Sport Aviation Abr-1975

THE HOMEBUILDER'S

Corn buPAULH.POBfREM

(Photo by Lee Fray)

Sunday, March 16 — It's Sunday evening, another day is done and we are sitting here winging our way to Washington. The Captain has turned the seat belt sign off while at the same time greeting all of us who just boarded at Milwaukee. It takes a lot of people to make aviation work. Aviation covers a lot of ground, a lot of people are involved in it and many, I am sure, do not realize how significant their efforts are or can be. Aviation is a lot more than pilots and airplane owners, for there is a great team out there supporting us all. Mechanics, radio repairmen, designers, office personnel and linemen and women. There are magazines, writers and publishers, riveters and welders, airport managers, FBOs and bankers, too. Yes, it is a big team and sometimes one wonders why the voice is so faint . . . and why for so many years such a strong and important industry that has made weapons for war, vehicles for transportation and recreation and many other uses seems always on the defensive. Always worries about its public image. Always seeks to justify to its neighbors its very existence. Is it the same for others? . . . others who enjoy boating, motorcycles, motor homes, snowmobiles or the great expanes of land used for golfing? Are they constantly on the defensive also? Just recently while on my way home from a Chapter dinner meeting, I had the occasion to call the tower for landing instructions (at a non-airline airport). I was cleared for a straight-in approach with a note that I would be flying over a "sensitive area." Not really sure what the controller meant, but suspecting, I asked if the area referred to was an area of citizen complainers. All I received was a "Roger". It was interesting to note during my subsequent auto drive through this "sensitive area" that I could count over two dozen snowmobiles, with several being tuned up by their adult owners. It never ceases to amaze me . . . the lack of tolerance we can have for our fellowman. It reminds me of the telephone conversation with one of the aides of the mayor of Seattle, Washington regarding the mayor's support of his local environmentalist group's petition to FAA for billboard size underwing aircraft registration marks. The aide stated that a number of influential Seattle citizens lived along the lakes and waterways of the area and that the noise from float planes was very disturbing to them. He went on to say that these citizens needed a means to identify the aircraft so as to locate the pilot, and since the state of Washington was powerless to implement laws to require large numbers, it was necessary to depend on the FAA and the Federal government for positive action. My next question was, "Do you mean that while attempting to solve your local problem, the mayor and the group he is supporting are willing to penalize the rest of the nation with an unneeded, expensive and unjust regulation?" His answer was, "Yes." It is too early to judge the outcome of the FAA NPRM regarding EAA's petition for smaller aircraft registration numbers. A great many aircraft owners and concerned aviation enthusiasts were not pleased with FAA's preparation of the NPRM or the FAA Press Release they felt was slanted in favor of the Seattle group. When picked up by the press, headlines invariably ran to something like, "FAA Proposes Big Numbers on Airplanes to Crack Down on Violators." No press report we ever saw presented the aircraft owner's side of the picture — the inconvenience, the expense, the injustice of being singled out by government when the same treatment was not proposed for operators of other types of vehicles. (Continued on Page 84)

SPORT AVIATION Official Publication of the Experimental Aircraft Association International Inc. An International Non-Profit Organization Dedicated to Aviation Education SPORT AVIATION ASSOCIATION INCORPORATED

APRIL 1975

VOL. 24 — NO. 4

TABLE OF CONTENTS Homebuilder's Corner. . . by Paul Poberezny . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Aero Sport — Pixie Round-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Did You Say "Casket"? . . . by Donald Sizernore ........................ 13 Book Reviews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Instrument Panel Overlay . . . by Larry Stabler .......................... From Such As This Comes Our Future . . . by Paul Hopkins ............. The Rebirth Of An L-4J . . . by Bob Townsend ........................... Insights Of A Volmer Builder . . . by Russ Fatzinger . . . . . . . . . . . . . . . . . . . . .

Page 14

22 23 26 29

Guest Editorial . . . by Robert T. Smith . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 The Designee Corner. . . by Antoni Bingelis ............................ 31 Presidential Visit To England . . . by Harold Best-Devereux ............... 35

The Hoffmann Variable Pitch VW Propeller. . . by Gerd Miihlbauer ...... 37 Flying The Pober Pixie . . . by Mike Heuer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Page 26

Sun 'N Fun Fly-In . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Sun 'N Fun Grand Champion . . . by Val C. Bernhardt .................. 54

Will The Small Airplane Survive? . . . by Robert K. Wattson, Jr. .......... What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Directory Of Aircraft Under Construction or Restoration . . . . . . . . . . . . . . . . . Calendar Of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60 64 66 68

Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

Page 39 Jack Cox Editor-in-Chief

Paul H. Poberezny

Publisher Ray Scholler

Assistant Editor

ON THE COVER .

Pober Pixie.

Bernice Scholler

Bonnie Soucy

Advertising Manager

(Photo by Lee Fray)

Publication Layout

EAA AVIATION MUSEUM 11311 W. FOREST HOME AVE. FRANKLIN, WISCONSIN 53132 (A MILWAUKEE SUBURB)

Aviation Museum hours of operation are 8:30 to 5:00 on Monday through Friday — Saturday — 8:30 A.M. to 5:00 — Sundays and Holidays — 11:00 to 5:00. It is closed on New Years, Easter, Thanksgiving and Christmas.

EAA AVIATION MUSEUM FOUNDATION, INC. PAUL H. POBEREZNY, DIRECTOR

GEORGE HARDIE. IR., AIRCRAFT AND DISPLAY RESEARCH

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc. and is published monthly at Hales Corners. Wis Second Class Postage paid at Random Lake. Wis. 53075 and at Hales Corners. Wis 53130 Membership rates are $15 00 ($2000 alter February 1. 1975) per 12 month period 01 which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY — The Experimental Aircraft Association, inc. cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will be of help to the majority ADVERTISING — EAA does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of interior merchandise obtained through our advertising so that corrective measure can be taken.

Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. 0. Box 229, Hales Corners, Wis. 53130 SPORT AVIATION 3

ORGANIZATION THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. PRESIDENT

SECRETARY S. H. SCHMID 2359 LEFEBER AVE. MILWAUKEE. WIS. 53213

VICE-PRESIDENT RAY SCHOLLER

PAUL H. POBEREZNY

9711 W. FOREST PARK DRIVE HALES CORNERS. WIS. 53130

453 FIFTH STREET RANDOM LAKE, WIS. 53075

TREASURER ARTHUR KILPS 10205KAY PARKWAY HALES CORNERS. WIS 53130

DIRECTORS HARRY ZEISLOFT

2069 CRESTLINE DRIVE BURTON, MICH. 48509

GUSTAVE A. LIMBACH

ROBERT J. GYLLENSWAN 1606 RONCEVALLES

2 EAST PLEASANT LAKE RD.

ROCKFORD, ILL. 61107

ST. PAUL. MINN. 55110

RONALD G. SCOTT 1005COPENHILLDR.

R. M. PURYEAR 291 MARTIN RD.

WAUKESHA. WIS. 53186

SANTA CRUZ, CALIF. 95060

VAN WHITE BOX 5255 LUBBOCK, TEX. 79417

EAA OF CANADA PRESIDENT

EAA WASHINGTON REPRESENTATIVE

DAVID SCOTT

EXECUTIVE VICE PRESIDENT

S. J. WITTMAN BOX 2672 OSHKOSH, WIS. 54901

HERB CUNNINGHAM

1346 CONNECTICUT AVE., S.W.

16 ACRE HEIGHTS CRESCENT

WASHINGTON, D. C. 20036

SCARBOROUGH, ONTARIO. CANADA

BUSINESS MANAGER

TOM POBEREZNY

JERRY STRIGEL

EAA CHAPTER EXECUTIVE SECRETARY GOLDA COX

EAA DIVISIONS EXECUTIVE SECRETARY DOROTHY CHASE

EAA INTERNATIONAL OFFICES ARE LOCATED AT 11311 W. FOREST HOME AVENUE, FRANKLIN, WISCONSIN. A MILWAUKEE SUBURB. THE PHONE NUMBER IS AC 414/425-4860. PLEASE USE EAA'S MAILING ADDRESS FOR ALL MEMBERSHIP, CHAPTER, AND GENERAL CORRESPONDENCE . . . WHICH IS:

EAA, BOX 229, HALES CORNERS, WISCONSIN 53130

EAA AVIATION MUSEUM FOUNDATION, INC. OFFICERS PRESIDENT PAUL H POBEREZNY

9711 W. FOREST PARK DRIVE HALES CORNERS, WIS. 53130

SECRETARY DR. LYLE MC CULLOUGH 11222 W FOREST HOME AVE

VICE-PRESIDENT DAVE JAMESON 4322 BELLHAVEN LANE OSHKOSH, WIS. 54901

FRANKLIN, WIS. 53132

4075 S. 84TH ST. APARTMENT 8

GREENFIELD, WIS 53228

TRUSTEES JAMES BARTON, 262 CAYUGA AVE., ELMHURST. ILL. 60126 EVANDER M. BRITT, BOX 458, LUMBERTON. N. C. 28358 ROBERT H. FERGUS, 3060 OAKRIDGE RD.. COLUMBUS, OHIO 43221 JIM C. GORMAN. P. 0. BOX 1217, MANSFIELD, OHIO 44902 E. E. HILBERT, 8102 LEECH RD.. UNION, ILL. 60180 MORTON LESTER. P. O. BOX 3747, MARTINSVILLE, VA. 24112 JOHN PARISH, 209 WEST WARREN, TULLAHOMA. TENN. 37388 ROBERT PURYEAR. 291 MARTIN RD., SANTA CRUZ, CALIF. 95060

TREASURER THOMAS POBEREZNY

RAY SCHOLLER. 453 FIFTH STREET, RANDOM LAKE. WIS. 53075 RAY STITS, P. 0 BOX 3084. RIVERSIDE. CALIF. 92509 DICK STOUFFER. 65 MILLER ROAD. LAKE ZURICH. ILL. 60047 BILL TURNER. 4110 MARSTEN, BELMONT, CALIF. 94002 M. C. "KELLY" VIETS, RR 1, BOX 151, STILWELL, KS. 66085 GAR W. WILLIAMS. JR.. 9 S 135 AERO DR., RT. 1, NAPERVILLE, ILL. 60540 HARRY ZEISLOFT. 2069 CRESTLINE DR., BURTON, MICH. 48509

EAA DIVISIONS ADDRESS ALL DIVISION MAIL TO: (NAME OF DIVISION), BOX 229, HALES CORNERS, WISC. 53130

I N T11 N A TI 0 N A L AEHOIATIC CLUI

INTERNATIONAL AEROBATIC CLUB, INC.

ANTIQUE AND CLASSIC DIVISION

WARBIRDS

OF AMERICA, INC.

PRESIDENT VERNE JOBST 1910 NORTH ORCHARD BEACH RU. McHENRY, ILL. 60050

PRESIDENT DON PLUMB 765 CHAMPLAIN CR. WINDSOR. ONT.. CANADA

VICE-PRESIDENT MIKE HEUER 10137 FOREST HOME AVE., APT. 105 HALES CORNERS, WIS. 53130

VICE-PRESIDENT RUDY FRASCA 805 SO ELM CHAMPAIGN, ILL. 61820

VICE-PRESIDENT J. R. NIELANDER, JR... P. O. BOX 2464 FT. LAUDERDALE, FLA 33303

SECRETARY , SHARI JOBST 1910 NORTH ORCHARD BEACH RD. McHENRY. ILL. 60050

SECRETARY . . LEN TANNER 55 DONAHUE RD. NO. GRANDY. CONN. 06060

SECRETARY RICHARD WAGNER BOX 181 . , LYONS, WISC. 53148

TREASURER BOB DAVIS 910 WOODLAND DR. WOODSTOCK, ILL. 60098

TREASURER GUNTHER BALZ c/0 ROTO FINISH CO 3900 MILHAM RD. KALAMAZOO, MICH. 49103

TREASURER , GAR W. WILLIAMS, JR. 9 S 135 AERO DR.. RT. 1 NAPERVILLE. ILL. 60540

4 APRIL 1975

!

PRESIDENT E. E. HILBERT 8102 LEECH RD UNION, ILL 60180

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LETTERS TO THE

EDITOR Editor's Note: The following letter is selfexplanatory. If you agree with its contents, you should contact Congressman Spence urging his introduction of a bill to exempt homebuilts and antiques from the user tax. Coke Darden (EAA 14846 - Lifetime) is a nuclear physicist and a well-known collector of antique aircraft. He is a past president of Chapter 395 and currently is vice-president of Chapter 242 in Columbia. SC. Honorable Floyd Spence 120 Cannon House Office Building Washington. D.C. 20515 Dear Mr. Spence: In 1970 the Congress passed the Airport and Airway Development Act to modernize and improve the nation's airways and airports and a companion act, The Airport and Airway Revenue Act, to provide the funds with which to do this. These funds were generated by a federal tax on aviation fuel and an annual tax on aircraft. The reasoning behind this latter tax was apparently that aircraft owners were also users of the system and. therefore, beneficiaries of it and should bear part of its cost. While this is so in many cases, it is not true in all cases. In particular, there are at least two groups I know of who make little or no use of the system but who are taxed as if they did. These are the people who build aircraft for recreation and education, the so-called homebuilders and the people who restore antique aircraft because of their interest in aviation history. In neither case is the ownership of aircraft related to air commerce. Most of the aircraft involved have no use for large airports, no need for airline terminals and are not equipped to use the air traffic control system. Most do not even operate at night and certainly not in bad weather, yet the way the act is worded, they are required to pay the use tax just as if they were involved in air commerce. This is so clearly unfair that I can only guess that the Congress as a whole was unaware of the existence of these two groups at the time the legislation was passed. Let me cite one example of how this tax works. Six years ago I bought and restored to flying condition one of five remaining examples of the Douglas DC-2, the airliner that proceeded the famous DC-3. This aircraft has no commercial value but is extremely interesting from an historical point of view. Were I to fly it to the fall meeting of the North Carolina-South Carolina-Virginia Antique Airplane Association. I would depart

interest. I do not believe the Congress ever intended the tax to be applied this way As a member of Congress, you are in a position to introduce corrective legislation. Would you be willing to do this? Gliders (sailplanes) and balloons are already exempt, and I think antique and homebuilt aircraft should be too. Neither group is involved in interstate commerce nor have they anything to do with the postal service or the national defense. The aircraft are not used for the transportation of persons or property, but for education and recreation. To subject these aircraft to a Use Tax is to discourage education and recreation whenever aircraft are involved. If you would be willing to sponsor corrective legislation, I would be willing to help in anyway I could. For example, I might be able to find other members of Congress who would be willing to co-sponsor such legislation. In any event, I would appreciate anything you could do to help rectify this unfair situation as would others who are similarly forced to pay for services and facilities they don't want and

can't use. Yours truly. Colgate W. Darden. Ill Box 597

Cayce, SC 29033 Dear Sirs:

I do not know whether you could possibly help me, but from my knowledge of the EAA it seems that you take an active interest in the disseminating of information on homebuilts. I am interested in building a homebuilt over the upcoming summer. My criteria are as follows:

1. Low cost. I'm a college student and on a limited budget. 2. Low construction time. The plan should be simple enough to construct over the summer or it is no good to me The process can be difficult as I've had an average amount of experience in rebuilding fabric airplanes. If you have suggestions and addresses of plans or information for my project I would appreciate any assistance that you could offer. If you could suggest certain plans for me to look at that would be the most helpful. Thank you for any help you can possibly render. I hope sometime to be able to join the ranks. Sincerely, Chad Huston • . 680 Lomita Dr. Stanford. Calif. 94305 Dear Mike: Congratulations on the December 1974 Designee Newletter. Among the many informative articles is the plea for information regarding malfunctions and defects experienced by EAAers

This is a most important phase of "our" safety work, and I say "our" as it is not only

FAA's desire to reduce accidents, but the

strip near Lexington and land at an airport that has no control tower after a 25 minute flight. I would not normally be in radio contact with any FAA facility, would not file a flight plan, and the FAA would exercise no traffic control. As a result of this one flight, however.

biggest dividends go to the aircraft owners who stand to lose not only material and financial assets but often their lives and the lives of others. EAA has been a leader in offering to collect, digest, and disseminate this information relating to amateur-built aircraft. To get good "feedback" to the members requires-a real effort on the part of the user in supplying re-

I would incur a $355.00 tax liability, and this

ports as they occur. With the cooperative spirit

does not include the federal tax on aircraft fuel. While the example I have cited is not hypothetical, it is unusual. Most individuals attending the meeting in smaller aircraft would

that has made EAA a success, I look forward to a program which will reap groat dividends to EAA "stockholders." Another effort which ties into the same program is the publishing of capsulized accident reports. We read too many familiar names in these reports. Hopefully, publishing these reports will be an alert to others that it can happen to you. so do not let down your guard and become complacent but' rather take the extra precautions that protect you and your loved ones. , ,

from a privately owned and maintained grass

incur taxes closer to the minimum of $25.00.

But $25.00 is still a lot of money to pay each year to support fancy airline terminals and elaborate radar traffic control systems unrelated to the construction and operation ol aircraft for education and recreation or to the restoration and display of aircraft of historic

Again. Mike, keep up the good work and let me know if there is anything I can do to enhance your work and make it more rewarding. Sincerely. Charles Schuck FAA/EAA Liaison

Washington. D.C. 20591 Dear Jack: I would like to reply to Paul Walton whose letter appeared in last month's "Letters to the Editor." Paul, we are sorry you feel the way you do about the EAA. We have failed you in many ways apparently. For this we are sorry. We are sorry, too, you feel compelled to drop your membership. We need you. and many more, to join us. We are sorry you derived only the magazine s benefit from your membership. We are sorry you were not exposed to the magic of EAA that has no assessable value. We failed you, no doubt about it. You're right. "Flying" magazine is cheaper because they have more advertising revenue. We are sorry also. Paul, that it costs money to belong to a local chapter. You're right, we are money hungry. We need every cent we can get to run the organizations involved. We have to pay our way. We are sorry you do not feel democratically represented. Paul. I do feel we are: very much so I can pick up the phone and talk to Headquarters and know someone will listen to what I have to say. And I also have a vote which is all any stockholder can expect. We are sorry you feel that SPORT AVIATION is the Readers Digest of aviation in the sense you mean it I have no time to read everything, so I like Readers Digest. I like SPORT AVIATION a lot more and really look forward to getting it every month. It's worth a lot more than a buck to me, Paul. It's worth more than any magazine you can buy if you really hadn't been deprived of the EAA spirit. I really am sorry about that failure on our part. I'm sorry you did not learn to spell Paul Poberezny's name. Apparently you have never met him either. Again. Paul. I'm sorry about that. You have missed out on so much in the EAA. How about the Museum? Did you miss

that, too? Gee. I'm sorry. It's great. How about Oshkosh? Have you been there? Local fly-ins? Did you meet new friends? Learn more about aviation? We are sorry you misunderstand the workings of the Oshkosh event. The income is fantastic, you're right. We're sorry you don't understand that the expenses and reinvestments are fantastic, too. Paul, we are sorry you have missed the whole idea. We have only ourselves to blame for your feelings, no one else. We accept the responsibility. We want, however, to leave you with this thought before you go. "We make a living by what we get; we make a life by what we give." Joel Confair president. Chapter 92

Orange County, Calif. Dear Sirs: Let me congratulate you for your new "false cover" as fitted to the current issue of SPORT AVIATION. While I have never had a damaged copy the way it was. I can see that this new packaging will assure each issue arriving in

the best of shape. I don't know how you do it 'cause I feel that everything is so good that it couldn't be improved upon and then you do something that makes things even better. Just keep up the good work and realize that you can never please everyone. I am very proud to belong to such a progressive organization. , .'

Yours Truly. W. N. Thompson. EAA 5773 Box 108

Valemount. B.C . Canada VOE 2ZO (Continued on Page 72) SPORT AVIATION 5

BACK COVER PAINTING FOR APRIL This month's back cover painting is by Gerald M. Lipor (EAA 71875), 4541 22nd Ave., Kenosha, Wisconsin 53140. The painting is a beautiful scene featuring a Grumman Widgeon Mr. Lipor observed on a fishing trip in Canada. Gerald Lipor is an artist for American Motors in Kenosha. He has had a great interest in aviation since childhood and was an Air Force pilot during World War II. At present he does not do free lance painting. EAA AIR MUSEUM TO GET PARTS OF SPRUCE GOOSE

EAA President Paul Poberezny has been informed that the Summa Corporation (formerly Hughes Tool Company) has selected the EAA Air Museum as one of eight museums in the U.S. to receive portions of the fabled Spruce Goose. In storage since its first and only flight on November 2, 1947, the HK-1 (Hughes/Kaiser I) has been owned during this period by various agencies of the federal government, most recently the General Services Administration. In a somewhat complex pact, the HK-1 has been acquired by the Smithsonian from the GSA. The Smithsonian, in turn, will retain a 51 foot wing section and return the rest to its builder, the Summa Corporation, in exchange for $700,000 and the historic Hughes H-l racer which broke the world's speed record for landplanes in 1935 with an average of 352.38 mph. And, finally, the Summa Corporation has selected "eight prestigious public museums" to acquire, at their own expense, parts of the HK-1. Those selected are: the California Museum of Science and Industry at Los Angeles; the San Diego Aero Space Museum; U.S. Air Force Academy Library at Colorado Springs; Museum of Science and Industry in Chicago; the Air Force Museum at Wright Patterson Air Force Base in Ohio; the Franklin Institute in Philadelphia; the Naval Aviation Museum in Pensacola, Florida and the EAA Air Museum. Obviously, it is quite an honor for EAA to be selected along with these famous institutions and is an indication of the esteem in which our museum is held throughout the nation. COLEMAN SWORN IN AS NEW HEAD OF DOT

As expected, William T. Coleman, a Philadelphia

Secretary Coleman has already been invited by EAA to attend the 1975 Oshkosh Fly-In Convention. EAA would like to expose the new Secretary to sport aviation early in his term of office so that subsequent actions on his part relating to aviation will reflect the unique needs of our sector of the flying world. PAZMANY PL-4 NEWSLETTER

Major J. C. Treager, who originated the PL-4 Newsletter, has been assigned to a tour of duty in Saudi Arabia, so his fine work is being continued by John D. Kernodle (EAA 61269 Lifetime) of P.O. Box 20422, Dall is, Texas 75220. The PL-4 Newsletter is published quarterly for $4.50 (U.S., Canada and Mexico, $6.50 all other countries) and anyone may subscribe. Ladislao Pazmany uses the PL-4 Newsletter as his sole means of distributing Engineering Notices (plans changes, additions, corrections), so it is invaluable to PL-4 builders. ORIGINAL TAILWIND

Steve Wittman's original Tailwind, N-5747N, is now on display in the EAA Air Museum. It has undergone a complete restoration by the Museum's staff, with a strong assist by Steve, himself. The aircraft was donated by Eugene J. Zepp (EAA 77747) of Dearborn, Michigan. EMBRY-RIDDLE TO CONDUCT FUEL STUDY FOR FAA

FAA has asked Embry-Riddle Aeronautical University of Daytona Beach, operators of one of the nation's largest fleets of flight training aircraft, to conduct a study to determine the effect of 100/130 octane fuel on airplane engines designed (and certified) for use of 80/87 octane. With 80/87 no longer available at an increasing number of airports, many owners are forced to take on 100 octane to continue their flights. Fouled plugs and burned valves have been reported after continued use of 100 octane in engines designed for 80/87. A committee has been appointed to organize and study the data which will be collected at Embry-Riddle. It consists of Richard Eakley, Embry Riddle; Dick Foster, Gulf

Oil Research; Robert Ingram, Avco Lycoming; Art LeBel, Daytona Beach Aviation; Robert Moore, Teledyne Continental; Russell McKean, AC Spark Plug and Frank

attorney, was confirmed and sworn in as the new Secretary of Transportation in early March. Secretary Coleman is expected to immediately become involved in several areas affecting aviation — the new User Tax proposals being drawn up by the Ford Administration for submission to Congress and the nomination of a new FAA

Monts of Cessna. The committee will report its findings to FAA which, in turn, will make any worthwhile findings available to aircraft owners and operators. There are a couple of questions EAA would like to hear someone answer with regards to the withdrawal of 80/87 from the market: How is it that the government's fair trade practices require manufacturers to keep spare

Administrator to replace Alexander Butterfield.

parts and supplies for all sorts of discontinued appliances,

6 APRIL 1975

HEADQUARTERS vehicles, machines, etc. available for a reasonable number of years to protect consumers while the oil companies are apparently being allowed to cut out production of 80/87 at will? Even while aircraft with engines certified for use of 80/87 are still in production?

Also, we would like to know if one is in violation of FARs if 100 octane is run in an engine certified by FAA for use of 80/87 octane? It is EAAs considered opinion that FAA and the federal government have the legal authority and moral responsibility to force the oil companies to continue to produce and offer 80/87 octane for sale at normal retail outlets. We believe this is necessary because 80/87 is lower in lead content — thus lower in its production of pollutants — and because by far the majority of the 166,000 plus piston-engine aircraft in the U.S. civil aircraft fleet are powered with engines certified to use 80/87. A lot of people seem to be ignoring the fact that 85, 691 aircraft in the present U.S. civil aircraft fleet were built prior to 1964 . . . and that almost all of these can be operated safely only on 80/87 octane aviation fuel.

EAA'ER RAY GORDON COMMENDED BY FAA

Ray Gordon (EAA 49965) of Whittier, California is editor of Chapter 7's monthly newsletter, one of the finest in EAA's burgeoning Chapter system. Ray has printed a number of safety related articles and research into the causes of light plane accidents. Recently, he was cited by FAA for this fine work, as follows: Dear Mr. Gordon: On behalf of the Federal Aviation Administration and the General Aviation Accident Prevention Program, we would like to extend our sincere appreciation for your efforts and cooperation in support of aviation safety.

Your continued research in accident cause factors and editorials in your safety-oriented EAA Chapter 7 Newsletter have materially contributed to the success of the Accident Prevention Program. We take pride in awarding this Certificate of Merit to you and wish to thank EAA Chapter 7 for their

cooperation in making it possible. Sincerely, John L. Winder Chief, General Aviation Branch

FAA, Regional Office — Western Region Los Angeles, Calif. 90009 CANADIAN AIRCRAFT FLYING INTO THE U.S. FOR OSHKOSH 1975

Attention Homebuilt, Factory Aircraft and Warbird

owners — in order to enter the U.S. under EAA's Grant of Exemption for the 1975 Oshkosh Convention, the following information is needed: 1. Type aircraft and registration letters.

2. Owner and address, pilot and address, if different. 3. One of four entry cities — Port Huron, Michigan; Sault Ste. Marie, Michigan; Pembina, North Dakota; Duluth, Minnesota and date of entry. 4. It is necessary for this information to be in to EAA Headquarters by the end of May 1975. There is a rule

change being considered that may eliminate the need for filing individually for Oshkosh but this may not

be in effect in time for Oshkosh 1975.

BIENNIAL FLIGHT CHECKS IN SINGLE PLACE AIRCRAFT

In March of 1974 EAA petitioned the FAA to permit pilots who fly only single place aircraft to take the biennial check ride with the check pilot remaining on the ground and observing the flight. No check out on a dual place aircraft would be required but then pilots would be

restricted to flying single place aircraft. No action has ever been taken on this petition due to its having been assigned a low priority, according to FAA. Constant prodding by EAA's Washington Representative, David Scott, has, however, finally resulted in a promise from FAA that along with a number of other minor amendments to Part 61 of the Federal Aviation

Regulations, the single place check out will be proposed as an NPRM in about 30 days. If proposed, it would normally be 60 to 90 days before it appears in the Federal

CANADIAN AIRCRAFT TOURING THE U.S.

AT TIMES OTHER THAN OSHKOSH

For information contact: Mr. Richard P. Skully Director, Flight Standards Service FAA, DOT 800 Independence Ave., S.W. Washington, D.C. 20591

Register, at which time the public would be allowed to comment. EAAERS SHOULD BE AWARE THAT BIENNIAL FLIGHT CHECKS IN SINGLE PLACE AIRCRAFT ARE NOT NOW POSSIBLE . . . FAA has only promised to propose such a procedure for rule making. Judging by past experience, even if the proposal meets no opposition it will be at least a year before the rule would go into

effect. SPORT AVIATION 7

(Ford Archives Photo)

A FORD IN EAA'S FUTURE The picture of the one and only Ford 3-AT Tri Motor shown here is one of 84 rare photographs of Ford Motor Company aircraft to be found in a booklet entitled "A Ford In EAA's Future." This work by George Hardie, Jr. details the history of Ford Tri Motor N-8407 (Ser. No. 4-AT-69) from the time it rolled off the factory production line in Dearborn in August of 1929 until it was severely damaged in a windstorm in June of 1973. A bibliography of Ford Tri-Motor literature and a list of the remaining Fords are included, as well as a complete, illustrated history of the Ford Motor Company's venture into the aviation industry. Here you meet the great man himself, Henry Ford, and William B. Mayo, Edsel Ford and William B. Stout; you'll read about the Stout "Bat Wing", the "Air Sedan", the Ford "flivver planes" and, of course, the production of the famous Tin Goose, itself. "A Ford In EAA's Future" was produced to be presented, along with an attractive certificate, to all who contribute $10.00 or more to the EAA Air Museum's "Save The Ford" campaign. The money thus accumulated will be used to restore N8407. Won't you help save this historic old machine, one of just 13 remaining today? Send your tax deductible contribution to: Save The Ford Fund, c/o EAA Air Museum, Box 229, Hales Corners, Wis. 53130. OSHKOSH ACTIVITY Although a good layer of snow still covers the EAA Convention site at Wittman Field in Oshkosh, a stirring of activity has already begun that will culminate in late July in what is expected to be still another successful EAA Convention. Plans are to relocate the main gate arch further to the west and a new campground will be built on EAA property just across the street to the west of the Antique-Classic display area. Also, it appears that EAA will have to get into a little farming on the side. In order to help pay the taxes on the EAA property adjacent to Wittman Field, hay will be baled and sold this summer right up to Convention time. Taxes were over $6,000 for 1974. Back at EAA Headquarters, preliminary contact with the vendors who supply the weeklong fly-in indicates that prices of everything will be substantially higher for 1975. Each year the task of putting on the world's largest and finest aviation event becomes more challenging . . . but with the aid and cooperation of the membership Oshkosh '75 will be another great one. 8 APRIL 1975"

The 3-ATTri-Motor, Bill Stout's ill-fated design which failed its flight tests and was destroyed in a fire on January 17, 1926.

OSHKOSH STQPOVER INVITATION The Minn-Dak Chapter 317 of the Fargo, North Dakota area extends an invitation to all EAA members from the northwest United States and western Canada heading for Oshkosh this summer to plan a stopover at the Detroit Lakes, Minnesota airport. Free camping and aircraft tie downs are offered and a beef barbeque will be held on Sunday, July 27 from 10:00 a.m. to 2:00 p.m. Detroit Lakes is located 45 miles east of Fargo, North Dakota on U.S. Highway 10. The airport is two miles west of the city on Highway 10. Detroit Lakes is in the heart of a resort area and has 412 lakes within a 25 mile radius of the city. The airport has a 13 acre wooded park between it and a nearby lake that EAAers will have to themselves. Rest rooms and water are available at the airport lounge. The Detroit Lakes airport has a 4500' hard surface runway (13 and 31) and a N-S good 2200' grass strip. The field is lighted, has VASI and REILS. Omni is 111.2 and Unicom is 122.8. 80 and 100 octane and oil are available from the operator. Chapter 317 would like to make a stopover at Detroit Lakes an annual tradition for all our northwestern U.S. and western Canadian EAAers on their way to Oshkosh . . . also on their way back home. If further information is needed, contact Duane Wething, Secretary of Chapter 317, 1003 Lincoln, Detroit Lakes, Minnesota 56501. Phone 218/847-7336. This sounds like a great idea to us at EAA Headquarters. Wouldn't it be a lot of fun if EAAers driving and flying to Oshkosh had stopovers, such as Chapter 317 will provide at Detroit Lakes, all along their routes, so that each night on their trip they could camp free and be in the company of fellow EAAers? Any other Chapters interested? STAMPE S.V. 4 SAFETY BULLETIN Owners of the Belgian/French Stampe S.V. 4 (Nord Stampe) biplane are advised that an in-flight failure of a rear cockpit rudder bar has occurred. In cooperation with the FAA, EAA is making this notice in the interest of aviation safety. It is recommended that before further flight, the following inspection be performed: Visually check the rear

rudder bar tube for cracks over the outboard three inches, including the foot rest attachments at each end of the tube. Pay particular attention to the cable horn area. Follow with a dye penetrant check. If found defective, the rudder bar tube should be replaced. Letters have been mailed by the EAA to all known owners of Stampe S.V. 4's in the United States. Owners of Stampe S. V. 4's in other countries should contact the appropriate aviation authority if a defective part is discovered. If rudder bar defects are found subsequent to reading this notice, EAA would appreciate a note describing the defect.

fly-in commensurate in size and quality with the numbers

THE CUBY FLIES

of EAAers and projects that LA boasts. 1975 will see a change in this situation. This year six Chapters are getting together to put on a big regional fly-in at the Corona Airport. Chapters 1 of Riverside, 7 of Fullerton, 11 of Los Angeles, 92 of Orange County, 96 of Torrance and 494 of Corona are the sponsors. The dates are Saturday, May 3 and Sunday, May 4, 1975. Camping facilities will be available in Butterfield Park next to the Corona Airport and free transportation to hotels and motels will be provided by the Corona Chamber of Commerce. A dance and awards banquet will be held on Saturday evening. An acrobatic show will be part of the activities as well as contests open to all participants — ribbon cutting, spot landings, short take-offs, fly-bys, flour bombing, etc. For those able to stop admiring the airplanes long enough to eat, a restaurant is located on the field and concession facilities will also be available. Airplanes

"Now it can be revealed . . ." as they say in show biz. On Wednesday afternoon, March 12, Dick Wagner, president of Wag-Aero, Inc. of Lyons, Wisconsin, flew his new homebuilt, the Cuby, for the first time. A dead ringer for a Piper J-3, the prototype Cuby is powered by a Continental C-85. To emphasize its "all is not as it seems" nature, the right side of the Cuby — from the centerline of the fuselage out — is painted the familiar Cub yellow with the black lightning stroke down the side of the fuselage. The left side is a bright green with a yellow lightning stroke. You won't have any trouble identifying the original Cuby and you can bet it will be photographed at least twice by everyone . . . which was the idea behind the unusual paint scheme. Due to a six inch snow cover on his private strip, Dick Wagner made the first flight with the Cuby equipped with skis. By the time you are reading this, the Cuby's flight restriction time will have been flown off and plans and kits will be available from Wag-Aero. We will have the full story in SPORT AVIATION next month.

business — but with just a minimum amount of 80 octane expected to be available. Corona Airport is normally equipped for Unicom on 122.8, however, this fly-in weekend will see a temporary FAA tower (tower - 120.0, ground 121.8). In case anyone needs any repair or maintenance work during the weekend, three shops are located on the airport — one with an A.I. authorization. Southern California is home for the likes of designers John Thorp, Bill Warwick, Bud Evans, Vernon Payne, Anton Cvjetkovic, Ladislao Pazmany, Ray Stits, Ken Rand, Lou Stolp, Burt Rutan, P. H. Spencer, Volmer Jensen, Harold Wendt and so on ... and on ... and on. New designers and designs are emerging in this area all the time. The Corona Fly-In is planned as an annual event, a worthy showcase for the talents of these designers and the craftsmanship of those who build theirs and other aircraft. For further details contact: Terry Davis, 13905 Envoy Ave., Corona, Calif. 91720. Phone 714/735-8639.

FREE ALUMINUM COATING ADVICE

Ronald K. Courtney, President of American Anodizing, 1820-38 West Lake St., Chicago, Illinois 60612 has volunteered to offer free advice to any EAA member on such items as: aluminum anodizing for corrosion resistance and beauty, hard coating for wear surfaces, conversion coatings, alodizing for preparation to painting

or covering, polishing and chemical brightening for cutting corrosion and reflecting surfaces . . . plus any other questions concerning aluminum coatings. We are grateful to Mr. Courtney for this fine gesture. (American Anodizing's phone number is 312/421-6000.)

i

CORONA EAA FLY-IN

The greater Los Angeles area has always been a hotbed of EAA activity — the very first EAA Chapter was established in Riverside not very long after the founding of EAA, itself. All the area has ever lacked is an annual

need fuel, too, so two dealers will be vying for your

(Photo by Jack Cox)

The Wag-Aero Cuby on its initial lift-off.

SPOWTWflA"

ACRO SPORT - PIXIE P ROUND'

(Photo by Lee Fray)

Paul Poberezny and his Pixie.

-L HE EAA AIR Museum's Aero Sport, Super Aero Sport and Pixie are being built in considerable numbers and as of March 1, four plansbuilt Acros are flying in addition to the Museum's two prototypes. 10 APRIL 1975

The first, of course, was N-21WC built by Warren Curd and Dick Browne of Raytown, Missouri. This red, white and blue beauty was featured in color inSPORT A V1AT1ON in the October 1974 issue, page 47.

It was at Oshkosh and was a much admired bird. This aircraft is equipped with a 180 hp Lycoming, a full electrical system and a fixed metal prop. N-21WC's maiden flight was on June 10, 1974.

The second Aero Sport to fly was built by James Inman (EAA 59427), 50 Ocean Drive North, Stamford, Conn. 06902 who has this to say about his N-869M: Dear Paul: When I first saw the Aero Sport at Fond du Lac in 1973, I thought it was the finest airplane of its type that I had ever seen. In October of that year I bought the whole kit from Dick Wagner and on Labor Day of 1974 we flew it for the first time. Since that time I have accumulated some 70 hours on the plane, installed a radio and completed the paint job. I still think it's the finest thing around.

The airplane has flown every maneuver, both inside and outside, and performs beautifully. I was fortunate in having some excellent pilots, including Fred Wilner, Harry Sheppard and Leo Loudenslager, fly the plane and they all were impressed with its performance. I would like to tell you how much this airplane has meant to me both in the building process and in final

form. The plans were beautifully done and without error. For the record, I bought everything from Wag Aero and never had a better business venture — in fact, I enjoyed talking to Dick Wagner throughout the project.

