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In the "golden era" of aviation, the development and construction of aircraft was carried out not only by professional engineers, but also often amateurs. One of these lovers there was Heinz Pieper from Düsseldorf. Having conceived the construction of his aircraft at the age of 22, Pieper went through special courses DVL Aerodynamics, at the same time obtaining specialties locksmith and postman.

The enthusiast began construction of the Pieper P.I light aircraft in 1931 year. Daimler F 7502 engine left over from the crashed Klemm Daimler L 20, Pieper was singled out in the Dusseldorf flying club. Workshop A self-taught designer created his own house in the attic. In the design P.I, the features of another lung were clearly guessed aircraft - Espenlaub E.14.
Naturally, the construction was delayed, only in the autumn when with the help of comrades, the plane was assembled and an attempt was made to raise the into the air. After several unsuccessful attempts, Pieper decided to refine the design.
The following year, Heinz Pieper devoted all his time obtaining a pilot license in the DVL. And at the beginning In 1934, the time came for the first flight on the P.I - it took place on May 20. Despite the unfortunate landing Pieper was very happy. In addition, soon the pilot also He became famous - a short video was shot about him called "Flying the postman of Düsseldorf."

In 1935, Heinz Pieper abandoned his brainchild and decided to join the Luftwaffe. In November 1936, he died in an accident with a training aircraft.

The desire to fly was always a costly undertaking.
At the end of the 1920s, this meant for many a young man either that his father paid for the training costs or that he found a place in one of the state-sponsored young pilot courses. Either way, everyone was bitten by the flying bug. What usually began with a few second-class gliders on the slope almost always led to powered flight training. This was also the case for Heinz Pieper from Düsseldorf.

Even at the age of 16, the man born on May 13, 1906, in Düsseldorf was drawn to the Düsseldorf-Lohausen airship port to marvel at the Zeppelins stationed there.

Growing up with the heroes of that era, like Bock, Immelmann, and Richthofen, the young Heinz experienced the end of the war in 1918 with all its side effects, such as hunger and Spanish flu – the dream of flying seemed infinitely distant. In the summer of 1928, Heinz, now 22 years old, received the opportunity to participate in a junior pilot course at the trade school in Düsseldorf. This course was intended to offer vocational school students and university students an affordable entry into the world of aviation.
This was made possible. In twelve-month courses, the flight aspirants were introduced to the theory and practice of gliding. The course culminated in the completion of a training glider, which was used for practical gliding training at the end of the year. The courses were funded by the Prussian Ministry of Science, Art and Public Education in cooperation with the German Air Sports Association (DLV). However, they had a clearly defined goal: "...to attract German youth to training for sport flying." This meant nothing other than that a selection of suitable powered aircraft pilots was made who would be further trained at the DLV flying schools in Böblingen and Würzburg up to the pilot's license A (later A2). Because, unlike the German Model and Gliding Association (DMSV), the DLV was hardly interested in glider and sailplane pilots.
HEINZ PIEPER BECOMES A YOUNG FLYER
As a participant in the first Düsseldorf training course in October 1928, the Schlossberg student Heinz Pieper acquired the necessary expertise in aerodynamics, woodworking, and practical gliding. In the summer of 1929, shortly before the end of the course, the 20-member young glider group, led by vocational school teacher Anton Oberheuser, undertook an expedition to the Dörnberg near Kassel. There, the lowlanders found a suitable and already tested area to take their first gliding tests.
Heinz happily received his glider pilot's license on August 25, 1929. From then on, one thought wouldn't leave him: he wanted his own small motor plane! He was often found at the Lohausen airfield now, seeking inspiration. He was particularly taken with the workshop of Gottlob Espenlaub (see Classics 8/2016). Espenlaub's uncomplicated and creative way of building airplanes left a strong impression on the young, up-and-coming designer. Around 1951, Heinz Pieper, who had since retrained as a postman, began constructing his motor plane. From the destroyed Klemm-Daimler L 20. D-1211 of the Disseldorf Aero Club, he took the damaged, 20 hp Daimler F 7502 and, as a trained engine mechanic, got it running again.
A small workshop was set up in an attic above his apartment. The construction of his aircraft was clearly based on Espen's E 14 (D 1570) design, which led to some disagreements with the Swabian Espenlaub. And that wasn't all: To improve his finances a little, Pieper sold small wooden gliders (balsa was unaffordable) to the public at various airshows; these could be launched using a rubber band. When Espenlaub claimed the idea for himself, he sparked a protracted dispute.
Around autumn 1952, Pieper transported his machine, now designated P.I., to Lohausen. Vocational school teacher Oberheuser, who had always been available to advise him during the construction phase, was able to find him a parking space in a shed at the airfield.

