to own a Travel Air
S6000B floatplane, he says, About
10 years ago, I was up in Homer,

presumptuous, but would you add

my name to what Im sure is a very
long list of wannabe owners, just in
case you should ever decide to sell
italthough I know you wont.
He called me, and said, Its been
for sale for six monthswhy dont
you come up to see it? So over a
three-month period we negotiated
a purchase. It had been on floats for
40 years, and we put it on wheels,
because he wouldnt deliver it to
Seattle on floats. We flew it 2,400
miles in three days, down the Alcan
(Alaska-Canadian Highway), and we
had a blast! I learned a lot about the
airplane, and then I had it down in
Paso Robles, California, having some
work done to it. A colleague there

restorationfrom the bare frame all

the way up through its wicker seats,
roll-down windows, and lavatory.
Sporting a bold paint scheme of
orange wings and a two-toned bright
and dark blue fuselage, this Wright
Whirlwind-powered Travel Air
reflects its current ownership with
the words Pole Pass Airways, Orcas
Island, Washington painted on its
door. This grand old airplane has
an intriguing history (according to
several online resources, including
www.AlaskaSeaplanes.com/NC9084.
html). When it was brand new, it was
first owned by Phillips Petroleum
Company of Bartlesville, Oklahoma.
About half a year later, it went to
the Travel Air Company in Wichita,

VINTAGE AIRPLANE 15

Kansas, and just a few months later,

it was owned by Wichita Air Service.
In August 1930, pilot Charles
Lander, along with Roger Rudd,
made two attempts to set a new
endurance record in the airplane
(dubbed the City of Wichita)but
their longest time aloft was just
under 14 hours. Shortly thereafter,
another endurance attempt was
made in NC9084 (by then known
as the Century of Oklahoma) by pilots
Bennett Griffin and Roy Hunt,
but a dust storm cut their flight
short after 13 days. The Travel Air
was later owned by several flying
service companies and was used
for charter and aerial photography
and eventually for hauling smoke
jumpers for the U.S. Forest Service.
Today, this Travel Airs current
caretaker thoroughly enjoys flying
it for pleasure and maintaining it in
top condition.
HAMILTON METALPLANE
Then toward the end of
2009, Mr. Wright took note of
yet another intriguing antique
aircraftthe 1929 Hamilton

Metalplane H-47. Since he wasnt

familiar with the Metalplane, he
did some research on its history,
prior to its auction in January
2010. What piqued my interest
in it, he shares with a smile, was
that it had been on floats with the
Ontario government for several
decades. So again, it all goes back
to floats. I put in a bid and ended
up being the purchaser. I talked to
the seller, and they said they had
never owned floats with it, but
they knew it had been on floats.
They knew the floats were up in
Alaska, and they gave me a contact
number. So I called Cliff Everts,
whos a longtime aviation pioneer
up in Fairbanks, and he said, Yes,
I think theyre out back under a
snowbank. Call me in the spring!
So I did, and we determined that
they were the Edo YC-6400 fl oats
off the Metalplane, with the
matching serial numbers from
1929. I ended up purchasing them,
and they were in good enough
shape to be rebuilt. So theyre on
their way to Seattle now, where
well rebuild them.

He plans to be flying the

Metalplane on floats by the
summer of 2011. Smiling from earto-ear and sounding as happy as a
young boy with a pile of birthday
presents in front of him, he says,
Then Ill have two 1929 airplanes,
each with their original set of Edo
floats! Thats pretty cool!
Commenting about the flying
characteristics of the Metalplane
d u r i n g A i r Ve n t u r e 2 0 1 0 , M r.
Wright shares that the airplane had
only flown two and a half days in
the past 35 years, and that he had
flown it for just a couple of hours.
He says, Its a little bit heavy;
I liken the Travel Air to flying a
really friendly waterbed, and the
Metalplane is much heavier; it
sinks like a stone if you pull the
power back. So were just learning;
well have many more learning
experiences ahead of us! I really
believe that Im just the temporary
caretaker for this wonderful piece
of aviation heritage. Of all its past,
present, and future caretakers, Im
just proud and happy to be the
present caretaker.

The Hamilton Metalplane flies over a farm in Kansas during its flight from Oshkosh to the West Coast.
COURTESY MR. WRIGHT

16 NOVEMBER 2010

Light Plane Heritage

published in EAA Experimenter October 1990

THE

DE

PISCHOF AVIONNETTE
BY

OWEN S. BILLMAN

arly in the year 1921, Monsieur de Pischof, a

schoolteacher in Paris, set a lot of hearts throbbing among those Frenchmen harboring a desire
to learn to fly. There was an air show in progress at
Buc, a suburb of Paris, and it was there that he was able to
display and fly one of the smallest practical airplanes since
Santos Dumonts Demoiselle had captured their hearts in
a similar manner several years earlier. De Pischofs airplane
was dubbed the Avionnette, or Baby Airplane.
The small aircraft, advertised as a 12-foot biplane, arrived at the airport in the van of a small truck. In front of
a battery of newsreel cameras, it was set up, cranked up,
and flown up into the blue carrying its 140-pound pilot,
seemingly without effort. Competing with many much
larger aircraft, it was the hit of the show. Every person who
watched no doubt imagined himself speeding through the
skies to keep all manner of rendezvous, at a price even he
could afford. The plane was powered with a 16-hp, twocylinder, horizontally opposed engine that consumed fuel
in very economical sips that made maintenance and fuel
costs quite within the range of most pocketbooks.
Understandably, M. de Pischof was besieged with inquiries and many copies were built in France and around the
world. The success (or lack of it) depended then, as today,
on how closely the builder adhered to the plans, the powerplant used, and the builders personal weight. It seems
remarkable how many designers of these very light aircraft
were men who appeared on the verge of starvation. For
example: Ed Heath of Heath Parasol fame never weighed
more than 120 pounds; Jack Irwin of the Irwin Meteorplane weighed about the same amount most of his life. Are
thin people apt to be more creative? . . . more avid fliers?
The Avionnette was, to say the least, an unorthodox version of aircraft in vogue at that time. Perhaps the most
unusual feature was the seating arrangement for the pilot.
The fuselage, if it could be called that, consisted of the
small engine in tractor position at the front, faired in by
an aluminum cowling that extended aft only as far as the
pilots place, shielding little more than his knees, His seat
was a motorcycle-style saddle mounted on the narrow

top longeron, of which there were just two, one over the
other, separated by vertical members, all braced with diagonal wires. The small tail assembly was mounted, too, on
the top longeron, braced to the bottom one with a strut.
The assembly of this little plane, as well as its disassembly, could be accomplished very quickly due to the
fact that the wing struts and brace wires were designed
as a unit and were never completely taken apart except
if necessary for repairs or servicing. The inboard spar fittings were connected first by slipping the ends over stubs
extending from the landing gear axle, then pinning them
in place. The wingtips were raised to flying position and
the interplane struts unfolded. When that hinge point was

Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF

18 NOVEMBER 2010

locked by inserting a pin, the bracing wires automatically

became taut and the wings were again in proper rig. Voil!
A fully rigged, ready-to-fly airplane, about as easy to do as
making instant coffee these days!
The Avionnettes landing gear was one of its more novel
features: It had no shock absorbers at all; its axle, which
was also the carry-through of the wing spars, was attached to the bottom longerons. The wing spars were
made of round aluminum tubing (shades of Jim Bede!).
Ground clearance was minimal, perhaps 8 inches, providing considerable ground effect, which aided in relieving landing shock, to a degree.
Tail surfaces were small considering the fact that the
flow of air aft of the pilot must have been burbling considerably. (Later versions of this plane exhibited a faired fuselageunfortunately destroying its unusual characteras
well as enlarged tail surfaces).
M. de Pischof was not a newcomer to aeronautics, having collaborated in 1909 with a man name Koechlin on a
monoplane of much larger size (gross weight: 771 pounds;
wingspan: 26 feet). It is not reported how well it performed
with its 32-hp engine.
In the construction of Avionnette no wood was used except for the propeller. The craft was made entirely of steel
and aluminum, covered with doped fabric. It was designed
to a safety factor of 9.
Visibility was about as good as it is possible to be. The
pilot was exposed to the elements, it is true, but it must be
remembered that this machine was designed strictly for
fun and not for either high speeds or altitude. One simply
dressed for the occasion and returned to Earth and the
comfort of a bit of stimulant in the country club when
one had had enough.
Gasoline was carried in a center section tank just aft of
the engine; capacity: 3.7 U.S. gallons.
Instruments consisted of a tachometer together with
an oil pulsometer and ignition switch. The throttle was
attached to the joystick and connected to the Zenith carburetor by a Bowden cable.
The plane that M. de Pischof flew at the 1921 Paris
Air Show at Buc was registered F-ABGD. Unfortunately,
he was killed in an air crash soon after and so was unable to continue development of this promising design.
One wonders what other innovations in aero design
this man might have contributed if fate had not decreed
his early demise.

Author Owen Billman taxies the de Pischof Avionnette replica

built by the Auburn High School industrial arts class.
The original had been built in 1921, and no plans were
available, so he began drawing them by eyeballing the
only drawing he knew to exist, that eye-catching one
drawn by Douglas Rolfe for the Alexis Dawydoff book Airplanes of the World, published in 1962 by Simon & Schuster, New York City.
The students in his industrial arts class were anxious
to get to work on this project, which had become intriguing to them, as well as to Lane, so they were soon at work
building wing ribs from his drawings. He had followed
as closely as reasonably possible the shape of the airfoil,
which was obvious in Rolfes sketch. While the young people were busy with the ribs, he worked on the additional
drawings in his spare time. His then-recent experiences in

A de Pischof Replica
By Owen S. Billman
In the fall of 1971, when Richard Lane joined the teaching staff of Auburn (New York) High School, he was reminded of the tiny de Pischof biplane he had admired so
long. The Auburn school was noted for, and encouraged,
free thinking on the part of its teaching staff. He proposed
to the powers that be that he, with the students in his
shop class, produce as accurate a copy of that little plane
as possible. That proposal met with prompt approval.

VINTAGE AIRPLANE 19

The Avionnette, built by de Pischof, first appeared in 1921 and featured allmetal construction. It was easily disassembled for storage or transport. Power
was a 45-hp Anzani engine.
designing and successfully building
an experimental auto, and then an
equally successful one-man submarine, were of great value to him. He
was able to keep just a bit ahead of his
enthusiastic devotees.
He assumed (incorrectly as it
turned out), that M. de Pischof had
built his components along the usual
lines, i.e., welded steel fuselage, with
wings of wood, covered with doped
fabric. The students applied for, and

soon received, their certificate of registration from the FAA on June 7,

1973; first flight was on July 5, 1975.
For the sake of expediency as well as
insurance, the new plane was registered in their teachers name.
Power was supplied by a Volkswagen engine, Model 0-1192, rated theoretically at 26 hp, although it did not
rev up properly from the start; modifications to the carburetor, as well as
to the method of its air intake, finally

De Pischof Avionnette
Specifications

Powerplant

Span, upper: 17 feet 1/4 inches

Span, lower: 14 feet 11 inches
Chord, upper: 2 feet 11 inches
Chord, lower: 2 feet 3-5/8 inches
Aspect ratio, upper: 5.8
Aspect ratio, lower: 6.5
Height, ground to top wing: 3 feet 3 inches
Overall length: 11 feet 7 1/4 inches
Dihedral, upper: 0 degrees
Dihedral, lower: 4 degrees
Angle of incidence, upper: 5 degrees
Angle of incidence, lower: 3 degrees
Decalage: 2 degrees
Wing curve: Courtois-Surflit

Engine: 2-cylinder horizontally opposed

air-cooled Clerget-Blin
Power: 16 hp
Bore: 3 3/8 inches
Stroke: 3-15/16 inches
Rpm: 2100
Weight: 55 pounds

Areas
Upper wing, including ailerons: 53.5 square feet
Lower wing: 27 square feet
Total wing area: 80.5 square feet

Propeller
Diameter: 4 feet 11 inches
Pitch: 2 feet 1- inches

Weights
Weight, empty: 224 pounds
Weight of fuel: 21 pounds
Weight of pilot: 140 pounds
Wing loading :4.8 pounds/square foot
Gross weight: 385 pounds
Power loading: (16 hp) 24 pounds/hp

Performance
Fuselage
Height at front: 24 inches
Height at rear: 12 inches

20 NOVEMBER 2010

Maximum speed: 56 mph

Minimum speed: 34 mph
Climb: 2,600 feet/inch 19 minutes
Unsticks in 150 feet
Lands in 160 feet
Gliding angle: 1 in. 4.5
Range of action: 2 hours