He takes a personal interest in these kits and really over-extends himself to help the builder in every way. Beyond the pleasure of building and flying an airplane such as this is the realization of the meaning and worth of the EAA movement. Without

the EAA, I believe no one could ever hope to build and fly airplanes of their choice. May I say that when I say EAA I mean Paul Poberezny — for I believe that we would not have gained this recognition without your personal enthusiasm and hard work.

Thank you for your efforts on my behalf.

Lapeer, Michigan 48446) built his Aero Sport from plans number 351 and equipped it with a 150 hp Lycoming, constant speed prop and a full electrical system. As of February 9, he had twenty hours flown off and has been getting a 140 mph cruise. Norman started work in January of 1974 and flew it in September — 8

months work. He says it flies and handles nicely. N-5897 is orange with white trim — a very sharp bird, as the picture indicates. The fourth Aero Sport flew right

in EAA Headquarters' back yard — at Waukesha County Airport, Wauke-

Yours very truly,

sha, Wisconsin. Wally Roder (EAA

James Inman

74721), 425 Gascolgne Dr., Waukesha, Wisconsin 53186 flew his N250R on September 13, 1974. It is powered with a 150 Lycoming and sports a wood propeller. Wally's dark b l u e and silver Aero Sport does not have an electrical system and perhaps for this reason comes closest to the empty weight of the prototype. As of this writing 703 sets of Aero

Jim's Aero Sport is powered with a 180 hp Lycoming equipped with a starter, inverter and fuel inverted systems. It also has complete wiring and brackets for cameras. As the picture shows, N-869M has a p a i n t scheme similar to the prototypes — but in red rather than blue. A unique

blue and white sunburst on the wing and horizontal tail set this plane off as a real beauty. Look for it at Fond du Lac and Oshkosh this summer.

Sport plans are in the hands of builders and undoubtedly many more than the

four described above will be flying by Oshkosh time. We hope to see a good line-up of designer Paul Pobe-

Next to fly — in fact within days —

was Norman E. Atkins' N-5897. Norman (EAA 80798 of 1938 Mayfield,

Norman Atkins' N-5897.

SPORT AVIATION 11

rezny's progeny on hand. The Pober Pixie is also well on its way to becoming a standard of the homebuilt world. Plans set No. 136 has been mailed already and we will be surprised if a member-built version does not show up at Wittman Field this summer. A great many schools

have received Pixie plans, most attracted by the little bird's neat lines and the VW engine. President Paul's latest design is proving to have international appeal as well — seven sets have gone to Canada, two to Japan and one each to West Germany and Norway. And, as the saying goes, you ain't seen nothin' yet! A two place, tandem version of the Pixie — the Pixie II, of course, is well underway and the fuselage of a two place Aero Sport is being welded up as you read this. (Photo Courtesy Wally Roder)

Wally Roder and his Aero Sport, N-250R.

(Photos Courtesy Jim Inman)

Jim Inman's N-869M

12 APRIL 1975

BID YOU SAY "CASKET"? By Donald Sizernore (EAA 69503) Rt. 7, Box 6K Ledyard, Conn. 06339

-L HIS CHRONICLE SHOULD logically begin in John Shelton's maintenance hangar on Summerville Airport in Summerville, South Carolina. I was home ported in Charleston at the time, aboard USS Lafayette SSBN 616, a nuclear powered Polaris submarine. My Stinson Voyager was in John's shop being fitted with a new set of Cleveland wheels and brakes. I wandered out to check on the progress of the work one afternoon and there it was in the corner, a resplendent blue and gold. I had seen pictures of Cassutts in magazines but this was the first genuine article I'd come across. N767NJ. NJ . . . ? Nick Jones. I'd met Nick before but for some reason I hadn't connected Lockheed 10 Nick Jones with "The" Nick Jones. The size and lines of MOTHER HOLLIDAY really impressed me but I was in no position to build anything. My work as a Polaris Missile Technician took me out to sea for 3 months, in for 3 ... etc. Besides, I could see that my 6 foot, 200 Ib. frame and the Cassutt would be a rerun of the 5 Ib. chicken laying the 8 Ib. egg routine. And, of course, everyone knows that it takes a real hot rock to handle any racing plane, much less this lean, treacherous-looking beast. A few months afterward the ship was transferred to Groton, Connecticut to undergo an extensive overhaul and conversion to the Poseidon weapon system. Now for all of you non-nautical types, that means a couple of years holed up in dry-dock. But I still had no shop to build anything in. Shortly after I moved to Connecticut I joined Chapter 334 and struck up an immediate friendship with Ford Martyn. Now Ford and his airplanes could be the subject of an entire series of articles, but for now suffice it to say that he rebuilt the Fryklund Amphibian, built the Ben T. Epps biplane replica (see SPORT AVIATION, June '68) and built a modified, clipped-wing Headwind for $450. Ford rekindled my interest in Cassutts with stories of

and offered to let me build it in his shop, so I sold my Stinson and started searching. I decided early to get an abandoned project to save time. (By now there were only 18 months of overhaul time remaining.) The right project turned up in Memphis, Tennessee and one Friday morning in July, after having had duty the night before, my wife Pam and I hit the road. The following Monday afternoon we moved the project into Ford's loft. That loft was to become my home away from home for the next 10 months. At 9 feet wide and 30 feet long it was a bit cramped, the roof leaked a little when it rained, the biting wind found its way in here and there, the electricity was a here-again-gone-again affair, and it was 21 miles from my home . . . but 8 airplanes had either been built or rebuilt there and I am eternally grateful for Ford's kindness and generosity in allowing mine to become number 9. The project was about 85r/> complete, structurally. I swallowed that one whole and confidently predicted a flying airplane by Thanksgiving. Ford just cut his eyes and smiled his wry smile when I mentioned that. I soon found that 100^ of the structure amounted to approximately lOW of the actual work involved in building an airplane. No significant modifications were to be made but I had to at least be able to get into the thing. To accomplish this we raised the turtleback 4". A corresponding increase in vertical stabilizer and rudder was deemed necessary to preclude any possibility of decreased rudder effectiveness at lower airspeeds. I spent time on the project before work, after work, and on weekends. I wangled days off and took leave. In short, I spent every available minute at Ford's. My duty aboard ship, besides the normal workdays, came up every fourth day. The "dirty duty" was a 24 hour stay aboard period in which watches were stood and shipyard work progress monitored. This inconveni-

Tom Cassutt bringing his own airplane into Waterford

ence cut still further into my Cassutt time.

Airport, the 1900 foot strip where we both kept our airplanes. Another former resident, Dave Carpenter, had started a Cassutt in "Ford's Civil War Armory, Venetian Blind Factory, and Home for Wayward Aircraft" but was

I soon had the fuselage covered with Poly-Fiber and Poly-Brushed. The problem of finding a suitable engine began to loom larger and larger on the horizon. The Cassutt is, of course, primarily a racing design. I realized,

transferred out of the area before he completed it. Truth be known, I still had fears of my landing a Cassutt resembling the trail of sparks left by a 1952 vintage motorcycle hoodlum dragging his steel soled boots on the highway. Ford convinced me, however, that I could handle it,

however, that because of my hectic schedule, coupled with the far-flung race sites, building a really competitive Formula I racer would be eminently impractical; what I could do though was come up with a good high speed acrobatic mount. Well, now, an acrobatic airplane without SPORT AVIATION 13

(Photo Courtesy Donald Sizemore)

Donald Sizemore (EAA 69503) and his beautiful black Cassutt.

inverted systems is kinda like a big kiss from your sister — definitely something missing. That little stipulation effectively limited my search to a fuel-injected 85 or 90, since the Cassutt is designed around that series of small Continentals. I scoured Trade-A-Plane for weeks without any luck. Everything was either carbureted, or was priced out of reason. I was just about at the end of my rope when another friend, George Curran, remembered that Grover Mitchell had a fuel-injected 85 on his magnificent amphibian "Kitalina". Grover had had an engine failure and the airplane sustained some light damage. A quick call was placed and the next weekend found George, Ford and me on our way to Manchester, Connecticut to get the engine.

14 APRIL 1975

Back in the loft a few days later, a teardown and quick inspection revealed the problem and its cause. A tach drive housing stud had been inserted a bit too far, contacting one of the oil pump gears, breaking a tooth, and scoring the seat of the pump cavity. The attendant loss of oil pressure galled a rod bearing. The rod, of course, heated and broke. Obviously, a complete major overhaul was in order. A new crank and accessory case were the most expensive items here. With all the parts in hand my first move was to a local machine shop for static and dynamic

balancing of all the moving parts. I couldn't believe it! An incredible amount of material had to be removed to get everything to the same weight, plus or minus .1 gram. (Photo by Donald Sizemore)

That stripe down the side is 24 kt. gold leaf . . . but the author doesn't recommend its use.

With that out of the way the engine went together pretty quickly. The inverted oil system I used is a copy of one that Ed Batty has on a Clipwing Cub. It's limited to a minute or two, but it's cheap, easy to build, and I'm not out to set any long distance inverted speed records. The drawing should answer any questions you may have about its construction.

ropes. The point of all this gore is if you decide to use polyurethane, don't fail to invest in a good mask, one approved for organic vapors. Also there's no such thing as too much exhaust ventilation. With the paint applied, our attention turned to the trim. I had originally planned to have a fire-like stream down the side . . . red to orange to yellow

By this time the cowl, pants, spinner and prop extension had come in. They're all Rattray products. Some modifications had to be made on the cowl but let me tell you how smart I was to get all of the parts basically ready

on the doors of fire trucks, and figured it would look tremendous on the basic black. It took about $60 worth of the

to go. Rattray's parts are absolutely beautiful and must have saved me at least 150 hours or more. Of course, all the nut plates and dimple washers had to be installed and that seemingly insignificant chore turned out to be what

you call your basic pain in the beee-hind. My wife, bless her, did virtually all the putty and sanding not only on the cowl but on the entire airplane. I may be prejudiced but I think she did a terrific job. One job in particular had me so apprehensive even from the beginning that I put it off until last and even refused to think about it until it could wait no longer. Irrational perhaps, but my every encounter with Plexiglass had been miserable failures. I'd mention the canopy to Ford occasionally and in his own inimitable way he'd shrug it off and say, "Nothin" to it, it's a snap." That didn't do much to soothe my nerves because he said the same thing when he found some obscure piece of an ancient Civil War vintage carbine and not only proceeded to manufacture an absolutely authentic gun around it, but shoots it regularly. I hammered out ducted engine cooling baffles. I made and installed upholstery. I built main and inverted fuel tanks. I installed and hooked up instruments. Finally,

there was nothing left. The Plexiglass was purchased. Ford explained to me how to build the form but wouldn't help me. Made me do it all myself. The basic framework of the form was made of plywood and this was covered with

thin aluminum. Flannel was then taped over the entire form. That done, the oven had to be built. What a bizarre contraption it turned out to be! Fundamentally, it was a crude box of 4' x 4' panels of "4" asbestos sheet. The inside was lined with aluminum foil and one side left open. The

Plexiglass was then clamped to the form at its centerline and slid into the oven. The heat was supplied by ... are you ready for this? . . . a kerosene space heater! After it was lit off we closed the ovenl?) off with another sheet of asbestos and the long wait began. After what seemed like

to white. Well, to make a long story short, we came up with gold leaf as a substitute. I'd seen it as lettering shimmering stuff. The real deal this was, 24 kt., and ridiculously difficult to handle. I don't know how it's manufactured or

processed but it comes in sheets about as thick as lens paper and before it is applied it is so delicate it'll disintegrate in a breeze. After we got it applied my wife painstakingly gave it an engine turned effect by rotating a flat tipped stiff bristle brush in a regular pattern along the entire length of the stripe. When everything was finally finished and we rolled out this thing we'd done into the spring sun, I was terribly pleased by its beauty. The gold

leaf continued to look great for 2 or 3 weeks. Gradually though, where the fabric would vibrate, it began to peel and flake off. I'm currently planning to take it off this winter and revert to my original idea. Assembly, weight and balance, engine run-in, and

taxi testing had consumed another couple of weeks when it finally dawned on me that this shiny mistress of mine was ready to meet mother, so to speak. The appointment was set up. When the time came, the Funny Airplane

Agency inspector for the area pronounced her fit, slapped her flank, and issued the all important document. I mentioned earlier in the article my job as a Poseidon Missile Technician. Let me tell you about one aspect of the work. Uncle Sam and a bunch of little guys from AEC with white lab coats, thick glasses, and even thicker German accents got together and decided that in view of the reputation that submariners have as a pack of depraved animals, something must be done before this band of rowdies was turned loose to patrol the ocean with nuclear weapons. So they came up with a program whereby everone who actually works with nuclear weapons watches everyone else for strange behavior, excessive drinking, bad debts . . . ad infinitum. When I announced that I had

about 2 hours, (actually only about 25 minutes) the stuff had fallen down around the form perfectly. We let it cool for an hour or so, then took it out and removed it from the form. I'll be darned if it didn't fit perfectly and was distortion free!

The loft would have been a very poor place to paint so the next month was spent in Ed Pease's shop. Ed is another extraordinarily interesting story. He worked and flew with the Granvilles, taught aviation cadets with Barney Oldfield at Tex Rankin's school in California, flies his Stearman to Oshkosh every year, had a BD-5 on order, and is building a Miniplane. In this area you could say Ford is the Dean of Builders, and Ed is the Dean of Pilots. Pam and I spent about 16 hours a day in Ed's shop until

the painting was finished. We would sand all day and in the evening after he got off work, Brian "Flip" Perkins

would come by and shoot the next days coat. You see, "Flip" is the chapter painting expert and since I had decided to use Stits Polyurethane I wasn't about to trust the

gun to anything less than an artisan. The fumes and long hours began to take their toll. We wore masks and had an exhaust fan going continuously. Still, by the eighth day the headaches that were only occasional when we started were round-the-clock affairs. Our throats were raw and

the way we were hacking, you'd think we'd been smoking

(Photo by Donald Sizemore)

The hoses run to the Corvair oil cooler located behind the engine. This solved an oil over-heating problem. SPORT AVIATION 15

started building an airplane a few eyebrows were raised and a few eyes rolled. But now that the first flight was close at hand and I fully intended to do the honors myself, my sanity came into serious scrutiny. They all thought I'd gone off the deep end. My associates asked me subtle questions like, "Are all your insurance policies paid up?" While the week dragged by until Saturday I tried to assure everyone that their precious instruments of rapid urban renewal were in good hands. That week seemed 2 months long. Of course, I read and reread everything I could find about flying Cassutts on Friday evening. After a restless night for my part, Saturday dawned bright and clear. Ha! Wish I could say that it did. Really there was an overcast at 6000', around 65°, with a 2-3 kt. wind. Friends and skeptics began to show up armed with cameras, Cheshire Cat grins, and rosary beads. I began to wonder which were the friends and which were the skeptics. Everything had been checked twice and three times when I walked straight to the phone and declared an emergency. Possibly a bit unorthodox but a 1900' strip with obstructed approaches, and an untested high-performance homebuilt didn't quite fit my mental picture of an uneventful landing. The 6000' runways and clear approaches of Trumbull seemed much more practical. The phone call was necessary because the Feds had found another place where they could kick sand into a rathole and had erected a tower at Trumbull to handle the chaotic congestion of maybe 200 movements a day. That little chore attended to, there was nothing else to do except go! I can't begin to relate the myriad incongruous emotions as I settled with a practiced motion into the seat and tried to act comfortable. How strangely uncomfortable this seat had suddenly become. "Flip", my continuous moral support and perennial ground crew, helped me snap in and I closed and locked the canopy with a decisive "chonk". A couple of blades and the now familiar stacatto bark of 7XX was reverberating off the hangars. Excitement, apprehension, resolution, doubt, and pride swirled through my head as I grinned and winked at my wife and son. She gave me the thumbs up and I taxied to the apron for warm-up. Everything in the green, mags only drop 25 rpm, taxi to the active. Line 'er up, wipe the sweat off your palms, take a deep breath now and firewall it! 85 horsepower is really not supposed to accelerate like this. There's not enough P-Factor to worry about. Stick neutral . . . easy . .. just let her fly off in her own good time. Jeeze, this beast is twitchy! We're off and climbing now and, man! is it ever hell to keep the wings level. What the . . . no airspeed indication. Oh well, worse things than that have happened. We're already at 1000' and it's really getting hot in here. Most likely a firewall leak. Press on, press on. What's that?! OH NO! Oil coming out the access cover for the filler neck. Probably didn't get it on tight enough. There's not much out there but the flight is only about a minute old and it's already noticeable. 2000'. Rest your arm on

the power back some and start descending. Over New London at 1500 and over the river at 800. The guy in the tower said to look for the light but I doubt if he's expecting me after only about 15 minutes. Well, I'm putting this beast on the ground, light or no light. No traffic in sight except a Twin Otter way out. That controller must really be on the ball 'cause there's the light. Easy now, down the hill . . . nice approach, ol' buddy, over the threshold at 80 feet, chop the throttle. I don't know how fast that approach was, but the houses and stuff went by like a picket fence. My God!! The engine quit! Settle down. You're committed now, so do it. Hold it off, hold it off; this is no time to be heavy handed. You can't pin the mains on like something else, prop's too close to the asphalt. Still floating, hold it off, it's bound to drop pretty soon and if worse comes to worse, you can always ground-loop it. Keep the wings level and hold it off. TEEK! TEEK! Good, now hold it straight, stick back and be careful of the brakes. Hot dog! No sweat, we got 'er made. Now coast off the runway onto the grass and roll to a stop. I had done it! I had built and flown my airplane. I used 4500' to get it down and stopped but it was nonetheless on the ground undamaged. To be completely frank, my principle feeling was not the one of accomplishment so prevalent in SPORT AVIATION articles of this type, but one of relief. I made a mental list of all the problems in order of priority of repair. First of all, find out why the engine quit when I reduced throttle. Next, check out that oil leak. Then, inspect the throttle linkage, airspeed indicator and pitot system, and finally, the firewall leak. I didn't realize it at the time but I had quite a job ahead of me to straighten out all these things. When I majored the engine, the one thing I didn't touch was the injector unit. Grover and the engine log assured me that it had been overhauled only 22 hours before he got it. That sounded great to me so I left it alone. However, back in the hangar with the cowling off, more accusing fingers were being pointed at the injector. The oil tank was leaking around the gasket and the drain plug pretty badly. When I pulled it off I was absolutely flabbergasted! The tank was brimful of fluid and gasoline ran out of the crankcase. Something was definitely wrong here. A few questions revealed that there was an Excello injector expert named Walter Scheibe in Warwick, R. I. The next day the entire unit was on its way to Scheibe. I waited about a week to call Mr. Scheibe but when I did, things began to make sense. Apparently the fellow who had last overhauled the unit didn't know what he was doing. It seems that the shaft seal which is intended to keep the oil in the crankcase out of the injector had been installed upside down and was virtually useless. To date, I've had no further problems with the injector . . . or with the fuel entering the crankcase. I figured things would go better after the injector was back in place. Unfortunately, however, that wasn't the cause of the engine stopping. As a matter of fact, the next 5 times I flew the airplane the engine quit on final when

your leg, Sizemore, relax that death grip on the stick.

I'd pull the throttle back to idle. You know, I actually got

Well, I'll be damned, all of the bank to bank oscillations were really me. Wow, still pretty tail heavy but it doesn't take much pressure to hold it level. I suppose I might as well reduce power and feel her out. Oh, oh, throttle stuck wide open. Sweet Mother of God, what next? I don't want

used to it! This really wasn't as idiotic as it sounds. Paul Oilman (A&P and our Chapter Designee) and I tuned, re-

to yank the throttle too hard and risk breaking something. Try a few quick tugs. Ah! There we go, now reduce power to 2600 rpm. Turns right and left. . . you know this thing

final or rollout. I was ready to pull my hair out when the

flies just like an airplane, but everything takes place twice as fast with half the effort. It's getting way too hot in here. I'd better get this thing back down before something else goes wrong. With no airspeed I've got nothing to gauge this approach except an altimeter and the seat of my pants. My mouth sure is dry. Well, ease 16 APRIL 1975

tuned and tried virtually everything. It would idle perfectly on the ground, even after several minutes of full

power running, but it absolutely would not idle at all on solution finally surfaced. One weekend a Cassutt owner from Plymouth, Massachusetts got socked in at Waterford. I related my predicament to him and he said he knew exactly what it was. Seems like a dubious distinction but my cylinder cooling baffles were too efficient. He

explained that at high power settings all was as it should be. The front cylinders were a bit too cool but would still

fire. When reduced to idle though, those front cylinders got so cold that the plugs would foul immediately. The solution, he assured me was as simple as changing to hotter plugs in the front cylinders. It seemed a bit far fetched but I was at the point that if anyone had told me to hang garlic cloves around my neck and perform a heathen ritual before each flight I'd have given it a try. The plugs in front were d u t i f u l l y changed to REM 38's from REM 40's.

Would you believe it? That simple swap was the cure. I've had no more engine failures since. Gradually I became more comfortable with the Cassutt. Each flight and its subsequent find-it, fix-it session solved more of the nagging little glitches. The first time I took it back into Waterford went without incident. The second time I got the prop, admittedly pilot error. I simply carried too much airspeed and overshot. Not much, but just enough to get into bumpy, uneven sod about 30' past the runway. We didn't go over or even scratch anything but the prop was a shambles. You can probably guess my feelings, but the slight mishap proved to be a blessing in

help of Chapter 334, EAA "How-To" books, Tony Bingelis' articles, and my loving wife. Thank you one and all. And thank you, EAA. SPECIFICATIONS N7XX

Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ft. Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ft. 9 ir.. H e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ft. 6 in. Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568 Ibs. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 875 Ibs. Wing Loadings . . . . . . . . . . . . . . . . . . . . . . . . 58.3 Ibs./sq. ft.

Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2 Ibs./hp Top Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 mph Cruise Speed at 2750 rpm . . . . . . . . . . . . . . . . . . . 180 mph Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 fpm (Continued on Page 18)

disguise.

Luftschrauben it said. Custom made 2 and 3 blade props it said. Ground adjustable it said. An all wood, ground adjustable prop? Why, I never heard of such a thing. Still, it was worth checking out. I had a long talk with Bernhard Warnke, owner of Luftschrauben, about the construction, strength, and merits of his prop and came away satisfied that this was a man with a good idea who knew what he was doing. I told my buddies about what I'd ordered and they were about as anxious to get a look at it as I was. Mr. Warnke had not produced one of these units for a Continental before though, and mine was the subject of a few tests of his own before he shipped it. After what seemed an interminable wait, the prop arrived. I honestly hated to put it on the airplane. It was absolutely gorgeous! Broyhill should take a lesson or two from

this fellow Warnke. Even close scrutiny could not turn up a single blemish. With great care I set the blade angles using a bubble protractor, and when they were exact, I tightened the clamps, installed it and tracked it. Resolv-

ing to slow the approach by at least 10 mph I went out to test it. With the initial pitch setting I got the same static rpm as the old prop. When I took off, however, the acceleration was noticeably more brisk. Climb was better and cruise was up by about 7 mph. Remember that static rpm was the same as the old club. But I was getting more revs at full throttle. The only possible reason was this prop. Acceleration, climb and cruise increases with nothing but a prop change is certainly noteworthy in my opinion. The

biggest surprise however was yet to come. If significant performance increases were attained at the same rpms, I reasoned, there might be even better results in store with a finer pitch. Sure enough, a slight decrease in pitch

(Photo by Donald Sizemore)

The Warnke ground adjustable propeller for the author's Continental C-85.

brought more increases. I'm still changing the pitch occasionally to find the best compromise. So let me pass on a

little advice. Don't guess at the pitch for your new homebuilt and end up buying several props to get things right. Get one of these. "Try it, you'll like it." Another restrictive condition began to appear. After 15 to 20 minutes aloft, depending on air temperature and

power settings, the oil temperature was pushing 230°. Strange, I thought, that oil temp should soar while the cylinders stayed so cool. Obviously, the solution was an oil cooler, but mounting one proved to be somewhat difficult what with my baffling arrangement and the space limitations. Nevertheless, a Corvair unit was located to fit the available space and Aeroduct hoses completed the installation. I also added crankcase baffling and the combination of the two has taken care of the problem completely. So there you have it. Miscellaneous, incoherent babbling about how I built an airplane all by myself with the

(Photo by Donald Sizemore)

Installation of the Warnke prop — including spinner

mounting plates. SPORT AVIATION 17

DID YOU SAY "CASKET"? . . . (Continued from Page 17)

Oil Returns To Tank Normally \

Oil Pickup Through Bottom Holes INVERTED

To Pump

NORMAL FLIGHT

Slightly

Larger Than Blanking Plate Hole SMALL SERIES CONTINENTAL INVERTED OIL SYSTEM

Caution: Not To Scale

SMALL SERIES CONTINENTAL INVERTED OIL SYSTEM

(Use VB" Aluminum Sheet) Caution: Not To Scale

MODIFICATION

18 APRIL 1975

BLANKING PLATE DOOR

NEW PAZMANY MANUALS New from Pazmany is Pazmany PL-4A Exploded

If you are building a Pazmany PL-4 you will, of course, avail yourself of the excellent PL-4A Construction Manual

available from Paz. Everyone knows Paz is one of the most meticulous and thoroughgoing of designers and it naturally follows that his manuals would also be meticulously and thoroughly done. PL-4A Construction Manual is 104 pages and is illustrated with 394 figures, more than half of which are photographs. You are taken step-bystep through ths building of your PL-4 . . . and nothing

is left to chance. Names and addresses of suppliers of parts and materials are woven right into the rich fabric of the text, as are tips on how best to accomplish the many manual tasks involved in constructing a modern allmetal airplane. As with Pazmany's earlier books, Light Airplane Design and Light Aircraft Construction, a great many EAAers will want to add PL-4A Construction Manual to their libraries even if they are not building a PL-4. All these are classic "how to" works, whether one is a builder or designer. The price is $10.00, California residents add 50c for state sales tax.

P» INStftUMfMT

I

Views. Remember the superb cut-away drawing by Joseph A. Zinno of the Pazmany PL-2 (SPORT AVIATION, October 1971) and the Taylor Coot (SPORT AVIATION, April 1972)? Well, Joe Zinno has been commissioned to draw exploded views of every component in the airplane

(examples shown with this review). There are 45 drawings in all — many of which are oversize, foldout pages. Each page has a small view of a PL-4 A showing the location on the airframe of the component(s) drawn on that page. Anyone who has ever had trouble making heads or tails of engineering drawings will take one look at this book and think he has struck gold. Of special value to all homebuilders are the exploded views of things like the electrical and fuel systems — drawn the way the systems actually fit in the airframe instead of those mazelike schematics one usually sees. There is even an exploded view of the installation of sound proofing material in the cockpit. The price of Pazmany PL-4A Exploded Views is $12.00, and I have a feeling that a lot of builders tackling an all-metal airplane for the first time are

going to consider this book the bargain of the century. Both books are available from Pazmany Aircraft Corp., Box 8005IS, San Diego, California 92138. — Jack Cox

-V* "St.?'""

putn. m»Y___ »L-«*r4->o q«

SPORT AVIATION 19

PROJECT

CROSSROADS

The EAA Air Museum Foundation either owns or has on loan 130 aircraft, 65 of which are currently on display in completed form with thirteen others in the Museum in various stages of restoration. The Museum is in a rather unique situation in that on display are probably more prototypes than in any other aviation museum in the world. Of the sixty-five aircraft on view, thirteen fall into the category of being first in their line of a series of homebuilts. In this group of prototypes are the Wittman Tailwind, the Smith Miniplane, the EAA Biplane, the Bensen Gyrocopter, the Stits Playmate, the Honey Bee, the Lovings Love, the EAA Aero Sport, the Evans Volksplane, the Bede BD-5, the EAA Pober Pixie, the HugoCraft and the Whing-Ding. To the above list can be added eighteen aircraft which fall into the category of either one of a kind or the only surviving example. In this group we have Al Williams' 1936 Grumman Gulfhawk, the 1928 Church Midwing, a 1930 Folkerts Henderson powered high-wing, the 1959 Pober Sport, Ray Stits' 1957 Skeeto and his 1952 world's smallest, the Sky Baby, a 1929 Hendershott monoplane, Arthur Boren Thornwood, NY William H. Durand Omaha, NE N. L Heintzman Oak Ridge, Ontario CANADA

Robert E. Hugus Harvest, AL EAA CHAPTER 266

Montreal, Quebec CANADA

James M. Landeen Laurel, MS Glenn Larson

Waukesha, Wl R. D. Morre Glen Ellyn, IL W. R. Neuby

Campbell, CA Russell Nottsker

Van Nuys, CA Steve Park Springfield, IL

Goodwin G. Petersen Sycamore, IL

SPORT AVIATION. Robert E. Owens

Colin J. Phipps

Jacob Rick

Rothesay, N.B. CANADA Edward Pickart Garrison, IA Mark E. Pittenger San Luis Obispo, CA Jonathan Pohlman APO, New York George W. Pozeck Chicago, IL Bob Pringle Edmonton, Alberta CANADA Marshall I. Puckett Joliet. IL Marshall C. Randall San Diego, CA Robert L. Ratliff Boring, OR

Milford, NJ Ed Ripplinger Mt. Clemens, Ml James C. Robertson No. Little Rock, AR

Robert A. Paulk

Mark Robinson Salt Lake City, UT Joseph G. Rogers

Jacksonville, FL C. F. Pease Houston, TX

Paul Rawn Alameda, CA Nolan G. Reid, Jr. Newport News, VA James L. Rice Montague, CA

(Photo by Lee fray)

The EAA Air Museum ajid EAA Headquarters comple^ftl1'1 J . . . in the depths of wTfiie'r in-WisconsJu

20 APRIL 197

the 1930 Driggers Sunshine Girl, a 1923 Folkerts Gullwing, the 1935 Fike C, The Kaminskas RK-3 (Jonathan Livingston Seagull), Bill Warwick's Hot Canary racing plane, the Goodyear Drake amphibian, the 1948 Petit Special, the 1936 Keith Rider Jack Rabbit, Steve Wittman's 1935 Bonzo and the 1934 Brown B-2 "Miss Los Angeles" replica. The responsibility for accepting and maintaining these rare airplanes is one which the trustees of the Air Museum Foundation believes is an experience in which all of us who are so interested in aviation appreciate sharing. Evidence of enthusiasm for becoming a partner in the Museum Foundation arrives everyday in the mail in the form of contributions to "Project Crossroads." On March 17th the $100,000.00 mark was reached and exceeded. With such outstanding cooperation from the members of EAA the continued growth of this exceptional Museum is assured. We still have a considerable distance to travel to meet the initial goal and it will require the participation of everyone who takes pride in the accomplishments of their Museum. The names on the following pages are those from whom gifts have been received between February 1, 1975 and February 19, 1975. All donors prior to this period have been acknowledged in the pages of previous issues of

Des Plaines, IL

Neil Rogers Saranac Lake, NY

Robert S, Ross Cleveland, OH

Danny Embree Poplar Bluff, MO Bohdan Lawruk

Montreal, Quebec CANADA George Lazik Bedford, MA John Lupton Ishpeming, Ml Ernest McCormick

New Castle, DE

Ottawa, Ontario CANADA

Bill Paterson Miami, FL

E. A. Pease W. Mystic, CT

Robert J. Prest Carlisle, MA Brace N. Procter

S. Weymouth, MA Florian Rodtke Neenah, Wl Grover Rahiser, Jr. Evans City, PA

Millard J. Raney Newport AR Van E. Ranson Grand Prairie, TX

Robert P. Reid Brentwood, CA

Jack Rhodes Portage, Ml

Robert E. Richards Bamngton, NJ Jon C. Rogers Kenosha. Wl Kent Rogers Visalia. CA John W Rohrer Yuma, A2

C. E. Rollms Mashpee. MA William H. Rose Miami, FL tarry Rosenson Kittanning, PA

Herbert E. Ross Stockton. CA lain Ross Honolulu. HI Robert J. Rouse Beaumont, IX Scott 4 Robert Rower Blissfield, Ml Brian Ingraham Dyess AFB, TX Maurice D. Mark Lincoln. IL Byron 0. Montgomery Birmingham. Ml

Alien L. Owen Belleville, IL

Robert Pearce Cranbrook, B.C. CANADA

Robert F. Plattner Spring Lake. Ml Joe Poynter Ml Omens. Ml Henry A. Quarterman

Daytona Beach, FL Gary M. Redmond

Lakewood. OH William F. Reeves Columbus. IN Archie M. Riviera Alien Park, Ml J. Roskam Lawrence. KS E. T. Ruhle West Allis. Wl Charles R. Sanford Kansas City. MO Paul H. Saupe Monticello. IA Rmold E. Scheibner Sterling Heights. Ml Bert 0. Arsego Brownsville, TX Stanley Hacha College Point. NY Philip C. Hax Wallingford, CT Kearney 4 Trecker Tech Forum

West Allis. Wl George Kosovilka Stamford. CT George B. Lane La Grange. IL George J. Linkis Hickory Hills, IL

L. W. Mantie Richmond, B.C. CANADA Virgil E. Miller Vancouver, WA Howard M. Moore

Blacksburg. VA Patrick McLaughlin Oak Harbor. WA E Ohryn

Gillam. Manitoba CANADA

Charles D. Peters Rockwood. Ml Carl E. Reichert Mt. Holly. NJ

Edward J. Remeika. Jr. E. Palestine. OH Wesley J. Rhodes Suffield, CT Clmt Ritchey

Gordon W. Rosenberg San Ardo. CA Robert D. Roush Council Bluffs. IA Thomas Ruplin Milwaukee, Wl Chester S. Salacinski Augusta. GA James 0. Sanders. Ill New Orleans. LA James L Savage

Attierton, CA

Theodore Scheevel Minneapolis, MN P. Tucker, B. Haley, Jr. 4 L. Beard Los Angeles, CA J. W. Cook Phoenix. AZ John C. L. Fitts, Jr. Aguadilla, PUERTO RICO Robert C. Kiefer Houston. TX

K. J. Klein Fairview. PA Sal Labate Solebury, PA Fred Moms, Jr. E. Hanover. NJ Don C. Murphy Pefu, IN Roy McLam Cotton. CA Roger T. Perreault Royal Oaks, Ml Lawrence G. Perry Mclntosh, FL

Duane G. Petitclerc San Jose. CA Edward F. Pruss

Laramie, WY James A. Purcell Santa Barbara. CA F. Ray Rayner Palo Alto, CA

E. H. Replogle Buffalo. NY Don L Reuszer San Mateo. CA Don Rhoades Albuquerque, NM Daniel E. Ritter Roswell. GA Cecil R. Rogers Eunice, LA W. Don Rogers Los Angeles. CA

Michael J. Rosen Miami. FL

Thomas R. Rosenberger Fredonia, Wl John W. Ross Clifford, PA

James G. Rossetti Whitehall, PA Wm. L Rutherford

Peoria Heights. IL John W. Rothrock. Jr. Winslow, IN C. F. Ruttencutter Warson Woods. MO John Salamankas

W. Hempstead, NY Gerald G. Sanders No. Little Rock, AR Wm. A. Sandusky

East Point, GA Jerrold Sathra Williston, ND Martin Sautler Yaphank. NY

Carl Sawyer Santa Rosa. CA Dick Schalon Dowagiac. Ml Al Scheck Hastings. Ml

Frank J. Schmitt Eagle River. Wl

Gary R. Scott Rockford. IL

Metaine. LA John R. Ritchey

Van White

Stafford, VA Paul E. Robison

A. Stark Wolkoff Shawnee Mission, KS Bennett Glenn

Salt Lake City. UT

Richard J. Rose Topanga, CA

Lubbock. TX

Northfield, IL

Elden A. Lorah Loomis, CA

Robert A. Mueller Windsor, CT Clisten V. Murray

Mascoutah. IL John H. O'Neill Miami Lakes, FL

Al Payne Covina, CA Bill Pelger Lombard. IL Rudy Phillips

Charles J. Sharrar Erie. PA Frank G. Sherwood Philadelphia. PA Albert L. Grell

Tangent, OR Clare Hatt, Jr. London, Ontario CANADA

Howard Piper Wichita. KS Eugene Pischel Los Altos, CA M. J. Powell St. Petersburg, FL

Joseph H. Parysek Santa Clara. CA Zelmar B. Payne Vancouver, WA Robert J. Perigo Lake Zurich, IL Thomas M. Perkins Tullahoma, TN Tom & Jean Riddle Independence, MO

Arthur J. Power

Larry Romero

Albany, CA R. M. Reid Alamo, CA

Williams AFB. AZ Greg Roman San Leandro. CA Richard Rufledt Bloomer, Wl R. A. Russell Shawnee Mission. KS

Van Nuys. CA

C. R Rhoades Naples. FL

Tex E. Rieke Billings, MT Joseph P. Robert Davis. CA Don Roseburg Lafayette, LA John C. Roth Cornelius, OR Thomas J. Ryan Alexandria. VA Paul Schaeffer Schoharie, NY

Michael Ryer Boulder, CO W. R. Sattler Nashville, TN

William A. Schauer. Jr. FPO. New York

Fred Scheel

Dana Point, CA

LaGene M. Quay Sparta. Ml Robert Ridihalgh Oelwein. IA Royce R. Rutter Hialeah. FL Richard E. Scheuer Chicago, IL Robert F. Schmidt Santa Ana. CA L. J. Schutte Batavia, IL

Joseph J. Schwartz Livonia, Ml

James E. Florence Corpus Christ!, TX

Carl I. Hansen Melvin Village. NH Anthony A. luo

Plamfield. CT Dan McKeith Quesnel, B.C. CANADA Harold Passow Milwaukee. Wl Lyle C. Peck, Jr. Houston, TX Thomas W. Samuels. Jr. Decatur. IL

Douglas J. Savage Canton, OH

Fred Schafer New Baltimore. Ml Lawrence Schell Holts Summit. MO Carl A. Schroeder, Jr. Aurora. CO

Ray Schwmd Louisville. KY

Garden City. KS Thomas G. Seversen New London. Wl

Gerald F. Severson Roca, NE Richard E. Shaffer Churubusco. IN Gerald T. Sharp Sturgis. Ml

Craig C. Shaw Dallas. TX James L. Shearer

Dayton, OH Keith Shepardson Dowagiac. Ml Patrick Shiel Lancaster. CA Garold R. Shipley Vevadale. WA joe Simandl West Allis. Wl EAA CHAPTER 15

Alvin E. Renninger

Miff, CO

Raymond A. Sears Greenbelt, MD Kenneth Serzynski Waukegan, IL Robert Loren; Oshkosh, Wl Pete Olson

Toms River, NJ R. K. Seng

Carson City, NV Jack Scimone

Bellaire, TX Lary Schmidt

New York, NY

Sunnyvale. CA Clarence M. Selberg Los Angeles, CA George Senechko

R. E. Schroeder

Ken Schmetter

McKinleyville. CA Orra J. Schluter Westminster, CO Alan E. Schmidt Nashville, TN Gary Schmidt Potter. NE Fred Schroetef Berwyn, IL Gatesville, Wl Larry Schwanzer

W. B. Seely

Oswego. IL R. E. Fowler Muskegon. Ml Pottstown A/C Owners 4 Pilots. Inc. Pottstown, PA L E. Persson

Fargo, ND

Barrel! Scheidegger

E. Alvin Schubert

Paul Schuyler Saratoga, CA Jerome F. Sears Pioche. NY

Middle Village. NY J. P. Scott Bridgeville, OE Jerry K Selman Jasper. AL Alien E. Seymour Cornelius, OR

Paul E. Shanahan Laura, OH

Paul F. Siegel Cincinnati, OH R. Ace Avakian Euless, TX Kenelm J. Digby

Plamwell. Ml Frederick Lowry Liberty. SC C. G. Marquardt. Jr. Chatham, Nj Wilbur Marshall

Earlville. IL Clem B. Myers. Jr.