Together with several comrades from the junior pilot course, who had since become pilots of powered aircraft, the P.I. was completed. After various taxiing tests, some modifications had to be made to the aircraft; the most noticeable feature was the enlarged vertical stabilizer. The tinkering and carpentry on the aircraft seemed endless, and so the about the year 1953. Among the pilots of the newly formed DLV (German Air Sports Association) local groups, there was a real sense of optimism. Germany was finally to become a nation of pilots. For Heinz Pieper, joining the DLV Motor Flying Squadron finally brought the long-awaited A2 pilot's license. He gladly accepted wearing a squadron uniform. Now nothing could stand in the way of the maiden flight of his modified P.I. On May 20, 1954, the moment finally arrived:

The P.I. taxied several times over the grass in Lohausen when Pieper suddenly accelerated and took off. The personal sacrifices that had been made to complete the aircraft were instantly forgiven. One day, a camera crew even appeared in Lohausen to film some footage for their newsreel. In the weekly newsreel of August 16, 1935, Heinz Pieper, who had since become popular as the "Flying Postman of Dieseldorf," could now be admired throughout Germany. At the Dieseldorf airshow on June 2, 1935, Heinz presented his aircraft to the public one last time. Shortly afterward, he volunteered for the newly formed Luftwaffe.

His P.I. remained temporarily in the care of the motor glider of the Düsseldorf Air District Reserve.

In the evening hours of November 17, 1936, Pieper's wife and their young daughter received the telegram informing them that Heinz Pieper, as a crew member of a training aircraft, had crashed and died in Brinkmühle near Göttingen. Transferred to Düsseldorf, Pieper received an honorary grave from the city. His aircraft, which had been stored in a shed at Lohausen Airport, had to be moved to make way for the military after the occupation of the Rhineland in March 1936 due to space constraints and was anchored outdoors. A little battered, the P.I. was reportedly transferred to the German Aviation Collection in Berlin, according to his family.

It is presumed to have been destroyed in a bombing raid.