resulted in 150 more revs . . . reasonably potent for takeoff and climb-out.
Their pilots seat might have been
taken from a John Deere cultivator,
but on close inspection one can see
it was handmade and beaten into the
desired shape from an aluminum slab.
When the plane was ready, most
of Dicks students were able to get to
the airport to watch the taxi tests and
finally the ultimate liftoff. It is easy
to visualize the response of all those
young people when they saw the result of all those months of work take
to the skies.
Unfortunately, it was quite obvious
to Lane that to fly with the (reported)
wingspan of 12 feet was to risk life and
limb. There was simply not enough
lift for safety. Subsequent investigation revealed that the 12-foot span reported to be used in 1921 was an error;
the true span was 17 feet, meaning the
wing area was greater by a comforting
percentage. In addition, the flow of air
around the pilot (listed as 140 pounds
in the original plane) caused a serious
burbling of the airflow over the tail assembly, especially since Lanes weight
and bulk was noticeably greater than
had been de Pischofs.
So it was back to the drawing
board! The span was increased to 17
feet, the fuselage was lengthened 18
inches, ailerons were extended another 9 inches outboard, the top wing
incidence was increased 5-1/2 degrees,
but the lower wing incidence was left
as it had beenat 1-1/2 degrees. The
new empty weight was 338 pounds,
and gross weight was 558 pounds.
Back to the airstrip! Dick again felt
his way gradually to ensure that he
and his faithfuls were on the right
track, and later in the day of July 20,
1976, he made flights totaling 2-1/2
hours. Success with a vengeance!
He says that flying this little aerial
scooter is an experience to remember.
It gets off when it is ready . . . not before. Rate of climb is not at all impressive, but it does gradually work its way
up to impressive heights. The view
in all directions is unequalled by any
other plane because there is nothing to
interfere with the pilots line of sight.
continued on page 34

My Friend Frank Rezich, Part II

BY

ROBERT G. LOCK

PHOTOS COURTESY OF REZICH FAMILY COLLECTION

y 1941 the Rezich boys,

Mike, Nick, and Frank,
had quite a collection of
airplanes, and the Navy
was in need of aircraft for training
mechanics. Frank had just begun
to change the OX-5 engine in the
first Travel Air 2000, NC661H, at
the family shop located one block
from Chicago Municipal Airport.
Early in 1942, Mike Rezich
decided to sell the first Travel
Air and the Pitcairn PA-7M to
the Navy aviation maintenance
training school, so both ships
were sent to Navy Pier in Chicago.
Unfortunately when the Navy was
finished with both aircraft, they
were loaded on a barge and dumped
overboard in Lake Michigan, never
to be seen again.
Frank continued with his
airplane maintenance and
rebuilding activities.

Another of his projects was

a small Porterfield Zephyr ship
owned by a friend at the Harlem
Airport. Frank re-covered it in the
family shop.
Harlem Airport was located
about 5 miles southwest of Chicago
Municipal Airport. There was
actually no runwayit was just a
large grass circle that allowed one
to always land into the wind.
During the 1940s Frank
continued with his flying and
maintenance activities, still
working from the family shop
during off hours whenever possible.
There was a beautiful Travel Air
B9-4000, NC9917, powered by a
Wright J-6-9 engine producing 330
hp. It belonged to Harold Alford,
who owned Alford Flying Service
at the Chicago Municipal Airport.
Alford also had the Pepsi Cola
contract for smoke writing.

An intriguing photograph in the

Rezich collection is a shot of a oneof-a-kind Travel Air D2000 racer
powered by a Curtiss OX-5 engine
and built especially for Art Gobel.
NX6473 was a highly modified
Model 2000 built specifically for air
racing at the Travel Air factory in
Wichita. Take a look at the photo
and you can see the extended
nose to reduce the frontal area,
speed wings, and a modified tail
shape. The ship also had a narrow
two-place fuselage with the front
cockpit covered. Since Frank has
always been a Travel Air man, I
asked if he had worked on this
ABOVE: 1941The title of this
Mike Rezich photo is Mogie Engine
Change and shows Mike in the engine
mount behind the prop. The old OX-5
engine can be seen lying on the ground
at the bottom right of the photo.

VINTAGE AIRPLANE 21

ABOVE: Franks overhaul of a small Porterfield Zephyr fully assembled and ready
to fly. The ship was flown into the alley behind the house on a Sunday morning
by brother Nick. He and Frank got the wings off and the whole airplane into the
shop before the police came looking for the airplane that had crashed. Frank
said, The owner allowed us boys to fly it anytime we wanted.
LEFT: Frank Rezich standing in the cockpit of NC661H just after he soloed in
1938 at age 14.
aircraft; his answer was no, but the
photograph is so rare that it had to
be included here in his story.
Quite a bit was happening in the
1940s for the Rezich boys as they
continued in the field of aviation.
Mike bought another D4000 Travel
Air, NC8115. The late 1930s and
1940s were prime opportunities
to pick up great old airplanes at
bargain prices because they had
been flying for 10 years or longer
and the cotton fabric was becoming

This beautiful
Travel Air B9-4000,
NC9917, powered by
a Wright J-6-9 engine
producing 330 hp,
belonged to Harold
Alford who owned
Alford Flying Service
at the Chicago Municipal Airport. Asked
why he was not
standing by the ship
but sitting on the
wheel, Frank replied,
Because I had been
working on it all day
and was tired!

22 NOVEMBER 2010

unairworthy. Besides, two aircraft,

the Travel Air 2000 and the Pitcairn
PA - 7 M , h a d b e e n s o l d a n d a
replacement was needed. NC8115
was nicely cowled with 30-by-5
wheels with wheel fairings and was
powered by a Wright J-5 engine.
NC8115 (the boys called
it eighty-one fifteen) was
disassembled as part of the War Act
and remained disassembled until it
was restored in 1977. Restoration
work was primarily accomplished

by Nick, with welding assistance

from Frank and general work
b y N i c k s s o n J i m . N i c k a l s o
had assistance from the co-pilot
mechanic Gary Beck, who helped
with sheet metal. He covered the
landing-gear legs with aluminum
and did the engine cowling and
front seat and seat-door hinging. Of
course, Nick bankrolled the project.
A dark color is not the best for
long-term life of cotton fabric on an
airplane. When Nick and son Jim

A one-of-a-kind Travel Air D2000 racer, built for Art Gobel. It was powered by an OX-5.
rebuilt the ship it came out white
with red trim, perhaps the most
handsome Travel Air D4000 I have
ever seen. It was stunning to see the
Wright J-6-7 engine tightly cowled
and the landing gear covered with
aluminum and low-pressure wheels
with wheel fairings retained.
Frank and Nick, while
maintaining paying jobs, continued
to work in their family shop under
the name Rezich Aircraft, at the
home just one block from Chicago

Municipal Airport. They continued

to taxi or tow aircraft through the
50-foot open gate on 63rd Street
to their property. It was the best of
all worlds, as there was no hangar
rent or airport fees to be paid, and
they continued to hangar Mikes
airplane collection at nearby
airports, where rent was cheaper.
Work in the family shop continued
from 1936 through 1950.
It was Mike who collected
marvelous pictures of the airplanes

of the era. His scrapbooks are a

history of aviation from the early
days. As each brother grew older
and eventually passed on, the
collection of historical material
and the airplanes were passed
down. All the memorabilia and
the two remaining Travel Airs,
NC9946H and NC606K, are still
in the possession of the last Rezich
son, Frank.
Living so close to a very active
Chicago Municipal Airport (later

Heres NC8115 with its wings removed, but before the rebuild.