Glendale, A2

Far Hills, NJ

Gilbertsville, PA John C. Shunney Woonsocket. Rl Julius Waslewic; East Chicago. IL Charles Moran Clifton, NJ Paul Murrell Wichita. KS Ole D. Nielsen Berkeley. CA Ronnie Orr Belen, NM

Oshkosh Daily Northwestern Oshkosh. Wl Stan Price Albany, GA

Roy E. Rodgers. Jr. Lyndon, KS William C. Rogers Harper Woods, Ml

Henry R Rosenblum Hubbard. OH

George R. Pemberton Anacortes, WA Carl Rhiner Ames. IA David E. Roadpouch Mineral City, OH John M. Rogers East Troy. Wl George C. Rogucki Seymour. CT

Everett M. Sager Lawrenceville, IL Paul Sayre

Gary D. Rolih

Richard Schram

Tempe. AZ Jack Rose Spangle. WA Rotorway. Inc. Tempe, AZ T. Claude Ryan

Virginia Beach. VA Terrance J. Schwarb

San Diego, CA Herb Schaffner Hummelstown, PA

Frank R. Schellmg Alameda. CA Louis Schmkel Browns Mills, NJ

Carl Schmieder Phoenu, AZ

Paul A. Schnack Cushmg, OK Dennis Schoonbaert Rossburn, Manitoba CANADA

Edward A. Schulmeiss Abingdon. IL

Gig Harbor. WA

William L. Schaeffler Arcadia. CA Roland W Schetller Carmel. CA

Webb Scheutrow Berea. OH

Fairbanks. AK

Charles E. Scnpps Cincinnati. OH John L. Self Kansas City. KS Arnol Sellars Tulsa," OK

Jerry M. Shade Ogden, UT Frank Sicheneder Wacoma. MN Woodrow W. Simmons Frankford, IL Kenneth Sink Berrien Springs. Ml William L. Skliar Edwards. CA

G. L. Sleeth Los Angeles, CA SPORT AVIATION 21

INSTRUMENT PANEL OVERLAY By Larry Stabler (EAA 40542) RD2 Montoursville, Pennsylvania 17754 (Photos by the Author)

Overlay in place on panel. Finish is leather grained vinyl on water resistant card stock. (T & B, AS and C are from a WW II PT-19, altimeter from a P-38, R/C from a WW II German sailplane, OP & OT from an auto store and the tach from a friend. The rectangular opening will eventually accommodate a Nav/Com.)

H,

.ERE'S AN IDEA that was tried on the instrument panel of my Taylor Titch and found to work quite well. Perhaps other builders would like to try it. It's easy and well worth the effort. In this case, an instrument panel overlay was wanted that would be easy to make, functional, provide some shade from side lighting which causes glare, attractive when finished and could be removed or changed quickly

without the use of tools. The problem: what kind of fasteners could be used that wouldn't mar the appearance of the overlay, would be reliable and available? Dress snaps, the kind used on clothes, provided a likely answer. These snaps come in various sizes, are easy to obtain, inexpensive and a snap to use — no pun intended. They also come in stainless steel as well as plain steel, nickel plated — but sizes may be limited in stainless. Here's the general outline of the procedure I followed, though it can be modified to suit a particular situation. It should work as well on a metal instrument panel as it

does on wood but step three may require a few minutes more time to do. 1. Select the size snap you want to use and determine the number you'll need. You can find a selection of sizes at most of the modern version of the 5 & lOc stores. The middle sizes cost about 10 for 29c. They're about %" in diameter and require about a two pound pull, in straight tension, to separate the two halves of the snaps when pushed together. 2. Spot the positions for the snaps on the face of the instrument panel. 3. Drill and counterbore each spot to take the socket part of the snap to the depth wanted. The face of this part of the snap should be flush with the surface of the instrument panel itself and it should fit loosely in the hole. Try a couple holes on scrap first. An old drill of the proper diameter can be modified by grinding so that it will do the drilling and counterboring at the same time. 4. Partially fill each hole with a flexible adhesive (I 22 APRIL 1975

Panel without instruments. The socket part of the snap sets can be seen in place. The back of the overlay lies, in front of the panel and shows the matching half of the snaps cemented in place.

used GE's Silicone Seal) and press the socket part of the snap in place just 'til the flat side is flush with the face of the panel. Repeat steps 3 and 4 'til all the socket halves of the snaps are cemented in place in the panel. A word of caution here: The wire spring that holds the other part of the snap in place must be free to move so don't use an adhesive that gets hard when it cures. With all the first halves of the snaps in place, set the panel aside 'til the adhesive has time to set. 5. Lay a piece of wax paper over each snap socket in the panel and press the other half of each snap set through the wax paper and into the sockets in the panel. The wax paper is needed to serve as the parting agent between the two halves of the snap sets while the adhesive sets on the second half. 6. Apply the same kind of adhesive to the back of all the exposed snaps sticking in the wax paper. 7. Position the panel overlay, face side up, over the panel. Weight it down so that it's in contact with the adhesive on the back of every snap. As a final precaution,

check the alignment of the overlay with the panel before the adhesive sets. Leave it until the adhesive sets. 8. Unsnap the overlay from the panel; unsnapping one or two snaps at a time. Remove the wax paper and prime both halves of the snaps to discourage corrosion, let dry and the job's done.

Overlays can and should be kept light. You can use a fancy veneer on thin plywood, veneer on foam plastic (with a thin backing that won't be degraded by the adhesive used to fasten the snaps in place), leather covered plywood, pressed paper or aluminum, etc. There are many materials to choose from. Additional overlays would require only steps 5 through 8. If desired, the overlay can be made in sections, perhaps making some noticeable distinction between them to set off the flight group instruments from the engine

group. The overlay, with selected instrument holes left out, could be used as a means of blanking out specific instruments during some phases of dual IFR flight practice.

From Such As This Comes Our Future! By Paul Hopkins (EAA 73822) 310 West 17th St. Hialeah, Florida 33010 (Photos by Lynford and Brenda Sullivan - EAA 73827)

H<

.OW CAN A mulligan stew of apparently unrelated occurrences crest an atmosphere that may change the lives of many people? Let us begin by enumerating the ingredients of our stew. Number one I believe has to be the very formation of the EAA; one of whose primary goals is education. And as surely as we love "Mother, apple pie and sometimes the flag", education is the item that has brought our organization to where it is today. Shall we call the desire to help and teach others the potatoes of our now simmering pot? If so, the meat of our story reaches back to the Wright brothers. The dream of man to fly, and more recently, the hope of the average man to be able to afford the thrill of flight gave birth to this staple. The genius of Jim Bede has been the catalyst that made our story possible. The efficient aerodynamics and low cost construction kits provided by the BD-5 program are the hardware. Carbohydrates, protein, and now a few vitamins and a bit of roughage; Chapter 37 EAA in Miami, Florida was growing quite rapidly a couple of years ago, and we needed a vehicle with which to expand our horizons and give this growth real meaning. What better way of accomplishing such a goal than by sponsoring a homebuilding project in a local high school? We could easily bring this thought to fruition. Did not we have an ardent aviation enthusiast within our group who was a department head of vocational instruction in a large, new and very well equippped school? Mr. Jim Crisswell has been involved in aviation and education since before the "second war to end all wars", and he had already initiated private pilot ground school courses for both students and adults within the framework of Hialeah-Miami Lakes curricula. Jim has taken many a budding aviator on introductory cross-country flights as well — the only way to put life into two dimensional classroom theory. Jim is truly a fine gentleman and a wonderful friend. Voila! thought we, our plan is assured of success. We have found a medium in which to suspend the grit of our endeavor to lure our wayward youth away from marijuana and hard acid rock music. And had not our chapter recently won a set of Turner T-40 plans as a reward for adding a few more names to the roster of EAA sympathizers?

But wait — too far — too fast: could our treasury withstand the escalating prices of increasingly rare aircraft quality termite fodder? Did anyone know of a friendly millionaire who needed a tax deduction badly enough to provide us a powerplant? And worst of all, who was going to convince a doubtful high school principal that his char-

ges should have their minds warped by a bunch of lunatic fringe, suicidal, backyard flying machine screwdriver mechanics? A real dilemma, but nevertheless we were on the right track — more or less. SPORT AVIATION 23

A cook who can properly season the broth will soon attract a faithful cadre of satisfied customers. And a small group of Professional Race Pilots Association members provided just the right variety of spice for our own little concoction. It seems that these erstwhile pylon cutters, while quaffing a few draughts and lying about their combat conquest of both enemy air-might and friendly female types, soon turned their destructive bent to the demolition of all of the tablecloths in the emporium of pleasure on which their wrath has descended. You know the scene. Doodles of weird airplanes everywhere. The unlimited category must find a replacement for their high powered, high priced, unavailable machines. Suitable racing sites are becoming difficult to find. Promoters cannot raise the required purses. Nothing would do but to create a new type of racer. And then the same old problem that has plagued the Formula V class arose. Who would build such a group of specialized vehicles with no guarantee of an event in which they could be used; and what promoter would sponsor a race for a class of which no existing specimen had become reality? Into this breach stepped a white knight in shining armor. Our resident hot shoe with the built-in left turn became the hero of our whole story. Mr. Dave Garber, a respected member of the round and round set and also an EAA'er of note, who drives a big aluminum blow-torch for Pan American in his spare time, became so intrigued with the BD-5 concept that he purchased enough kits for an entire squadron; ten in all. Short wings for racing and aerobatics — long wings for cruising flights — why not. Deciding correctly that he could not fly them all at once, Dave sold all but two. Of these two, one would be built up as stock so that he could go back to see with what he had started. The second kit was to have become the first homebuilt unlimited since 1938. With a 400 hp engine on each end, this baby would be a giant killer. But alas, our modern day Matty Laird soon discovered that with all these mechanized whizz-bangs filling the little BD's interior, it would just have to be radio controlled — very much afraid the boys in Reno wouldn't understand that. As a result, a larger airframe with turbo charged Madza's is rapidly nearing completion, but that is another story. This turn of events left Dave with an unused kit for a two hundred mph model airplane. Our plot thickens. Knowing of the chapter's thoughts about a school project, Mr. Garber phoned Mr. Crisswell with the offer of the excess kit with which the boys could start work. The only strings attached called for Dave to either take the finished aircraft and pay the boys for their work, or be reimbursed for his actual cost when the little flying lawnmower is sold. In the meantime Jim had formed the Hialeah-Miami Lakes Aero Club within the student body of the school. These highly motivated young people were meeting on their own time in order to further their knowledge of things aeronautical. A more natural environment in which to interject a bit of metal bending would be hard to find. And so it was that our school project became reality during the fall of 1973. But progress was slow. Although another Chapter 37 homebuilder provided form blocks for the fabrication of wing ribs, the boys had a learning process to go through, and the after school, one day a week work periods left a large gap in continuity. The necessity of storing all of the work material after each session further delayed matters. A new approach fortunately was already in the planning stages. A new statewide concept of industrial arts education has led to a research and development classification into which the little BD fits like a glove. Thirteen boys are presently enrolled in the daily class along with two groups of aviation ground school students; all of them receiving elective credits toward graduation. The first few 24 APRIL 1975

weeks of the '74-'75 year were lost to a facility building program that provided a dust proof and secure shop environment, but now everything is "go". The shop is equipped with a strain gauge to test the strength of adhesive bonds, bolts, fittings, etc., heat treat ovens, presses, and sheet metal machines as well as all normal machine shop gear. The showing of the aircraft project in a county-wide youth-science fair has brought much favorable comment,

but the real clincher came when the Bade County industrial education supervisor (Dade County, Florida has the sixth largest system in the United States) viewed a fine pair of BD-4's at a local fly-in. Turning to Jim Crisswell

he casually asked the price of a kit, and was told that it would run over eight thousand dollars. "Why not? We'll look into it for the next project." Just imagine a class of future aviation students taking indoctrination flights in a machine that they themselves had constructed.

SPORT AVIATION 25

The Rebirth Of An L-4J By Bob Townsend (EAA 41977) 1302 Taylor Plaza Garden City, Kansas 67846 (Photos Courtesy of the Author)

J-JIKE SO MANY other pilots of the late 30's and 40's, I learned how to fly and got my license in the J-3 Cub.

I went down to Hangar 12 and pushed back the doors and looked at the Cub. Pretty sad. Flat tires, fabric split

Then the years of making a living and raising children left little time or money to fly. By the fall of 1968, my wife,

from age — it could no way pass a flight test. I looked up

Rita, could see me getting restless, and for my birthday, she gave me a nice birthday card. Inside it said, "Sweetheart, you have a block of time bought and paid for at the

in no mood to talk. Otto had been asked that question many times, and he thought it must be worth a lot of money so he put the price out of sight when he did price it. Well, I liked the Cub. For some reason, it was different from most, but I didn't know what was different. Time passed, and in the fall of 1971, Otto had a heart attack and died. His brother Lee wanted to stop expenses, so he called me and asked me if I was still interested in the Cub. I was. He asked me what I would give, and I told him. Shortly I owned a Cub that needed everything. My son, Mark, and a friend of mine, Charlie Pearson, Boy Scout Executive, helped me take the wings and tail

airport. Go fly." It was great, and I did go fly, and got proficient again. I bought more instruction time. One day I said to Bill Weeden, the airport's F.B.O., "I haven't seen any J-3 Cubs around the airport." Bill said. "There is one in Hangar 12. It has been in there for years. I think the last time it was flown was in '64." "Who has Hangar 12?", I asked. "Reinhold Deines. He keeps barbed wire and stores his spray equipment in it. But the Cub belongs to Otto Ballinger." 26 APRIL 1975

Otto and asked him if he would sell N-33561, but he was

feathers off, and we trucked the plane into town and stored it in my plant. It took about a year and a half of research before I got on the downhill side of rebuilding the Cub. I found out that it had been scheduled for the Army as an L-4J, but the government contract had stopped just 5 short of mine. My serial number is 14038, and the last military was 14033. The airplane was sold to Mahon Flying Ser-

vice in Dodge City, Kansas and they owned it until 1953. Otto Ballinger bought it, and he and Harold Krier fixed it up, and it flew about 200 hours while owned by Otto. I was the third owner. The Cub had 1950+ hours total time, about 1000 on the engine, and 450 since its last major overhaul, which was in 1951.

The day I trucked the Cub to the Syracuse, Kansas Airport to finish it, I thought a long time about all the people who had made it possible for me to restore the J-3/ L-4J to the way it originally looked when Piper pushed it off the line back on August 28, 1945. They had painted a yellow stripe down its olive drab sides, but I was putting the star and bar with red trim around it. The tail got the same yellow numbers, NC33561, just like the original, but since it was an antique now, it didn't require the fuselage lettering, or wing lettering, on the military version. John Mayers of Syracuse called me December 8, 1973 and said the Cub was ready to fly, and to come over. John and I worked closely together . . . he did the blood, sweat and tears part, and I did the $$$, tears and buying of the parts. John said the engine checked out good with the lowest jug at 60#. I checked with Teledyne Continental Motors, out of Wichita, Kansas, and Mr. Ken Gardner said to fly it around the airport for about 10 hours and see if it held up. If it did, I just might have a good engine. John and I took the maiden flight December 9, 1973, and all worked perfectly. I flew it home about a week later, back to the Garden City Municipal Airport. I flew it the 10 hours and changed the oil. The oil screen showed some shellac scale, but no metal. I flew it 15 more hours and checked it again. Still no metal. After another 25 hours, the engine was still working perfectly. I now have 57 hours on the Cub since rebuilding it, and every hour has been a pleasure.

The author and his newly restored L-4. A freshly overhauled engine has since been installed.

An inch of dust and split fabric greeted the author when he inspected his new purchase — but the airframe was basically good.

This is the way the poor little Cub looked the first time the author saw it. At least it was stored inside. SPORT AVIATION 27

D. R. Bowling, a friend and local sign painter, put all the goodies on the plane. Star and bars, lettering, even the little cartoon character on the engine cowling. He is called " Smump", and is my son Mark's creation. We are very proud of the "Smump". I will never be able to thank everyone for their help, but I must say that Bill Black of Piper Aircraft did more than anyone in supplying

blueprints and designs. I would like to thank the Piper people. As you can see by the photographs, we spared nothing

to restore the Cub. New windshield, glass, metal to hold the glass down over the fuselage, covering, leading edge to wings, instruments reworked, new panel, overhauled brakes, new tires and tubes, (even though they aren't on yet, because the 1951 ones are doing fine), new gascolator with drain, shock cords, new seat covers, and I am sure I have forgotten something. But we all tried to do it right. The plane flies beautifully and, like all Cubs, is forgiving.

Everyone around Garden City is familiar with it by now, and even some jet pilots. One day, I had fun coaching a 5000 hour jet pilot about in the Cub. He made a terrible landing, and we both had to laugh about it. His second try was much better. Most of my passengres are children whose fathers bring them out for a ride in a real Cub. Being almost 30 years old has helped the romantic side of this airplane. Off-airport landings are easy. Western Kansas farm and ranch country is perfect for Cubbing when the wind isn't too strong. (Editor's Note: Since this article was written, the author has had a Cont. C-65-8 completely rebuilt and installed in the aircraft. Look for NC33561 at Oshkosh.)

*-w

28 APRIL 1975

The "Smump(?). Note the military stencils.

The military greenhouse is the major difference between an L-4 and a civilian J-3.

Insights Of A Volmer Builder By Russ Fatzinger (EAA 50901) 4218 Cardwell Ave.

cable-operated and spring return. This was quite a job in

Baltimore, Maryland 21236

itself. I did not think they would hold up but they have and

E

I VERY HOMEBUILDER LOOKS forward to testing his creation. Early in October 1964 I was ready to test 98 Romeo, my Volmer Sportsman, and must confess the first tests were very discouraging, especially to one who was used to Cubs, Taylors, and Luscombes. The pod-mounted pusher just did not seem to fly right. I was sure I had built it all cock-eyed. After rerigging and rebalancing a few

times, it started to perform somewhat better, and I got the feel of this crazy duck that flew like a boat sails in a following sea. We flew off the fifty hours through that winter, and in May had her relicensed. From then on we tried to turn her into the fishing boat we intended her to be. Several times my fishing buddy had to hitch-hike home when I found it impossible to get her back on the

step. I finally ordered a Flottorp controllable prop from Univair Company. This gave her the extra power to get her on the step, but the pitch had to be increased then or she would never get enough speed up to get into the air. We never experienced any failures after that. For the next four years we had a ball fishing and playing around on the Chesapeake. At the end of three years the axles had to be replaced as they were pitting through at the mount brackets. The Aeronca tail frames were falling apart inside the Ceconite covers — 4130 steel rusts almost as bad as mild steel when subjected to salt water. Some of the pulley brackets were scaling away and rust was in evidence everywhere.

Being quite positive that no other kind of flying would appeal to me, I was determined to build a Volmer that salt water could not hurt and so began 3328. When I be-

gan building the metal parts, I consulted a metallurgist who recommended I speak to a certain Martin engineer. He told me I was out of my cotton pickin' mind if I used 304 stainless for a landing gear and engine mount. This

upset me because it meant I was faced with giving up my sport or putting up with the danger and expense of replacing the 4130. I did not get much help from other homebuilders — most of them sided with the engineer. I finally

decided that jet age technology need not be applied to a Kitty Hawk type aircraft and the Volmer is surely in that category. I recently backed down from the temptation to race alongside one of the Goodyear blimps. Frankly, I was afraid it would win. And so the work went on. The landing gear, mount, controls, and pulley brackets were all made of 304 stainless which is more nickel than steel and softer than 4130. Wing struts were ordered new from Univair. They were then cad-plated and chromated. The interior is coated with Paralketone. The struts were made longer to provide two degrees of dihedral. The wing bows were removed and spill gates attached to the wing tips. Split-type flaps were built into the underside of the wings. These are twenty degrees or nothing;

they do a terrific job on rough-water landing and takeoffs. The next change was a somewhat radical one. The angle from the step to the end station, or rudder post, was changed. To do this the end station was mounted two

inches higher on the jig log than the blueprints showed. A line was then stretched from the step to the station. This threw all the intervening frames out of alignment and a

great deal of shimming and shaping became necessary. The result is, the nose of the ship is in higher takeoff attitude before the after end of the hull touches the water to create drag and slow her down. Next the trailing edge of the wing butt mock-up was pulled down about an inch to increase the angle of incidence. The engine was then mounted at two degrees and one degree right. The rudder

was made higher and the top of it was seven inches higher into the slipstream than was ship number one. At this point I would like to mention what the change

in the hull line might have done. We were flying 3328 for some time when we discovered quite by accident, that she would come up on the step by herself. That is, with hands off the stick. We now make all water takeoffs in the following manner. When the ship is aimed, we shove the throttle wide open. The stick is two inches ahead of the

instrument panel, elevators hanging. As she accelerates, the nose comes steeply up and the stick slowly moves aft

to a near neutral position. The nose then starts descending as she starts to level herself onto the step. At this point you grab the stick and ease it back to correct the oncoming porpoising. As it is corrected the stick is then

steadily eased back until she breaks from the water. So far I have not met anyone else who has flown an amphibian that will do this. 3328 is powered with a 90 hp Continental ground power unit converted to dual ignition but with down-draft carburetor. I am now sporting a Schauss

prop and am well-pleased with it. As for the changes mentioned earlier, the one degree right on the engine helped the torque problem for me but Walt Struze of Lakewood, Ohio has proven it is not necessary as long as the fin and rudder are high up into the slipstream. Walt added a full twelve inches to both fin and rudder on his Volmer and is now well-pleased with his ship's performance. He recently told me his ship got off the water beautifully with 360 pounds of pilot and passenger weight and twelve gallons of gas. His ship had

a tendency to yaw to right or left before he changed the rudder and fin. Walt's ship is the standard 85 hp and we both agree that no more than 100 hp is necessary provided everything else is right. Incidentally, 3328 has a guest log in it with the names and comments of 78 passengers who have had a ride in her. These range from airline pilots to four year olds on their first time off the ground. The stainless steel is still holding up fine but that Martin engineer has not been around for a ride yet. Hoping the information contained herein will be helpful to the rest of the waterbugs, I remain, addicted to water — well, most of the time. SPORT AVIATION 29

GUEST EDITORIAL By Robert T. Smith (EAA 1685) 2939 Highland Dr. S. E. Smyrna, Georgia 30080

I think the hour has come for us to answer the fundamental question of whether or not the airway system is a public system for the use of ALL the people or for a private segment of our population. As it presently exists it is available to ALL the people in this country. And a great many people take advantage of it by buying personal transportation on the airlines, commuter air carriers, and air taxis. Others use it by buying their own airplane and hauling their friends or business associates. Still others use it only for pleasure. But, the system is there for the availability of ALL. It is not there just for all those airplane pilots who go out and have "fun" flying — if anything, the system is a hindrance to the "fun" flyer. In my opinion, the government has to acknowledge the fact that the FAA exists to operate a public transportation system. I think we should stop allowing them to call us a private sector of the American public and that we are using this public system strictly for private purposes. It is available to ALL the people — the same as our roads and highways and inland waterways. All these things are paid for by the American people because they want these systems available to the public at large — the fact that not many people are pilots is not, in my opinion, germain to the issue at all. I don't own a boat and don't use the Inland Waterway, but I want it available if I ever decide to. I won't travel on all the interstate highways in this country in my lifetime either, but I want them there for those who will. I want an airway system in this country for the public good, which it is, and not for any private sector of the population. Every service the FAA provides is available to the general public if they desire to use it.

The question of user charges should, in my opinion, be answered and dealt with in light of the fact that government is charging or proposing to charge people for the use of a public system. The people did not want the interstates to be toll roads and they are not. Neither do I believe the people would want toll airways. My next door neighbor doesn't care if I have to pay a fee to fly my airplane — he doesn't have one and couldn't care less. And that is my fault because I have not insured that he knows the airways in this country are a public system available to him just as much as to me. We have failed to take our case to the people and we have allowed them to believe the myth that aviation is just for a special few. Our technology has outstripped our statesmanship and we are about to have that technology jammed down our throats by a bureaucracy with no personal interest in the thing either!!! The government is not all sold on the airway system being a truly public system available to all. They would like to ease their jobs by excluding all the "troublesome" elements like general aviation, and user charges is one way to attempt to do it. And they can gain support of the general public and the Congress if they can sell the idea that all those little airplanes are flown by a bunch of playboys out there endangering the airways and just having "fun". If they succeed it will be at least partially our own fault. Maybe we can change this user charge battle to our own benefit by creating a large enough stink over it to get it into the public eye so we can tell our story as we're fighting the battle. Every EAAer should write his local newspaper editor with the story of general aviation. A Mr. Taylor at Cessna wrote a very excellent speech on general aviation and I have written for a copy of it — that is the sort of thing we need. We need material to send to the local news media to tell our story, and we need to develop local stories of how general aviation is helping the local community. This is a tough job, but if we don't do this job, eventually, our freedom in the sky is going to be snuffed out entirely.

LIGHTWEIGHT, COLLAPSIBLE WHEEL CHOCKS

6.5 by 1.0 inch each and can be made in one evening. The following material and parts are needed to make one set of wheel chocks. - nine feet of % by % by Vs inch aluminum angle, 6061-T6 or equivalent - 7'/2 by 5% by 0.040 inch thick aluminum sheet, 6061-T6 or equivalent - four NAS1217-3-4 pan head bolts or equivalent - four AN365-3 self locking nuts or equivalent - 44 MS20470AD4-6 rivets When preparing the bend relief radii, be careful to file the relief smooth and make all bends in the aluminum angle around a wooden block with a bend radius of 0.16 inch or larger. When you have completed your wheel chocks, you will not only have a set of chocks that are very practical but ones that will last for many airplanes to come.

By Martin Hollmann (EAA 77760) 3790 Flora Vista

Santa Clara, California 95051 Many small homebuilt aircraft do not possess the luxury of having an electric engine starter. These airplanes must be propped and hand started which, according to the Federal Aviation Regulations, requires that chocks be placed in front of the main wheels and a person familiar with the controls of the aircraft sit in the cockpit during the starting of the engine. Once the engine has been started and the wheel chocks removed, there is the problem of, "what do I do with the wheel chocks". To solve this problem, collapsible, lightweight, and aircraft stowable wheel chocks have been designed as shown in Fig. 2. The complete chocks weigh 14 oz. each and fold to 6.5 by 30 APRIL 1975

ANGLE .75X.75K 125. 6061-TG ALUMINUM FIG 2 COLLAPSIBLE WHEEL CHOCKS

FROM PITOT

THE DESIGNEE CORNER By Antoni (Tony) Bingelis EAA Designee Co-Chairman

TO PANEL

8509 Greenflint Lane Austin, Texas 78759

Y,

OU CAN DEVELOP a well balanced instrument panel by first working out different instrument arrangements on a full sized cardboard pattern. Use cut-out cardboard circles (3'/g" & 2'4" diameter) to simulate different instruments. These mock instruments can be labeled, taped in place with masking tape, and the various combinations studied until you get the arrangement that pleases you. After checking to see that each instrument, as located, does not interfere with any framework or structure behind the panel, you will be ready to cut metal (or plywood). Even large instrument panels, if properly supported, could be constructed of .060" 2024 T-3 aluminum or Vs" plywood. Although a single instrument is fairly light in weight, several of them together make a pretty heavy load. So, make sure that the panel material does have enough rigidity to do the job. If the aluminum is thinner than .060", or the plywood less than V4", avoid cutting the instrument holes too close to each other, to better retain rigidity in the panel. In addition, the instruments should not be located so close to the top of the panel that they will be partially obscured by the coaming and panel padding. A panel constructed of .125" 2024 T-3 a l u m i n u m would be stout all right, but it would also be heavy in spite of all of those large holes cut in it for the instruments. The holes for the instruments may be cut out with a circle cutter (also known as a "fly" cutter or a "sweep" cutter (available from SEARS). Always clamp the panel to the drill press. Not to do so is a dangerous act! Never use a hand held drill with a circle cutter. Use a slow speed if the hole is being cut in metal and a relatively high speed for plywood. In the absence of a drill press and a fly cutter, you could drill a series of small holes ( 3 /ie") closely spaced around the circumference of each scribed instrument hole. A small cold chisel would then be used to cut between perforation-like holes to remove the metal circle cut out.

A half round file will remove the remaining excess metal down to the exact scribed outline. Needless to say, this is doing it the hard way. Of course, if you can obtain the use of an instrument shop's hydraulically operated i n s t r u m e n t panel hole cutter . . . that would be the easy way to do it. Those dies come in two regular sizes. One is for the 3Vs" size and the other for the 2(4" instruments. If you are using automotive oil pressure, oil temperature and ammeter gages . . . take care, these are only 2" in diameter and you may have to resort to one of the manual cutting processes to accommodate them. Instrument Grouping It is common practice to group the flight instruments apart from the engine instruments. In the simple VFR panel, you would consider the airspeed, altimeter, and the magnetic compass as flight instruments. They are, therefore, located together except in the case where it would be preferable to mount the compass above the panel. Some pilots like to include, along with the m i n i m u m instrumentation, a vertical velocity indicator as a desirable addition to the VFR flight group.

When Are Shock Mounts Needed? It is not generally understood that there is really no need to shock mount most instruments. About the only instruments that are sensitive to shock and vibration are the gyro instruments. Since the airspeed indicator and the altimeter are not gyro instruments, it is not necessary to concern yourself with building the more complex shock mounted panel for a "VFR ONLY" airplane. Small aircraft, single sealers in particular, have very little space for instruments and are therefore ideally suited to a simple VFR panel. The lack of space is more of a problem with the builder who is not content with just the minimum of instrumentation

. . . even though he has no intention of qualifying the airplane for IFR flight. Locating The Instrument Panel Locate your instrument panel too far out into the cockpit and it will add to the difficulty of getting into and out of the airplane. Likewise, if the panel is improperly positioned, getting your legs under the panel may become a problem. Sufficient hookup space behind aircraft instruments is often lacking zecause a fuel tank has been located immediately behind the panel. Some instruments require a lot of space. Two of these, the vertical velocity indicator and the rate of turn indicator, for example, are each 5'/4 to 6 inches in length. An additional two or more inches is needed behind these instruments to allow space for the installation of the fittings and the attachment of hoses or tubes. This means that a total open area of 7 to 8 inches is required behind at least a portion of any well equipped panel. Sometimes space behind the instrument panel can be gained by mounting the instruments on the front side. If you do install the instruments this way, don't forget to allow an extra length of connecting hose behind each instrument to allow easy removal. Another way to gain that needed bit of extra space, especially for that extra long instrument, is to construct a small false panel that projects from the face of the regular panel. The magnetic compass and the other instruments are normally fastened directly to the instrument panel using No. 6-32 or No. 8-32 black oxide finish brass (instrument) machine screws. They are about 1" in length. If the instrument screws cannot be obtained, use regular brass machine screws and paint the heads black. Somehow, however, these slotted screws don't look as nice as the cross points. Some instruments have built-in nuts while others require the use of a separate nut for each screw. Naturally, you must have SPORT AVIATION 3t

access to the backside of the instruments for removable nuts. It is a wise builder who installs nutplates wherever access is difficult. Don't embarrass yourself by overtightening the screws as the mounting ears on the instruments can be broken if overstressed . . . more easily than one would suspect. Easy Access For Maintenance

There is no such thing as easy access to an instrument panel . . . from beneath. An encounter with any automobile instrument panel should convince you of this. Yet, you

will need to assure access for future maintenance. So, why not consider m a k i n g a completely removable coaming cover over the instrument and gas tank areas? Perhaps a fold-down center panel section that is hinged on the bottom

by a piano hinge would be the easiest solution? Or, maybe you should make the

entire panel easy to remove by installing it with nut plates. This type of i n s t a l l a t i o n must include longer w i r i n g and p l u m b i n g behind the panel so that you can pull the whole

thing out far enough to give access behind it for working. Instrument Connectors The problem of determining what

fittings are needed for the hook-up of the different aircraft instruments

becomes even bigger when you have to order them from an aircraft supply house sight unseen. You simply must

have the correct "numbers" to get the items you need . . . the first time you order.

There really are only a few types of fittings worth familiarizing yourself with when selecting connectors for the static and pitot lines, hydraulic lines, and fuel lines. AN fittings, common to these systems, are standard and are obtainable in easy to recognize aluminum (blue in color)

and steel (black). Corrosion-resisting steel fittings are natural in appearance as are brass and nylon fittings. Let's disregard as undersirable all but the aluminum and the nylon (or plastic) fittings in the interest of weight saving and ready availability. Plastic or nylon fittings are desirable for static and pitot connections as very little pressure is involved. Cessna uses stock nylon connector fittings and polyethylene tubing for their instrument hookups. Builders will find these fittings readily available in most parts of the country. More so, perhaps, than the standard AN and MS types. The '/41' aluminum tubing or the Vi" plastic hose is standard for most instrument lines, while the %" tubing 32 APRIL 1975

is the size commonly installed for gyro instrument lines. If you are already familiar with them, learn to recognize the two types of threads used on the various connectors. The pipe thread (PT) end of the fitting is the one that looks slightly tapered with a flat or squared off

end. This end usually screws into the instrument or other component which will have a Vs" female pipe thread. The other end of the fitting may have a variety of forms. It could have a (slip-on) hose connection, or an external threaded end. These with the threaded ends are intended for use

with a sleeve (AN 819) and a coupling nut (AN 818) which are slipped over the end of the tubing. The tubing must then be flared with a flaring tool. No matter whether you use the flared aluminum tube or the slip on

hose for the installation, you must still obtain the proper fitting to screw into the instrument to establish a starting point for the pitot and static system hook-up. When ordering fittings always use the specification number for the type of fitting wanted plus the dash num-

ber that corresponds to the desired size and material. Figure 1. Incidentally, I don't know who

originally dreamed up pipe thread sizes but they always seemed wrong

for what I wanted . . . it was always an Vs" smaller than what I thought I needed. If I wanted a fitting to use with a '/-i" line, I had to remember that it took an VK" pipe thread. If I wanted a fitting for a %" line I would have to think twice to convince myself that I really needed a Vi" pipe thread!

All standard aircraft airspeed, altimeter, and vertical velocity instruments accept a Vs" pipe thread connector fitting, the other end of which is then mated in some man-

ner to a '4" line. Most of us have no idea how to go about finding a point on the fuselage where a reliable static pressure may be obtained that would be accurate throughout all normal flight conditions. So, unless the designer shows a particular location for such static ports, you may as well run a static line to the same location and parallel with the ram air pressure line. The airspeed indicator is the only instrument that requires both ram and static pressures. Do not locate the pitot tube within the propeller blast area as it will result in inaccurate airspeed indications. Mounting the pitot tube in the nose of my Scooter just under the prop, gave me an astonishing cruising speed indication of 85 mph. Of

course, I suspected the validity of that terrific cruise when I became aware that the rotation speed for take-off was a sizzling 55 mph.

You may, therefore, find it difficult to decide just where to locate the pitot/static pick-up point. After all, haven't you seen these pick-ups located in the leading edge of the wing, under the wing, on a strut, on top of the fin, and who knows where else? Almost anywhere the flow of air is undisturbed is acceptable. A pitot head projecting from the leading edge of the wing is vulnerable as it is subject to much abuse on the ground by people (including the owner). It is always being bumped into, bent or broken. A safer location for a low wing aircraft and mid-wing types is recommended . . . under the wing, for example. There, the p:tot tube assembly can be mounted aoout 8 to 12 inches below the wing surface and positioned so as not to protrude beyond the leading edge. Adjust the assembly so that the tubes are aligned parallel to flight. One tube of the pitot assembly has an open end and admits and conveys ram air pressure to the airspeed indicator. The other tube is sealed off at its forward end. This closing is accomplished by pinching, welding, inserting a PK screw, or by gluing in a plug using epoxy. The closed tube has 6 to 8 staggered No. 60 holes drilled around it. Thus the tube is open to the ambient (static) air pressure. It too, is connected to the airspeed indicator by a '/4" polyethylene or aluminum tubing. A "T" fitting is normally inserted in the static line behind the instrument panel and the static pressure for for the airspeed indicator is shared with the other static pressure instruments . . . the altimeter and the vertical velocity indicator. Some builders (ugh) install the altimeter and the vertical velocity indicator with absolutely no static line connections. They are merely attached to the instrument panel and the instrument's static opening in the rear of the instrument is left open to the cabin or cockpit atmosphere. This is sloppy practice even for a strictly VFR PUTT-PUTT and provides, at best, very nervous and inaccurate gage readings. For example, in such an installation, when a cabin ventilator is opened or closed, the vertical velocity indicator will immediately indicate an unwarranted descent or climb. Hooking Up The Systems Before permanently connecting the pitot and static lines, blow them out to be sure that there are no obstructions or workshop varmits hiding

in them. Never blow into any instrument as it may be damaged. So, before blowing out the lines, be absolutely sure they are disconnected from the instruments. Leaks, obstructions, or even moisture in the pitot system, will generate false airspeed i n d i c a t i o n s w h i l e similar problems in the static system

will likewise affect the altimeter and the vertical velocity readings. Static pressure ports (holes), where

built into the fuselage sides, should be perfectly flush with the fuselage skin as any airflow disturbances in that area at cruise can cause false airspeed readings. After connecting the static lines to the static ports, route the first two inches of the static line upwards (vertically) from the static ports to make it difficult for water to enter the lines. See Photo 1. The plastic hose or a l u m i n u m tubing used in connecting your system, should be installed in a single continuous length. Any required

connections (i.e. wing, fuselage juncture) should be highly accessible. Secure each line at sufficiently close intervals to prevent the possible development of future air leaks from the abrasive effects of vibration on unsupported lines.