Pieper P.I THE STORY OF A YOUNG AVIATOR, KNOCKED FATALLY AT THE AGE OF 30, WHO COULD HAVE BEEN ONE OF GERMAN AVIATION PIONEERS.
In the years before the Second World War, there were a number of aviation enthusiasts in Germany who, apart from the general public, pursued only one goal – flying a self-constructed motorized aircraft. The term "sports pilot" applies to no other group of people better than this one. One of them was Heinz Pieper from Düsseldorf. Already at the age of ten, Heinz Pieper, born in Düsseldorf in 1906, was drawn to the Düsseldorf-Lohausen airship base to admire the Zeppelins stationed there. However, his wish to one day take off in an aircraft himself would only be fulfilled much later. In the summer of 1928, Pieper had the opportunity to participate in a junior pilot course at the trade school in Düsseldorf. increase. Here, vocational school students and university students should be given a cost-effective introduction to the world of aviation. In twelve-month courses, the students were introduced to the theory and practice of gliding. The course culminated in the completion of a training glider, which was then used in the following Benden annual course for practical gliding training was used.
The young pilot courses, which were sponsored by the Prussian Ministry of Science, Art and Public Education in cooperation with the DLV (German Aviation Association), had a specific goal: “To attract German youth to training for sport flying!”
This did not mean anything other than deres, than that a selection of suitable powered aircraft pilots was made here. who were to be further trained at the DLV flying schools in Böblingen and Würzburg up to the A2 pilot's license. Because in contrast to the DMSV (German Model and Gliding Association), the DLV was hardly interested in glider and sailplane pilots. As a participant in the first Düsseldorf course in October 1928, the apprentice locksmith Heinz Pieper acquired the necessary expertise in aerodynamics, woodworking, and practical gliding for his personal goal. In the summer of 1929, shortly before the end of the course, the 20-member Düsseldorf young pilots' group, led by vocational school teacher Oberheuser, undertook an expedition to the Dörnberg near Kassel. Here, the "lowlanders" found suitable terrain to conduct their first gliding tests. Overjoyed, Heinz Pieper received his "Gliding Pilot A Certificate" on August 25, 1929. From then on, one idea never left him: He should have his own small motorized aircraft.  to get hold of a usable 20 hp Daimler F 7502. As a trained engine mechanic, it was easy for him to get it running again. A small workshop was set up in an attic above his apartment. The construction of his aircraft was clearly based on Espenlaub's E-14 D-1570 design, which led to certain disagreements with the original Swabian Espenlaub.
But that wasn't all: To improve his finances a little, Pieper sold small wooden gliders (balsa was unaffordable) to the public at various airshows. These gliders could be launched with a rubber band. 'Espe', who claimed to have had the idea earlier, sparked a protracted dispute.
Around autumn 1932, Pieper was able to transport his machine, designated P.l, to Lohausen. Traditional teacher Anton Oberheuser, who was always available to advise during the construction phase, was also involved. te arranged a small shed for him at the airfield. Together with some comrades from the junior pilot course, who had since become motor pilots, the P.I was completed.
After various taxiing tests, some modifications had to be made to the aircraft; the most noticeable feature was the enlarged vertical stabilizer.
The tinkering and carpentry work on the machine seemed endless, and so the new year 1933 dawned. A new, fresh wind was blowing in aviation: Germany was to become a nation of aviators. For Heinz Pieper, the upswing in aviation meant finally completing the long-awaited A2 pilot's license. Now nothing could stand in the way of the maiden flight of his P.I. On May 20,
1934, the moment finally arrived. The P.I taxied several times over the Lohausen airfield when Pieper suddenly revved the engine and took off. The personal sacrifices made for the completion of the aircraft now paid off. As the 'Flying Postman of Düsseldorf,' Heinz Pieper gained a certain degree of fame beyond the borders of his hometown in the following months. One day, the film company appeared UFA in Lohausen, to shoot a few meters of film for their newsreel. In the ‘Deulig Sound Week’ of August 16, 1935, the ‘Flying Postman of Düsseldorf’ could now be admired throughout Germany. Even a short poem in Pieper’s honor could be read in a Düsseldorf daily newspaper. At the Düsseldorf airshow on June 2, 1935, Heinz Pieper presented his aircraft to the public for the last time. Shortly afterward, he volunteered for the newly formed Luftwaffe. His P.I remained temporarily in the care of the DLV (German Air Sports Association) local flying group in Düsseldorf. On November 17, 1936, news arrived in Düsseldorf that Heinz Pieper had been appointed crew member of a training aircraft. in Brinkmühle near Göttingen fatally crashed. Transferred to Düsseldorf, he received an honorary grave from the city. His aircraft, which crashed in a hangar at Lohausen Airport, erected. After the occupation of the Rhineland in March 1936, it had to be moved to make way for the military due to lack of space and anchored outdoors. According to his family, the P.l., somewhat battered, was transferred to the German Aviation Collection in Berlin. It was presumably destroyed during the war.