VINTAGE AIRPLANE 23

LEFT: There were other times and activities when the boys had to discard their flying and mechanic garb for a full-blown
dress day. Here they are on Franks wedding day. Mike is in the center, flanked by brothers Nick (L) and Frank (R) for the
happy occasion. RIGHT: After its 1977 restoration, NC8115 was displayed at Oshkosh in 1980.

A Continental A-40 Piper J-2 Cub,

NC16398, in the Rezich backyard
after a re-cover job in 1938. The ship
was owned by Mearle Buck at the
time, and no doubt Frank did most of
the work. The garage with the propeller above the entry door was used for
storage.
Chicago Midway), accidents in the
early days were common, as one of
the photographs in the collection
shows.
About a block away from the
Rezich home on La Porte and 64th
streets, an Aeronca Chief stalled
and spun on takeoff, coming to
rest against this building. Frank
recalled, Oh, this happened next to
a doctors office. After the loud bang
of the accident, the doctor came out
to check the condition of the pilot.
He was dead, so the doctor walked
back inside, called the authorities,
and continued his practice.
There were many very interesting
incidents in Franks life, but none
more bizarre than Franks Fleet
story. The Rezich boys did a lot of
bartering in those days because there

24 NOVEMBER 2010

was very little money. They traded

maintenance and overhaul for flying
time. One day Frank went to the
field to go up in a Fleet biplane.
He planned on doing some
stalls and maybe a spin or two,
so he donned a parachute and
hopped into the rear cockpit.
Climbing to an altitude of about
5,000 feet, Frank stalled the
airplane. He recalled, The first
stall was ver y gentle, so I did
another one a little steeper. Wow,
what a gentle airplaneI wonder
how it spins. So I pulled the nose
up and when it stalled, kicked the
rudder and the airplane entered
a spin. After about three turns it
was time to recover, so I applied
opposite rudder and shoved the
stick forward. But the airplane

continued to spin, so I tried it

again. No luck. By this time I had
lost about half my altitude, so I
guess Id better jump. I climbed
out of the rear cockpit and stood
on the lower wing, when all of a
sudden the ship started to recover.
So I climbed into the front cockpit,
recovered from the spin, and went
back to the field, a little shaken,
and landed. I parked the airplane,
tied it down, and left, not telling
anyone about what happened.
And that is the Fleet story.
The Rezich boys are an amazing
study for any historianthe
knowledge gained through a
lifetime of work is incredible.
Next month, Frank joins
Howard Aircraft at the Chicago
Municipal Airport.

VINTAGE AIRPLANE 25

Vintage
Mechanic

THE

BY ROBERT G. LOCK

Special inspectionBoeing Stearman

Experience is a valuable commodity, and in these
past columns I have tried to pass along my knowledge
gained over the past 50-plus years as a mechanic. There
is always something new to be learned when working
as a mechanic, especially on vintage or orphaned
aircraft. This column focuses on special inspections on
a particular aircraftthe Boeing Stearman. Checking
the Continental W-670 oil sump for large fragments
of crankshaft main bearing cage failure is one special
inspection I already brought to light. Here is a recent
e-mail from an owner who found these fragments in
his oil sump.
Hi Bob,
Just wanted to give you some feedback regarding your
Vintage [Airplane] article earlier this year. You reported on
crankshaft bearing failures in the W-670 enginewhich I
have on my Stearman.
Well, I kept your article and at annual this month
checked the oil sump, and ouch, we found metal parts
from the cage. We have 375 hours on the engine. Last year,
one of our friends here at C77 had the same problem, but
he had 1,700 hours on his engine!
Thanks for your article; our engine is in Oklahoma being
repaired/overhauled.
So here spreading the word paid off. Any owner/
pilot with a Continental W-670 should be on the
lookout for these bearing-cage fragments that will
show themselves in the oil sump.
Now, on to another special inspection I recently
encountered when performing an airworthiness
inspection on a modified Boeing A75N1. This aircraft
was highly modified to include the installation of a Pratt
& Whitney R-985-14B with a Hamilton Standard 22D30
propeller, making the ship licensed in the Experimental-

26 NOVEMBER 2010

FIGURE 1

FIGURE 2

Exhibition category. Aircraft certificated in the

Experimental category do not have annual inspections;
rather they are given an airworthiness inspection
(which actually is the same as an annual inspection).
I became aware of an accident in South Africa
involving an R-985 powered aircraft. The pilot was
practicing aerobatics the day prior to an air show.
The loads imposed on the engine mount caused the
attachment bolts from the mount to the airframe
to fail in flight. The whole firewall-forward engine
installation departed the airplane, and it crashed near
the airport with fatal results. The accident report is
online and is very detailed, having been investigated
by the CAA (the Civil Aviation Authority) in South
Africa. After reading the accident report, I decided to
make a close inspection of the hardware attaching
the engine mount to the fuselage structure, since it
appeared to be the same type of engine mount. You
can read the accident report by visiting www.Sunzeri.
com/Stearman/mount_concerns.htm.
The engine was attached to the fuselage structure
with four NAS148DH24 bolts. These are high-strength
steel bolts, heat-treated to 160,000 psi with much
greater tensile strength when compared to common
AN 2330 nickel steel bolts that are heat-treated to
125,000 psi. FAA Advisory Circular (AC) 43.13-1B
states, Internal wrenching bolts, NAS144-158 and
NAS172-NAS176. These are high-strength bolts used

primarily in tension applications. Use a special heattreated washer (NAS143C) under the head to prevent
the large radius of the shank from contacting only
the sharp edge of the hole. Use a special heat-treated
washer (NAS143) under the nut.
And therein lies the problem. These NAS148 bolts
were assembled using common AN 960-8 washers.
The NAS143C washer designation indicates that the
washer was heat-treated to high strength and has a
small countersink (chamfer) to accommodate the
radius from the bolt head to the shank. If there was no
countersunk area around the inside of the washer, then
all the torque applied will be absorbed by the small
area where the washer contacts the inside radius in the
area where the shank transitions to the head. Not only
does this deform the washer, but under heavy loads
the AN washer can crush, thus lowering or eliminating
the torque applied to the fastener.
Figure 1 is a vibrodamp engine mount produced
under a supplemental type certificate (STC) to convert
a Boeing Stearman biplane to either 450 or 600 hp. It
is beautifully engineered. Large Lord-type vibration
isolators can be seen at four locations around the
mount ring, while attachment to the fuselage structure
is rigid. The mount is fabricated from 4130 steel tubing.
Figure 2 shows the NAS148DH24 internal
wrenching high-strength bolt in place, with head
safetied to the mount. If the bolt fails, the safety wire