Photo No. 1: A look behind a partially completed panel. Note how the static line rises from the fuselage static ports. This makes it difficult for water to enter the system. Pitot line is not yet installed.

Ordinarily, in assembling pitot-

static connectors there is no need to use a thread lubricant or sealer as the pressures involved are very low. If necessary use it sparingly and apply it only to the male threads of the assembly. While all of this cut and try installation work is going on, do not overlook the need to protect your instruments. Treat them gently. Cap all open lines and cover each instrument opening with a plug, or tape over the holes with a bit of masking tape until permanent installation is made. Venturi Requirement

Install just one gyro instrument and you will have to provide a drive system to operate it, either electrical or vacuum. In most cases, that single gyro instrument would be a vacuum driven rate of turn indicator, and the vacuum system would turn out to be a short tube connecting the instrument to an externally mounted venturi tube. A standard small venturi will operate the rate of turn indicator satisfactorily for the VFR airplane as this instrument requires

less vacuum to operate than any of the other gyro instruments. The venturi, if used, is mounted on the fuselage in the path of the propeller slipstream. It is obvious that an externally mounted venturi causes

Photo No. 2: Not all instrument panels are basic black. This beauty is very complete and well organized.

easily cost you at least 5 mph in cruise speed for faster aircraft. If that penalty is too stiff to pay, you

will have to do without the rate of turn indicator or consider converting

to an engine driven vacuum system and pay the alternative price of higher cost and complexity in the aircraft. However, it seems hardly justifiable to install an engine driven vacuum system just for a single gyro instrument in a VFR, Day Only, category sport plane.

drag . . . but, how much? Well, it

Instrument Panel Finishes Clear grained birch or mahogany plywood makes a nice looking panel.

has been said that the drag could

However, mounting instruments in a

wood panel requires some special attention in the finishing of the hole cut-outs as the instruments will appear to be recessed. The recessed look might be just what you want but if the holes are roughly cut, the entire effect will appear crude. Wood grain in a plywood panel takes on a very attractive hue when finished with several coats of satin sheen polyurethane varnish. Glossy

varnish can also be used and the gloss removed (if objectionable) by rubbing the panel with pumice stone or rot-

tenstone. There is no reason, however, that plywood panel cannot be painted if that is your preference. SPORT AVIATION 33

Some builders like the effect created by a panel overlay as it hides the cluttered appearance of the mounting screws. A simple overlay may be made from imitation wood grain formica sheet or from one of the many special decorating materials now available . . . check with the parts departments of the big 3 automakers, they may stock instrument panel overlay stock. Traditionally, instruments have a

DESIGNEE NEWSLETTER SUBSCRIPTIONS

dull black finish and luminous dials.

However, the builders are gradually getting away from the dull basic black panel and are beginning to use more pastel shades of gray, green, blue, buff, etc. (See Photo 2). An attractive panel can be created by using crinkle paint finishes. Take care, though, as some of these spray can finishes are very difficult to apply uniformly. Often the resulting finish-

ed rough surface makes it difficult to attach those non-aesthetic but useful embossed strip identification labels. Such hand made labels, you should realize, will not stick very well to a rough textured finish. A beautiful smooth panel texture can be obtained by using regular spray enamel over a properly primed surface. After a couple of good spray coats of enamel have been applied

AIRCRAFT INSTRUMENT COtmECTERS

In addition to Tony Bingelis' monthly column, THE DESIGNEE CORNER, EAA Headquarters publishes a monthly Designee Newsletter containing even more "How To" material, a compendium of the previous month's Designee inspections and a summary of all homebuilt accidents occurring around the nation the previous 30 days. Any EAA member can subscribe to the Designee Newsletter for $7.00 per year. Make your check payable to: EAA P.O. Box 229 Hales Corners, Wis. 53130

and properly cured, the finish should

be rubbed down with a damp rag or sponge sprinkled with pumice stone

or rottenstone powder. This fine abrasive rubbing removes the gloss finish and leaves a smooth satin sheen finish free from glare.

(Photo by Noah McCullough)

Noah McCullough's Minicab at the time it was inspected by Tony Bingelis.

(Photo Courtesy Noah McCullough)

Mr. Designee, himself, Tony Bingelis (left) makes an inspection of Noah McCullough's Minicab. 34 APRIL 1975

(Photo by Noah McCullough)

Tony Bingelis and his pride and joy, Emeraude N6734A.

PRESIDENTIAL VISIT TO ENGLAND by

Harold Best-Devereux (EAA 9421) International EAA European Office Director

Andrew Perkins, first British Tailwind builder, enjoys

visit from Paul to see his second Tailwind. Note British requirement for billboard letters.

s,

4NCE PROMOTING THE idea of an International Homebuilt aircraft Commission with the Director General of the Federation Aeronautique Internationale Chas Hennecart some years ago and pursuing the proposal during two visits with Paul to the Paris F.A.I. Headquarters the idea has caught on and now representatives of the National Aero Clubs of several nations have met a number of times, notably in Paris, Sydney, Australia and now in London, England. Due to the rules structure of F.A.I, delegates must be nominated as representing National Clubs affiliated to F.A.I, but it is no surprise that most of the delegates appointed are well known in homebuilt aircraft circles. Fortunately, the last meeting of the Commission (C.I.A.C.A. for short) fell on a date coinciding with a business visit of EAA President Paul Poberezny to the International EAA European Office just near London, England. Paul arrived at London early by our time and after breakfast at the Elstree Flying Club at 03.00 A.M. Milwaukee time with Tower Chief Peter Wood, EAA 42458, was soon engaged in routine accounting and administrative paperwork affecting the European theater of EAA operations. After time for a quick tub and change following the

squalor which poses as luxury on West-East Atlantic flights and lunch with three British Tailwind owners,

Steve's ears must have burned, it was heigh-ho and off again to keep to the "skedyule", Limey style and pretty brisk. At Hendon in North London is the site of much of the earliest aviation in Britain, before W.W. 1 races were

held every weekend with audiences of thousands. In later years the aerodrome was operated by the Royal Air Force

Famed historian and Keeper of Royal Air Force Museum, Jack Bruce, hands Paul author-signed copy of his famous book, "British Aeroplanes 1914-1918", one of world's classics. In background fully airworthy Vickers Gunbus.

and above all was world famous for its annual R.A.F. pageant. Here the small, but beautifully marked, air strength of the then seat of Empire thrilled thousands upon thousands who made the day, always sunny, one of London's biggest events with the presence of Kings and potentates, fighters and bombers, mostly biplanes and all beautifully polished and silver. Many years before W.W. 2 a little Halton homebuilt flew in the big parade of prototypes, a unique honor. The designer Capt. Hugh Latimer-Needham, EAA Life Member now living in Kelowna, B.C., Canada, will remember, but I digress. Now, Hendon is covered with urban mess, except for one hallowed spot comprising W.W. 1 hangars blended into modern architecture to form a museum dedicated to the British Royal Air Force, digressing again, this spot

is a must for EAA visitors to Europe. "You all" have seen hunting dogs point, and so it was, as passing along a British suburban street there was a lumbering four engined Blackburn Beverley parked at the roadside. Our worthy Prexy snapped awake from his reclining seat at the smell of aeroplane and we were at the R.A.F. Museum entrance to be welcomed by Jack Bruce the distinguished historian and Keeper. First item was for Paul to stand in front of a Vickers Gunbus and receive the EAA Headquarters copy of the fabulous Put-

num publication "British Aeroplanes 1914-18". The Gunbus is genuine and flew recently, it was built at Vickers factory to Vickers prints and has a genuine Monosoupape engine so is it original or reproduction? It was only built during the last decade.

A tour of the museum made a marked impression on Paul who eagerly examined many of the detailed exhibits. Unfortunately, time was pressing and in any case it was

time for Tea, our national ritual, taken in surroundings SPORT AVIATION 35

of priceless aeronautical paintings. Later the Museum entrance hall provided a fine setting for a buffet reception hosted by the European Office at which the EAA President met and talked with nearly 200 eager enthusiasts. The evening was enhanced by a movie show at which the Cam Warne presentation of "Oshkosh 74" was warmly received at its premiere showing. A fine evening indeed for International EAA and a tired mit for Paul shaking so many hands. After over 30 hours on the hoof the boy from Milwaukee was tiring and we called it a day. London's staid Royal Aero Club provided the venue the next day for a day long working session of the F.A.I. Commission of which Paul is a V.P., items discussed at the Sydney, Australia meeting were consolidated into action and all are hopeful that fruitful results without nationally promoted restrictions will result in world wide facilitation for homebuilts, not the least being the free passage over frontiers. Although only having three nights in England, much remained, and so it was that we missed Tea and motored to Redhill to be most courteously received at Brabazon House, the seat of the Airworthiness Division of the United Kingdom Civil Aviation Authority. John G. M. Pardoe, Director General Airworthiness and Safety, Chief of Airworthiness in England, received Paul and myself after which it was a pleasure to meet a large cross section of the specialist staff in the Board Room including Paul Whicher and two past Oshkosh visitors Darrol Stinton, light aircraft test pilot and Eric Niedermeyer, structures specialist. Movies, both "EAA Magnificence" and "Oshkosh 74" were again presented with obvious effect and by the question and answer session afterwards it was clear that Paul had a thoughtful audience. Subsequently, a dinner meeting with Mr. John Pardoe and some of his senior staff did much to promote a productive and useful exchange of views and information to benefit British EAA members. It would have been just fine to go on introducing Paul to homebuilders but in view of the short time available only a small session of visiting hardware was possible. However, we were able to shoot the breeze around the latest Andrew Perkin's Tailwind and Philip Meeson's four aileron Pitts, as always the visiting fireman was full of hints and tips on both types and much useful information passed both at the field and over lunch. The last we saw of him was staggering through security checks at London Heathrow in his neat Stetson hat, with a British propeller for the EAA Museum, and a pile of aviation books — we all enjoyed your visit Paul, it was really worthwhile.

Harold Best-Devereux points out features of one of the many R.A.F. Museum collection of paintings by famous artists.

Paul and Harold address EAA film show audience at R.A.F. Museum.

"I shouldn't really be out of bed yet — you Limeys sure eat lunch early!" Like six hours difference.

Paul discusses British built Pitts Special owned by Philip Meeson, EAA 52472, and built by Andrew Perkins, EAA 58730.

THE HOFFMANN VARIABLE PITCH VW PROPELLER By Gerd Muhlbauer (EAA 97275) Manager, Marketing and Engineering Hoft'mann GmbH & Co. KG D-8200 Rosenheim 2 Postfach 265 Kupferlingstr 9, West Germany

B

'ACK 10 YEARS ago, as the powered sailplane concept was moving from the experimental stage into one of large public demand, one day Mr. Rudolph Kaiser of Schleicher Sailplanes came into our factory and asked for a small feathering propeller for his first motor glider project. This was our first step into this business. We designed the two-position HO-V 42 propeller, which weighed only 12 pounds including the spinner, for the Hirth F-10-K engines. The performance increase was about two points of gliding ratio on this single seater ASK-14. In the two-place field Messrs. Scheibe-Flugzeugbau and Messrs. Sportavia-Piitzer later introduced new models with improved glide ratios and new VW based engines. This was also about the time that Mr. Limbach entered the aircraft engine field. In 1969 we started development of the second model feathering propeller, the HO-V 62. This design was much more complicated and after the first tests required a complete change in the design philosophy. The major problem was the high rpm (3600) for which the approval had to be obtained. This was the point where we changed the pitch change mechanism from a continuous connection between the turning and fixed parts because it was impossible to get a bearing or an oil transfer unit for the load that resulted from the 3600 rpm. More than 200 props now in service show us this method was the right one. The SF28A, the ASK 16 and the RF5B are using this prop as standard equipment. Let me now tell you more about the HO-V 62. The blades have a composite structure, using different woods to carry the primary load, exchangeable metal leading edge, epoxy fiber-glass cover and a polyurethane surface finish. A forged aluminum alloy ferrule, fixed with 5 lag screws, transfers the centrifugal forces over axial needle bearings into the hub. The blade bearing preload is obtained by a specific torque moment on the blade retention nut. Axial movement of a fork with pitch change blocks will turn the blades over an eccentric pin installed in the blade ferrule.

(Courtesy Hoffmann Propellerwerk)

A Sportavia RF 5B "Sperber" (sparrow-hawk) with its Hoffmann propeller in the feathered position.

The natural twisting forces will always turn the blades into the low pitch position. This happens also when small counterweights are installed on the blades to reduce the pitch change forces if the propeller is equipped for cruising position (the HO-V 62R model). On the front part of the hub the high pitch stop unit will have been installed. Spring loaded latch plates will move outwards, if the centrifugal force of the latch plates overcome the spring force. This condition occurs if the propeller rpm is higher than 1800. Due to friction in the system, the spring force will press back the latch plates if the rpm is lower than 1300. The different height of the low pitch stop is responsible for the rate of pitch change. Normally, the difference will be 5U, but it can be adjusted for less or more. The outside pitch change mechanism is guided on both hub sides and in the spinner bulkhead. On the rear side of the propeller you will find the thrust plate, from which the pitch change is activated. A fork with sealed ball bearings, installed on the engine, is pressed against the thrust plate SPORT AVIATION 37

to change the pitch, if desired. This fork is moved by a cable going into the cockpit. This means that only in the moment of pitch change will a connection between turning

and fixed parts exist. There is no stop for a feathering position on the propeller. This position is obtained by a pitch lock in the cockpit.

Operation is simple. The following example shows you how it works. With a stopped engine the prop will go always in low pitch position (take-off). On the ground, check the movement of blades by pulling the cable. Start the engine and after warm up check max. static rpm. Reduce power to idling, pull the cable only a short way out to release the latch plates. Apply full power again and check max. static rpm. After take-off, maintain full throttle and climb speed until reaching a safe altitude (approx. 450 ftGND). Reduce rpm to 2000, but maintain airspeed. Pull the cable until the rpm has dropped approximately 500. Release the cable and apply full throttle again. Cruising position will then have been achieved. Before final approach, reduce throttle to idle or a prop rpm lower than 1300. Pull short on the cable to release the latch plates. On the rpm response you can see whether take-off position has been obtained again. This prescribed procedure is mainly used with our motor gliders, but can be altered as the operator (owner) likes. The HO-V 62 and HO-V 62 R are completely certified according to FAR Part 35 on the Limbach Engines SL1700 series. Actual TBO is 500 hours or 4 calendar years. We expect in the immediate future a TBO of 800 hours. Standard blades (left hand tractor) are available in 150 cm (59 in.) and 160 cm (63 in.) lengths. There are also two different spinner dimensions in production. The list price of such a propeller will be approximately U. S. $1150.00 — including spinner. The weight of the unit is 24 Ibs. The pitch control mechanism on the engine and cockpit is not included and is a part of the airframe. Hoffmann will assist in designing this part. A version for the Limbach SL 1700 El and SL 1700 EBI is available.

(Courtesy Hoffmann Propellerwerk)

The Scheibe SF28A, a two place, tandem powered sailplane, powered by a Limbach engine and Hoffmann variable pitch propeller.

(Courtesy Hoffmann Propellerwerk)

A Schleicher ASK-16, a side-by-side, two place powered sailplane. Powered by a Limbach engine and the Hoffmann HO-V 62 prop.

(Courtesy Hoffmann Propellerwerk) (Courtesy Hoffmann Propellers)

Actuation of the Hoffmann HO-V 62 propeller hub. 38 APRIL 1975

The HO-V 62's high pitch stop unit showing the latch plates.

"(HE

POBER PIXIE by Mike Heuer

(Photo by Lee Fray)

T HAS BEEN a year and a half now since all of us in Igeneral aviation were given a good scare as the result of the energy crisis and the psychological blows dealt us in

the nightly news as to how our way of life was coming to an end. We were all told by politicians and news commentators alike that we would have to readjust our life styles and accustom ourselves to a more spartan existence. The general aviation industry was uniquely singled out in those early weeks of the crisis with fuel allocations from a fast-acting Federal Energy Office that would have cut our flying activities in half.

After the dust settled and we all got a chance to see what had really happened, we realized that our way of life would continue but not in completely unaltered form. The energy crisis had good and bad aspects. The bad, of course, was a near-panic situation among the general population as well as the government. The good part was an eye-opening our society very much needed at that point. What the energy crisis caused us all to do was to re-examine our own energy usages and to see how we

could all contribute to more efficient use of energy. In some cases, this resulted from a simple sense of patriotism

— a rare quality in this day and age — but for the most SPORT AVIATION 39

(Photo by Lee Fray)

Here's where it began — on the drawing board. Designer Paul Poberezny puts the finishing touches on the Pixie fuselage drawings.

part it became a financial necessity. Now that aviation fuel is in the 70c range, it has become necessary to conserve no matter what your motives may be. During that period of time — and still today — many questioned the need for recreational sports which used fuel. Again, however, it became obvious that recreation is a very important part of our economy. It was realized that to cut off recreation would badly harm our already faltering economy and only meager fuel savings would be realized. As Americans have become more affluent over the years, the leisure industry has come to represent a significant portion of our gross national product. It was realized by our national leaders that restricting the recreational industry would harm everyone.

But what has this all to do with "Flying the Pober Pixie"? A great deal, you shall see. Amateur-built aircraft have grown in popularity over the years mostly because of one simple factor — the rising cost of owning an aircraft. Thousands of aviation enthusiasts have turned to EAA for guidance in building their own — finding this is the only way they could get airborne. Sure, there are those in our organization who build for the pure joy of it and others to whom cost is no object — but the majority involve themselves in building an aircraft because of a deep love of flying and desire to own their own aircraft. What the energy crisis has done, in sport aviation's case, is to focus attention on those designs that are economical and easy to build. There is now a real demand for aircraft that offer performance, ease of construction, and economy in one package. One only has to look at the plans

sales to see that. We hear of such names as the Rand KR-1 and 2, the Volksplane, the Pazmany PL-4, and the Sonerai I and II being talked about all the time. Even though it is not a plans built airplane, and only offered in kit

form, the Bede BD-5 is probably the most lucid example of the market for this type of aircraft. The demand is there and this was perceived by EAA President Paul H. Poberezny, when he decided to design his latest aircraft, the Pober P-9 "Pixie". The Pixie was begun under the auspices of the EAA Air Museum Foundation in early 1974. The design project was entitled "Project Econoplane" at that time and the Pixie was to be the first in a series of economy aircraft that would meet this new demand. 40 APRIL 1975

To save time and expense, Paul decided to update the Heath "Parasol" LN with a number of significant improvements and to power the aircraft with a converted Volkswagen engine built up by John Monnett. The new P-9 would be adaptable to a variety of powerplants, however, such as the Hirth and Franklin engines. With the future of both of those companies in doubt, the converted VW was the best choice, in retrospect. The Heath "Parasol" is a story in itself and some facts are interesting to review today to give some historical perspective. First introduced in early 1932, the Heath LNB-4 was unique among lightplanes in the respect that it was available as both a factory-built aircraft and in kits which could be certified standard. Is there really anything new, Jim Bede? The LNB-4 was powered by a 25 hp Heath B-4 engine. Weighing in at 450 pounds empty, the Heath yielded a respectable 62 mph cruise. In 1932, the factory-built Heath listed for $1074 which was subsequently lowered to $925 in 1933! Heath even had a low down payment and monthly installment plan! The kit version less engine went for $499 in 1932 and $399 in 1933! For the most part, the Pober Pixie is a completely new airplane. Bill Chomo, EAA Shop Supervisor, stated, "The only things we used from the original Heath design were the control column, basic fuselage side layout, the non-compression ribs, ailerons, and the general shape of the tail group." The differences are quite obvious when one looks at some of the old photos and specifications of the Heath LN series. The first thing that catches your eye as being different, other than the engine installation, is the landing gear. Instead of the Heath split-axle landing gear, of somewhat unusual design, the Pixie features a J-3 style gear with external shock cords with neat little naugahyde boots. Tread is considerably different also: the Heath was 48 inches, and the Pixie is 63 inches. As I found out later, this contributed to the excellent landing characteristics of the aircraft. Part of the reason for the wider tread is the fact that the fuselage in the Pixie is about 4 inches wider in the cockpit area. One early owner of a Heath once said, "The only thing wrong with the 'Heath' was that the cockpit was too narrow to contain the big grins of the pilots who flew it for the first time!" This problem was solved in the Pixie, as the cockpit is very roomy with plenty of room for your shoulders and feet. Other comparisons are interesting. The Heath featured two small 4.5 gallon tanks in each wing, near the root. The Pixie has a much neater arrangement, with a single 12.3 gallon tank located in the centersection, between the butt ribs of the wings. The tank actually com-

prises the center section — painted the same color as the wing with a small aluminum skin section on the leading edge. With a low fuel consumption, as the VW engine has, this much fuel will carry a pilot a long way.

The compression ribs in the Pixie are different — they are plywood skinned truss ribs. To make the aircraft cheaper to build, drag and anti-drag wires are not of the conventional steel rod construction, but rather standard

control cables of 3/32 inch diameter and standard thimbles at the end. Hardware store eyebolts, closed up by welding, were used as ends and can be tightened to the

proper tension. In addition, the aileron hinges are of the

(Photo by Lee Fray)

(Photo by Lee Fray)

Right wing for the Pixie. Note the plywood-skinned compression ribs, full-span aileron bays, and Aero Sport type aileron hinges.

Pober Pixie fuselage tack welded up.

Aero Sport variety with a uniball rod end cutting down on control friction. External sheet metal is completely different and much cleaner. A small headrest and baggage compartment in the turtledeck are featured. Aero Sport strap style hinges are also used on the tail surfaces. The tail group shape

wing was heavy and the cylinder head temperature and oil temperature were running a little high. But other than that, my first impressions were most favorable and it truly was a little baby carriage to fly. I did not really fly it with an article in view and had a chance to do some more flying later with that purpose in mind. After the Convention, the Pixie was disassembled and brought back to the EAA Shop for some improvements. During the Convention, Peter Limbach of West Germany, manufacturer of small aircraft engines (featured in the August, 1974 issue of SPORT AVIATION) mostly made up of VW parts and certified in Europe, donated a Limbach Model SL 1700 EA to the EAA Aviation Museum and it was decided to install that powerplant in the Pixie. The Limbach engine is a real beauty. Developing 60 maximum horsepower at 3550 rpm, the engine is equipped with a single Slick 4030 magneto, a Bosch starter, and Ducati alternator. The carburetor is a Zenith 28 RXZ, mounted on the rear part of the engine. Another unusual and neat feature is the fuel/oil heat exchanger. Mounted on the top of the crankcase, the

was slightly altered to give the Pixie a look all of its

own. Overall, with the wheel pants and striking paint job identical to the prototype Aero Sports, the Pober Pixie is considerably better looking than the Heath. It has a much more streamlined, upright, and clean appearance than the Heath. Another difference worth pointing out is the lift strut arrangement. Four standard, streamlined lift struts with adjustable clevises at the fuselage are used with an "X" of !/s inch control cable providing the bracing. The Heath used N-type wing bracing struts, but the Pixie's are much less cumbersome in appearance. As has been mentioned, the Pober Pixie is pretty much standard in construction as far as homebuilts are concerned. Fuselage is a steel tube truss design. The wings are wood with aluminum leading edges and fabric covering. Originally the cowling was all fiber-glass with the engine cylinders exposed to the wind in J-3 fashion, but the Pixie now features a pressure-type cowling with fiberglass nosebowl and aluminum sides. This was one of a series of improvements that were made in the aircraft in the winter of 1974-75. Wheel pants are fiber-glass and are similar to those used on Pitts Specials, Aero Sports, and other homebuilts which feature 5.00 x 5 wheels and brakes. Fabric covering is the Stits process — principally noted for quick application and finishing. The Pixie was built in record time. The project was started in January, 1974 in EAA's shop and the aircraft

flew for the first time in late July, just prior to the EAA Convention in Oshkosh. About seven pilots flew it that first day — with designer Paul Poberezny being the first — and all of them were most impressed with the docile flying characteristics. My first crack at it came a day or two later, when a concerted effort was being made to

fuel/air mixture passes through this exchanger prior to

reaching the cylinders and is heated up for better atomization. The offshoot benefit is cooling of the oil simultaneously. Engine weight is only 150 pounds, compared to 167 pounds for a Continental A-65-8F. Minimum fuel octane for the engine is 90. Quality of the engine is outstanding and it was so darn pretty it was a shame to put it in an airplane. Limbach's experience with the VW engines started in the automotive industry, rather than aviation. He rebuilt some 25,000 engines during the time he was in this business and this afforded him some invaluable experience that he has applied to his aircraft engines. Mr. Limbach

probably knows this engine better than any man alive. Many hours were spent on testing the engine with various types of cowlings and Limbach will tell you that the only way to go is with a pressure cowl, in order to

eliminate cooling problems. With the cylinders exposed, certain spots on the cylinder heads cannot be cooled, and with this in mind a pressure cowl was installed with the

fly off its flight test restrictions so the airplane could be

Limbach engine on the Pixie. Not only does the engine

flown to the Convention. A few problems cropped up during those first few hours of a minor nature. The right

cool better but the appearance is much cleaner and performance better. A Hoffman propeller was originally inSPORT AVIATION 41

stalled with the Limbach engine, but this was later replaced with a Rehm 53-30, because the Hoffman would not turn up enough on take-off. Overall, the engine is strictly aircraft quality — and, unfortunately the price reflects it, A call to Wag-Aero in

Lyons, Wisconsin, U. S. distributor for Limbach engines, yielded the following prices: 64 hp engine - $2095; 68 hp

engine - $2225; and 75 hp engine - $2375. They certainly are well worth it, however, because, after all, the engines are brand new. My second opportunity to fly the Pixie came on a cold, blistery day in mid-February. Not too long before, the aircraft's modifications had been completed and Paul Poberezny flew the aircraft for the first time with the Limbach engine. Performance was not up to par, however, because of the Hoffman prop mentioned earlier. Some experimentation with props was done and when I flew it, it had the Rehm 53-30 installed. On the way down to the EAA Flight Test Center in Burlington, Wisconsin, Bob Ladd, one of the principal

tion. Another thing that is noticeable is the small diameter and chord of the prop. Again, one has to remember that you are not flying behind a conventional aircraft engine which turns in the mid-2000's, but rather a much modified automotive engine which is rated in the mid3000's. Diameter, therefore, is necessarily small to keep the prop tips from going supersonic and thereby destroying its efficiency. At the time of the flight, no spinner was fitted but this was being worked on. The oil is checked at the front of the engine, through the nosebowl, by means of a small dipstick as you would if you owned a Beetle. Oil can be added through a separate filler neck on the front. Oil capacity is 2.64 quarts.

After the side cowls are unbuttoned, the engine section was preflighted. There is a considerable amount of room to work on the engine and inspection was straightforward and easy. The cylinder head temperature probe was located on the right rear cylinder, the hottest of the four. A gascolator was mounted on the bottom of the firewall and lines went from there to the small APG fuel

(Photo by Lee Fray)

(Photo by Lee Fray)

Steady progress — engine installed, wheel pants fitted, some controls in. Paul Poberezny shows where the wing will sit.

Old versus new. The upper, plywood-skinned compression rib is the type used on the Pober Pixie. The lower is the old style Heath rib. The new style Pixie rib is considerably easier to build.

pilots of the Pixie and who was also involved in its construction, briefed me on the latest changes, some of the

pump located on the right front section of the crankcase and then back to the Zenith carburetor. From there, as was mentioned earlier, the fuel goes through the oil/fuel

minor problems that still existed in the aircraft, and what

to expect. Most all of the bugs had been worked out, including a nose heaviness, but a slight right-wing heaviness was still apparent. Bob said that the engine was performing very well and also outlined airspeeds, engine limitations, and other details. Upon arrival in Burlington, I suited up in the warmest clothes I could get my hands on and preflighted the aircraft in the warm hangar so I wouldn't have a tendency to rush it. Starting at the cockpit, I checked that the mag switch was off, a newly added master switch was off, and that the papers were in order. The mag switch is something to get used to if you're a standard-category airplane driver — it is "Off", "On", and "Start", no "Left", "Right", and "Both". For those of you who have never had a chance to fly behind a single-ignition powerplant, this would be your first introduction to it. I started the rest of the preflight at the nose. Checking over the wooden prop for nicks and damage, I noted that this particular brand had no leading edge protec42 APRIL 1975

heat exchanger and on to the cylinders.

The alternator is located on the lower, right front of the engine and the starter is mounted on the top of the crankcase and is connected to a starter ring on the crankshaft like Lycoming engines. The electrical system is particularly neat. The battery is a small Exide and is mounted between the rudder pedals behind the firewall. The regulator — an automotive type — is mounted on the forward side of the firewall. The starter solenoid — also automotive — is mounted

on the engine itself, next to the starter. The rest of the electrical system consists of the starter/mag switch and master switch and ammeter. Where do you get a switch with "Off", "On", and "Start" positions? From a snowmobile, no less — in this case a Bolens switch was used. The rest of the preflight inspection is routine. There are a number of features worth noting, however. For one, the airplane has a tremendous amount of wing area. With a 29" 10" span, the wing area is 134.25 square feet, and

(Photo by Lee Fray)

How's this for simple. These hardware store eyebolts were welded shut and standard control cable and thimbles used for drag and anti-drag wires. Nuts on the other side of the spar provide for adjustment of the tension.

(Photo by Lee Fray)

Another improvement on the Pixie — the J-3 style landing gear. The gear is fabric covered and naugahyde boots protect the shock cords from the exhaust and oil.

Cockpit detail. Several features are notable here — simple instrument layout, throttle on the left, door on the right, aileron torque tubes connecting the control column to the ailerons, and simple running boards in the cockpit

(Photo by Dick Stou

SPORT AVIATION 43

(Photo by Ted Koston)

Ready for the pre-cover inspection.

with a gross weight of 900 pounds and a subsequent wing loading of 6.7 pounds per square foot, it's obvious that this aircraft should have excellent short-field capability and docile flying characteristics. These assumptions were later proven to be true. Another unusual feature is the full span ailerons. This is the same as the Heath. The tail surfaces are also particularly large. In both cases, ample control surface area was required due to the relatively low speed of the airplane. When flying it later, I found the control surface adequate, but by no means over-powerful.

A person of my size must have a little bit of gymnast in

him to get into the cockpit. There is a small door on the right side and you put your left foot into the cockpit and hoist yourself in by hanging onto the cabanes. On this day,

I sat on the bare plywood seat bottom so I could bury myself as deep as possible in the cockpit to escape the merciless cold wind. It was a bit hard but much easier to take than the cold. A thin padded seat back provided some relief in that area. Conventional shoulder harness and

seat belts are installed.

The tail surfaces are also externally braced. Again,

After a cockpit check from Bob Ladd, I switched on the master, gave it two shots of prime, and engaged the start-

to cut costs, control cable, thimbles, and turnbuckles were used. It makes a neat installation without any significant increase in drag. No trim tab is installed, but the horizontal stabilizer is ground adjustable by means of washers. A small, lightweight tailwheel is used which was non-steerable, and this necessitated lifting the tail when backing the airplane out of the hangar. This is no problem, however — the tail is very light and the airplane is very easy to move about.

craft I ever flew with the Volkswagen engine installed and what impressed me most on this flight and on the previous one was the extreme smoothness of the engine. This is noticeable right after you fire it up. For those of you who are used to the vibration of the small four-cylinder aircraft engines, this will be a pleasant surprise. After a check of the engine instruments and a brief warm-up, I taxied out. More surprises! It takes about 2,000 - 2,200

44 APRIL 1975

er. It fired after two blades. The Pixie was the first air-

rpm to get rolling and 1500 to maintain taxi speed! The engine sounds like its roaring and at first this is a bit disconcerting and your first reaction is, "The brakes are sticking!" That's not the problem, it's just that at low rpm's the engine produces little thrust with this small prop and the engine is a faster-turner anyway. Because it's single ignition, there is no "mag check". If the engine is running, the mag is working! Before takeoff checks consist of a controls-free check, engine instruments, fuel on, clear the area, and go. There is no carb heat installed, as the carb sits in the rear section of the engine compartment and takes its air from inside the cowling, which is warmer than ambient. No carburetor icing problems have been encountered. Take-off was easy and uneventful. The tail comes up quickly and visibility is very good due to the narrowness of the fuselage. The nose droops slightly which makes it even better. During the take-off roll, the engine turned

about 3500 rpm, so we were getting nearly the full rated 60 hp. I held it on the ground much longer than necessary and the airplane popped off the ground when I let it fly. Take-off roll was about 400 feet. With a little practice a pilot could get it off much sooner than that. Climbout was made at 70 mph IAS as this seemed a good, comfortable number. While I did not time the climb, I estimated climb rate to be about 500 feet per minute. Another unusual characteristic — forgetting that the prop turns the wrong way (at least in an American's eyes), I did not expect the left rudder application that was necessary in the climb. It was only slight.

Because I was particularly sensitive to the wind on this cold Wisconsin day, I thought the airplane was a bit

windier in the cockpit than other open-cockpit types I have flown, but it was considerably better than before, as they had installed a new windshield when the engine

installation was made. (Continued on Page 48)

\

(Photo by Lee Fray)

The immaculate Limbach engine — note the fuel/oil heat exchanger on the top of the crankcase, the starter on the upper left, alternator on the lower right, and the fuel pump on the right side of the crankcase. Also note how easily the rocker box covers can be removed for valve clearance adjustment. SPORT AVIATION 45

-*

(Photo by L»» Fray)

Bonnie Soucy and her Pitts. A number of dedicated EAAers were responsible for building the beautiful Pitts Special, including* Paul Poberezny, torn Poberezny, Bonnie Soucy, Harold Passow, Steve Rate, and others. After the basic structure was completed, the airplane was finished by Cliff Ernst of Minneapolis. The fantastic tooled leather and trim are Ernst's trademark. A true showpiece, N58P is on display in the EAA Museum. ' .

A number of landings were done. On my first two approaches, I under-estimated the gliding ability of the

FLYING THE POBER PIXIE . . . (Continued from Page 45)

During the climb and subsequent flight, I stayed right over the airport in case of any problems. Cylinder head temperature in the climb was a relatively cool 200° Centigrade. Control response was good, the controls were smooth, and surprisingly little adverse yaw was created by the large ailerons. You don't do turns with your feet flat on the floor, but only minor rudder input is needed to properly coordinate the turns. Not nearly as much rud-

der is required as in something like an Aeronca Champ. After leveling off at 1500 feet AGL, I decided a maximum speed test in level flight would be the first item. The air was smooth and at full throttle, 3700 rpm, I got 103 mph IAS. I was quite surprised at this at the time. Cruise speed tests yielded an 82-83 mph IAS at 3300 rpm. The airspeed indicator was not calibrated but this seemed quite accurate. After that, I did a series of maneuvers such as steep turns, coordination exercises, climbs, and descents, to get the feel of the plane. It is very nimble, can turn on a dime, and visibility is quite good, except in a turn. Early Heaths had a plexiglass window in the centersection so the pilot could see while turning, but because of the fuel tank installation, this was not done on the Pixie. This was no problem, however, if one clears himself regularly and properly in the traffic pattern.

Stalls were straightforward and gentle. The airspeed went off the scale before the airplane would burble, but I would estimate stalling speed in the area of 30 mph. The slow speed capability of the airplane was one feature I particularly liked, as it's fun to be able to do touch and goes, tours around the countryside at low altitude, and other things, and not feel like you're burning up the airspace. What would I compare the Pixie to? The Aeronca Champ would probably be the closest. Control pressures are very similar and the landing characteristics are much the same. (Photo by Lee Fray)

The Pixie with the new cowling fitted over the Limbach engine. This neat nosebowl is made of fiber-glass and is commercially available. The side cowls are closed with camlocks.

Pixie. With all that wing it's a natural born glider. I found

myself coming in much too high, but the airplane slips beautifully and this can kill off any excess altitude quite well. 70 mph IAS was used on final as this was a nice, comfortable approach speed with plenty of control. On flare out, it floated quite a bit, however, and probably a final speed of 65 would be better. Landing roll-out is no problem with only minor corrections needed on the rudder pedals to keep the bird going straight. Rudder control is very effective, as the rudder is quite large, and tailwheel action is more than adequate. Visibility over the nose on landing roll is also quite good because of the narrowness of the fuselage and nose. Landing roll is very short because of the low landing speed and in no wind and minor brake application would be less than 500 feet. All in all, the Pober Pixie is very easy to fly and would make a fine airplane for anyone who wants to have an airplane that's easy to fly and economical to run. Fuel consumption is approximately 3 to 3'/2 gallons per hour which keeps the costs down. Anyone with minimum taildragger experience could fly it. It's roomy enough for larger pilots

and a cruise speed high enough for reasonable cross country trips. In many ways, the Pober Pixie typifies sport aviation. It is the answer to many needs — not the least of which is economy. The Pixie is similar in many ways to the Baby Ace — the airplane that got all of this really started in 1955. Maybe there's a lesson in that. MORE ON THE POBER PIXIE . . .