THE RECONSTRUCTION
Every enthusiast of scale true-to-scale model aircraft knows the following problem: You see a drawing of a specific aircraft type in a magazine, book, or archive, but no photos can be found; or vice versa - photos exist, but no drawings are available. Drawing documents. If the latter is the case, it is possible to depict the aircraft graphically in a multi-view drawing based on the photos. If one of the photos shows the aircraft from the side as undistorted as possible, one already has the first starting point for the fuselage. If the engine type is known and some dimensions are also available, one can already create the first sketches. If one also happens to know that the selected aircraft is strongly based on another from which the basic dimensions have been handed down, this provides additional certainty for the reconstruction. It is not unpractical if photos of the builder/pilot are also available, showing him in a group of people: This allows one to roughly determine his height, which is important. For individual aircraft of the 1920s and 30s were often constructed almost entirely around the pilot; numerous examples of this are well known.
Heinz Pieper (1906-1936) was completely unknown to me until recently; he is not mentioned in the relevant literature.
However, aviation archivist Marton Szigeti knows his life story and, through photographic material and historical newspaper reports, his amateur-built aircraft, the ‘Pieper P.I’, which is strikingly similar to the Espenlaub E-14 design. Inspired by this aircraft, he began building his machine in the attic, which was then completed in its basic form in the autumn of 1932. was. The cantilever high-wing aircraft was powered by a 20 hp two-cylinder Mercedes F 7502B engine. The first version, with the slightly smaller rudder, was painted red in the planked fuselage area, as were the rudder and elevator control surfaces. The wing and control surfaces were painted with 'Silbercellon' and appeared silvery-gray. (This 'Silbercellon' is a paint to which aluminum particles were added, intended to prevent damage to the protected fabric from UV light.) The engine cowling with the freestanding cylinders The metal parts were left untreated, although the sheet metal was finely brushed.
One of the pictures shows this machine on display in a Düsseldorf department store: on the left side of the fuselage, starting below the cockpit cutout, you can see the white inscription: H. Pieper Düsseldorf. The propeller was unpainted, i.e., natural wood. National insignia on the vertical stabilizer had not yet been applied, and there was no registration number either – this aircraft never received one.
After the conversion to the larger vertical stabilizer, the then-required national insignia was finally painted onto the vertical stabilizer, as can be seen in our drawing. And because Mr. Pieper already had the brush or spray gun in his hand, the wing was now also painted red with the exception of the fabric-covered surfaces, where the silver celluloid paint was retained. The horizontal stabilizer was completely maintained in this color. The engine cowling also received a coat of paint, which proved to be quite attractive. The decorative stripe continued in a curved and pointed shape towards the rear, extending to the end of the driver's compartment cutout. The coverings of the large spoked wheels were painted in the same color.
Now, one cannot say with absolute certainty what color this was. The study of the available sources led Marton Szigeti and me to the conviction that these decorations must most likely have been post office yellow. After all, Heinz Pieper was known as the 'Flying Postman'! The two front struts of the wing mounting received the symbol of the German Air Sports Association. The propeller was probably replaced and was now painted entirely black.
In 1935, the red color disappeared from the 'Pieper P.l'. The aircraft now flew in natural plywood, apart from a dark-painted engine cowling (the color of which is nowhere documented).
This article is not the first reconstruction of a rare aircraft that we are presenting to you as part of the MFI scale documentation. However, this time the work was particularly challenging.
Difficult, because there wasn't even a fragment of a drawing or any information about the dimensions. Since this aircraft would certainly make a nice model, we ventured to undertake this reconstruction: photos and textual information were converted into a drawing, according to which it is now undoubtedly possible to build a model; who dares to attempt a replica?

TECHNICAL DESCRIPTION
Fuselage: Spindle-shaped design in plywood shell construction; approximately arc-shaped fuselage cross-sections. Wing mount supported by two struts each. at frames 3 and 4. Cockpit
between frames 4 and 5. Flow- favorable wind deflector on the upper fuselage behind the cockpit cutout. Engine cowling made of sheet metal, cylinder heads and exhaust system freestanding.

Wing: Cantilevered two-spar construction. Plywood skinning to the trailing spar. Constant wing chord to the beginning of the ailerons. Ailerons constructed using conventional rib construction with fabric covering. Airfoil unknown. Angle of incidence approx. 5 degrees; probably aerodynamic washout from the beginning of the ailerons. Dihedral on the upper surface of the wings 0 degrees.

Tail unit: Vertical fin in spar-rib construction, fabric-covered. Rudder with aerodynamic balancing surface. Horizontal stabilizer construction not clearly identifiable – fin possibly of steel tube construction, airfoil flat plate. Rudder without counterweight, linkage by pushrod; rudder linkage by conventional steel cable linkage. Rudder and elevator fins each braced on the upper surface by a profile strut.

Landing gear: Biplane landing gear with continuous axle. Attached by two profile struts each on frames 2 and 4. Probably rubber-strand suspension.Axle and struts additionally braced by steel cables.
Large fabric-covered spoked wheels.Skid plate mounted on a triangular tube construction.

Engine: Mercedes F 7502B, two cylinders; two-blade air propeller.