FIGURE 3
VINTAGE AIRPLANE 27

FIGURE 4

FIGURE 5

FIGURE 6
28 NOVEMBER 2010

keeps the fastener in place, making

its failure difficult to see.
The original airframe had heattreated studs installed to connect
the mount to the fuselage, but the
STC calls out these high-strength
NAS (National Aeronautical
Standards) bolts..
In Figure 3, the bolt is
partly out, showing the washer
installation. This is a standard AN
960-8 washer and is not authorized.
It could lead to failure of the bolt if
the ship were used for aerobatics,
because it may crush under loads,
lowering or eliminating the torque
applied to the fastener. It takes
a heavy load to cause a 1/2-inchdiameter high-strength bolt to fail,
but the upper right bolt failed first
on the South African Stearman. It
apparently went undetectedone
usually does not remove engine
mount to fuselage bolts during
an inspection. The right lower
bolt failed, and the entire engine
package rotated left, failing both
the left upper and lower bolts on
the left side of the mount.
The stock engine mount for either
Continental or Lycoming engines
attaches to the fuselage structure
via four threaded studs 7/16-inch
diameter by 3-1/2 inches long. The
factory also produced 0.004-inch
oversized studs. If a conversion to a
larger engine was desired, studs not
produced by the original factory
were 7/16-inch diameter by 2-1/2
inches long.
When we converted aircraft
back in the 50s and 60s, we made
our own engine mounts in-house
b y c u t t i n g u p B T- 1 3 m o u n t s ,
saving the ring and mounting
fittings, building a fixture, and
gas welding a stiff mount. The
mount arm was severely shortened
due to the added weight of the
engine/prop package.
Since the BT-13 mount pads
were used, all the ships had to be
modified to the 1/2-inch-diameter
short studs because that is what the

BTs used. The threaded bushings

welded into the four longerons
were drilled oversized and tapped
to 1/2-inch by 20 NF threads to
fit the studs. Such is the case on
these modified 450-/600-hp STC
mountsthe attaching hardware is
-inch-20, thus the NAS148DH24.
Figure 4 shows a Stearman
converted to 450 hp in the late
1950. It was owned by my uncle,
George H. Baldrick. This is where
I both started flying and being a
mechanic helper.
Figure 5 is a Boeing factory
sketch for a bushing repair to
the engine mount stud. Note
the original threaded bushing is
inserted into the longeron and
then welded into place.
As previously stated, NAS148 bolt
and NAS143 washers (superseded
by MS20002C-8) are stronger in
tensile strength than a regular AN
bolt. They also have an internal
hex head rather than external.
Figure 6 shows the configuration
of an NAS148 drilled head, internal
wrenching bolt.
The NAS148 bolt is steel and
heat-treated to 160,000-180,000 psi
tensile strength and is plated with
cadmium for corrosion protection.
The arrows point to an area where
the head fairs into the shanka
generous radius is provided, since
this bolt is used principally in
tension loads. Thus the need for a
countersunk (chamfered) washer as
shown in Figure 7.
The NAS143 washer was
superseded by MS20002C. The
C indicates countersunk on the
inside diameter to accommodate
the head to shank radius of the bolt.
In the case of the NAS148DH24
bolt, the 8 indicates the bolt is
8/16-inch (1/2-inch) diameter.
The washer under the head carries
the code MS20002C8. The same
washer, when used under a nut,
carries the code MS20002-8. In the
sketch (Figure 7), arrows point to
the chamfered Figure 7 areas.

Torque charts in AC
43.13-1B, page 7-9,
show a range of 480690 inch-pounds for a
1/2-inch-20 AN365 nut.
If no torque value can
be located, torque the
NAS148 bolt to the upper
limits, which is 690
inch-pounds. I torqued
this bolt installation to
60 foot-pounds, or 720
FIGURE
inch-pounds.
All owners of Boeing
Stearman aircraft
modified with any type of engine
mount other than stock parts
should inspect for attaching
h a r d w a r e t y p e . I n p a r t i c u l a r,
those mounts that are STCd with
NAS148 attachment bolts should
be inspected prior to further flight
to ascertain the bolt condition,

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installed or if the bolt shank shows
signs of grooving or movement
of the engine mount, investigate
further and replace the hardware.
Further, when the proper hardware
is installed, check the bolt torque at
every annual inspection.

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VINTAGE AIRPLANE 29

Vintage
Instructor
THE

BY Steve Krog, CFI

Windsocks and downwind landings

Fly in the little end and out the big end
The airport at which I am based, Miles Field, Hartford,
Wisconsin (HXF), is a nontowered airport with both
hard-surface and turf runways. It is surrounded by a
half-dozen improved airports with long runways
and, in some cases, control towers . . . all no more than
15 or 20 minutes away. It is an easy airport to fly to
and from, and flight instructors from the surrounding
airports like to bring students to HXF to practice shortand soft-field takeoffs and landings.
Hartford also has a 24-hour self-ser vice fuel
facility. So, in addition to the student flight activity,
a number of area pilots like to fly into HXF for fuel,
as it is usually less expensive than at the surrounding
airports. We have no fixed-base operator on the field,
so the UNICOM is not monitored continuously
during daylight hours. But we do have the old original
standby for determining surface windsa large orange
windsocklocated at the midpoint of the hard-surface
runway, about 300 feet south of the centerline.
On a daily basis we observe a number of airplanes
arriving at the Hartford airport with the intention of
landing. Dutifully, they announce their intentions:
Hartford traffic, this is Cessna 12345 entering left
downwind for landing on Runway 11, Hartford.
A quick glance at the windsock from my hangar
door indicates the surface wind to be from a westerly
direction at about 10-12 knots, clearly favoring
Runway 29.
The student, with whom I am conducting ground
school at the moment, and I exchange knowing
glances, both deciding we need a short break, and
move to the open hangar door to watch what will
almost assuredly be a five-minute excellent visual
student-training exercise. Let the circus begin!
As an active instructor with ready access to the
UNICOM, I struggle at this point. Do I listen to the
little angel sitting on my right shoulder who is
saying, Pick up the microphone and tell the arriving

30 NOVEMBER 2010

airplane it is landing downwind. Or should I listen to

the little devil sitting on my left shoulder telling me,
No, dont tell them anything. Besides, when theyre
all done there might be some salvage parts we can
use! I decide to listen to the devil today, because the
arriving aircraft appears to be a student and instructor
from a nearby tower-controlled airport.
The first attempt at landing is a confirmed goaround as the airplane is still at 500 feet above ground
level when crossing the runway numbers. You can
almost hear the conversation taking place between the
student and the certificated flight instructor (CFI):
Student: What did I do wrong? I was really high on
that approach.
CFI: You should have brought the power back a little
sooner and maybe added some flaps.
The next attempt at landing is not much better, and
another go-around is initiated.
Student: I was still too high even after adding 20 degrees
of flaps. What am I doing wrong?
CFI: Well, it appears to me that you still need to get the
power reduced sooner, and this time use full flaps. And your
airspeed is too fast.
The student is becoming quite confused at this
point. He (or she) has been doing ever ything
exactly the way he or she was taught, and it just isnt
working, but the student is determined to nail it on
the next attempt.
At this point the local hangar fliers begin placing
bets on the spot of touchdown. Loser buys the next
round of coffee.
This time the student has done everything he or she
was taught to perfection. Carb heat was applied, power
reduced abeam the numbers, a turn to base occurred 45
degrees off the approach end of the runway, 20 degrees
of flaps were applied, and a turn to final aligned the
airplane perfectly with the centerline. But something is
amiss. It doesnt look right.