The beautifully detailed Pober Pixie plans are available for only $40.00. They include 15 sheets, professionally drawn and reproduced, with perspective views and materials call-outs. Weight and balance information, aircraft specifications, and a full size wing rib drawing are also included. For plans, contact:

EAA Air Museum Foundation, Inc. P. O. Box 229 Hales Corners, WI 53130 Phone: (414) 425-4860

I

(Photo by Lee Fray)

Also fitted at the same time as the engine were these skis. They are standard water skis with reinforcements and pedestals added. The skis are kept in proper position with cables and springs, not shown in this photo.

POBER PIXIE N9PH SPECIFICATIONS

Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29' 10" Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17' 3"

Landing Gear Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5' 3" Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543 Ibs. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 Ibs. Maximum Speed (red line) . . . . . . . . . . . . . . . . . . . 130 mph Cruise Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 mph Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 mph Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134.25 sq. ft. Wing L o a d i n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7 lbs./ft.2 Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3 gals. Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Ibs. Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 fpm Range (no reserve) . . . . . . . . . . . . . . . . . . . . . . . . . 290 miles

Dihedral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2°

Performance figures were those derived on day tested with gross weight at 820 pounds, approximately 30°

ambient temperature.

ABOUT THE AUTHOR Mike Heuer, of Hales Corners, Wisconsin, is 25 years old and is an Executive Assistant on the staff at EAA Headquarters. Mike holds Commercial, Instrument, Multi-Engine, and Flight Instructor ratings and has approximately 2100 hours of flying time. He also holds an A & P mechanic's certificate. At Headquarters, Mike is Editor of the "Chapter Bulletin", heads up the Designee Program, and edits lAC's monthly publication SPORT AEROBATICS. He is also involved in numerous other administrative projects. Originally trained as a civilian pilot, Mike graduated from U.S.A.F. Pilot Training in March, 1973 with top honors. In addition to his general aviation flying, he also serves as a pilot on KC-97L tanker aircraft with the Wisconsin Air National Guard in Milwaukee. He received his Bachelor of Science degree from Lewis University in Lockport, Illinois in 1973. Mike was active in aerobatic competition for three years and won the coveted L. Paul Soucy Aerobatic Award in 1970 for being EAA/IAC's top competition pilot. Mike is also active in the leadership of the International Aerobatic Club, an EAA division, of which he is currently Vice-President. SPORT AVIATION 49

u ana uoan Bernhaf Lauderdale, Florida proud display their Grand Champi Homebuilt award.

QfC ix Hoffman of Ft. Collins, lorado. His P-51 was declared } Grand Champion Warbird Lakeland.

IS 50 APRIL 1975

SUN 'N FUN FLY-IN

and wife Dorothy . . . EAA Museum Trustee John Parish and wife Charlotte . . . EAA Chapter Executive Secretary Golda Cox . . . * Sun glasses . . . mini skirts . . . the faint odor of sun tan lotion . . .

Jack Cox

Oshkosh 74 in retrospect, right? Wrong. The sights and sounds cameoed above occurred

(All Photos by the Author) .LL THE ELEMENTS were there: * President Paul Poberezny cruising the grounds in his

official car . . . stopping to shake hands with EAAers . . . picking up a stray piece of litter on the flight line . . .

* The echo chamber effect of the PA system reverberating across the field, exhorting the faithful to stand clear of taxiways . . . to act as wing walkers for taxiing a i r c r a f t . . . to meet Joe so-and-so at the Coummunications Center . . . to help President Paul keep the grounds spotless . . . that John Dyke was about to conduct a forum on the Dyke Delta at Forums Area 1 ... that EAA merchandise was for sale at the sales area . . . that Duane and Judy Cole were ready to autograph a copy of their latest book . . . that Gene Soucy and President Paul were holding an IAC Forum in Forum Area 2 ... that little Johnny with the red, white and blue sneakers and Band Aids on both elbows has lost his daddy . . . * People wagons cruising the grounds — with legs dangling from all sides like a knobby-kneed fringe of a multi-colored tablecloth . . . * Workshops, each with its own little knot of intense EAAers completely oblivious to the BD-5J nipping at the heels of the two Mustangs thundering past in the fly-by pattern, the p l a i n t i v e cries of, "Come on, daddy, let's walk some more!", that lunch time was two hours ago . . . the state of the economy, wars . . . pestilence . . . * Food lines . . . * Flea markets chock full of aeronautical exotica, slightly shopworn, of course . . . "That? Oh, that's a throttle quadrant from a B-17 —just the thing for your KR-1!" . . . "And Harold Best-Devereux assures me this windshield is from either a Martinsyde Semiquaver or a Reid and Sigrist Snargasher" . . . * Rows and rows of homebuilts . . . * Rows and rows of antiques . . . * Rows and rows of classics . . . * Rows of Warbirds * Johnny lines . . . * Model airplanes angrily chasing their tails 'round and 'round just at the edge of the camping area . . . * Familiar faces . . . like Audrey Poberezny . . . Gene and Bonnie Soucy . . . EAA Vice President Ray Scholler . . . Bernice Scholler . . . Antique-Classic Officers Buck Hilbert, President, J. R. Nielander, Vice President and Dick Wagner. Secretary . . . EAA Director Steve Wittman

some 1300 miles SSW of Wittman Field, in the shank

of January rather than early August and amid the orange groves and palmettos of Florida rather than the dairy

barns and corn fields of Wisconsin. "Oshkosh South" some called it, and there were a lot of similarities. This was the First Annual Sun 'N Fun Fly-In held

January 24 through 26 at the Lakeland Municipal Airport, Lakeland, Florida, hosted by EAA Chapter 454 (Lakeland)

and sponsored by the Southeastern EAA Sport Aviation Council (SESAC) — with the Florida Sport Aviation Antique and Classic Association pitching in also. SESAC is a council of 58 EAA Chapters in the eight southeastern states from Virginia in the north to Mississippi in the west. FSAACA is affiliated with EAA's AntiqueClassic Division. Chief honchos for Sun 'N Fun 75 were Billy Henderson, General Chairman and his co-chairman, Martin

Navajos on the production line at Piper's Lakeland, Florida plant. EAAers were taken on tours of the plant during Sun 'N Fun 75. ,

Left to right, Billy Henderson, Fly-In Chairman, EAA President Paul Poberezny and Gene Eubanks at the Silver Eagles open house. SPORT AVIATION 51

;•—..; <

•*T<

r

Warbird's President Don Plumb gets a cockpit checkout in a BD-5J.

Jones, both of Chapter 454, ably assisted by Bill Ehlen, Executive Director of SESAC and Ed Escallon, President of FSAACA. Although the fly-in did not officially get under way until Friday, the 24th, early arrivals were encouraged and many responded, enticed, no doubt, by thoughts of balmy Gulf breezes and the close proximity to Lakeland of such well known tourist watering holes as Disney World, Busch Gardens, Cypress Gardens and the like. First arrival honors went to Dick Martin and his wife who, in an admirable display of their innate good sense, chose to leave midwinter in Green Bay, Wisconsin for sub-tropical Florida, arriving on Monday, January 20. For the next couple of days, in fact, so many early birds arrived that the evening corn roasts had to be started early. Then, late in the week Mother Nature apparently determined she had been holding the floodgates of mercy open long enough, so slammed them shut — in the form of a stalled front right along the FloridaGeorgia border. This meteorological outrage stranded scores of aircraft at Thomasville, Valdosta and Bainbridge, Georgia until well after the weekend was over, forcing their pilots and crews to come on to Lakeland

Dr. Bergen Brokaw and wife Buddy of Leesburg, Florida pose with the Chapter 133 (Ft. Lauderdale) "Best Man and Machine" trophy — won for their BJ-520.

Martin Jones, Co-Chairman of the Sun 'N Fun Fly-In.

via rental car. Only a few instrument pilots — like Steve

Wittman — eventually made it through. The Friday evening corn roast and beer bust was the first official get together for those attending Sun 'N Fun '75. Held right off the end of a taxiway, the informality of the evening was a tremendous warm-up for the rest of the weekend. It was interesting to look around and attempt to spot the Yankees by sight . . . it was easy, really. They were the ones with the white arms. Later in the evening everyone drifted over to the Lakeland terminal building where Ed Escallon and his AntiqueClassic group were holding an open house for the Silver Eagles. Aviation old-timers from around the nation had been invited to attend. EAAers had the pleasure of

meeting and chatting with the likes of Roger Don Rae, Mike Murphy, Harold Neumann and Jesse Woods, just to

drop a few famous names. Saturday was a trying day, weatherwise. An early morning fog, so typical of Florida, dissipated quickly enough, only to be replaced by a rising breeze. The breeze rapidly became a minor gale, blowing at 25 to 30 mph all day. Fortunately, it was only slightly cross to the active runway and did not hinder the incoming traffic, although local flying was inhibited somewhat. All morning the final approach looked like Oshkosh — aircraft of all types strung out as far as the eye could 52 APRIL 1975

see. It was obvious that there are a lot of airplanes in Florida. With everyone walking around with a windward list and with one hand reaching up to hold on their hats, many took refuge by attending the forums, inspecting the

static displays and visiting the Piper plant across the airport. An EAAer who winters in Florida volunteered to use his motor home to run a shuttle service from the fly-in area across to Piper's Lakeland plant, which manufactures the Navajo. Piper provided tour guides who were most courteous in answering questions and allowing pictures to be taken. For the homebuilders in my tour, every turn produced Pavlovian drools as rows of new engines and props, bins of AN hardware and stacks of

Left, John Engles, Awards Chairman, and Duffy Thompson, EAAer and General Manager of the Lakeland Chamber of Commerce.

Vernon Ford of Ft. Pierce, Florida and his D-17s Staggerwing. Vernon is the FBO at the Ft. Pierce airport.

Bill Ehlen, of SESAC.

Executive

Director

tires, wheels and brake assemblies hove into view. To their everlasting credit, not one had to be physically restrained or dragged kicking and pawing away from the goodies. Stout fellows, these EAAers! Late in the afternoon all activity came to a dash-forshelter halt as the thunder-bumpers that had been drifting in during the afternoon let us have it. Rain came suddenly and in torrents, lasted for an hour or so and stopped as quickly as it had come . . . just in time for the undismayed Sun 'N Funners to zip over to Lakeland's fabulous new Civic Center for the gigantic awards banquet. This beautiful convention/cultural/amusement complex had just been opened and EAA was the first to use the Conference Hall. 850 members and their guests were seated in the 27,000 sq. ft. hall to enjoy a catered dinner and hear an interesting address by Mel Goff, who was with NACA and NASA from the early 1930s until his recent retirement. Mel related that when he reported to NACA, his first boss was none other than Fred Weick. He was immediately plunged into the interesting work brought on by the CAA's so-called "$700 airplane" competition and was able to test fly a number of the aircraft that resulted from this program (which had as its purpose the production of an "everyman's" airplane). The Stearman-Hammond, Waterman Arrowplane, Plymacoupe, Arrow Sport and others became his aerial guinea pigs. Mel also emphasized the work that NACA/NASA had done on angle of attack flying and expressed disappointment that the knowledge has not been put to use on a large scale in civil aviation. He believes the safety (Continued on Pag* 56) SPORT AVIATION 53

looking at older 172 Cessnas and early 140 Cherokees, but could not find anything we liked. Joan kept telling me, "You're going to build your own aircraft," and I

SUN 'N FUN GRAND CHAMPION By Val C. Bernhardt (EAA 59376) 4800 S.W. 18th Ft. Lauderdale, Florida 33314

I

N DESCRIBING MY aircraft it is necessary to start with an electrical fire which burned down our office building in early 1970. This forced us to relocate temporarily in office space at a local airport. Now I

ask you — what would you do, if as a youngster (many years earlier) you had designed and built gas engine powered aircraft and in the back of your mind had this longing to someday become a pilot? Well, you're right! — The summer of 1970 was spent earning my private1

license. It now became apparent that renting aircraft would not be very practical for our family, because not only did I want to fly constantly — my wife and our

children, Cassie and Trina, felt the same. We started 54 APRIL 1975

kept saying, "Never." At this point in time we had never heard of the EAA. By Christmas time the idea of building an aircraft was occupying a small area in the back of my mind — but I still kept saying, "Never," out loud. We then had the good fortune to meet Paul Guay and his wife, Toni, from Miami. Paul introduced us to EAA and we joined the Miami Chapter. Ben Owen was president at that time. The idea of building an aircraft started to gel and Joan was quick to remind me that I had replaced the word "Never" with "Maybe." Our search for the ideal aircraft to suit our needs ended when I met Mike Schlick who was building a BD-4 in Miami. Mike was a guiding light in getting us

(Photo by Jack Cox)

Sun 'N Fun '75s Grand Champion Homebuilt, Val Bernhardt's beautiful BD-4.

going on our BD-4 project. Actual construction started June 12, 1971.

The fuselage, stabilator, rudder, landing gear and controls were easy to fabricate. The wing panels required considerable jockeying and fittings before final assembly was possible. The wing was then covered with one layer of 7 oz. fiber-glass cloth. This produced a very uniform finish with added strength in the fuel cell area.

A new 160 hp Lycoming was installed on a Dynafocal mount purchased from Bede, and everything fit perfectly. At this point one year had passed and I was looking forward to flying, however, I still had electrical to complete as well as sanding, priming and painting. These last items I thought could be completed in two months or so ... boy, was I wrong.

November 19, 1972, 17 months after starting construction, we assembled our "4" at the airport and prepared for taxi tests. On the first taxi run I let the speed slowly build to 40 IAS, raising and lowering the nose wheel a few times. A second run was made to 50 IAS; control response was excellent, however, I did experience nose wheel shimmy. A shimmy dampener was added and final inspection was scheduled for Monday, December 4, 1972. On that morning to my astonishment the FAA inspector informed me that the Environmental Protection Agency had ordered the FAA to stop issuing airworthiness

certificates to all aircraft. I immediately called EAA Headquarters to inform Paul Poberezny of my situation. Paul in turn contacted FAA in Washington. I can only

guess at the high level meeting and conversations that followed. During the next few weeks Charlie Schuck from FAA in Washington and Paul from Headquarters called 3-4 times to keep me posted. Ben Owen said that I was the first builder to be refused an airworthiness certificate under this EPA ruling. On December 17, 1972 I was at last granted a certificate by the FAA. On December 30, 1972 I made two more taxi runs to 50 IAS to get the feel of the controls. All gauges were normal. I lined up on No. 13 at Ft. Lauderdale International Airport and applied full power . . . Wow, did that bird go ... I was in the air and flying before I realized it. We then cut power for landing straight ahead. Airspeed was 80. It now became apparent that the new large rudder on my aircraft was very sensitive because the aft end of the aircraft was all over the sky. I did manage a fair landing. I had learned my first BD-4 lesson . . . go easy on the

rudder pedals. After re-checking the aircraft it was time for the big event. Again we lined up on No. 13 and applied full power — rotation was at 65 IAS, and climb-out was 1000

fpm at 120 IAS. I leveled off at 1500 ft., reduced power to 2400 rpm and trimmed her up. I then realized that here I was in a brand new aircraft, one we had built,

flying straight and level, hands off, recording my 100th hour as a private pilot. Some turns were made, slow flight to 70 IAS, climb to 2000 ft., level off and very slowly allow airspeed to build to max. Using full power — 172 IAS. Landing was completely normal except it was too hot and I floated halfway down the runway. The restrictions were lifted March 21, 1973 and we were "free." We started looking for all the EAA fly-ins we could find — and the trophy shelf started to fill up. The high point of our family's flying occurred at Oshkosh 1973 when our aircraft was chosen for "The Best BD Award." The aircraft now has 300 hours logged and I have 400. It is a rather forgiving bird, a joy to fly, very responsive. I would sum it up this way: Rotation speed: 60-65 IAS with 2 notches, this works well right up to gross weight. Climb: 120 IAS gives 100 fpm. Speed: 2300 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 IAS 2450 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 IAS 2700 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 IAS Aircraft is equipped with fairings and speed pants. Stall: Power off: 57 IAS, 2 notches at gross — 62 IAS, clean at gross. Aircraft falls straight forward, wings level, with excellent control throughout stall. Power on: No real stall, it just hangs on the prop and sinks.

Aircraft slips extremely well. Landing: I like to slow the "4" down to 110 IAS before turning base, because once the nose is pointed down it becomes more difficult to reduce speed. Final is at 90 IAS with two notches of flap slowing to 85 IAS just before touch down, this applies to gross weight, when flying somewhat lighter I reduce all figures by 5 mph. Specifications: Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1090 Ibs. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1850 Ibs. Power . . . . . . . . . . . . . . . . . . . . . . . . 0-320 Lycoming 160 hp P r o p . . . . . . . . . . . . . . . . . . . . . Sensenich 74 dia. x 64 pitch. We would like to say that our association with EAA and aviation these past 5 years have been the most fruitful — for we have made many friends and have associated with the best group of people on the face of this earth.

**»«

The Arena of the new Lakeland Civic Center, site of the Sun 'N Fun awards banquet — a fabulous facility. SPORT AVIATION 55

record of general aviation could be significantly improved if angle of attack indicating devices were installed on all lightplanes as they are on military aircraft. Mel encouraged EAAers to build their own angle of attack indicators

and to use them. It was the privilege and pleasure of the writer and his wife, Golda, to dine with Mr. Goff and his wife and their guests, Mr. and Mrs. George Haldeman. While best known as an early Bellanca test pilot and for his abortative trans-Atlantic flight with Ruth Elder in the Stinson Detroiter, "The American Girl" (they ditched at sea alongside a Dutch freighter), George Haldeman spent a long career with the CAA-FAA as an engineering test pilot. He was aboard Howard Hughes' "Spruce Goose" when it made its one and only flight. It goes without saying that this was an evening that ended all too soon. The Civic Center activities were concluded with the awarding of trophies — presided over by Awards Chairman John Engles. Winners called to the stage walked past the fully assembled but uncovered airframes of a VP-2 and a Woody Pusher to receive their awards . . . quite effective and appropriate decorations for an aviation event. The Lakeland Civic Center is a three building complex

consisting of a theater, an arena and the conference hall. Aviation events were on the minds of the planners from the beginning — evidenced by a line in the city's brochure on the Civic Center that reads, "A circus-full of elephants — or an exhibit of small airplanes — can pass through the Arena's 'elephant door'." The fact that Duffy Thompson (EAA 75124), a founding father of Chapter 454 and past secretary-treasurer, is General Manager of the Lakeland Area Chamber of Commerce just MAY have had something to do with it. At any rate, the Civic Center is a real plus for the Sun 'N Fun Fly-In and has several potential uses for future fly-ins. And just to show that these Floridians never miss a bet, the directions for driving from the Holiday Inn that served as fly-in headquarters to the Civic Center went

like this: "Drive north on Florida Avenue, past Lime and Lemon Streets and when you get to Orange, turn left." Never give a sucker — or a still unthawed Yankee — an even break, eh, guys? On Sunday morning the fog did NOT come in on little cat feet . . . more like slogging in with a pair of leaky hip waders. It was thick, it was clammy and it refused to burn off until noon. The fog was apparently a local condition, however, as all morning we could hear the sound of engines orbiting directly above us. A fine guessing game developed whenever the nostalgic rumble of a round engine rattled down through the fog — a Stearman? Waco? Staggerwing? But it's a foul fog, indeed, that bodes no one good . . . The forced inactivity merely allowed everyone time to fan out across the field to look over the trophy winners announced the previous night, a retrospective judging of the judging, as it were. The Homebuilt Grand Champion Award went to Val and Joan Bernhardt of Ft. Lauderdale for their superb BD-4, N-464VB. Winner of the Best BD-4 Award at Oshkosh in 1973, this little four-placer is powered by a Lycoming 0-320 and is fitted with a fixed pitch metal propeller. Val Bernhardt is still another example of an EAAer who has come up with an award winner on his first attempt at building an airplane. See his story elsewhere in this issue.

The Grand Champion Classic was a beautiful Taylorcraft BC-12D owned by Gene Townsend of Decatur, Illinois. A regular at Oshkosh and other mid-western flyins, Gene and his T-Craft are usually the first to arrive and the last to leave. Here's one guy who knows how to enjoy retirement. 56 APRIL 1975

Ed Escallon, president of the FSAACA . . . and ace PT-26 driver.

Max Hoffman of Ft. Collins, Colorado took the Grand Champion Warbird Award with his super sanitary P-51D Mustang. Vernon Ford, FBO at Fort Pierce, Florida, won the Grand Champion Antique Award for his newly minted D-17S Staggerwing. When this truly magnificent airplane lifted off headed for Lakeland, it was making only its third flight since its restoration was completed. Vernon, a veteran antique rebuilder, made this yellow Staggerwing a championship caliber airplane in just 19 months and 2300 hours of very carefully preplanned labor. Chapter 133 of Ft. Lauderdale sponsored a special "Best Man and Machine" trophy which was awarded to Dr. Bergen Brokaw of Leesburg, Florida and his very fast BJ-520. Another diversion of the morning was watching Corky Fornof giving cockpit checks in the BD-5 Jet to pilots

who have one on order. After firing up the throaty little Sermel, each man was given time to taxi around the

ramp to get the feel of the J. A surprising number of the homebuilts at Lakeland

were original designs. One of the most interesting was a side-by-side, open cockpit biplane called the Tomalesky Tomcat. Powered by a 160 Lycoming, the Tomcat has very nice lines. It has four ailerons and judging by the

Aresti sequence taped to the panel, is used frequently for aerobatics. Just on looks alone, we're predicting this design will become a popular homebuilt if plans are offered. Antiquers had a lot to look at — three straightwing Wacos, Red Nichols' four place Curtiss Robin, Jack Brown's long nose American Eagle, Dick Bach's De Havilland Rapide (just one of four planes he had at the fly-in), the Araldi Air Force — father Joe's Waco VKS-7, son Danny's Aeronca C-3 and son Mike's Inland Sport, Hank Palmer's Curtiss Fledgling, a couple of nice Culver Cadets, several Fairchild 24s and a smattering of other types.

Classics were at Lakeland in force, just as they are at Oshkosh and every other fly-in around the country. A near surfeit of Swifts, Cessna 195s and tail dragger Bellancas greeted enthusiasts of these marques. Two Swifts were in full camouflage, with Luftwaffe markings on one and RAF roundels on the other. We can easily imagine what happens when these two get together. A Luscombe 8A flew in on Saturday that had the wildest paint job this writer has ever seen. An incredible amount of taping and air brush work must have gone into the

paint scheme. Lakeland was largely a P-51 show as far as Warbirds were concerned. Warbirds President Don Plumb was down from Canada with his highly polished '51 and led the troops out each day on a mission to various points around

the state. One day they were invited guests at Mac Dill AFB in Tampa and reportedly had many of the old crew chiefs — and not a few pilots — all choked up recalling the days when the Mustang was top gun in the USAF. A civilianized Pinto was there and the little straightwing

jet was most impressive in the short amount of runway it used for take-offs and landings. Dale Browder had his "Taintsville Air Force" much in evidence at Lakeland. This is a group of pilots from the Orlando/Central Florida area who own and fly beautifully restored Fairchild PT-19s, 23s and 26s. They get together on weekends and practice formation flying and generally have fun with their good flying ol' birds. The Flying Farmers and the Florida Aero Club came to enjoy Sun 'N Fun '75 and several members of the Wheel Chair Pilots were also there, including their president,

Howard Treadwell, in his Ercoupe which has an STCed door on the right side. Finally, around noon the fog layer began to lift and

break up and a few aircraft began to come down through

Billy Henderson, President of Chapter 454 and Chairman of the Sun 'N Fun Fly-In.

The Tomalesky Tomcat

SPORT

» >•-

••£ ,*',

photo a ... Richard Bach's Sportavia SFS-31 Milan.

the holes. By one o'clock the Chamber of Commerce types, like Duffy Thompson, were all smiles because for the remainder of Sunday we enjoyed a perfectly beautiful day. Every plane capable of flight was in the air and

many stayed until very late in the afternoon before heading for home. That evening after the fly-in was

officially over, Chapter 454 members who stayed behind to clean up the grounds and pack away all the usual fly-in paraphernalia were treated to a taco cook out . . . and the rising of a glorious full moon. It seemed that the farewells were especially drawn out and it was obvious that something made it hard for all of us to leave. Perhaps it was the reluctance to dim the still fresh memories of the beautiful airplanes that all had enjoyed seeing over the past few days, the good fellowship, the warm weather. Maybe it was the moon . . . anway, everyone left vowing to be back next year for the entire

week. In the 1930s the famous Gulf Tours were looked forward to each winter by lightplane owners. The Gulf Oil Company established three routes over which pilots could fly to the mid-winter Miami air races — down the east coast, from the mid-west and along the Gulf from Texas. Selected airports along the way — those selling Gulf products, of course — were designated as official stops. To participate in the Tour one simply sent an application to Al Williams, Gulfs Aviation Division manager, who would send out a coupon book that entitled the pilot to free fuel and oil at the designated stops! The coupons were good for a period of two weeks or so in case of weather delays or if one simply wanted to linger awhile in sunny Florida. It would be the understatement of the century to say the Gulf Tours were merely popular. Thousands participated and several groups of owners of popular lightplanes, such as Cubs, T-Crafts, etc., arranged to meet at some point along the way (usually Jacksonville) for a mass gaggle flight down the Florida peninsula. Never since have so many lightplanes of a single type been in the air together. We can forget about the free fuel, but wouldn't it be a tremendous amount of fun to get something along the lines of the old Gulf Tour going for Sun 'N Fun 76?

58 APRIL 1975

photo b . . . A Taylor Coot project. photo c . . . Roger Don Rae. photo d . . . Al Hawver's KR-1. photo e . . . Jack Bowling's all metal "X-Wind". photo f . . . The late Wayne Thomas' Corsair.

photo g . . . "Duffy, baby!" photo h . . . Mike Araldi's Inland Sport. photo i . . . Martin Hill's Tiger Moth. photo j . . . Bob White's 1929 Waco BSO. photo k . . . Ron Dahly's BD-4. photo I ... The eagle flies! Jack Brown's American Eagle, that is. photo m . . . Richard Bach's Pitts.

Left to right, EAA Vice President Ray Scholler, Gene Soucy, Dick Wagner and Richard Bach. Bach's D. H. Rapide towers over the quartet.

Will The Small Airplane Survive?

by

Robert K. Wattson, Jr. (EAA 75616) Associate Chairman (AE) AE/ME Department

Tri-State College Angola, Indiana 46703

A

NUMBER OF years ago — about eighteen, I believe — I was at Wright-Patterson Air Force Base talking with an acquaintance of long standing in the old Aircraft Laboratory. We were commiserating over the then-current trend toward shutting down the big wind tunnels at Wright and otherwheres, and toward making ominous-sounding statements that "aerodynamic testing of airplanes is through — there's no more to be done." I myself wasn't so sure where the future lay, and I said so, to which Joe replied, "Look, we've been travelling through the air for almost fifty years in airplanes. Ten years from now we'll be travelling through the air in airplanes" — airplane development, in other words, would continue. It did.

Now the airplane seems to face another threat to its future — the fuel crisis, of course. World reserves of petroleum amount to somewhere between seven and twenty-some-odd years, depending on how usage and results of exploration are forecast, and on whom you're talking to. Pronouncements of the various prophets of gloom and doom have been well publicized. Whether one feels that any one such prophet is right or wrong, or lays the blame at the door of the government or of industry, the crisis itself still stares us in the face. All general aviation was jolted at the government's proposed drastic cuts in aviation fuel availability last winter, and the fact that we didn't suffer as badly as we feared shouldn't obscure the outlook: something similar is dead certain to occur in the future, and the bite will be progressively bigger and more frequent. One single salutary effect of the first national alarum was that the scheduled airlines responded by altering schedules and equipment allocations so that their average passenger load factors went up — a very few percentage points. This could be expected to receive some support from an adult public sixty-odd-percent of whom by now

have flown somewhere — mostly by scheduled airline: if this was what it took to keep the big birds flying, then so be it.

General aviation, however, has no strong advocates outside its own family. For whatever reasons, Everyman's Airplane has not appeared, and the lay public has thus stayed, substantially, uninvolved. The small airplane has remained, in most people's eyes, a pleasure vehicle. The fact that we ourselves may be able to point out that much pleasure flying is mixed with business, or that business flying is a significant aid to the conduct of the nation's commerce, counts for little; general aviation must face the problem almost alone. Given this increasingly hostile environment, will the small airplane survive? 60 APRIL 1975

Although the situation isn't yet clear enough for good predictions of what the airplanes of the year 2001 will be like, we can take considerable encouragement from the fact that people in general have never been willing to give up any aid to speed or comfort — even to apparent speed or comfort — of their operations until something that seemed better came along. In my lifetime I have seen the workaday horse disappear from the city streets and country roads and fields, replaced by the automobile, truck and tractor, which while apparently more expensive — even extravagant — have multiplied the benefits of the work of our hands and heads out of all proportion to their cost. There is no reason to think that this pattern will change. Confronted with obstacles to achieving this psychic need for speed and comfort, man has always found detours.

Somebody said once that it takes a real genius to design a poor propeller. To a degree the same statement can be applied to the rest of the airplane: well and thoughtfully utilized, the airplane is an amazingly efficient and effective people-mover. It gets the jobs done that can be done in no other way. A consulting engineer friend of mine has a clientele scattered over half the nation, and serves it using his airplane. If he did not have the airplane he would not have the clientele. You can recall examples from your own acquaintance. The point is that in the very nature of the airplane we have a lot going for us, and rather than resign ourselves to what looks like a gloomy future, we must see in what ways we can make the airplane even more efficient and more obviously useful, and therefore harder to kiss off. Short-Range Remedies

The name of the game is not simply "fuel conservation." But over the very short term, of course, we'll have nothing but good operational practice to help us. In an excellent little booklet called "Aircraft Fuel Conservation", the American Institute of Aeronautics and Astronautics points out the possibilities: 1. Minimize reserve fuel requirements. Obviously we're not expected to blunder off into the blue with no reserves on board, but we do know that reserves cost us payload carrying capacity or range, and we may be able to do at least somewhat better than topping the tanks for a 200-mile trip.

2. Schedule climbs and descents for maximum fuel economy wherever possible. We may need more Owner's Manual information to do this than we have now, and if

we do need it there's little doubt it will be provided. We're also limited in what can be accomplished up in the aluminum sky over O'Hare or Washington National, but we can still operate thoughtfully in and out of, say, Smith Field in Fort Wayne, Indiana. 3. For aircraft equipped with flaps, the lowest flap deflection possible until as late as possible will frequently save significant fuel during approach and landing. Pilots

are quite aware of this, but I well remember the commuter airline pilot who proudly demonstrated the short landing

capabilities of his Twin Otter and then taxied about a mile to the ramp, there to be gloriously chewed out by the president of the company. The remainder of the possibilities relate mostly to the big airplanes and scheduled airlines, but here they are in brief: 4. Increased use of direct routing 5. Review of airspace restrictions

6. Use of area navigation 7. Enroute speed control 8. Use of optimum flight levels, aided by improvement of instrumentation to reduce required vertical separation. 9. Certification of additional alternate airports to reduce diversion fuel requirements 10. Greater use of "reclearance" flight planning techniques 11. Improved fuel allocation to reduce need for preferential refueling 12. Aircraft loading closer to aft e.g. limit (I'm inclined to be a little dubious about this one) 13. Use of optimum holding speeds (not possible in

some aircraft without deteriorating handling qualities margins) 14. Guaranteed landing slots.

15. Increased use of simulators for training 16. Reporting capability data (Cat. II or Cat. Ill equipment) as part of flight plans. In addition to these there are several possibilities for improvement of ground operations and facilities, and air traffic control. There must be about as many personal catalogs of such items as there are pilots experienced in operating at large airports. Some of these are short-

term; many are long-term and must await the development of new equipment and improved airport designs. Aircraft Design

Improving flight operations and airports and airways alone is a largish task, but by itself it's a little like building magnificent freeways and then using nothing but 6000-pound Chryslers on them. The significant, permanent improvements will have to be in the design of the vehicles themselves, and the following areas, in general may be considered: - Materials - Engines and Fuels - Configuration

Before discussing any of these, it might be advisable to point out that the objectives of development of improvements should not be short-range. We know about

what we'll have available to us over the next few years: hydrocarbon fuels and a l u m i n u m , steel and wood structures. The pressure is already on hydrocarbon fuels; world resources of iron ore, bauxite and alloying elements

are not limitless, and for many alloying elements we even now rely heavily on foreign sources. To choose wisely what courses of action to take, we might first think about how we got where we are. Since the industrial revolution of the last century the trend

has been toward the exploitation of non-renewable resources — oil, coal, iron, aluminum, alloying elements. We can scarcely start an inventory of the materials used or consumed in our airplanes today without running into the consequences of these trends: we use steel and aluminum instead of wood, synthetic fabrics instead of cotton, and so forth. Also, the new materials w i t h

are going to have to be arranged for in such a way that we use as little non-renewable energy as possible to obtain them. The materials used in the hardware through which we receive these benefits must come, as far as practicable, from renewable sources. Materials

Before you finish the last paragraph you will already have pointed out to yourself that the small airplane is a setup for this sort of approach — within your memory, as it is in mine, may be the time when most of almost any airplane was built from renewable materials sources; spruce, mahogany, cotton fabric, casein glue. Only the dope and the metal parts came from non-renewable sources. But during the late twenties and throughout the thirties some plywood-skinned airplanes were built, whose aerodynamic characteristics were as good as those of any comparable sheet-metal airplane of today. There is not likely to be any retreat from the use of advanced materials for the big birds, but there is nothing that says the small ones have to use them. Although we can't all rush out and plant spruce forests and cotton patches, there is a contribution we can make; we can assure that the technology of wooden and fabric-covered airplanes is conserved and promoted. Engines

We are fortunate that the powerplant of the small airplane is the old-fashioned piston engine. Muchmaligned as it has been in comparisons with the turbine family and the Wankel rotary, the reciprocating engine is still king of the world both in initial cost and in fuel

consumption. The turboprop is creeping up on it, but only because of the years of intensive development

expended on the turbine. And the turbine shows no signs of yet being able to compete, on a cost-per-horsepower basis, with the piston engine. The Wankel story is not all in. Models tested so far in airplanes have shown unexciting fuel consumption and have required extra gearing or belt drives to slow the output shafts to speeds the propeller enjoys. This may mean nothing in the long haul. There have been advocates of the use of shrouded propellers with small diameters to dispense with the extra gearing or belting required by the Wankel engine. The shrouded propeller underwent a period of intensive investigation about fifteen years ago, and the results indicated that while at its best it could come within, say, five percent of the best efficiency of a good free propeller, it was finicky — its off-design performance, even operated controllable-pitch, averaged well below that of a free propeller. The shrouded propeller is a fascinating gadget (at least I t h i n k so, having been involved with it for a time) but for all-around excellent performance it cannot beat what we already have. Fuels We have all undoubtedly read of the promise of hydrogen as an aircraft fuel. Hydrogen is one of a number

of "new" fuels being talked of; some others are methane (marsh gas, CBi), propane, methanol and boron. The promise of hydrogen lies in its high heat value per

pound (51,500 Btu. versus about 19,000 for Avgas) as well as in the fact that its combustion with oxygen (get

that — with oxygen, not air) produces only water. I doubt,

which we work have been secured for us at steadily

however, that we'd want to consider undertaking to equip

increasing energy costs — they are "energy-intensive". It doesn't take much thought to reach the conclusion that any benefits we hope to enjoy in the future — including, or perhaps especially, the use of airplanes —

for handling it (it boils at minus 423 degrees Fahrenheit; also it delivers only 222,000 Btu/cu. ft. versus about 1,000,000 for Avgas, and so is very bulky even as a liquid). Propane has poor long-term availability; methanol SPORT AVIATION 61

is even worse than soft coal in heat value. Methane is a cryogenic like hydrogen (boiling point minus 259°F), with storage problems similar to hydrogen, though less severe. Boron is high in heat value on both a per-pound and a per-volume basis, but is limited in availability, toxic, expensive and unstable. Oddly enough, indications are that hydrogen shows great possibilities as a jet fuel for very large airplanes, from a number of standpoints. It can be produced, furthermore, using "free" energy — the energy of the wind. Our interest in it is tied to the potential it shows for taking the pressure off more conventional fuels, and thus benefiting us indirectly. There has been no suggestion that small general-aviation airplanes will be driven to the use of hydrogen or some other "exotic" fuel. There is no question, then, that the fuels the aircraft piston engine likes best are hydrocarbons, and it's worth remembering that there are other sources for hydrocarbon fuels besides liquid crude oils. Those you've read about in the newspapers are shale oil and coal. Both these must be regarded as short-term sources (perhaps 100-200 years' total supply), but it's possible, at least in theory, to synthesize hydrocarbon fuels from carbon and hydrogen separately, the carbon coming from atmospheric carbon dioxide, limestone or dolomite, or vegetable matter, and the hydrogen from water. That's just one step short of the realization of my childhood fancy about engines that used dirt for fuel. Nobody says these alternate sources will give us cheap fuel — the point is simply that suitable long-term fuels can be manufactured. And if we need them bad enough, our history has shown that someone can be found who

will devise a way to make them reasonable in cost. Configuration I wonder to how many of us it has occurred that the "conventional" small airplane of today is, to a degree, designed to a set of implied requirements some of which are long obsolete or should not exist at all (I'm not referring to the FAA airworthiness regulations, but to operational requirements). Let me give just one example: field length. Back in about 1953 I got interested in short- and vertical-takeoff fixed-wing airplanes, and I hung the better (?) part of an eight-year research career on that interest. One of the things my colleagues and I kept rediscovering was that STOL and V/STOL airplanes were very obstinate — no matter what we did, they insisted on being more expensive to operate than conventional airplanes. They wouldn't go very fast and they drank fuel in great gulps. Somewhere along the line we also had it beat into our fat heads that there were no real, valid signals (with a few special-case exceptions) coming from the users saying "we need STOL or V/STOL capabilities." At that point it occurred to us to turn the problem around: instead of fighting for shorter field length performance, why not find out how long a field we dared design for? Obviously if STOL airplanes were slow and thirsty, "LTOL" airplanes should be the opposite. The question was simply "how long was shortenough?" The answer was developed from an airport survey — a random 426 airport sample from the (then) about 10,000 airports in the contiguous 48 states. We used a data-analysis technique whereby all runway lengths were reduced to sea level equivalents; thus an airport with a runway 3000 feet long and a field elevation of 6000 feet would turn up in the processed data as a "sea level" airport with, say a 2500 foot runway. It turned out that "diminishing returns" on short-field airplane design set in at about 1800 feet of equivalent sea level field length, 62 APRIL 1975

and that eighty-five percent of all airports (ninety) percent of public airports) had runways longer than that. While this result would seem to tell us "stop work on

STOL's", its actual significance was that STOL technology's proper use was in reducing, not field lengths, but airplane sizes and, ultimately, airframe costs. This doesn't require anything really exotic: most of "STOL technology" is simply a collection of well-proven devices for high lift and thrust and for low-speed control — Fowler flaps, slats, Kruger flaps, spoilers, deflected slipstream, careful tailoring of wing designs, attention to trim lift and drag. There's nothing new about these, but all of them used together can make startling improvements in airframe cost and cruising range. Professors Dave Kuhlman and Jan Roskam of the University of Kansas are demonstrating this on a Cessna "Cardinal," under NASA contract. Their airplane has about two-thirds the wing area of the standard product, cruises faster with better specific range, and can operate out of whatever fields the "Cardinal" can use. Everything they've done has been well documented long since in literature available to us. But from time to time we need a demonstration of what the "state of the art" really is. The KU demonstration is made in hope that the time to apply the art has really come. I should mention one or two things which can be of interest. The first is the so-called "super-critical airfoil." The term "super-critical" simply designates the latest in a series of airfoil designs with high-Mach-number drag advantages over the so-called NACA "laminar flow" sections. It happens that the maximum lift of such an airfoil is reasonably high, and that its profile drag at high lift coefficients only is lower than that of conventional airfoils of the same thickness ratio. Thus if we use STOL technology to enable us to "shrink" the wing size, we may be able to cruise at high angles of attack with no penalty in wing profile drag — the lift-drag may be better than that of a conventional winged airplane of the same wing area. This, again, buys additional range. Most data on supercritical airfoils are still classified, but the possibility was recently shown of being able to approximate their low-Mach-number characteristics by tinkering with the mean camber lines of standard NACA airfoil sections. So maybe if we're willing to apply ourselves we won't all need "Confidential" clearances to get the benefits. The place to find out is in the wind tunnel. Parasite Drag A great deal has been written, but very little done, about reducing parasite drag, the drag of the non-lifting parts of an airplane. Still some examples are available to us to illustrate what can be accomplished. Charles Lindbergh's "Spirit of St. Louis" showed as much attention to detail as the art of the time allowed — if you are ever in the Smithsonian Institution take a look at the big spinner, the enclosed shock absorbers and fabric-covered wheels, the fairings at the ends of the big streamlined wing struts (those struts are steel tubes but the streamlining is wood), the use of the forward wing strut to share the landing gear loads, the fairing of the

wing-fuselage junction at the leading edge, the general absence of external lacing common to conventional airplanes of the day. Among newer examples of thoughtful aerodynamic design are Jim Bede's BD-5 and BD-5J, the Midget Mustangs^ and so on. In general, parasite drag can be reduced in the following ways — 1) by paying close attention to the general shape of the major airframe components, and by tailoring the shapes of their intersections.