Student: I think Im still too high.

CFI: Add full flaps.
Student: I added full flaps but Im still
too high. What should I do?
CFI: Ill take it from here.
From the ground it is clearly visible,
even to the novice, when the CFI has
taken the controls. The wings rock
from side to side with the landing gear
in search of the runway, and then the
nose is pushed over into a dive attitude.
Finally the wheels are in contact with
the runway, and tires begin to squeal.
After using approximately 2,900 of
the 3,000 feet of runway, the airplane
is now under control, and the CFI has
the student take the controls for the
remaining 100 feet of taxi.
The angel on my right shoulder is now telling me,
Do something. Dont let them try it again.
At this point Ill usually pick up the mic and state:
Cessna 12345, weve undergone a wind switch in the
last hour. You might want to use Runway 29 for your
departure. The student pilot didnt pick up on the
cryptic phrase in the last hour, but Im sure the CFI
did. The CFI will usually reply:
Uh, thanks. Cessna 12345 will
depart Runway 29 and leave the
pattern. The CFIs credibility
has been saved, and the students
question about what went wrong
has been answered. The approach
and landing were made with a
tail wind.
All of the gyrations experienced
in the example could have been
avoided had both student and
CFI simply looked at the windsock
and determined what it was
telling them.
I remember vividly a learning
experience I had very early in my
flight training. I was having a hard time determining
the wind direction by looking at the windsock. My
instructor picked up on my confusion and in one short
statement gave me advice that I use and share with
every student. He said, Look at the windsock and fly into
the little opening and out the big opening. From that time
forward Ive never had a problem determining wind
direction and runway preference. I share that statement
with every student beginning with the first lesson.
In addition to the windsock, there are two other
surface-wind indicators commonly found on airports:
the wind tee, which is a free-swinging T-shaped marker
that resembles an airplane, and the tetrahedron, a
four-sided object that resembles an arrowhead when
seen from the air.
If youre inexperienced with either of these
two indicators, its easy to get confused unless you
remember a couple of easy statements. Think of the

wind tee as an airplane. The way its heading is into

the wind. And when seeing a tetrahedron, think of it
as an arrowhead pointing the way for you to take off
or land.
Included in the flight-training course I provide
are downwind landings, a part of the emergencylanding segment of training. To make the downwind
landing a true learning experience, first I have the
student make a normal takeoff
and landing on a day when we
have an approximate 10-knot
head wind. Well note both the
takeoff and landing distance.
Then Ill have the student repeat
the normal takeoff and landing,
but this time with the 10-knot
wind on our tail. The students
are quite amazed, not only in
the feel of the aircraft but also in
the extended distances required.
On final approach with a tail
wind, it will sometimes feel as if
the airplane is climbing and/or
just wont come down.
H e r e s a n e x a m p l e f o r
calculating how a 10-knot tail
wind will affect your landing distance:
At 70 knots, the airplane is traveling at 118 feet
per second (fps); at 60 knots, at 101 fps. Lets say the
approach speed is 60 knots and groundspeed is 70
knots. If it takes five seconds to dissipate the extra
speed, the airplane will have traveled approximately
550 feet in the float. Not a firm rule of thumb, but an
additional10 knots on the approach groundspeed will
generally use about 500 additional feet of runway.
It doesnt take a control tower operator to help
you fly safely. Rather, it takes youthe pilot in
commandusing and applying common sense to
every aspect of your flight. And that includes the
traffic pattern and landing. Look at the windsock,
make a safe landing, and dont be the deciding factor
when it comes to who is paying for the next round
of coffee!

At this point the local

hangar fliers begin

placing bets on the spot

of touchdown. Loser buys

the next round of coffee.

VINTAGE AIRPLANE 31

by H.G. FRAUTSCHY

MYSTERY PLANE
This months Mystery Plane comes from a batch of old photos sent to
us by Duffy Thompson of Lakeland, Florida. Duffys friend
Don O.W. Emerson gave them to Duffy years ago. The O.W. in
Emersons name stood for Orville and Wilbur. Dons father was very
involved in the U.S. Air Mail Service and knew the Wrights, according
to Duffy, hence the O.W. Weve run photos in Mystery Plane from the
collection of Dons brother, Emy Emerson.
This is a foreign design, but the photo was taken on the eastern seaboard.

Send your answer to EAA,

Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Your
answer needs to be in no later
than December 15 for inclusion

32 NOVEMBER 2010

in the February 2011 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

plus your city and state in the
body of your note and put
(Month) Mystery Plane in the
subject line.

AUGUSTS MYSTERY ANSWER

he August Mystery Plane

came to us from the EAA
archives, and Wes Smith
of Springfield, Illinois,
was the only one to hazard a guess:

plane, with the pilot sitting in a rear

open cockpit (obscured by the wing).
It was registered as 2235.

No other answers were received.

Well, you really had me chasing

my tail on this one! I considered a
number of possibilities, including
the Siddeley Puma powered modified Bristol F.2B built by Peter Aillinio in 1928.
The giveaway is the shadow on the
ground, which indicates that it was
a 12-cylinder engine, and carburetor intake, indicative of a Liberty. At
first I thought it might be a Puma,
because of the shape of the exhaust
stacks. Then I looked more closely.
Also, theres the Hall-Scott radiators,
which appear to be from an L-6.
So, with the long three-bay wing,
the only thing that fits is the 1926-29
Kansas City Aircraft Co. Cabin (aka:
Bennett Airliner. George or Gordon L.
Bennett, Pres. Richards Field, Kansas
City, Missouri). Originally powered
by a Hall-Scott L-6, a 400-hp Liberty was fitted for a time (as shown
in your photo) before a Hispano-Suiza
in 1928. The span is in excess of 50
feet, and I agree with www.Aerofiles.
com that it was a five-place cabin bi-

VINTAGE AIRPLANE 33

VINTAGE
TRADER
S o m e t h i n g t o b u y,
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.
Adver tising Closing Dates: 10th of second
month prior to desired issue date (i.e., Januar y
10 is the closing date for the March issue). VAA
reser ves the right to reject any adver tising 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
(classads@eaa.org) 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
adver tising correspondence to EAA Publications
Classified Ad Manager, P.O. Box 3086, Oshkosh,
WI 54903-3086.