2) by attention to details of small parts — wires, cover plates, antennas, strut ends, door handles, zippers, hinges, horns, control surface gaps, drains, airscoops and exhausts. 3) by assuring that structural design necessitates as few drag-risers as practicable — spanwise rivet lines and lap joints, square corners, large unsupported panels and transverse breaks between supported and unsupported fabric surfaces. 4) "Active" boundary layer control, by use of propeller inflow fields (BD-5, Cessna 337) and by powered means of sucking the boundary layers through holes in the aircraft skin, or re-energizing it by small amounts of blowing. This last is generally considered to be a largeairplane fix. Most of the above is just good common sense, and the conventional wisdom says that the gain to be realized from any single item is too small to be measured by flight test. The total, however, including "interference" (result of the fact that wing-along drag plus body-along drag does not equal wing-body drag) can amount to as much as 10-15 percent of the total parasite drag.

even more. This means that on an energy-to-produce basis, its airplane-cost-per-seat-mile-used may work out far more favorably than that of a typical well-kept automobile (for you who double as airline pilots, I know that the average jet airliner starts getting out of hand maintenance-wise after about fourteen years, but look how many million actual passenger-miles it flew. On that basis your car can't hold a candle to it). With alittle more pains than I've taken here the case for the airplane can be documented with numbers. The only reason I haven't done it here is that next month's inflation may make this month's numbers look silly, but remember the automobile numbers would look silly too, in about the same proportion. The whole point is that we have, on an energy-effectiveness basis, a very remarkable vehicle even in the commercially-built small airplane, and the homebuilt airplane is truly astounding (unless, of course, you're taking time off your job to build it, and are thus charging your own energy to it). So Where Do We Go From Here?

The Aircraft As Energy Saver

There's been a good deal of talk about "energybudgeting", a special way of looking at the worth of any new product by totaling estimates of the energy required to develop, produce, operate throughout its life, and junk it, and then try to answer the question "Are the benefits made available by the product worth all this energy?" Aside from the fact that many "benefits" are hard to evaluate in numbers, we can still get a fair idea of where the airplane stands in the spectrum of effective energy users. The late Tom Salter, long-time chief engineer of Cessna Aircraft, had a favorite saying that the cost of an airplane is proportional to the number of rivets driven. Granted that other things besides rivets are involved, the saying was still a pretty graphic way of pointing out that the energy expended to produce and assemble the materials of and components could be fairly-well expressed in a dollar figure, the cost of the airplane (with or without markup makes no difference; the dealer's costs are energy-intensive too). Now, your car probably weighs somewhere between 2000 and 6000 pounds, costs perhaps $1.50 a pound, and will last you and its subsequent owners about eleven years on the average, after which it will be junk no matter how carefully it is maintained, within reason. An airplane of any size costs considerably more per pound than your car (for a from-scratch homebuilt the cost can be roughly compared with a commercial product by putting a dollar value on your time per hour, multiplying it by about 2.5 times the time you spent, and adding in the material and parts costs). But if the airplane flies only 100 hours a year, and averages only 100 mph block speed, it will put on about 10,000 miles, only a little short of the average for an automobile. It will do this about three times as fast as a car making the same trip, thereby making available 60 hours of your time and the time of your passengers. It will require about the same fuel per mile as your car, if it is, say, a four-place airplane. On an average, small general aviation airplanes carry about 2.3 total occupants day in and day out, somewhat more than do automobiles. The direct operating cost per actual passenger mile (not per available seat mile) should therefore compare favorably with the automobile if the cost of the machine were neglected. But a well-kept airplane of modern design doesn't go to the junkpile after eleven years — it keeps on flying! It may sti'l be flying after twenty years, or

As I said at the beginning, there will be recurrances of the energy crunch, and they will get worse, not better. Uninformed people both in government and out will raise cries about these characters flying around in their little airplanes, and a few of these people may seek the opportunity to do considerable damage. What is to be done about this? My strictly personal view is this: 1. We can start with the realization that the small airplane need not be an energy-waster, but instead has the potential to be a great energy-saver. 2. We can say so, and say so, and say so. Not to each other, but to all the people we can buttonhole outside the aviation community. There are a lot of people in EAA who know how to do this far better than I do, and the rest of us can learn how. 3. We can show by the designs of future airplanes that we are dedicated to increasing the effectiveness with which energy is used for personal air travel. 4. We can concentrate on energy-conserving operational techniques. These are things we can't hire done. It's up to us.

Howard G. Kairath (EAA 28624), 14934 Tupper St., Sepulveda, Calif. 91343 built this Cavalier and powered it with a Franklin Sport 4. SPORT AVIATION 63

What Our Members

Above: A Franklin Sport 4 powers this Stolp Starlet SA-500 built by Stan Derrick (EAA 57437), 2536 W. Willow St., Stockton, Calif. 95203. Empty weight is 739 pounds and the little bird will indicate 110 mph at 2500 rpms using a 72 x 56 Hegy prop.

Left: Another beautiful Thorp T-18 — this one by Peter K. Beck (EAA 19566), 2226 White Cornus La., Reston, VA 22091. Lower Left: A Davis DA-2A built by Brice Rohrer (EAA 39880), Box 152, Montague, Calif. 96064. Below: This four aileron Pitts was completed in January 1975 after four years work by John C. Lind (EAA 59342), Rt. 2, Hector, Minn. 55342. Powered by a 150 Lycoming.

64 APRIL 1975

M. Levesen (EAA 59659), 122 Vogel Place, .Middlesex, NJ 08846 and his wife finished this Bede BD-4 late last fall and hope to have it at Oshkosh this summer. It is powered by a 150 Lycoming. A modeler in his youth and in naval aviation in WW II, Mr. Levesen considers building his own airplane to be the ultimate experience in aviation.

Left: Gene Barnes (EAA 9256), who is a Lockheed Service Representative currently assigned to a C-130 project for the Indonesian Air Force, sent along this picture of a Pazmany PL-2 built by Lipnur Industry of Bandung, Indonesia for the Air Force there. This is the first of approximately 50 that will be built, primarily for flight training. Powered by a Lycoming 0-320E2A.

It took Robert Loose (EAA 70088), 476 Greenbriar PI., Jonesville, Mich. 49250 just 19 months to complete this 180 Lycoming powered Starduster Too. It now has over 100 hours of flying time. Loose is chief pilot for the MASCO Corporation.

... Are Build!

SPORT AVIATION 65

Directory of Aircraft Under Construction or Restoration THIS AIRCRAFT DIRECTORY WAS COMPILED FROM EAA AIRCRAFT REGISTRATION CARDS SENT TO EAA BY THE BUILDER. IF YOUR AIRCRAFT HAS NOT BEEN LISTED. PLEASE REQUEST A REGISTRATION CARD FROM EAA.

CUSTOM BUILT ACEY OEUCY

Thomas R. Hall

5515 Dogwood Dr., Winston-Salem, N. C. 27105

ACRODUSTER TOO

Carl Fratus Gerald Gibson Robert L. Hayes J. L. Meyers William A. Moose Dwayne J. Struck

434 N. Millwood, Wichita, Ks. 67203

1010 McClendon, Irving, Tx. 75061 R. 1. Box 341-0, Morrilton, Ark. 72110

25315 LaEstrada Dr., Laguna Niguel, Calif. 92677 10819 S. E. 25th PI., Bellevue, Wash. 98004 Box 76, Fraserdale, Ont., Canada

AEROSPORT QUAIL

William H. Blythe J. R. Hawes

Harold L. Shehane

1205 Sharon Rd., Marion, S. C. 29571 7742 Lake Tahoe Ave., San Diego, Calif. 92119 608 E. Maynard Rd., Cary, N. C. 27511 Box 802, Beckley. W. Va. 25801 16 Richardson Dr., Daleville, Al. 36322 220 Mellon St., Beckley, W. Va. 25801 504 Thomas Dr., Rossville, Ga. 30741 Road 617. Bayford. Va. 23305 1630 Roseland, Royal Oak, Mi. 48073 75 Shaw PI., San Ramon, Cal. 94583

BABY GREAT LAKES

James R. Fields Joel P. Geist James M. Moore Minot Piper Robert Rees Nicholas M. Smith

3721 Savannah Rd.. Fremont, Calif. 204 Malibou, Houma. La. 70360 RD 1, Box 111. Medusa, N. Y. 12120

1389 S. Pioneer Dr.. Abilene, Tx. 79605 RD 1, Sprakers. N. Y. 12166 20 Front St., Southampton, Ont., Canada NOH 2LO RD 2. Linda Lane. Averill Park. N. Y. 12018 22 Hollycrest Rd.. Scituate, Mass. 02060

BANTAM

Ralph Blackstock

22 Murray Hill Dr., Charleston. S. C. 29407

Howard E. Jenkins Paul E. Kauffman Donald H. Madsen Gerald P. Olsen Allan C. Parker James E. Rader George Vickers

Rt. 1, Box 411, Coushatta, La. 71019 2712 E. Southlake Blvd.. Grapevine, Tx. 76051 521 Orange 146, El Chula Vista. Cal. 92011 614 Mercury Ave., Henderson. Nev. 89015 722 N. Westview, Derby, Ks. 67037 104 Woodbine Circle. Fort Walton Beach, Fla. 32548 4959 Kingshill Dr. 303, Columbus, Ohio 43229

17264 Penrod, Fraser. Mi. 48026 5050 Place Giroux, Charlesbourg. due.. Canada G1H 4L1 18819 Cabral. Saugus, Calif. 91351 420 S. Division, Traverse City, Mich. 49684 RR 3, Ft. Dodge, Iowa 50501 20467 Woodside, Harper Woods, Mich. 48225 8825C 106 Ct. S.W., Tacoma. Wash. 98498 8411 Leader St.. Houston. Tx. 77036 17640 Gilmore St., Van Nuys, Calif 91406

Thomas J. Baxter, Jr. Andy Borysko Alfred B. Carpenter Michael S. Cohen

6 Scots Ct., Walnut Creek, Calif. 94596 40 High Meadow, Walden, N. Y. 12586 23718 Soresina. Laguna Hills. Calif. 92653 14713 Batavia Dr., Centreville. Va. 22020 33 Central Ave. 5H, Staten Island. N. Y. 10301 10008 Westleigh Dr., Huntsville, Ala. 35803 1098 Richton Place, Richton Park. III. 60471

Bryan Collinsworth

8541

William G. Cook

Box 6074, Daytona Beach. Fla. 32022 Rt. 4, Box 905, Panama City, Fla. 32401

Robert L. Arthur

John Cowan

Thomas H. Denison Robert E. Dennison Maurice R. DePrez Harry R. Dittmyre

Richard Gaglianone Ted A. Gardiner Robert Giesey Herman M. Hall. Sr. Maurice W. Hall Barry Harper Marmond H. Hempec

J. B. Hickey Paul J. Houghton R. A. Hulme Joseph M. Jania

Osteen St.. Jacksonville, Fla. 32210

15004 Belvoir Dr., Minnetonka. Minn. 55343

Box 2161, Hq. 17AF. APO New York, N. Y. 09130 1332 W. Davis St.. Burlington, N. C. 27215

Mike Wentworth Jack E. Wolf Jack Yovanov

Rt. 1, Box 32, Chesterfield. Mo. 63017 4313 E. University. Phoenix, Ariz. 85934

Ohio 45225

BREEZY

Edgar J. Hammond, Jr. John N. Hassengen Pablo A. Useche

Baddacook Pond Rd., Groton. Mass. 01450 R. 2, Box 179, Constantine, Mich. 49042 C.A. Vencemos Lara. Apt. 577, Barquisimeto, Venezuela

CASSUTT

Dennis A. Day Wilbur Draves James Harley Al Main Larry S. Blank

Charles S. Bonfield Michael W. Canion Jack Rollins G. M. Barber

RR 2, Vincennes. Ind. 47591 8874 S. Main St., Hometown. III. 60456

128 Timothy Dr.. Tallmadge. Ohio 44278 813 Thompson Ave.. Sioux Falls. S. D. 57101

RR 3, Princeton, Ont., Canada NOJ 1VO Box 1208, Medford. Ore. 97501 5014 Tom Stafford, Kirby, Tx. 78219 2500 Timberlane, Muncie, Ind. 47302 267 Southall, Winnipeg. Man.. Canada R2V 1V2

Karl D. Franke Nicolas Leonard "J" Hartley Locher Don Ostrem

79 Fuller St., Buffalo, N. Y. 14207 1438 N. Shields, Ft. Collins, Colo. 80521

R. P. Ryan

4969 Effingham PI., Dayton. Ohio 45431

Enver J. Silkman Thomas J. Steinbrenner Maurice J. Topf

1137 Hooksett Rd. 1, Hooksett, N. H. 03104 Brooklane Village L-1, Ellensburg, Wn. 98926 125 Airview Dr., Box 288, Sergeant Bluff. Iowa 51054

Jess Young

25712 18th Ave. S., Kent. Wash. 98031

COUGAR Timothy A. Lunceford

810 Waverly, Albany, Ore. 97321

69 Murray St., Norwalk. Conn. 06851

17107 S. E. Cougar Mt. Rd., Issaquah. Wash. 98027

CVJETKOVIC CA65

Eugene Akers Gerald G. Sanders John Sereikas Andrew Philipczak

Oceana. W. Va. 24870 4311 Haywood St., N. Little Rock, Ark. 72117 803 Rose Ave.. Prospect Heights. III. 60070

19607

Dennis W. Hester Fred B. Jacobsen Real Trudeau James S. Petralba, Sr.

943 Miller Ave., San Jose, Calif. 95129 7562 Seine Dr., Huntington Beach, Calif. 92647 229 Seabury Rd., Bolingbrook, III. 60439 Rt. 3, Box 248, Leland, N. C. 28451

33 Chester Pike, Apt. D-4, Ridley Park, Pa. 19078 2625 Berry Dr.. Fairfield. Calif. 94533

30194 W. Chicago. Livonia. Mich. 48150

914 Denver Place. Oxnard. Calif. 93030

DYKE DELTA

Sally Alien Pete Blatt Malcolm Burton Lee Dennis

108 Hemlock. Warner Robins. Ga. 31093 403 Rightor St.. Houma, La. 70360 761 Camino Cos Conches, Thousand Oaks. Calif. 91360 115 So. Franklin St., Tampa, Fla. 33602

123 Ammons Dr.. McMurray, Pa. 15317 1739 W. 26th St., Lawrence, Ks. 66044 5032 Des Galets, St. Leonard. P. O.. Canada H1R 1S9

DER JAGER

Birch Dr., Mickleton. N. J. 08056

5019 N. Second St.. Phoenix, Az. 85012 9400 Hartland Rd., Fenton, Mich. 48430 Box 66, Glasgow, Va 24555

1014 Crestview Ave., Montrose Manor, Reading, Pa.

DAVIS DA-2A

Jerry and Charles Spry

Robert L. Kapp

66 APRIL 1975

4605 Devonshire, Detroit, Mich. 48223

2101 Botulph Rd., Rt 3. Santa Fe, N. M. 87501 37944 Hazel, Mt. Clemens. Mich. 48043 5505 N. Brookline, Apt. 909. Oklahoma City, Okla. 73112 1408 Alabama Ave.. Holly Hill, Fla. 32017 1707 33 Robinson St.. Hamilton, Ont, Canada L8P 1Y8 c/o Vulcan-Cincinnati, Inc., Arlington St., Cincinnati,

36 Hudson Dr., Hyde Park, N. Y. 12538 5656 Towers St.. Torrance. Calif. 90503 247 Beech St., Kearny, N. J. 07032

William M. Johnson

Rod McKenzie Len Marzewski

33321 Winchester Dr.. Westland, Mich. 48185 823 Keeven Ln.. Florissant. Mo. 63031 4318 N. E. 6 Ave.. Fort Lauderdale. Fla. 33334 48 Concord St., Ormond Beach, Fla. 32074 14735 Amberwood Ln., Morgan Hill, Calif. 95037

DAPHNE

BEDE BD-5

Norman G. Alumbaugh John Anderson

5091 Lorin Dr., Utica, Mi. 48087

COOT

BEDE BD-4

Ardis V. Almond J. R. Armstrong Sam Campola Eldon L. Carlisle Alien E. Daniels Harry E. Dunivant Robert W. Esau Robert Hamilton Roland Hayet

Barrett Stolte Reinhold A. Springer Robert Thompson John O. Toliver Jerry Vanden Bosch Ben T. Wade III Wayne Walraven Arthur W. Walsh, Jr. Nathan G. Watts Lawrence O. Webster

203 Key Garden Dr.. Coraopolis, Pa. 15108 Camden Ave. Ext, Eden, Md. 21822 23100 S. W. 152 Ave.. Miami, Fla. 33170 9116 Jennifer PI., Midwest City, Okla. 73130

CAVALIER

BAKENG DUCE

Gerald D. Jones Richard H. MacAllister

Harry Sieckmann

William J. Wells

BABY ACE

Raben H. Cook James N. Duke Eugene R. Hilbert J. Reid Lassetter Eugene Lemieux R. T. Perreault George Renquist

Russell B. Musta Stuart D. Nelson Richard E. Ouigley Raylon R. Rogers Ren Sagaert Kenneth R. Shuman

2160 So. Garnett St., Tulsa, Okla. 74129

EAA ACRO SPORT

George A. Fuller Ernest L. Hand Tim Whittaker P. L. Windh

220 Walden, Santa Paula, Calif. 93060 6902 E. Belleview, Scottsdale, Ariz. 85257 19 Moore Ave., Brunswick, Maine 04011 2034 W. 235th St., Torrance, Calif. 90501 56 Highland St.. Hudson, N. H. 03051 5026 Olympia, Corpus Christi, Tx. 78413 306 E. 11th St., Apt. C, Hanford, Calif. 93230

382 Clarksville Court. Mississauga, Ont, Canada L5A 1G8

EAA SUPER ACRO SPORT

Ralph W. Cashen, Jr.

Bill Chester Don Gulihur Jim Pollauf

RFD 1. Harwich. Mass. 02645 2907 N. Jefferson Blvd., Lorain, Ohio 44052 2465 Felspar. San Diego, Calif. 92109

3013 Sherbrook Rd.. Toledo, Ohio 78660

MONNETT SONERAI II

EAA BIPLANE

William Hatch

3371 Bucyrus Rd.. Marion. Ohio 43302

FLY BABY

Bill Browning

Paul A. Ennis Bruce Heiner Les and Gwen Hems Jack M Hurdle. II Don M. Jenkins

Cal and Kevin Knsten Earl W. Magnus Robert J Mork

1206 Morrow. Austin. Tx. 78757 Rt 6. Box 88. Parker Rd . Salisbury. Md 21801

585 Ceder Dr.. Bow. Wash 98232 8 Sapling Court, Etobicoke. Ont.. Canada 120 Nelson Dr. Baton Rouge. La 70808 1273 Rivermont Dr . Melbourne. Fla 32935 1001 S W 136th St . Miami. Fla 33156 16152 Debra Dr.. Oak Forest. Ill 60452

912 Plaza Dr. Joiiet. III. 60435

R Butterfield James C Corbitt, Jr Dennis Irwm Daniel J. Wnght MUSTANG II

Ralph Hardeman Ted C Harper Ed E Hebert

4950 Norman Rd . Stone Mountain. Ga 30083

James E. Knight Paul D Jackson

8440 Yarrow St.. Arvada. Colo 80005

Jesus D Lara

Box 8245. University. Ala 35486

J. F Rushing

147 Newton Ave.. Jamestown. N. Y 14701

Tom Walpole

J. E Thompson

604 E Prospect. Norfolk. Nebr. 68701 1578 Elm St., Denver. Colo 80220

ORIGINAL DESIGNS

Steven H. Womack

104 Farmhill Dr.. Summerville. S C 29483

Gil Baker

David Orange. Jr David R Quick Michael L Schulz

FLAGLOR SCOOTER Jim Coflin

4604 Hillbrook D r . Annandale. Va. 22003

Kenneth J Detjen

2000 Marquita. Waco, Tx 76711

GREGA AIR CAMPER

3119 N. Auburn Rd . Indianapolis. Ind 46224 5806 Rockwood Ln , Orlando. Fla 32809 16 Lakewood Cres . Naughton. Ont, Canada 80 Evans St Osterville. Mass 02655

2527 Cranford Rd.. Columbus. Ohio 43221 707 Madone St Mont Launer. Que Canada J9L 1T2 521 N Gerry. La Habra. Calif 90631 327 S. Avenue 60. Los Angeles. Calif. 90042 1909 Rustic Dr.. Piano. Tx. 75074 203 E. Washington Ave.. Biloxi. Miss 39531

508 N Vermont. Royal Oak. Mich 48067

Paul M Barton

751 Gradient Dr.. St. Louis. Mo. 63125

Glenn R Baynes William Broadley Julius G. Cook Pat Donahue Greg Hanegraaf

13331 Woodm Rd.. Chardon. Ohio 44024 78 E Stewart Ave.. Lansdowne. Pa 19050 Rt 2. Box 78. Branson. Mo 65616 4645 Haverhill. Detroit. Mich 48224

Box 64. Rt 4. Appleton. Wise 54911

Jose Ma Davila

Fuentes 235 Pedregal De San Angel. Mexico. D F 20

Richard V. Harnngton

Box 72. Red Hook. N Y 12571

Bill Ortmann

523 N 14th St.. Niles. Mich 49120

Millard Raney

1001 McLam. Newport. Ark 72112

George R Henderson J L. Clark William Strother James Bryan Kreimendahl

9662 Dodson Way. Villa Park. Calif. 92667

Donald W Long

622 N Eastside Dr.. Lakeland. Fla 33801 201 E Washington Ave . Biloxi. Miss. 39531 7757 California Ave.. Riverside. Calif 92504 2216 W Chandler Blvd.. Burbank. Calif 91505 4623 Gage. Boise. Idaho 83704 8814 Bellwood Rd.. Bethesda. Md 20034 10601 Washington Way 4. Everett. Wash 98204

HANG GLIDER

Ken Lenz

Robert J Matthews Martin Pntzl

HATZ

John A Anderson

Rt 2. Box 3146. Palmetto. Ga 30268

R B Andrews

10505 94th Ave E . Puyallup. Wash 98371 1407 Mini Dr. Valleio. Calif 94590

Bob Buck Al Butler Robert F. Dangelo

Rt 2. Box 174. Blairstown. N J 07825 Washington St.. Franklin. Mass. 02038

Harlan E Darr

541 Kelly Dr.. Golden Valley. Mn. 55427

Edward A Evans

2838 Drake. Costa Mesa. Calif 92626 1114 2nd Aye.. Nebraska City. Nebr 68410 9706 Wichita Ave . College Park. Md 20740

Donald L Hanelme Richard D Hongan. Jr Harold W. Lmdquist Harold A Lossner Arnold McKeeman

William Natale

Freddy E Roberts Charles Sullivan Harold J Wamser Don A Williams

Kestutis L Zigaitis

4871 Washington. Kansas City. Ks 66104 2457 Fowler St.. Ft Myers. Fla. 33901

1774 E. 31st. Cleveland. Ohio 44114 3805 W Rogers Ave . Tampa. Fla. 33611 6820 S Maplewood. Chicago. Ill 60629

OSPREY

Ron Clarke Fred E Uinch

6 Zaph Ave . West Hill. Ont. Canada M1C 1M6 80 Harris PI . Apt 45. Fremont. Calif. 94536

1308 Christian Hills Dr . Rochester, Mich 48063

4115 8th St Place. Des Momes. Iowa 50313 406 Napier St E . Walkerton. Ont Canada Brookview Trailer Park. Lot 25. Greenfield. N Y 12833

PAZMANY PL-1 Don Hill

11777 S 87th Ave.. Tulsa. Okla 74008

Martin OndruS Henry S Proescher. Jr Richard H Stover

11431 W. 22nd St.. Hinsdale. Ill 60531

PAZMANY PL-2

4613 Twin Lane. Virginia Beach. Va 23455

Eugene Kowalski

237 Burtman Dr.. Troy. Mich. 48084

38 Farm Rd . Sherborn. Mass 01770

Bryon D. Montgomery

18275 Birwood. Birmingham. Mi. 48009

Stanley Zapalik

3820 W 28th St.. Chicago. Ill 60623

T J Theunissen

10 Daniel S t , Rhodesfield Ext., Kempton Park 1620. South Africa

Eli Wmtteld

1439 E 86th St.. Brooklyn. N Y 11236

HEADWIND J T Eggei

R S Isaak JODEL Norm P Batlot

A R Beasley

Rt 1. Box 186A. Gurdon. Ark 71743 705 G Ave . Eureka. S Dak 57437

Box 101A4. Rhmebeck. N Y 12572

H S Hickman. Jr

375 Johnston Ave . Courtenay. B. C . Canada V9N 2Y2 703 W Gayle. Edna. Tx. 77957

John M Macauley Gerhard Novotny

960 Claggett St.. N. E . Salem. Ore 97303 10975 158 St.. Edmonton. Alia . Canada T5P 2Y8

JUNGSTER E Lugo

697 Calie Grace. Rio Piedras. Puerto Rico 00924

PAZMANY PL-4 James L Brown Glenn Miller

Thomas L Nitz Patrick Raciti Allan Paul Seipman Donald E Walsh

525 Benmngton Terr , Ridgewood. N J 07460

P. O. Box 12. Orem, Utah 84057 3 Oak Road. Muncie. Ind. 47303 28 High S t . Poughkeepsie. N Y 12601 2314 W 18th 91. Houston. Tx 77008

7 Denmson. Bourbonnais. Ill 60914

PIEL

David J. Clark

81 Cambridge Dr . Red Hook. N Y. 12571

PIETENPOL JUNIOR ACE EAA Chapter 402 Ralph B. Mott

Steven Turoski

Paul Castme

102 W Balboa D r . Tempe. Ariz 85282

Newark, Ohio

Thomas W Hulm

1816 Marion Ave North Augusta. S. C 29841 565 W Del Rio. Chandler Ariz 85224

Chuck Larsen George H Loeb. Jr Gary L Richmond

General Delivery. Lac Du Flambeau. Wise 54538 8130 Pt Douglas Dr. Cottage Grove. Mn 55016

12280 S. W. 31st. Miami. Fla 33175

781 Michael St , N E . Atlanta. Ga 30329

Stu Aleshire

16640 Nearview Dr Saugus. Calif 91350

Godfrey Aquilmo

1646 E 2nd St.. Brooklyn. N Y. 11230 340 Wenonah. Traverse City. Mich 49684 7078 So. Umta St.. Englewood. Colo 80110

MAROUART

John H. Matthews MIDGET MUSTANG Terry G Gardner Richard L Woodrufl

22 Arrowhead Est. C t . Chesterfield. Mo 63017 129 Elder St.. Birmingham. Ala 35210

1082 Oilman Rd . Marquette. Mich 49855

MINI CAB Jack D Manning

1513 Caldwell St . Longview. Tx 75601

MINI COUPE

R A Keating

Box 333. Boerne. Tx 78006

Ralph Lawhon. Jr

3201 Auburn Rd.. Huntington. W Va. 25704

Donald E Martin

1171 S Westmorland Ave.. Apt 3. Los Angeles. Calif 90006 1812 Melody Ln . Garland. Tx 75041

O. E. Miller Donald E Schley Dale D Vesey

226 Belmar Blvd . Avon Lake. Ohio 44012 329 W St James Circle. Holland. Ohio 43528

MINI MUSTANG

Charles G Walker in

Rt 2. Box 243-H. McMmnville. Ore. 97128

MONG SPORT

Robert Geary

R 2. Fairbank. Iowa 50629

Edward Saurenman

5904 McMillan Cr . Columbia. S C 29210

MONNETT SONERAI I Scott Kesterson John H Krauer

221 W Kcrr. Centralia. Ill 62801 22626 Petersburg. East Detroit. Mich 48021

Kenneth L Wilson

1008 Witherspoon Dr Kokomo. Ind. 46901

2126 30 Ave. S W , Calgary. Alberta. Canada T2T 1R4

PITTS

Whitney W. Ballantine Daniel J Beckman C R Cottle. Jr Kevin M Cunmngham

MIGNET Elton Barnum

2023 Park Lane. Holt. Mich. 48842 Acme Skyport. Williamsburg. Mich 49690

L R Trager A C Wood

KNIGHT TWISTER

Garry L Pope

7037 Suburban Arch. Norfolk. Va 23505

W Haywood Davis Robert L Heuer Leo Mansuetti Jacob F Nielsen Ralph R Nielsen Jack Payne David F Sharpe W R Smith

Rt 9. Box 237. Beckley. W Va 25813 703 Kennedy St.. Marshall. Minn 56258

P O Box 337. Pelzer. S C 29669 RFD 2. Box 157-C. Maple Park. Ill 60151 3645 E 69th PI.. Tulsa. Okla 74136

2600 E 5th. Anchorage. Alaska 99501 RR 1. Box 109. Portland. Ind. 47371 6224 E 28th St.. Tulsa. Okla 74114 16801 S W. 77 Ave . Miami. Fla 33157

220 Wnght Road. Beckley. W Va. 25801

Dick Winn

6568 Gundry Ave . Long Beach. Calif 90805

RACERS Vie Milford. Jr. Charles G Lamb

3867 Steuben Court. Fremont. Calif 94538

RV-3 E T. Barnes John Bolding Donald Crozier

Fay J Gibson Merv Henkes J D Keeshan

Robert J. Thompson

3865 Flag Dr. Palm Beach Gardens. Fla 33403 Rt 1, Box 190-A. Prince George. Va 23875

711 Scenic. Baytown. Tx 77520 1233 Dogwood. Chesterton. Ind 46304 1506 Anglecrest Way, Madison. Wise 53716 12535S E Boss Ln. Milwaukie. Ore 97222 P O Box 192. Manvel. Tx 77578 2820 Prince Rd . Crescent City. Calif 95531

SPORT AVIATION 67

CALENDAR OF EVENTS Items to appear in Calendar of Events in SPOHT AVIATION must be in EAA Headquarters office by the 5th of the month preceding publication date. APRIL 6 — MESA, ARIZONA — 9th Annual Desert Sportsman Pilots Association Benefit Air Show. Falcon Field. Contact: Bill Bullock, 3325 E. Turquoise Ave., Phoenix, Ariz. 85028 - (602) 996-3586.

MAY 24-25 — SALISBURY, NORTH CAROLINA — 5th Annual Fly-In

sponsored by EAA Chapter 378. Contact Jeff Clarke, 3326 Colony Dr., Jamestown, N. C. 27282. (919) 454-1727.

MAY 24-26 — CLARKSDALE, MISSISSIPPI — 5th Rebel Regional "5" Category Aerobatic Contest. Contact Chuck Mann, 3544 Windcrest Dr. No. 3, Memphis, Tenn. 38116.

APRIL 10-13 — APPLE VALLEY, CALIFORNIA — 1st Annual 49er Gold Cup Aerobatic Contest sponsored by IAC Chapter 49. Four category contest. Apple Valley Resort Airport (80 miles NE of Los Angeles). Contact Jim Rossi, T8558 Mayall St., Northridge, California 91324,

MAY 25 — SANDPOINT, IDAHO — Pend D'Oreille Flyers 5th Annual

Fly-In Breakfast. Contact Bert Wilkinson, Rt. 1, Box 487, Sandpoint, Idaho (208) 263-6670.

(213) 886-7297.

MAY 2-4 — BURLINGTON, NORTH CAROLINA — Spring Fly-In sponsored by EAA Chapter 395 (Antique). Banquet Saturday night. Contact Ray Bottom. Jr., Box 98, Newport News, Va. 23607.

MAY 25 — TOUGHKENAMON, PENNSYLVANIA — Colonial Flying Corps Museum Annual Air Show and Open House. Rain date — May 26 or June 1. Contact Alexis I. du Pont, P. O. Box 171, Toughkenamon, Pa. 19374.

Cessna 170 Association Southeast Regional Fly-In. Callaway Gar-

MAY 25 — PORTAGE, WISCONSIN — Fly-In Breakfast sponsored by EAA Chapter 371 and Columbia County Flying Assn.

dens. Contact: Bob Wylie, Box 398, Chester, S. C. 29706. (803) 3774613.

MAY 29-31 — ORMOND BEACH, FLORIDA — 1st Annual Coquina Auto

MAY 3-4 — OROVILLE, CALIFORNIA — 4th Annual Fly-In. Only joint

and Air Show. Static displays, aerobatics, air Oriented celebrities. Plaques for all entries, awards luncheon. Contact William A. Johnson, Air Show Coordinator, Box 2153, Ormond Beach, Fla. 32074.

MAY 2-4 — PINE MOUNTAIN, GEORGIA — 2nd Annual International

land and seaplane event in California. Fuel available. Contact E. H. Boggs, 3012 Olive Hwy., Oroville, Calif. 95965.

MAY 31 • JUNE 1 — CAMBRIDGE, MARYLAND — Potomac Antique

MAY 3-4 — CORONA, CALIFORNIA — Southern California Regional EAA Fly-In sponsored by EAA Chapters 7, 11, 92, 96 and 494. For information contact Terry Davis, 13905 Envoy Ave., Corona, California 91720. (714) 735-8639.

Aero Squadron Annual Fly-In. Horn Point Airport located on the Frank DuPont estate, WSW of Cambridge. Beautiful grass runways, no registration fees, free camping — just a super fun fly-in. Contact Sam Huntington, Fly-In Coordinator Avery Road, Shady Side, Maryland 20867. Telephone 301/261-5190.

MAY 4 — DAYTON, OHIO — All day EAA Chapter 48 meeting. Moraine Air Park. Free breakfast for homebuilt pilots.

JUNE 1 — BEND, OREGON — 2nd Annual Fly-In. Sponsored by Ore-

MAY 10 — KENT, OHIO — Air Expo '75 - EAA Fly-In. Kent State Univer-

gon Pilots Association. Contact Sonny Kline, Rt. 3, Box 883, Bend, Oregon 97701.

sity Airport. Rain date — May 11. Contact Rob Garrett, c/o KSU, Van Deusen Hall, Aerospace Technology, Kent, Ohio 44242. MAY 11 — HAVRE, MONTANA — Air Show - Havre City/County Air-

port. Contact Rod Herrig (406) 265-4579. MAY 11 — LIVERMORE, CALIFORNIA — 6th Annual Livermore Fly-In/

Air Show. May 11, rain date May 18. Contact AIRSHOW, Box 524, Livermore, Calif. 94550.

JUNE 1 — EARLVILLE, ILLINOIS — 1st Annual Fly-In Lunch. Sponsored by EAA Chapter 263. Contact Randy Novak, R & R Airport, Earlville, III. 60518 - 815/246-9870.

JUNE 1 — DE KALB, ILLINOIS — EAA Chapter 241 11th Annual Pancake Breakfast Fly-ln/Drive-ln. 7:00 A.M. De Kalb Airport - note powerline west. JUNE 1 — NORTHHAMPTON, MASSACHUSETTS — Chapter 166 Fly-

MAY 15-18 — KANSAS CITY, MISSOURI — AirFair 75. Contact Kay Ferguson, (816) 471-0514.

MAY 15-18 — FRANKLIN, NORTH CAROLINA — Eastern 195 Associa-

tion annual business and maintenance meeting. Contact D. C. Barbot. Box 1154, Florence, S. C. 29501. (803) 662-8405.