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Marketplace.

SERVICES

Light Plane Heritage continued from page 20

The narrow chord of the wing means that the view of other traffic is superior.
Nearly all his flying was done at full throttle; throttling back meant an immediate loss of altitude. Even while dropping off altitude to enter traffic, Dick
says he would ease off on the throttle only slightly. With an idle power setting,
his rate of descent was breathtaking. Thus he would make his glide at near
cruising power and fly it to a wheel landing every time.
During 1976 and the year following, Lane built up an impressive total of 40
exciting hours40 personally satisfying hours for him in seeing another brainchild take form and do what he had anticipated, and satisfying to his young
friends in seeing the results of their efforts bear fruit.
Was it all worthwhile? we asked Dick. Youd better believe it! was his
reply. And, I believe we would all do it again if we had the chance. His broad
grin was proof of his sincerity.
Editors Note: Through the efforts of Mr. Billman, the de Pischof Avionnette
built by the Auburn High School industrial arts class is now on display at the
Empire State Aerosciences Museum, 250 Rudy Chase Drive, Glenville, NY
12302-7104, 518-377-2191. (Vintage Airplane Editors Note: Its still on display
as of October 2010. You can visit its website at www.ESAM.org.)

34 NOVEMBER 2010

Always Flying Aircraft Restoration,

LLC: Annual Inspections, Airframe
recovering, fabric repairs and
complete restorations. Wayne A.
Forshey A&P & I.A. 740-472-1481
Ohio and bordering states.
Biplane Builder Ltd. Restoration, fabric,
paint, fabrications, paperwork with
53 completed projects, Wacos,
Moths, Champs, Pitts etc. Test flights
and delivery. Indiana 812-343-8879
mike@biplanebuilder.com, www.
biplanebuilder.com.

BOOKS
Cessna Sensations, new
photographic book showing Cessna
WWII through the early 1960s. Great
gift, buy at Amazon.com or signed
at vintageflyer.com
100+ vintage cockpit original
photographs with information in
new book; Portals into the Sky.
Buy Amazon.com or signed at
vintageflyer.com

VINTAGE BOOK REVIEWS

The Forgotten Barnstormer
The Story of the Standard J-1 in War and in Peace
By Sparky Barnes Sargent
Aviation historian, pilot, and VAA Hall of Fame
member Chet Peek of Norman, Oklahoma, at 89 years
young, has just published his eighth book, The Forgotten
BarnstormerThe Story of the Standard J-1 in War and in
Peace. Peeks inspiration to write the book was twofold:
The Standard J-1 has so often been mistaken for the
ubiquitous Jenny, and it has long been neglected in the
annals of aviation history. Additionally, Peek had worked
on his own Standard restoration for decades and was
just about ready to hang a Hall-Scott A7a engine on the
airframe for a test run when an F5 tornado destroyed
his efforts. Peek, being intimately acquainted with
the construction details of the Standard J-1, used this
experiential knowledge as a springboard to launch his
extensive research for the book. He and his wife, Marian,
invested much time and energy investigating the history
of the Standard, including personal visits to pore through
museum archives in Texas and Missouri. Additionally,
countless communications with knowledgeable
individuals yielded invaluable material. Peek carefully
categorized this information into easy-to-read chapters,
which convey the significance of the Standard in aviation
history, while highlighting intriguing and heretofore
obscure details.
The first part of the book traces the evolution of the
Sloane Company into the Standard Aero Corporation,
the use of the ill-fated Hall-Scott A7a, and the Standards
service in World War I. Readers soon discover that as
many as 1,600 Standard J-1s were built as primary
trainers for World War I, but they were eventually taken
out of service due to the unreliable Hall-Scott engine.
An interesting side note during this era is that Standard
Aero received a special order in May 1918 for six mail
planes (Model Number JR-1B), which were duly built and
delivered to the Postal Department.
Part II guides the reader through postwar surplus
salesnearly a thousand Standard J-1s and twice as
many Hall-Scott A7a engines were stored in Houston
and the burgeoning popularity of the Standard when
it was remanufactured with the more reliable OX-5 or
Hispano-Suiza.
In Part III Peek invites readers to vicariously enjoy
joy rides and wing walking, as well as flying circuses,
barnstorming adventures, and Hollywood stunts. One
reason the Standard found its niche with barnstormers was
that two passengers could be hauled in the front cockpit
and when modified, up to four could be carried. The
Standard also had more wing area than the Jenny, which
allowed it to operate from shorter fields. Pilots including
Art Chester, Clyde Ice, Charles Lindbergh, Noel Wien, and
Bud Gurney all logged time aloft in Standards.
Just like the Standard J-1 itself, The Forgotten
BarnstormerThe Story of the Standard J-1 in War and in

Peace fills its own distinguished

niche. Peek has unearthed an
intriguing facet of aviation
history for the rest of us to
enjoyall the way from the
Standards tenuous beginningss
through contemporary restorations. This book is a musthave not only for aviation history buffs and those who
are intrigued by the early barnstorming era, but also for
those unfamiliar with the Standard, the engines that
powered it, and the pilots who flew them way back
whenalong with those who still seek to restore and fly
Standard biplanes.
Published by Three Peaks Publishing in Norman,
Oklahoma, The Forgotten Barnstormer will soon be available
from major aviation-related booksellers. This softcover
book is 148 pages, with a plethora of black and white
photographs. It is identified as ISBN 978-1-866196-07-0
and costs $29.95 plus shipping. (Peeks previous aviation
history books are The Taylorcraft Story, The Spartan Story,
Resurrection of a Jenny, The First Cub, Flying with 40 Horses,
The Heath Story, and The Pietenpol Story.)