In. Rain Date June 8. Contact William Edwards, 25 Madison Ave., Northampton. Mass. 01060. (413) 586-0044. JUNE 1 — BURLINGTON, WISCONSIN — Chapter 18 Annual Fly-In.

Contact Bob Grimm, (414) 762-3421. Rain date June 8. JUNE 6-8 — ORANGEBURG, SOUTH CAROLINA — 6th Annual Old

MAY 17-18 — CONROE, TEXAS — Antique-Classic Chapter 2 (Hous-

South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.

ton) sponsored fly-in. Montgomery County Airport. Contact J. J. Paul, 1518 Ronson Rd., Houston, TX. 77055. (713) 465-5361. MAY 17-18 — HARVARD, ILLINOIS — Dacy Chapter Antique Airplane

Association Annual Fly-In. Dacy Airport. Contact Loel H. Crawford, 608 Old Orchard Road, Harvard, III. 60033. MAY 17-18 — ENID, OKLAHOMA — 3rd Annual EAA Chapter 455 Fly-In

JUNE 6-8 — MERCED, CALIFORNIA — 18th Annual Merced West Coast

Antique Fly-In. Early bird party June 6. Air Show Sunday. Contact Linton Wollen, Director, Box 3212, Merced, Calif. 95340. (209) 7226666. JUNE 7-8 — FRANKLIN, VIRGINIA — Old Dominion Chapter 339 spon-

sored Fly-In and Air Show. Municipal Airport. Air Show on June 8, 2:00 P.M. Contact George Hillier, 1453 Westover Ave., Norfolk, Va.

and Air Show. Dinner and Awards, Saturday; breakfast and air show, Sunday. Contact: Ray Cunningham, 2225 E. Ash, Enid, Okla. 73701. Telephone 405/234-3014 or Chuck Dulaney, 1735 Pawhuska, Enid, Okla. 73701. Telephone 405/234-1401.

JUNE 7-8 — ATCHISON, KANSAS — Annual Fly-In sponsored by Great-

MAY 18 — QUINCY, FLORIDA — 3rd Annual EAA Fun Fly-In. Sponsored by EAA Chapter 445. Contact: Charles G. Smith, 2065 Edenfield Rd., Tallahassee, Fla. 32303

JUNE 8 — CANTON, OHIO — Fly-In and Air Show sponsored by EAA

MAY 18 — LOCKPORT, ILLINOIS — 4th Annual EAA Chapter 15 Fly-In Breakfast. Lewis-Lockport Airport. 8 'til noon. Rain date May 25.

See first complete "V" Star of 12 under construction. Contact: Richard Fry, 8610 W. 92nd St., Hickory Hills, III. 60457.

23878. (804) 623-5509.

er Kansas City Area AAA Chapter. Amelia Earhart Memorial Airport. Contact Bill Hare, 6207 Riggs, Mission, Ks. 66202.

Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave., S. E., Canton, Ohio 44711. JUNE 8 — ALLENTOWN, PENNSYLVANIA — Queen City Airport - 3rd Annual Informal Fly-In. Cash Prizes. Contact Joe Tarofis — (215) 865-9478.

MAY 23-26 — WATSONVILLE, CALIFORNIA — 11th Annual West Coast

Antique Aircraft Fly-In. Antique, Vintage, Classic and AmateurBuilt aircraft. Static displays, flying events, air show, trophies, Friday and Saturday night get-acquainted parties. Sunday Awards Banquet. Contact: W. B. Richards, 2490 Greer Rd., Palo Alto, Calif. 94303. MAY 24-25 — TULSA, OKLAHOMA — Fly-in sponsored by EAA Chapter 10. Harvey Young Airport. Cookout evening of 23. Contact John Pierce, 184 E. 42nd Place, Tulsa. Okla. 74105. (918) 743-1236. 68 APRIL 1975

JUNE 8 — ZANESVILLE, OHIO — 3rd Annual EAA Chapter 425 Fly-

In Breakfast. Contact: Dave Workman, 400 South St., Zanesville, Ohio 43701.

JUNE 8 — CORRY, PENNSYLVANIA — EAA Chapter 160 Annual Fly-

In/Breakfast, Lawrence Airport. Spot landing contest on arrival. Contact Harry Hipwell, 266 E. Fairmount Ave., Lakewood, N. Y. 14750. Rain date — June 15.

JUNE 13-15 — DENTON, TEXAS — 13th Annual Fly-In sponsored by Texas Antique Airplane Association, Inc. Contact Myrna Johnson. 2516 Shady Brook Dr.. Bedford, Tx. 76021. (817) 283-1702. JUNE 14-15 — FREDERICKSBURG, VIRGINIA — 8th Annual Antique Aircraft Fly-In. Shannon Airport. Awards Banquet. Contact John B. Maas. Jr.. Shannon Airport, Box 509. Fredericksburg. Va. 22401.

JULY 29 — 23rd ANNUAL FLIGHT RALLY TO OSHKOSH. WISC. — Spon-

sored by AC Spark Plug Division. Starting points: Kansas City. Mo.; Dayton, Ohio; Flint. Mich.; Minneapolis. Mn ; Omaha, Nebr ; St. Louis, Mo. Contact AC Aviation Department. Flint, Mich. 48556 for

details. JULY 29 - AUGUST 4 — OSHKOSH, WISCONSIN — 23rd Annual EAA International Fly-In Convention.

JUNE 14-15 — PORTERVILLE. CALIFORNIA — 26th Annual Moonlight

Fly-In and Air Show. Static displays, aerobatics, sky diving and flying antiques. Contact PAPA. 1893 S Newcomb. Porterville Airport, Porterville, Calif. 93257.

AUGUST 24 — WEEDSPORT, NEW YORK — Air Show and Fly-In Breakfast sponsored by EAA Chapter 486. Whitfords Airport. Contact Dick Forger, 204 Woodspath Rd.. Liverpool, N. Y 13088.

JUNE 14-15 — CRYSTAL FALLS. MICHIGAN (Upper Peninsula) — 3rd

SEPTEMBER 5-7 — GALESBURG, ILLINOIS — 4th National Stearman

Annual Fly-In sponsored by EAA Chapter 439. Static displays, flyin events. Club Work Day - 14th; Air Show - 15th. Free 25 gallons gas to all homebuilts flying in. Primitive camping available. Contact Jim Lyle. 141 Albatross. Sawyer AFB, Mien. 49843.

Fly-In. Galesburg Municipal Airport. Contact Jim Leahy, 445 N. Whitesboro, Galesburg, III. 61401 or Tom Lowe, 823 Kingston Lane. Crystal Lake. III. 60014. SEPTEMBER 19-21 — KERRVILLE. TEXAS — Southwest Regional

JUNE 14-15 — SANTA ROSA. CALIFORNIA — 4th Annual Fly-In spon-

sored by EAA Chapter 124. Sonoma County Airport. Contact Art Beer. Box 6192. Santa Rosa. Calif. 95406.

JUNE 15 — WEEDSPORT. NEW YORK — 2nd Antique-Classic and Homebuilt Fly-In/Pancake Breakfast. Trophies. Sponsored by EAA Chapter 486. Whitfords Airport. Contact Dick Forger. 204 Woodspath Rd., Liverpool, N. Y. 13088.

JUNE 15 — UPLAND. CALIFORNIA — Aircraft Swap Meet and Pancake Breakfast sponsored by EAA Chapter 448 Cable Airport Contact Don Barber. 917 Alta Loma Or . Corona. Calif. 91720 JUNE 20-22 — PAULS VALLEY. OKLAHOMA — Greater Oklahoma City

Antique Airplane Association Fly-In Contact Jerry Horn, 2008 Nail Parkway, Moore, Okla. 73160. JUNE 21 — MIDDLETON. WISCONSIN — Wisconsin 99 Proficiency

Air Derby. Morey Airport P.I.C. must be female. Co-pilot required - male or female (need not be a pilot). Send $2 00 for race kit. Pat Weir, R. 5. Box 162. Marshfield, Wise. 54449 JUNE 21-22 — SALEM. ILLINOIS — Fly-In Salem-Leckrone Airport.

Sponsored by EAA Chapter 16. Contact Robert E. Tarrant, Box 474, Effingham. III. 62401. JUNE 21-22 — HAMILTON. ONTARIO. CANADA — Air Show sponsored

by Canadian Warplane Heritage. Contact Dennis J. Bradley. Canadian Warplane Heritage. Inc., 550 Kipling Ave., Toronto. Ont.. Canada M8Z 5E9 JUNE 21-22 — ATLANTA. GEORGIA — 6th Annual Aerobatic Contest

sponsored by IAC Chapter 3 Bear Creek Airport. Practice Day, June 20. Contact Greer Parramore, 4880 Clark Lake Way. Acworth. Ga. 30101. JUNE 22 — ELKHART. INDIANA — Fly-In and Air Show. Sponsored

by EAA Chapter 132 and Mishawaka Pilot Club. Breakfast at 6:00 A.M. JUNE 22 — PLYMOUTH. MICHIGAN — Spring Fly-In sponsored by

EAA Chapter 113 and Plymouth Aero Mettetal Airport. Pancake Breakfast. Contact Lew Marzewski. 30194 W. Chicago. Livonia, Mich. 48150. (313) 421-9328. JUNE 22 — PLAINFIELD. ILLINOIS — 2nd Annual Fly-In Flea Market.

Sponsored by EAA Chapter 461. Clow International Airport. Contact Art Froehlich. (815) 436-3930 or (312) 968-7454 JUNE 22 — RIO, WISCONSIN — 5th Annual Fly-ln/Drive-ln Breakfast.

All aircraft types welcome JUNE 27-29 — FRANKLIN. VIRGINIA — Annual Fly-In sponsored by Old

Dominion EAA Chapter 339. Contact George Hillier, 1453 Westover Ave.. Norfolk. Va. 23878 (804) 623-5509. JUNE 28-29 — BURLINGTON, WISCONSIN — 3rd Annual Cub Fly-In

Sponsored by EAA Antique-Classic Division All vintage and homebuilt aircraft invited. JULY 23-27 — MINNEAPOLIS. MINNESOTA — Annual American Bonan-

za Society Convention. Headquarters: Radisson South Hotel. Contact Ralph G. Haesloop, Chemung County Airport, Horseheads, N. Y. 14845. Telephone 607/739-5515 JULY 26-31 — FOND DU LAC, WISCONSIN — 10th Annual EAA/IAC

International Aerobatic Championships Sponsored by International Aerobatic Club. Practice Days — July 26, 27 Contest Days — July 28, 29. 30. Rain Date — July 31. Contact Sam Huntington,

Contest Chairman, Avery Road, Shady Side, MD 20867.

Fly-In. Contact Bill Haskell. Box 1235. Kerrville, Texas 78028 (512) 995-2791.

FAIR-WEATHER FLYING Richard L. Taylor 276 pages $7.95 Macmillan Publishing Company, Inc. 866 Third Avenue New York, N.Y. 10022 How would you like to have an airplane much better than the one you now fly without spending another nickel? Richard L. Taylor tells you how to get more out of your airplane, not by purchasing more "black boxes" but by making 100% use of your capabilities, the potential of the airplane, and already installed nav-com gear. And, for added safety at no extra cost — how about sharpening those skills learned in flight training such as power-off approaches and soft-field take-offs? In the chapter "Killing the Sacred Cow" you will find your "new" crosswind gear. Who says you have to follow the centerline of the runway in every wind condition? Us-

ing the ideas here could mean the difference between an acceptable take-off or landing during adverse wind conditions on a cross country flight or spending the days ahead repairing that sleek homebuilt. If you've built a two-place aircraft, sometime the pressure will be ON to make that flight, when, in fact, you're really thinking the conditions are not suitable. "How to Chicken Out in Front of Your Friends" offers three surefire, and logically acceptable, ways to do so. The chapter on turbulence defines the various types, tells how best to avoid them, and, if all is lost, includes instructions on how to talk to your aircraft. "Airplane, I'm sorry I brought you here, but we're in it together and I'm going to get us out of it." (If the airplane answers, there are bigger problems than can be taken care of by reading the book.) Dirty windshields aren't all bad — not if you "follow the bug" to a perfect landing each time. And when the fiatland pilot encounters mountain strips, the "bug" becomes indispensable. Are your radio communications sparce but complete or is a five word acknowledgment extended into a paragraph? This book is a well-written compilation of expert hangar talk, spiced with humor. Hopefully, these ideas will be practiced so that when you encounter situations beyond your actual experience, you can save both your airplane and your neck. In any event, you cannot help but become more knowledgeable by reading this book and a better pilot by practicing the skills. But, please don't try everything on one day!

FAIR-WEATHER FLYING is one pilot's ideas on how to get MORE out of your airplane on EVERY flight and do

it as safely as possible. It is Richard L. Taylor's challenge to YOU!

Ann H. Pellegreno SPORT AVIATION 69

SPECIAL EAA OFFER! JEWELRY

Brooch - yellow gold sunburst with EAA emblem . $ 6.80 Charm - on white gold plate or yellow gold plate $ 4.80

Earrings - regular . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 9.80 Earrings - pierced, post-type . . . . . . . . . . . . . . . . . . . . $11.25 Wire type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.25 Lapel Pin/Tie Tac (blue and gold) ................ $ 3.00 Lapel Pin/Tie Tac (white and gold)............... $ 3.25 Tie B a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.55

JACKETS & BLAZERS New EA \Jackets in our traditional blue with double white stripes. EAA Patch over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but made of same material as jumpsuit shown above. Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jacket ........... Antique Airplane Pattern (Polyester Cotton Only) . . . . . . . . . . . . . Liners for above Jackets (order same size as jackets) . . . . . . . . .

$26.95 $15.95

Adults — Small Children — Small (5-8) Adults — Medium Children — Medium (8-11)

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Double Knit Blazer.............................. $59.95 (Above Items Postpaid)

Men's Sizes Only — 36-50 Short Men's Sizes Only — 36-50 Regular Men's Sizes Only — 36-50 Long

Note — Orders for Jackets, Blazers and Jumpsuits described on these pages should be sent to EAA Headquarters. Apparel will be shipped (allow 4-6 weeks for delivery) directly from the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight Apparel Lane and Columbia Road RD 4, Hammonton, NJ 08037. Any returns or exchanges must

be returned directly to Flight Apparel Industries. All Photos by Lee Fray

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* PUBLICATIONS

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Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . .

$39.95 $27.95 $27.95 $69.95

SIZES Ladies — 6-20 Regular Ladies — 8-20 Long

Men — 36-50 Regular Men — 38-50 Long

Note — When specifying sizes for jumpsuits, indicate height, weight and suit or dress size in addition to the above information (i.e., 40 Regular). (Above Items Postpaid)

EAA Embroidered Cloth Patches EAA - Small (cap size)......... EAA - Medium (3Vi" x AVi".. EAA - Large (5" x 6").......... EAA Wings........................ Aircraft Builder.................. Antique/Classic Division ..... I.A.C. Division................... EAA Vinyl Decals EAA Standard (round)......... EAA Winged...................... Antique/Classic Division .....

SPECIAL EAA OFFER!

$ .75 $1.95 $2.25 $1.50 $1.75 $1.75 $1.95 $ .50 $. 50 $ .50

I.A.C. Division................... $ .50

EAA IACKET REDUCED The EAA Jacket (not shown) with the triangular white panel is being

closed out. Save on the unlined

__

Basic Hand Tools, Vol. 1

__ __

Basic Hand Tools, Vol. 2 Custom Aircraft Building Tips, Vol. 1

__ __

Custom Aircraft Building Tips, Vol. 2 Custom Aircraft Building Tips, Vol. 3

__

Custom Aircraft Building Tips, Vol. 4

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Custom Built Sport Aircraft

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Handbook Design, Vol. 1

__

Design, Vol. 2

__ Design, Vol. 3 __ Engine Operation, Carburetion, Conversion __ Engines, Vol. 1 __ Engines, Vol. 2 __ Engineering for the Custom Aircraft Builder — Hoffman __ Metal Aircraft Building Techniques __ Modern Aircraft Covering Techniques __ Pilot Proficiency __ Pilot Report & Flight Testing __ Service & Maintenance Manual __ Sheet Metal, Volume 1 __ Sheet Metal, Volume 2 __ Sport Aircraft You Can Build __ Tips on Aircraft Fatigue __ Welding

__ Wood, Volume 1 __ Wood, Volume 2 __ Wood Aircraft Building Techniques

version.

75

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Lined — x-small, small, medium, large . . . . . . . . . . . . . . . . . . $19.95 Each special offer item, enclose $1.50 additional for postage and

Add 30c postage first publication, lOc each additional manual.

handling.

Other Metal Aircraft Placards........ $2.50

Plans

How to Build the Aero Sport ... $4.50 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30

Flight Bags (14" x 5" x 11W) $7.50

EAA Aero Sport................ $60.00

C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30

Garment Bags (1 suiter) ...... $2.25

Super Aero Sport Wing Drawings...................... Aero Sport Info Kit........... EAA BiPlane P-2................ Pober Pixie . . . . . . . . . . . . . . Farm Type Hangar............

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EAA (white mesh, blue visor) . . . . . . . . . . . . . $3.50 Men's sizes . . . small, medium, large x-large

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Hales Corners, Wisconsin 53130 SPORT AVIATION 71

The material in question was the urethane

LETTERS . . . (Continued from Page 5) Gentlemen: Recently I had a disturbing experience that I feel should be shared with the membership, as it raised serious doubts about the safety of certain aspects of the foam/Epoxy/Dynel construction technique. A Taylor Monoplane with plastic skin, started as a high school class project, was pulled out of alignment when the center section spars were installed. It was determined that the fuselage, which was about 90% complete when the error was found, could not be

foam used to give form to the epoxy/dynel skin. This was a light green material purchased last spring from Wicks Organ Co. I am not exaggerating when I say it burned faster than oil-soaked cloth. The epoxy-dynel was also consumed, but not as quickly. By contrast, I tested a piece of flameretardent Styrofoam in the same fire. It kindled, but burned more slowly. When I removed it from the fire, it extinguished itself. This was a light blue foam sold locally as perimeter insulation. The white untreated foamed styrene is not self-extinguishing, and should not be used for our purpose.

safely used. I stripped it of hardware and re-

As a result of this incident I have decided

useable wood, and burned it on a small pile of brush. The thing that disturbed me about all this, other than the loss of all that work and material, was the rate of combustion. The skin of the fuselage was consumed in under a minute, and gave off a dense, noxious smoke while it was burning. A pilot would have had

against using foam in the fuselage of any aircraft I build. I feel that the fire hazard of urethane and the fact that styrene would be dissolved by a gasoline leak or spill make both of these materials unsuitable for a safe aircraft. G. H. Bryan, EAA 65667

to leave the aircraft immediately to stand any chance of surviving a fire in that structure.

To the Editor: This should be of interest to fellow owners of the old Lycoming 0-145 series. The former secretary of our Chapter 304 (Jackson and Hillsdale Counties), has acquired a number of original 0-145 engine manuals, which are quite informative and complete. In the interest of placing these extremely hard-to-get items back into circulation, I'd like to point out that anyone interested in such a manual should contact Doug Anderson, 219 N. Elm St., Jackson, Mien. 49202.

Parts for the 0-145 are also becoming hard to locate in some instances. Unfortunately, many of the old Lycomings continue to languish in buildings of people who have no real use for them. I would appreciate hearing from anyone in the midwest who has a store of 0-145s or their parts he does not need, or who has an inventory of 0-145 parts he intends to keep but would be willing to sell particular parts to other owners looking for them. Thank you for providing this space. Jerry Ernst

Rt. 2 Concord, VA 24538

128 S. Manning St. Hillsdale, Mien. 49242

(Continued on Page 75)

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'

Successor to L & M Industries

3605 E. Spring St., Long Beach, Ca 90806 Dealer Inquiries Invited

1975 WARBIRD CALENDAR 6 beautiful 11 x 14 color inflight photos taken at Oshkosh. Included are F6F, P-51, FM2, P-38, P-40 and AT-6.

Order From WARBIRDS OF AMERICA P. O. Box 229 Hales Corners, Wis. 53130 Only $2.50 including postage

join the

EAA

ANTIQUE CLASSIC DIVISION * * * * * * * * * * * READ THE

VINTAGE AIRPLANE EVERY MONTH

STEARMAN! Stearman C-3R! One of the great airplanes of the past you'll read about each month in THE VINTAGE AIRPLANE . . . one of the great old airplanes you'll see in action at Oshkosh and other fly-ins around the country this summer. Get in on the fun. join EAA's Antique/Classic Division. Membership is open to anyone with an interest in vintage aircraft. Dues are $10 per year. You'll get THE VINTAGE AIRPLANE each month, a membership card, the chance to meet a host of new friends with similar interests. A limited number of back issues of THE VINTAGE AIRPLANE are available for $1.00 each.

Join today. Make your checks payable to: EAA ANTIQUE/CLASSIC DIVISION

BOX 229 HALES CORNERS, WISCONSIN 53130

72 APRIL 1975

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To be designed to FAA part 23 requirements New GA(W)-I Wing with Semi-Fowler Flaps — 150 HP Lycoming

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Bensen's NEW MATERIAL PACKAGES let you build your own sporty one-man Gyro with a small set of hand tools. Timeproven parts available. NASAD approved building Plans $35. ^:-._ C o l o r f u l Info Packet just $5 (Copter) or $3 (Glider). Send now. RDU Airport. P 0 Box 2746. Raleigh. N.C.

NAME___________________ ADDRESS_________________ SPORT AVIATION 73

SWAGE-IT YOURSELF

Handy, Compact, Precision Tools for Nicopress Sleeves Nicopress Oval Sleeves; Zinc Plated: '•(,", 12 for $1; V, 10 '<" $1 yt", 20c ea.; %". 25c ea.

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Stainless Steel Thimbles: | AN 100.C3 (V & V') 8 f o r $ l ; AN 100-C4 (!/,") 6 f o r $ l ;

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DETAILED PLANS & INSTRUCTIONS '45.00 Construction Km alio available

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HAND BUILT ENGINES — VW 5 5 - 1 0 3 H. P. Ready to install. CONVERSION PLANS by TED BARKER (VW) — $5.00 INFORMATION PACK AND CATALOG — $1.00

THE NEW EAA ACRO SPORT-A SPORT BIPLANE FOR EVERYONE!

aero 22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •

NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS, AND "EXPLODED" VIEWS.

•

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NOW AVAILABLE ACRO SPORT PLANS Info Pack . . . . . . . . . . . . . . . . . . $ 4.00 COMPLETE PLANS and Builder's Manual . . . . $60.00 74 APRIL 1975

Super Aero Sport Wing Drawings

$15.00

EAA AIR MUSEUM FOUNDATION Box 229 Hales Corners, Wisconsin 53130

I wonder why there should be such a rooted

LETTERS . . .

objection to aircraft being identifiable! It can

(Continued from Page 72) Dear Mr Poberezny In the November issue ot SPORT AVIATION you said that because postage, paper and ink costs were going up, and you didn't want to

hardly be a matter of economics, and as aircraft are primarily on the ground when their livery is being admired, an underwing identification would be largely out of sight. Yours very truly. C. P. Goodwin. EAA 73050

compromise the quality of the magazine,

Rt 2. Box 86A

that membership dues in the EAA were going up. This month. I received my copy of the January issue and found that you have not only accomplished the goal of maintaining the quality of the magazine, you improved it. In the past the postman was always stepping on the cover and the address label was usually covering the best part of the pictures. I like those pictures. This month a white cover protected the photos from stamps and footprints. This is the first "dust jacket" I've ever seen on a magazine. Keep up the good work. Thank you,

Frederick, MD21701

Charles R. Jensen. EAA 66899 1162 Briar Ave.

Prove. Utah 84601

Dear Paul:

Thanks for once again calling together the industry and FAA to solve problems which

faced both of us. This seminar with airshow, aerobatic. racing and parachuting people from both the U.S. and Canada and the FAA proved again to be the way to open the communication channels and to bring about a higher degree of standardization. On behalf of all FAA. and especially on behalf of those who had the good fortune of participating in the session. I extend my deepest appreciation. The hospitality, warmth and aviation tradition which prevails at Hales Corners permeated the meeting and provided an atmosphere conducive to an open exchange

of ideas which were not antagonistic in nature, but rather constructive and offered in a spirit of honest cooperation. We are working on the changes to the draft handbook and will soon be sending you a revised copy. Hopefully, this will provide the guidance necessary to permit an active season with a minimum of procedural problems. Paul, thanks again for recognizing the need for such a meeting and then carrying through in such an outstanding manner. If I can be of assistance to you at any time, feel free to call upon me. Sincerely. James F. Rudolph Associate Administrator for Aviation Safety Federal Aviation Administration Washington, D.C. 20591

Fuel Flowmeter and Totalizer Earl Sharitt used a FloScan-* GPH Meter and Totalizer in his Mooney Mark 20 when setting a new FAI Class C1B non stop flight record of 1218 miles from Victoria, B.C. to Tiajuana. Mexico. He used 46 gal. •the Totalizer read 47! Write or call for more information to:

Dear Sir:

I question the statement in your "Hot Line From Headquarters" (January 1975) to the effect that certainly no one in aviation would support a requirement for 18-inch registration lettering under the wing of aircraft. How about the aircraft spotter and/or aircraft photographer? That breed may be a poor relation compared to those more completely "in aviation", but they are an enthusiastic

HOMEBUILT HANDBOOKS HOMEBUILT DESIGNER HANDBOOK f L i g u r Motenoli.

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element to whom the EAA should be sympathetic.

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Pre-formed metal & Complete covering & Aluminum parts finishing materials Welded Tanks All Basic Accessories All kits conveniently packaged for individual assembly purchase. Send for FREE illustrated kit brochure. Plans and information packet available from EAA Headquarters. NOW:

Prewelded gears, fuselages, tails, rib kits. Write for details.

WAG-AERO,

INC,

Box 181 - Lyons. Wisconsin 53148 Phone 414/763-9588

BUILD THE ALL-METAL T-18 SPECIFICATIONS 8, 3-VIEW

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AIRCRAFT

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ball bearing drive and blade guides.

C

*>".

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Precision crowned aluminum wheels,

M

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r

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VAN'S RV-3 1973 & 1974 EAA Flight Efficiency Winner The total perfomance homebuilt, Tops 195 mph on 125 hp. Lands 48 mph. STOL. Aerobatic. Aluminum structure. Easy to build and fly. 85 - 150 hp. Parts Available. Brochure $2.00 Plans $75.00

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1.01 1.70

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BOX 424, FULLERTON, CALIFORNIA 92632 76 APRIL 1975

*its & Materials:

714/870-7551

P.S.K. A I R C R A F T CORP. 1457 Arminta St . Unit E

TAYLOR MONOPLANE & TAYLOR TITCH —Taylor Mono. The popular single-place low wing, all wood, aerooatic model. JO to 60 H.P. 100 mpn. with 1300 c.c. VW

engine. Excellent plans, fully detailed. >ju.0u. Tayior inch. « super b.ngie place

low wing acrobatic tourer/racer. Simple

to build wood construction tor 40 to 95 H.P. engines. Superb plans for this superb airplane include full size rib sheets, material list, and numerous advisory notes. $40.00. send $3.00 tor details, brochures and colored photo of both airplanes. Construction pictures, per set —

$2.50. These plans are obtainable only from . . .

Mrs. John F. Taylor 25 Chesterfield Crescent Leigh on-Sea, Essex, England

AT LAST!

BE CONSPICUOUS

AT A PRICE ALL CAN AFFORD $139.50 COMPLETE

Pre-production introductory offer Made for us by an FAA Approved Manufacturer 10 Times FAA Requirement : Flashes 52-62 Times per Minute 1 Excellent Haze Penetration : Hemispherical Coverage ; Weighs only 12 ounces : Two year Guarantee : Specify output of generator or alternator :

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detailing of a master perspective draftsman with the artistic presentation of a graphic illustrator. This full color illustration is incredibly detailed and drawn to perspective scale directly from the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify construction details of your aircraft project. Available now with highest quality color reproduction on heavy weight coated matt white stock IB" x 24': c STARDUSTER TOO DPITTS S IS D STEPHENS AKRO Price including postage and sturdy mailing tube is $12 for one drawing. $22 for two and S30 for the set of three. (Calif, residents add 6% lax)

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310HP Lye. TIO-540-A2B

Complete

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65HP Cont. ZERO SMOH w/Acess.. 1295. Send large self addressed, stamped (20c) envelope for FREE CATALOG of the following: Engines. Carburetors, Fuel Pumps, Air Boxes, Magnetos, Oil Coolers, Vacuum pumps & Drives, Propeller Governors & Drives, Alternators, Generators, Starters,

Wheels,

Brakes,

Tailwheels,

Tires, Seat Belts, Shoulder Harnesses & Reels, Parachutes, Helmets, Fuel Valves, Gascolators, Solenoids, Sparkplugs, Primers, Circuit Breakers, Flying Wires, Instruments, Engine Gauges, Stick grips, Throttle Quadrants, Strobes, etc., etc.

Most of the items needed to make your airframe into an airplane.

WIL NEUBERT 3605 E. Spring St., Long Beach, CA 90806 213/427-4703

SPECIAL

Because of the tremendous response to our special "warehouse bargain price" sale, this offer has been extended indefinitely! Added to this SPECIAL are SPORT AVIATION issues for 1972! Go through the following list, pick out any 12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is mak-

ing this offer to clear out badly needed storage space. Take advantage of this offer while the issues last. This offer is for issues up to and including December. 1972 only. 1973, 1974 and 1975 issues are not included. Any quantifies of less than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973, 1974 and 1975. Back Issues Available are the following . . . 1960 - July, September, October, November 1961 1962 1963 1964 1965 1966 1967 1968

• • • -

July, August, October May, June September. October. November, December January, February. March, April, May, June, July. Sept., Oct.. Nov., Dec. January, February. March, April, May. June. July, Sept., Oct., Nov. May, June, September. October, November. December March, May, July. September. October, November. December January, February. March, April. May, July, August, Sept.. Oct., Nov., Dec.

1969 - January, February. March. April. May. June. July, August, Sept., Oct..Nov., Dec.

1970 1971 1972 1973 1974 1975

-

January, February, March, April, May, June, July, Aug.. Sept., Oct., Nov., Dec. January. February, March. April. May. June, July. Sept., Oct.. Nov., Dec. January, August, September, October, November, December July, August, September, October, Ncvemter January, February, March, May, June, July, Aug., Sept., Oct., Nov. and Dec. January, February, March

Make check or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P. O. BOX 229 HALES CORNERS, WISCONSIN 53130 SPORT AVIATION 77

WASHINGTON REPORT . . . (Continued from Page 91)

Haldeman and probably will go down in history as the man who disclosed the existence of the Nixon tapes. With the increasing disclosures of the Watergate scandal plus an adverse report on airline safety by the powerful House Committee on Interstate and Foreign Commerce, Mr. Butterfield's tenure as FAA Administrator was doomed. Editor's Note:

On Tuesday, March 25th, the national news media carried the announcement that Alexander Butterfield had submitted his resignation to the White House, effective March 31st.

This was an unfortunate turn of events for a very decent and capable man who tried very hard to learn about all the various problems of sport and general aviation. He was an admirer of the EAA organization and participated actively in two visits to Oshkosh and a "Listening Session" at EAA Headquarters in Hales Corners. On the problem of airline safety he was held to blame for FAA errors that were made long before he joined the Agency. His sluggish FAA staff did not give him the support or action he deserved and the bureaucracy in the Department of Transportation made his job not only difficult but impossible to achieve the results he strove for. We have had five FAA Administrators in the space of 16 years — an average tenure of 37 months or slightly over 3 years for each. A new man coming into the FAA from outside needs at least a year and a half to learn the problems of the Agency and how to deal with the old time civil servants who really dominate the day to day operations of the FAA. All of these five men had military aviation backgrounds. Three of them established their reputations in the Air Force. Halaby was a Navy trained pilot and came to the FAA from a legal firm on the West Coast. Shaffer had been an Air Force pilot but came to the FAA with a background in private industry. No doubt future FAA Administrators will also have strong military ties. Observing the lessons of the past it can be said that any new FAA Administrator should be given the follow-

1. He should be appointed for a term of at least six years. This will insure that he has enough time to learn the job and deal effectively with his staff. So often one hears the comment from FAA personnel, "I have seen Administrators come and go and can wait out this one too". 2. He should have complete control over his own staff. Although the Civil Service rules make it virtually impossible to fire a man, still and all, people can be moved around and new men brought in when needed. 3. The FAA Administrator should have the power to make all aviation policy decisions without being subject to vetoes or delays from the middle echelon of the Department of Transportation. The ideal situation would be to make the FAA an independent agency once again. Although this may be politically impossible, the lessons of the past are plain. When Congress wants the government to perform special functions especially those with technical aspects, it creates an independent agency to get the job done. That is why Congress set up an independent Atomic Energy Commission, NASA and the recent Federal Energy Administration. The main job of the FAA Administrator is to use effectively the great talent of aviation knowledge that is within the FAA, here in Washington, in the field and abroad. To do this job the Administrator must have a free hand in the choosing and assigning of his staff. Whether any new FAA Administrator will be given the mandates to run the top government aviation job is questionable. But until Congress and the White House recognize the conditions under which the FAA Administrator must operate, the job will continue to be an impossible one. And, most important of all, the government will not be able to attract the top talent in aviation that this .job requires.

ing conditions under which to operate.

WE SHALL REMEMBER THEM EARL HAYNES (EAA 22111), Jackson, Michigan. October 1974. Charter member of EAA Chapter 304. ADA WELLMAN (EAA 759-A), Rockford, Illinois. January 14, 1975. Wife of Chester (Chet) Wellman, EAA attorney. WAYNE THOMAS, JR. (EAA 78389), Plant City, Florida. February 8, 1975. Warbird of America member 509. M. D. (STEVE) SCHULKE (EAA 57041), Orlando, Florida. February 16, 1975. Warbird of America member 248.

78 APRIL 1975

A blue and yellow Pietenpol Air Camper, built by G. E. Dukes (EAA 93510) of Central B.C. Air Services, Ltd., 2735 Tranquille Hwy., Kamloops, B.C., Canada V2B 7W1. Powered by a Continental A-65 swinging a Flottorp 72-48 wood prop. Cruises at 75 mph and stalls at 30 mph. Empty weight is 600 Ibs.

An EAA Biplane by Burton Cooper (EAA 46707), 5226 Honeysuckle,

PL-4

Corpus Christi, Texas 78415.

WINNER OF OSHKOSH 1972 AWARDS FOR "OUTSTANDING NEW DESIGN" AND "OUTSTANDING CONTRIBUTION TO LOW COST FLYING".

UNDER CONSTRUCTION AS A TRAINER FOR CANADIAN MINISTRY OF DEFENSE AIR CADET PROGRAM. A SUPERBLY ENGINEERED DESIGN. ROOMY COCKPIT. FULL IFR INSTRUMENT PANEL. SAFE AND EASY TO FLY.

50 HP VW to 100 HP CONTINENTAL FOLDING WING. TOWABLE. ALL METAL. POP RIVETED. EASY TO BUILD. AEROBATIC. LARGE BAGGAGE SPACE.

HATZ CB 1 Thrifty 100 h.p.

Keep your flight proficiency for less than S2.00/hour

3-view & photo $1.00 Plans $75.00

Introductory Package $3.00 - Drawings S8O.OO Construction Manual $10.00-Exploded Views $12.00 Drawings+Construct.Manual+Exploded Views $95.0O Materials, Hardware, Pre-fab. Parts Kits Available

DUDLEY KELLY Rt. 4,

Versailles, Ky.

PAZMANY AIRCRAFT CORP. Box 80051-S,San Diego,Calif.92138 BUILD YOUR OWN AMPHIBIAN

"COOT"

INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50 Includes *Oil changeover valve

*Oil Separator tank

*Sump fittings

PITTS

Two-Place —

Folding Wings —

Towable —

Easy Construction "COOT-A with fiberglass hull. We have hard to build parts and hull shells SEND

$3.00

available. Construction Photos — 525.00 COMPLETE PLANS AVAILABLE

MOLT TAYLOR Box 1171 — Longview, Wash. (986:2)

For Specifications Photo, 3-Views, Prices and Information Packet Phone (206) 423.8260

—

SKYBOLT

*Fuel Tanks - Smoke Tanks *Floc Tubes • Wing Fittings

—

ACRO SPORT

* Dyna Focal Rjng Kits

*Dyna Focal Rings Completely welded Complete with Bearings * Stainless Steel Exhaust *"l" Struts • Slave Struts 150-180 and 10-360 200 HP * Engine Mounts >Pilct Tubes For Complete Listings and Prices Write Tc:

A C R A - L I N E PRODUCTS P

0. Box 1274

Kokomo, Indiana 46901

(317) 453-5795

ATTENTION EAA MEMBERS •*B In answer to your many requests, the single-seat PITTS SPECIAL is now available in kit form. Most of the fabrication work has been completed at our plant leaving only assembly, covering, and painting. If you have ever wanted to own a WORLD CHAMPION PITTS SPECIAL, but couldn't find the time to build one from scratch, here's your chance, and at a price far below the factory-built version.

For those of you who would rather "Do it yourself," there's a new plan set for the* S-l D 4-aileron model consisting of 47 sheets of production quality drawings with assembly manuals. We also have a large selection of off-the-shelf parts to facilitate construction. All the details are included in a vinyl portfolio containing spec sheets, parts lists, assembly details, etc., plus a giant full-color brochure that opens up into a poster-size picture of the finished airplane. SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS ($6.00 outside continental limits of U.S.A.) PITTS AVIATION ENTERPRISES

Box 548E, Homestead, Florida 33030 SPORT AVIATION 79

PLANS FOR ALL-WOOD FLY BABY

PLANS NOW AVAILABLE

FOLDING-WING SINGLE-SEATER WINNER OF 1962 EAA DESIGN CONTEST.

$25.00 Simplified step-by-step assembly drawings and detailed printed instructions.

PETER M. BOWERS 13826 DES MOINES WAY SO. SEATTLE, WASH. 98168

Build Paul Poberezny's latest design, the VW powered Pober Pixie. Features a very roomy cockpit, super short field performance, economical operation and is easy to built. Plans consist of 15 big sheets drawn by Bill Blake who also did the widely acclaimed EAA Aero Sport plans.

photo.