AERO CLASSIC
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tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
the rest, but also look exceptional on all General Aviation
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tread life and UV treated rubber resists aging.
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In Support Of Aviation Since 1920.

www.desser.com

VINTAGE AIRPLANE 35

VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com

Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org

Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
stnes2009@live.com

Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net

DIRECTORS

Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
sst10@comcast.net

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com

David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com

Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205

Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com

Espie Butch Joyce

704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650
windsock@aol.com
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
sskrog@aol.com
Robert D. Bob Lumley
1265 South 124th St.
Brookfield, WI 53005
262-782-2633
lumper@execpc.com
S.H. Wes Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@gmail.com

DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com

Charlie Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@charter.net

E.E. Buck Hilbert

8102 Leech Rd.
Union, IL 60180
815-923-4591
buck7ac@gmail.com

Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com

Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net

John Turgyan
PO Box 219
New Egypt, NJ 08533
609-758-2910
jrturgyan4@aol.com

TM

Membership Services Directory

Enjoy the many benefits of EAA and
EAAs Vintage Aircraft Association

TM

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircraft.org, www.airventure.org, www.eaa.org/memberbenefits E-Mail: vintageaircraft@eaa.org

EAA and Division Membership Services (8:00 AM6:00 PM

MondayFriday CST)
membership@eaa.org
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membership@eaa.org
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EAA Members Information Line

888-EAA-INFO (322-4636)
Use this toll-free number for: information about AirVenture Oshkosh; aeromedical and technical aviation questions;
chapters; and Young Eagles. Please have your membership number ready when calling.
Office hours are 8:15 a.m. - 5:00 p.m. (Monday - Friday, CST)

MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually. All
major credit cards accepted for membership.
(Add $16 for International Postage.)

FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
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required Foreign Postage amount for each
membership.

VINTAGE AIRCRAFT ASSOCIATION

Current EAA members may join the
Vintage Aircraft Association and receive
VINTAGE AIRPLANE magazine for an
additional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46 per

year (SPORT AVIATION magazine not included).

(Add $7 for International Postage.)

WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional
$45 per year.
EAA Membership, WARBIRDS magazine and one year membership in the
Warbirds Division is available for $55 per
year (SPORT OficAVIATION magazine
not included). (Add $7 for International
Postage.)

IAC

Current EAA members may join the

International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS
magazine for an additional $45 per year.
EAA Membership, SPORT AEROBATICS magazine and one year membership
in the IAC Division is available for $55 per
year (SPORT AVIATION magazine not included). (Add $15 for Foreign Postage.)

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright 2010 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EAA members and $46 for non-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 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES Please allow
at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING Vintage Aircraft Association does not guarantee or endorse any product offered through the
advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: 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. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

36 NOVEMBER 2010

Baron Flight Cap (shown left)

Canvas with eece lining for men,
women, and children.
MD Sage
replica of a 1946 issue. 5265341503053
5265341502053
SM Sage
Quilted lining with Strategic Air
5265341503084
MD Tobacco
Command Print. 5265341502084
SM Tobacco

*$57.99- Bomber Jacket

61.99 Vintage B-15A Bomber jacket is a

100% Cotton Shell.

Zippered sleeve pocket,
knit waist and cus.
Inside zippered
pocket, zipper front,
2 front slash pockets
w/ snap closure.
Imitation fur collar
is removable.
(shown above)

5265697303082 MD
5265697304082 LG
5265697305082 XL
5265697306082 2X

*$36.95

SAGE

TOBACCO

Ladys Quilted Black Vest

VAA logo on left chest.
5265804203093
MD
5265804204093
LG
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XL

*$24.95

Sweatshirt/Jacket
Having side pockets and
being extra soft inside,
this top is cozy
during chilly days.
Comes in teal or pink.
5265803103064
5265803104064
5265803105064
5265803106064

Teal
Teal
Teal
Teal

MD
LG
XL
2X

5265803103011
5265803105011

Pink MD
Pink XL

*$20.99
www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
From US and Canada (All Others Call 920-426-5912)

Or send to: EAA Mail Orders, P.O. Box 3086, Oshkosh, WI 54903-3086

Limited supplies available.

*Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax.

VINTAGE AIRPLANE 37

www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
Ladies Jacket (below)
Ladies light-weight nylon jacket with mesh lining
has small biplane design on sleeve. Side pockets.
100% Polyester. Machine washable.
BLUE
5265801504061
LG
5265801502061
SM
5265801505061
XL
5265801503061
MD
5265801506061
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RED
5265801502020
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LG
XL
2X

SM
MD

5265801504011
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LG
XL

*$19.95

Or send to: EAA Mail Orders,

P.O. Box 3086, Oshkosh, WI 54903-3086
Limited supplies available.
*Shipping and handling NOT included.
Major credit cards accepted. WI residents add 5% sales tax.

Ladies Hooded White Sweatshirt

Red detailing accents this white sweatshirt
creating an attractive casual statement.
5265815902100
5265815903100

*$32.95
PINK

38 NOVEMBER 2010

From US and Canada

(All Others Call 920-426-5912)

SM
MD

5265815904100
5265815905100

LG
XL

Mens Casual Long Sleeve Shirt (below)

Corduroy Shirt

This light-weight, extra soft 100% cotton shirt

looks great on its own, or layered under another
shirt. White shirt has navy VAA logo and detail
stitiching. Black has white logo and stitching.

Classy, casual and comfortable

this corduroy long sleeve shirt
has snap closures, with two
front pockets. Vintage Logo is
tone on tone.
5265800404083
5265800405083
5265800406083

LG
XL
2X

*$24.95

5265799104093
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Black
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MD
LG
XL
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*$19.99

1/4-Zip Sweatshirt
A biplane embroidered design.
For pullover comfort this
sweatshirt is a versatile
wardrobe essential.
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5265770904011 Salmon
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MD
LG
XL

5265770903061 Indigo
5265770904061 Indigo
5265770905061 Indigo
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LG
XL

*$41.99

INDIGO

VINTAGE AIRPLANE 39

www.shopeaa.com/vaa
Telephone Orders: 800-843-3612

Snoopy Flying Ace Mug

Snoopy on the front; Woodstock on the back indicating Curse these early morning hours. 14 oz.
ceramic mug. Microwave and dishwasher safe.

5264863600000

From US and Canada (All Others Call 920-426-5912)

*Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax.

Canvas Bag & Matching Hat

Biplane embroidered cap and tote are 100% Cotton.
Metal buckle at the back of cap adjusts for size. Choose
bluegrass teal or chili red.
Teal Cap 52656873140160 Teal Tote 5265687014060
Red Cap 5265687314020 Red Tote 5265687014020

CHILI RED

*$12.95

Cap

*$14.99

Wooden Toy Planes

Cherry Wood Triplane (see price by photo)
5265657300000
Handmade in Wisconsin, the sturdy plane has wood that ages to
a deep red. Wing span is approximately 12-1/2 inches.
Propeller spins. Pilot can be removed from the cockpit.
Maple & Walnut Monoplane (see price by photo)
5265657400000
Also made in Wisconsin, the monoplane has a wingspan of 12 inches.
Pilot can be removed from plane for playing.

Tote

*$21.95

Coaster Set
Set of six tin coasters each with
a unique design. Cork backed.
Approx. 3-1/2 inches across.
Storage tin included.
5251604200000

*$31.95

*$13.99
*$34.95

Thank You, VAA Volunteers