New (Bede 4 Cowl) Tailwind, Cougar, Bushby I &

II,

VJ-22,

Loving's

Love,

Smith Miniplane, T-18, PL-1,

for the pilot who wants an honest, inexpensive fun airplane for weekend and sparetime flying.

PL-2, Pitts, Stardustei, Skybolt and others.

Marcel Jurca MJ-77

(P-51 1/4 scale) Information Package $5.00

Plans are only $40.00. Mail your check to:

FOUNDATION, INC. BOX 229 HALES CORNERS, WISCONSIN 53130

large flight

HOMEBUILDERS

The Pixie is a very docile little- sportsplane designed

EAA AIR MUSEUM

SEND $1.00 for literature, specifications, material costs, tooling requirements,

Full cowls, tip tanks, wing tips, spinners, prop extensions, wheel pants, engine nucelles, air scoops, Pazmany nose cowls, wheel pants for tri-gear, and bucket seats, prop flange reinforcement. Fiber-glass kits and aircraft spruce. WRITE FOR CATALOG - $1.00

GEORGE & JIM RATTRAY AIRCRAFT PARTS 2357 Afton Road

Beloit, Wis. 53511 (60S) 362-4611

AL BUTLER will do your 49% with PRECISION!

COMPLETE SERVICE Certified aircraft Quality material cut to blueprint sizes full

STITS C A T A L O G LISTING

COMPLETE WOOD KITS BY A BUILDER

Sitka Spruce. Pine. Douglas Fir,

All Plywoods - Nails

Wing ribs fabricated J AN hardware packages are complete trt ^/ir-if*-irm t/-\ nlan II . i •. i -. to conform to plan

down to cotter pins and all details.

AEROLITE 306

ONE SHOP • ONE STOP

4130 TUBING PACKAGE

KITS MADE UP TO THE SPECS OF

HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION

INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS, CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT STRIPPER, REPAINTING & RECOVERING SUPPLIES.

AIRCRAFT YOU ARE BUILDING

Drag and Anti-drag wires with fittings to your specs. V.W. Prop Flanges - Built by Butler

Full Machine Shop Facilities Modern facilities used for welded ^components, fuselages, gears, etc. Complete follow through on your project. We are a shop, not /ust a store/

POLY-FIBER AIRCRAFT COVERING PROCESS SERVICE PROVEN, NON-BURNING

COMPLETE FABRIC COVERING SYSTEM USING NEW MODERN MATERIALS WRITE OR PHONE FOR CURRENT CATALOG AND DISTRIBUTOR LIST

FAA Facility #103-13

Patmniied by faniciiii BoUen

Quality materials and Craftsmanship are buy-words at BUTLER'S.

SEND ONE DOLLAR FOR CATALOG.

STITS AIRCRAFT COATINGS POST OFFICE BOX 3084S RIVERSIDE, CALIFORNIA 92509 A.M. BUTLER, EAA 57353

R D 2, Box 174 BLAIRSTOWN, N.J. 07825 AC/201-362-6333 80 APRIL 1975

PHONE 714-684-4280

STITS

N-5DD is a four aileron Pitts built by Dick McCormick (EAA 36783), 14110 Flint Rock Terrace, Rockville, Md. 20853. Powered by a Lycoming 0-320 of 160 hp.

POBER PIXIE FINISH YOUR MTlQWor HOME BUILT AIRPLANE with

MATERIAL ASSEMBLY KITS

Flight Proven

AIRCRAFT FINISHES More than 90 standard colors available for fabric or metal aircraft, plus custom colors matched to your choice. • POLYURETHANE • BUTYRATE • NITRATE • ACRYLIC • EPOXY • ENAMELS • PRIMERS

Contact Randolph Products Company, tor name of nearest distributor.

KITS INCLUDE: Fuselage Material Kit

Hardware Kits complete, for wings, fuselage/ landing gear, tail

Pre-formed metal & Aluminum parts

Formed Fiberglass components

Cockpit Accessories Landing gear/prefabricated shock struts

Tail assembly kit Wing, turtledeck and stringer

All Basic Accessories for completion of aircraft

All kits are packaged individually for assembly purchase. Send for FREE illustrated brochure showing kits available.

Plans and information packet available from EAA Headquarters.

DEPT. S.A., CARLSTADT, N. J. 07072

WAG-AERO, INC.

Specialist in Aircrall Finishes

Box 181, North Road.Lyons, Wise. 53148

—— ——

TERRA beats all radio manufacturers three ways — and one of them is why Art Scholl choses to fly TERRA radios. Art is the 1974 National Acrobatics Champion, and the most important thine to him is Reliability — that is why he nas chosen to fly TERRA in all his aircraft — because TERRA is the most reliable radio flying. What other two ways are important to you? Price and Extended Warranty. TERRA sells direct passing the middleman's profit back to you — and is so sure or the workmanship and quality that we offer a two year extended warranty — the first in the industry — check TERRA PRICES, WARRANTY, AND RELIABILITY — when you want to fly the best, fly TERRA.

00000

CORPORATION

3520 PAN AMERICAN FREEWAY ALBUQUERQUE, NEW MEXICO 87107 (505)345-5621 SPORT AVIATION 81

CUSTOM GRAFTED WOOD KITS A/C SPRUCE, PLYWOOD & SUPPLIES

P L Y W O O D S AIRCRAFT To MIL-P6070 MARINE To MIL P 18066 HARBOR SALES CO., INC. 1401 RUSSELL ST., BALTIMORE, MD. 21230

Phone 301-727-0106

AIR SKIMMER

Performance so intriguing the U. S. Navy

purchased these plans and the prototype! Folding wings-Cont. or VW, 60-90HP The orginal plans by the design engineer. Info. $3, Plans $65. Special to EAA Members $55 including plans for landing gear. •CT ui AkJC 1"00 Carmelo Drive (E)

Jfcl

ri_ArO CARMICHAEL

CA 95608

Wood kits for most homebuilts with parts cut, sanded, ready to assemble. Spar kits with spars beveled and tapered. Aero Sport milled wing kit $398.39. TRIMCRAFT AERO

4839 Janet Rd. 419-882-6943

Sylvania, OH 43560 Catalog 25c

SAL 2/3 Mustang Miniature Fighter Plans - $150.00 Brochure - $4.00 S-14 High Wing All wood STOL Plans - $50.00 Brochure - $3.00 Also available F-9, F-10, F-ll & F-12 brochures $3.00. Add $1.00 extra for Airmail,

DISCONTINUED INVENTORY SALE 4130 Tubing, Hardware many parts and accessories at 1973 prices. Write or call for free illustrated inventory listing.

STITS AIRCRAFT SUPPLIES P. O. Box 3084 Riverside, California 92509 (714) 684-4280

MACDONALD

S-21

Kits for above will be available. Let us know your needs. A & B SALES

Solve Your Metal Cutting Problems Homebuilt 80-Inch Bandsaw Build it in a few evenings

36 Airport Road Edmonton, Alberta, Canada

403/453-1441

Real Performance In A Proven Design

for about $100 using materials you can buy at the

lumberyard and hardware store. It also has a high speed that zips through wood. Plans and step-by-step instructions $6.00 - check or money order. HOMEBILT TOOL COMPANY

Box 2136,

West Lafayette, IN 47906

AIRCRAFT INTERCOM Use with standard aircraft mikes and 600 ohm headphones. 12 V Four new models to choose from: Model 301-use w/o radio and hand mike, $39.95; Model 302-usew/o radio & boom mike, $44.95; Model 303-use with radio & hand mike, $49.95; Model 304-use with radio & boom mike, $54.95.

Engineered For Safety And Simplicity — VW Powered Brochure . . . . . . . . . . . . . . . . . . $3.00 Plans (168 sq. ft.) . . . . . . . . . .$75.00

Mac Donald Aircraft Co. P. 0. Box 643-S

Sonoma, CA 95476

Post paid. Satisfaction guaranteed. Mass, res. add 3% tax MX CORPORATION

VW AIRCRAFT PARTS & Leaf Type STEEL 8. ALUMINUM LANDING GEAR

Box 47, N. Chelmsford, Ma. 01863

(formerly Max Meredith Assoc.)

F L Y I N G BOAT Price List SOc

A Challenge to The Home Builder!

METAL MASTERS 5599 University Avenue San Diego, Calif. 92105 (714) 582-2755 NOW IN STOCK Flying Struts and Strut Tubing

Stabilator Tabs, Control Sticks, Bushings & Other Goodies Send Copy of Drawings for Quote

"OSPREY 1" FLYING BOAT

• Wood Construction • Folding Wings • 60 to 100 H.P. • Stores in Garage • 250 ft. Takeoff

• Easy to Fly

• Photo Brochure $3

• Complete Plans S65

NEW BIPLANE FROM WICHITA

GEORGE PEREIRA, DESIGNER/BUILDER OSPREY AIRCRAFT

3741 El Ricon, Dept. SA50 Sacramento, Calif. 95825

SMYTH SIDEWINDER 1969 EAA "OUTSTANDING DESIGN"

2 place side by side. 2 place tandem or 3 place. 3 view drawings with complete specifications and performance data, assembly and weight and balance information with list of

NA
SPRATT CO., Inc. BOX 351

•

MEDIA, PA. 19063

V. W. HARDWARE Engine Renewal Kit for all 40 to 60 H.P. BTL. & SPR. BTL.

WICHAWK-BUILD YOUR OWN. Can be built

drawings $5.OO. Javelin Aircraft Co. Inc., •175 Ent Douglas, Wlchlta, Kama* 672O7

Build and fly the boat that does not use or need ailerons, elevator or rudder. Information free.

High performance, all metal, two-place sportplane. Designed with the amateur builder in mind. Three-view, specs, sample drawing, 15 page illustrated brochure $2.00. Good quality, easy to follow, stepby-step construction drawings. $125.00. Plans may be purchased in five - $25.00 packages if desired. JERRY SMYTH

Box 308, Huntington, Indiana 46750

All bolts, studs, nuts, locknuts & washers. 155 pieces w/inst. $15.95 and $1.00 handling. SEND CHECK OR M.O. TO

METRIC SCREW & TOOL CO. 211 Albion Street Wakefield, Mass. 01880

EAA Aeronautical Engineering Scholarships—

Write EAA: P. O. Box 229 Hales Corners, Wisconsin 53130

SUMMER AVIATION INSTITUTE June 23 August 15, 1975

15 quarter hours college credit.

Must have completed junior year in high school. Classroom — Building Project Flight Training Write: Director, Summer School

THE AMERICA COMPANY FIBERGLAS SHEETS

Use like wood, approximately 50% stronger than aircraft plywood. Send $1.00 for

specs and sample. 1521 Breezeland Oconomowoc, Wl 53066

CERTIFIED

P

L

1/32" 1/16"

AIRCRAFT

Y

W

$8.40 3/32" 9.20 1/8"

O

BIRCH

O

D

$1360 3/16" $19.80 15.00 1/4" 25.20

FOB per 4x4' sheet. 20 or more 10%. Cut in half, or smaller for prepaid parcel post and faster service. VIOLETTE PLYWOOD CORP.

P. 0. Box 141X

LUNENBURG, MASS.

WILMINGTON COLLEGE WILMINGTON, OHIO 45177 SOUTH FLORIDA

Homebuilders Supplies, 4130 Sheet and Tubing. All sizes, any length. No minimum charge Distributor for all STITS Products. AN Hardware, Etc. KNAPP AVIATION

P. 0. Box 764, Miami, Fla. 33148 305/888-6322___________305/887-9186

SE 5A • N1917S

Ready to fly. 0

WHEELS AND BRAKES

Time Franklin Sport 4. All aircraft grade

New. monufoclured to F.A.A. Stondords. Will fit sld. uln I include! seoled beoring. 2.80/2.50x4 . 69.50 S.OO«S ..1W.50 6.00x6 ..179.50

Completed Nov. 1974.

spruce, plywood and metal. Excellent construction. Illness forces sale. Partial aircraft trade acceptable. $6,000.00. HOWARD SHELTON

Star Route Road 12 NW Quincy, Wash. 98848

Reliable Fuel Control The Christen 844 Manual Fuel Pump System introduces a new

concept in fuel systems for light aircraft. It is a self-contained single fuel control unit which provides all fuel management functions for light aircraft without the need

for connection to electrical power. The pump section of the Christen 844

System consists of a self-priming, high-volume, positive

MASTER BRAKE CYLINDERS Reservoir style with pork ing broke ond seoled ocrobotic type. New. Mfg. for Cessno, leech, Piper A A C . ! ECT. .

THROTTLE QUADRANTS Push-pull controls, ignition switches, yokes, primers, rudder pedols, control wheels, etc.

see YOU* oisT«i«uro» FO* TH5SE PRODUCTS

., INC. P.O. BOX 175

VANDAUA, OHIO 45377

In addition, the Christen 844

ALCLAD 2024 ROLLED AIRCRAFT ALUMINUM

T3 .016 by 36" wide $1.60 per running foot T3 .016 by 48" wide $2.15 per running foot T3 .020 by 48" wide $2.55 per running foot T3 .025 by 48" wide $2.75 per running foot T3 .032 by 48" wide $3.50 per running foot 0 .040 by 48" wide $2.95 per running foot 0 .040 - 5052 34y2" wide $1.95 per runAdd $3 cutting charge for less than 5 ft. Add $2 cutting charge for less than 10 ft.

B R A N D NEW SHEET FASTENERS ! ! 3/32" or 1/8" 37c each - 36c each in lots of 50 - 35c each in lots of 100. Sheet Holder Pliers used — $2.75 pair. RIVETS (GOOD AIRCRAFT)

Lot HI Mostly 3/32 mixed 95c per pound Lot #2 Mostly

1/8 mixed 75c per pound

Lot #3 Mostly 5/32 mixed 50c per pound Be sure to include ample postage, ex-

cess will be returned. 100% money back customer satisfaction guaranteed, if returned within 30 days. Send 25c for brochure

AIRPARTS, INC. 1430 South 33rd Street KANSAS CITY, KANSAS 66106

913/831-3903

displacement, dual stroke pump. System includes a three-way balltype fuel selector and shut-off valve, a replaceable filter, and a

FORD V-8

CONVERSION KITS COMPLETE READY FOR INSTALLATION On 289-302-351-400 CID. Ford V-8. Now

available for Chevy V-8's. Permits SCALE Fighter Replicas. Designed for installation of constant speed propeller. Custom engine building available. For illustrated brochure, specs, price list, send $5.00.

NOTICE DEVELOPING TWO NEW ENGINES

2-1 Reduction Pinto and Capri 4 cyl. (2000 cc and 2300 cc) Capri and Mustang II V-6

moisture sump with a quick-drain valve. The Christen 844 System functions in all aircraft attitudes and is particularly suited for installation in sport aircraft. Simplicity of

design assures reliable troublefree performance. Send two dollars first-class postage and handling (refundable with order) to receive new color catalog of sport aviation products.

(2600 cc and 2800 cc)

These engines could be installed in many popular homebuilts with improvement in performance and appearance. For further information contact us.

GESCHWENDER AEROMOTIVE, INC. Box S152

Lincoln, Nebr. 68505

Christen Industries, Inc. 1048 Santa Ana Valley Road Hollister, California 95023 Telephone: (408) 637-7405

Quality products for sport aviation SPORT AVIATION 83

HOMEBUILDER'S CORNER . . . (Continued from Page 2)

If the eventual ruling is not in favor of aircraft owners . . . that is, following EAA's recommendation for 3 inch numbers on the vertical tail, no underwing numbers and remarking of the aircraft at the next normal repainting or refinishing of the aircraft, then we will start all over with a new petition. We will adopt a new strategy — one based on our ten years of effort and expense to make a practical change. This is the great advantage we have in a democratic government — though we may be thwarted at times, we have no reason to be discouraged. Why? The fine group from Seattle, using this same system, was heard and though very few in number, exerted a great deal of influence. Properly channeled, the power and influence of the aviation community should be able to accomplish much more. Monday, March 17 — While here in Washington, I had the opportunity to visit the document section of FAA where some 2500 public comments on the small numbers NPRM are now on file and awaiting final review. In paging through many of them it was apparent to me that many citizens did not understand the NPRM . . . and though most would like smaller aircraft registration numbers, almost everyone objected to underwing numbers. The period of time allowed for the changeover to the new marking of aircraft was also opposed. I am sure many of those who asked that the marking system

be left as it is would have favored 3 inch tail numbers if they could have 10 or 12 years or until the next painting/refinishing of their aircraft to make the changeover to comply with the new proposed regulation. It is not going to be an easy task for the comparatively few FAA people to read each of your comments and attempt to satisfy all of us. They have my admiration — and respect. This has been a good day in Washington . . . with Charlie Schuck and Dave Scott . . . a fast-paced, full day of meetings with Dick Scully, Director of Flight Standards, Jim Purcell, Jim Doherety, Keith Blythe, Ray Bauer, Jim Zahringer, Dave Shefted, Jim Rudolph, Merv Strickler and Ed Morey. We were privileged to speak to a large group of FAA personnel in their auditorium and show the film "Dream of the Eagle", a 30 minute TV film by Jim Jefferies on Oshkosh 1974. It is sponsored by Pennzoil and Champion Spark Plug. We thought the enthusiasm and sincere interest displayed by the some 100 FAA personnel was outstanding. The film is a tribute to all of us who use our aircraft for fun and transportation. Special thanks must go to Mr. Scully for the fine presentation of FAA's beautiful gold Accident Prevention Specialist pin. We will keep trying to make aviation safer and more enjoyable . . . and with the team of wonderful EAA members we have, it will be a massive, co-operative effort.

They're building the Pitts everywhere — this one in West Germany. Originally a kit ordered by Dr. Eberhard Ehrle, it was acquired by Manfred Strossenreuther (EAA 92273), P.O. Box 47, 8585 Speichersdorf, West Germany after Dr. Ehrle's untimely

death in an Akrostar. Manfred's reaction after the initial flight of D-EHRL was, "It's a rocket!" The new West German Chapter is named in honor of Dr. Ehrle. 84 APRIL 1975

Classified Ads ADVERTISING CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE CLASSIFIED ADVERTISING RATE: — Regular type per word 30c Bold lace type: per wo'd 35c ALL CAPS: per word <»0c iMimmum charge SS 00) (Rate covers one insertion one issue) CLASSIFIED DISPLAY: S2? 00 per inch |2'« width column)

CASH WITH ORDER Address advertising correspondence to

ADVERTISING MANAGER

SPORT AVIATION

Box 229 Hales Corners Wisconsin 531 30 Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION

FOR SALE Aircraft CLIPPED WING CUB — Famous Reed conversion. Manuals, drawings, copyright

authorization. Kit includes spar plates and heavy duty strut ends.. $50.0X1. Wag Aero. Box 18. Lyons, Wisconsin 53148.

TAYLOR MONOPLANE — 65 HP Lycoming, custom interior, sliding bubble canopy, folding wings, hi-way towable, wheel fairings. VHT-3. skis, extra engine. $2800.00 - or offer TV Reed, 144 W. Klubertanz. Sun Prairie, Wisconsin 53590. EAA BIPLANE — 150 TT. 125 hp Lycoming GPU, PS5C Carb Inverted oil and fuel, full electric system and starter. $5000. Darrell. Box 2112. Paso Robles. California 93446 805/238-3908 or 238-2509

THORP T-18 — All airframe materials and machine parts. Ribs, bulkheads, formed. Flaps, ailerons and vertical stabilizer finished. 12 foot work table and miscellaneous tools. $1500. Jim Hall. Dalhart. Texas 79022 806/ 249-4938. SMITH MINIPLANE — Lye 125 TT 202 hrs. Best workmanship. Black and white sunburst. $4250. G Roe, 1629 N.E. Taylor, Roseburg. Oregon 97470. Evenings 503/672-8850

Mustang II — Wings, fuselage & tail assembly 95# parts complete — all shaped, mostly formed — not bored — not assembled — not numbered. 75^ of skin material, all rivets, wing bolts, landing gear bolts. Many parts purchased from Bushby Aircraft formed. Have invested over $1.600. in parts and material plus labor. Must sell. Make Offer. W. Peel, Box 133, Bancroft, Ontario. KOL 1CO. '73 PITTS S1C — 160 hp Lye., fuel injected, full electrical system, ceconite Red trim on white TTA 59 hrs, TTE 1425 All cylinders 78/80, $799500 firm. 712/523-2385 or 5232772, Jerry Schweitzer, Bedford. Iowa 50833. PAZMANY PL-1A, N1028V — 200 hrs TTAF, 400 SMOH. engine. See May 1973 issue of SPORT AVIATION for specifications and performance, $14,000. Call 206/693-2505 days and 206/256-0175 evenings before 10 PM pacific time. Vance Mosher.

BD-5D CONTRACT — $400 deposited. Balance $4000 00. Best offer over $800 00 88 Laird Drive, Toronto, M4G 3V1, Canada. O'Nelll JAKE — radial engined, clipped wing Aristocraft II, conventional gear, roomy, fast. Brochure. $3.00. O'Neill. 791 Livingston, Carlyle, IL 62231. SCORPION II FACTORY-TACK-WELDED AIR-

FRAME — and landing gear tubing. $300 firm. Ferris, 297 Turnpike, Apt. 415W. Westboro. Mass. 01581.

TAYLOR MONOPLANE — 65 Lycoming. 130 TT airframe. open cockpit, sunburst paint scheme, beautiful finish, radio. $3000. Before 8 A.M. CST. 309/828-7040

GN-1 Aircamper, project, wings, center section, tail feathers. Complete ailerons 9QW, miscellaneous fittings, and hardware, sell for cost of material, $390.00. Call after 6 P.M. 201/647-3035.

GENEST TRAINER — N1911J, 2 place side by side, C-85-8-8. 25 hr SMOH Flutter-Bug

wings. Hitch towable, signed off to fly, never flown, built by retired commercial builder, $2000 firm. No phone calls. D. R. Miller. 404 Park. Gillespie, IL 62033.

CLIP-WING TAYLORCRAFT KITS FAA S.T.C. — Approved standard category, inverted fuel and oil. 100 hp Continental conversion, servo tabs on elevator and aileron, single or dual stick control, makes ideal trainer. Swick Aircraft Corporation. Rt. 3, Box 163 B, Lewisville. Texas 75067. 214/2486433

BUDDY-BUDDY PROJECT — Fuselage. 4130. 2-place biplane, same size as Great Lakes, some extras. $1500.00. Rene M. Durenleau. Franklin. Vermont 05457. STITS PLAYMATE SA-11A PROJECT — Lost my medical, serial #115. 97% complete, covered and partially painted, FAA pre-cover inspection. All materials on hand to complete except: spinner, seat belts, and upholstering materials. Lycoming 0-290G. 125 HP, 185 hours SMOH. New Genave Alpha/2000 radio installed Full panel. Strobe, selling price $5900.00, which is my cost for materials. George Roby. 1149 N. Beverley Lane. Arlington Heights, Illinois 60004. 312/CL3-3986 evenings

PIETENPOL — modified to resemble SE-5 All woodwork done. Some fittings and steel plate included. 65 Continental with mount, no logs. 600/6's, save yourself two years work. Any reasonable offer, please. Don Pietsch, 4019 Sherman Road, Slinger, Wisconsin 53086. 414/644-5627.

STITS PLAYBOY SA3A — Beautiful flying, always hangared Inverted fuel and oil. auxiliary fuel tank for cross-country Lycoming 0-290-G 140 MPH cruise. Fully aerobatic. 238 TTAF & E. I love this airplane but I must sell. $2850.00 firm! No trades. Serious only please. Earl Ristau. 815/223-9297. 1947 AERONCA Chief. 1 1BC, less engine. Good recover and minor repair project, $850.00 1946 AERONCA Chief 11 AC. Undamaged fuselage and miscellaneous parts. $175.00. Benson, Fair Haven. New York 13064. 315/ 947-5770 evenings HOWARD DGA 1SP — 450 P&W. 900 hrs total time airframe and engine Recovered in 1974 with ceconite. Complete new interior new strobe and rotating beacon, will trade for PA20, PA12, or Bellanca needing recover or what have you. Price is $6.000 firm. Bob Spamer. 1400 Baldmill Road, Jarrettsville. Maryland 21084. 301/557-9136

SPORTSMAN — amph-C-90. 300 hr TT. 250 SMOH. CHT-3. ELT. empty weight 950 Ibs.. built 1970 original owner. Seen at Oshkosh every year, $4800.00 or trade Tri-Pacer. or? Dick Brown. 2957 Cambridge Lane. Mount. Minnesota 55364. 612/636-3950. BD-4 — partially assembled packages. #1. 4 and 5. Best offer. K. Wensel, 1102 Brookside. Grafton, Wisconsin 53024. 414/3778501. 1950 BELLANCA 14-19. Lye 190, SMOH 181.

TT 2064 Mark III disk brakes, developed gear doors, being restored presently, $5000.00, Arizona 602/964-5777.

Engines PROFESSIONALLY ENGINEERED CONVERSION INSTRUCTIONS for VW engines to

use with incredible Volksplane VP-1 and 2 and other aircraft. Simple, low cost, extremely reliable. Flight tested and proven over 300 hours. 28 page brochure $7.00 ppd. U.S.A. Chas. Ackerman. 1351 Cottontail Lane, La Jolla. California 92037. CORVAIR propeller reduction box plans and kits — information $1.00 COUGAR tri-gear plans $10.00. Bud Rinker, 169 El Sueno Road. Santa Barbara, CA 93110. LYCOMING ENGINES — Homebuilders see or call us first. We build the best from 0-320 to 0-540. Call Dick or Gene 1-305/422-6595. 1325 W Washington Bldg. A-6. Orlando. Florida 32805 MONNETT VW ENGINE CONVERSIONS — Easy bolt on! Streamlined prop hub unit, rubber anti-vibration mount. Slick magneto for aircraft engine look and performance Fits type 3 VW blocks. No modification to existing VW parts necessary! Available completely machined or "do it yourself" castings. Also new cast manifold system

for "dua port" heads and Posa Injector carbs. Flight proven designs on the Sonerai I & II Introducing - ready to run converted VW's 10XW new parts, Monnett Conversion, Posa Carbs. you add exhaust and gasoline! 1600cc $1295. F.O.B. 1700cc $1395. F.O.B. Send $1.00 for Sonerai information. Monnett Experimental Aircraft, Inc., 410 Adams. Elgin. Illinois 60120. CARR TWIN — Ultra light opposed twin-cylinder four stroke, built mostly from existing VW engine parts. See S.A. Jan. 1975. Profesionally drawn plans, $20.00. Info, $2.00. Carr Conversions, P. O. Box 671, Beaverton. OR 97005 VW CONVERSION booklet includes plans, instrument markings, serial numbers VS HP, ignition wiring diagram, step by step instructions, $7.00 PP VERTEX MAGNETO — List $237.50, EAA $199.00 PP inserts into distributor hole. TACHOMETER — Electric 3" 5000 RPM. magneto actuated. INSTRUMENTS — Engine and fuel. Catalog available. BAC. 78 E Stewart Avenue. Lansdowne. PA 19050. RANGER — 6-440, zero-time, fresh overhaul. 6 brand new chrome cylinders, ($360 value). New pistons (standard) rings, pins, valves, mags., ignition harness, etc. Log book signed off. $2200 value, sacrificed at $1600 firm. Write: P. 0. Box 1524. Torrance. California 90505. _____ VW 1834 CC — 10 hr since conversion, built for gyrocopter, useable on aircraft with small modification, dual port, dual carb, vertex mag, $475.00. With new prop. $550.00. Call PM. New Jersey 201/664-8619. C85-12F complete, has chrome 0-200 cylinders. 60 amp alternator, 0-200 carb, 0-200 exhaust, starter. $1450.00. 4849 James Road. North Ridgeville. Ohio 44039. 216/327-8401. CONTINENTAL W-670, less starter and carb. $300.00. Hamilton Standard C.S. prop, polished, and overhauled, with tags, governor and large spinner. $1000.00. D. K. Owens. 140 Second Street. Deposit. New York or call 607/467-3945. LYCOMING — 0-290-D2B in-a-basket. inspected, zygloed and magnifluxed. Write SASE: Palmer. Box 5667, Little Rock, Arkansas 72205 ____ VOLKSWAGEN — New Tillotson carburetors for VW conversions Updraft with mixture control. For 1300 - 1800 cc engines. $38.00 pp. Jay Shaffer, RD 3 Box 128, Indiana, PA 15701. VW engine. 53 HP needs conversion, $100.00 or best offer, Frank Burkowski, Florence, New Jersey, 609/499-3084. VWs, 2 hard to find 85 HP 412 s. several 1600's plus many parts Jim McCabe. Markle. Indiana 46770. 219/758-2242. SPORT AVIATION 85

Lycomlng engine and Marvel carbs. New 0235C1B in factory carton was $3,516.00. Your cost $2,812.00. This engine is 115 HP complete with all accessories. One MA4SPA (A10-3678-32) rebuilt like new for 150 HP Lycoming list price $542.03. Your cost $175.00. One MA4-5 (10-3878) new for 180

HP Lycoming list $747.90, your cost $350.00. Tom Rhodes, Box 3331, Tampa, Florida 33601. 813/251-1859.

Propellers PROPELLERS, Custom wood, epoxy dynel, finish. R. Mende, Rt. 2, Quitman, Ark. 72131. 501/589-2672.

PROPELLERS — Custom manufacture, plastic leading edge, 2, 3, or 4 Blade Tractor or pusher. Ted's Custom Props., 9917 Airport Way, Snohomish, Wash. 98200. 206/ 568-6792. GROUND ADJUSTABLE PROP for VW, Cont.,

Lye., up to 125 HP. All wood, lightweight, VW prop - 8 IDS., mirror finish, 2, 3 and 4 blades. Bernard Warnke, Box 50762, Tucson, Arizona 85705.

PROPELLERS — 23 diversified custom precision machined models. Propeller Engineering Duplicating, P. O. Box 63, Manhatten Beach, California 90266. CUSTOM MADE WOODEN PROPELLERS —

Proven design, VW, Continental, Lycoming,

others. Recommended by Ray Hegy. Wayne Ross, Box 7554, Phoenix, Arizona 85011. 602/265-9622.

PROPELLERS — Custom modified metal for experimental and racing aircraft. Rebuilding, repair, service, all types. Prompt attention. ANDERSON PROPELLER CO. INC., DUPAGE COUNTY AIRPORT, WEST CHICAGO, ILL. 60185. Phone 312-JU-4-8787.

AIRCRAFT DESIGN, THIRD EDITION (1968)

by K. D. Wood. Now available. Revised material includes new tables, graphs and photographs. Previous editions used in 30 colleges. $13.95. M.O. with order. Johnson Publishing Co., Dept. S.A., Box 990, Boulder, Colo. 80302. LIGHT AIRPLANE DESIGN — 80 pages, 61

figures, 16 photos, 18 tables. Step-by-step guide for amateur designers. No difficult math. $8.00. LIGHT AIRPLANE CONSTRUCTION — for the amateur builder. Sheet metal, fiber-glass, plexiglass, molds, tools, jigs. 311 illustrations, 92 pages. $9.00. PL-4 CONSTRUCTION MANUAL — 104 pages, 394 figures, Team-mate of CONSTRUCTION book. A "must" for amateur builders. Construction tips, VW engine installation instructions, Pop-Riveting technique $10.00. PAZMANY AIRCRAFT CORP., P. 0 Box

80051S, San Diego, CA. 92138. DESIGN DATA — All aircraft types. NACA Publications 1915-1958. Reports, Technical

Notes and Memorandums. Catalog, $2.50. AER SOC PUBLICATIONS, 1823 N. Sierra

Bonita Avenue, Pasadena, Calif 91104. LET YOUR PLANE EARN FOR YOU IN AERIAL

PHOTOGRAPHY — My book gives methods for aerial earnings, camera techniques, step-by-step instructions for earning up to $1,000 a month working weekends. Gives inexpensive equipment fists and suppliers, aerial photos, illustrations and much more. You don't need to own your own plane or even do your own selling. For any rated pilot. $4.00 to EAA'ers (Ca. res. 24c tax), CBE, 521 Orange #146, Chula Vista, Calif. 92011. Part-7, Kane — U. S. Patent 1,965,144 Cook — U. S. Patent 2,201,965, Rundell — U. S. Patent 3,635,200 and 3,855,980 (50c per patent number) from Commissioner of Patents, Washington, D.C. 20231.

PROPELLERS: VW, Con/air, Continental, etc. Ray Hegy, Marfa, Texas 79843.

CORVAIR EXPERIMENTAL AIRCRAFT ENGINE TECHNICAL MANUAL $3.00, AIRCRAFT PROPELLER MAKER'S TECHNICAL

PROPELLERS — V. W., Corvair, Continental, etc. H. A. Rehm, Dousman, Wisconsin 53118.

HANDBOOK, how to design your own, including two full size drawings $4.00. R. G. Huggins, 4915 S. Detroit, Tulsa, Okla. 74105.

PROPELLER — One McCauley constant speed in good condition. Model D2A34C67B, removed from Continental IO-360, call 616/ 780-2203.

PROPELLERS — maple, oak, walnut, one kind

or combination, VW, Cont., etc. Nelson Keith,

P. O. Box 118, Uniontown, Kansas 66779. 316/756-4747. ______________

ADJUSTABLE PROPELLERS for ultralights, airboats, experimental work: converted tail rotors, 70", $125.00. Thompson Aircraft, P. O. Box 154, West Chester, PA 19380.

Hang Gliding PLANS AND INSTRUCTIONS — Plans for the original Quicksilver (monoplane) and Flexi-Flier (rogallo), Guide to Rogallo Flight, and catalog, $10.00. Information kit, $1.00. Eipper-Formance, Inc., P. O. Box 246-E, Lomita, California 90717. HANG GLIDING — Designing/Building/Flying handbook. 200 pages. New edition. $5.95 postpaid. Dan Poynter, 2431-304 Calle Almonte, Santa Barbara, Calif. 93109. SUPERFLOATER — foot-launched sailplane, 32 ft. span, weight 90 IDS., it flies! Intro pack $3.00, Superfloater, P. 0. Box 953, Tempe, AZ 85281.

Books MODERN AIRCRAFT RE-COVERING — Com-

plete manual with 50 illustrations on recovering with Grade "A" cotton or Ceconite. $2.00 postpaid. Airtex Products, Box 177, Morrisville, Pa. 19067.

Books for Aircraft Designers, Builders. Outof-print and current. List 25c. John Roby, 3703T Nassau, San Diego, California 92115. 86 APRIL 1975

Balloons HOT AIR BALLOON — Semco factory has a used, 3 place wicker basket Challenger for sale. Envelope is red, white, black and blue with stars. $4,100.00. Semco Balloon, Rt. 3, Box 514, Griffin, GA 30223. 404-228-4005.

SPORT AVIATION BINDER — Now holds 12

plus. U. S. $4.25, Canada $4.50, postpaid. EAA No. 79, Box 917, Spokane, Wash. 99210. DRAG WIRES, FLYING WIRES, BEARINGS,

ETC.

Per AN standards for homebuilts.

Send stamped addressed envelope for illustrated list. A. Wheels, P. 0. Box 174,

Ambler, Pa. 19002.

GEE BEE CANOPIES — T-18 Canopies and

windshields fit T-18, Mustang II, Sidewinder, Turner Super T-40A, CA-65. Pazmany

PL-2 Canopies, % and 7/10 scale P-51's. $170.00 each. Large single place bubble 60"x24"x16" high; small single place bubble - 50"x24'x14" high - $100.00 each. New Pltts Bubble — $95.00. All canopies untrimmed and in green, gray or clear. "Shipping crate - $30.00" FOB Seattle. Gee Bee, 18415-2nd Ave., So. Seattle, Wash. 98148. Glen Breitsprecher. Dynel, fiber-glass, resins, polyurethane foam.

Complete supplies. Catalog 25c. Kick-Shaw, Inc., 3527 Hixson Pike, Chattanooga, TN 37415. PRICES SLASHED! DON'T TAKE CHANCES

on uncertified surplus or used wheels and brakes! 500x5 or 600x6 1975 Production Cleveland wheels and brakes, brake brackets NOW ONLY $125.00 plus $6.50 postage.

Wheel dust covers $7.50 set. M. B. C. with parking brake $35.00 pair. Bonanza type $35 pair. 500x5 or 600x6 Cessna axles $19.50 each. 1975 600x6/6 tires $17.00. Also conversion kits for Cessna. Beech, Stinson, Swift, etc. Stamped envelope for free list. Hardwick Aircraft, 1612 Chico, South El Monte, Calif. 91733. T-18 BUILDERS — Save time and material. Buy material marked per matched hole

tooling. We have 90% of all material, hardware, parts and assemblies. Write for catalog. Ken Knowles Sport Aircraft, 27902 Alvarez Drive, Palos Verdes Peninsula, California 90274. T-18 MACHINED PARTS — 67 parts exactly per Thorp's drawings including canopy latch. Send for list. Dewberry Industries, 4751 Hwy. 280 So., Birmingham, Ala. 35243.

NEW WOBBLE PUMPS united aircraft product, AN4009 type D-2 with handle, $48 each while they last. Javelin Aircraft Company, Inc., 4175 East Douglas, Wichita, Kansas 67207.

COMPLETE LINE OF CLEVELAND WHEEL

CONVERSIONS for Cessna, Beech. Navion, Swift and Stinson. Write for quote. Homebuilders 5.00 and 6.00 new magnesium

wheels, brakes, covers and bearings

Miscellaneous WHEELS — Custom made aircraft wheels, complete with brakes and bearings. 500xb . . . . . . . . . . . . . . . . . . . . . $110. per pr. 500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr. 700x4 (will take 800x4 tire) .. .$110. per pr. Master cylinders, $20. per pair with wheel order. $23. per pair without. Alfred H. Rosenhan, 810 E. 6400 South, Salt Lake City, Utah 84107. FIRESTONE & SHINN wheels & brake parts. 1" brake lining kit, $6.60, 1" brake shoes $8.25 each, brake dust covers $3.85 each, all for model 6C assy's. Mfg. Firestone & Shinn wheel & brake parts. WHEELERDEALER, P. O. Box 421, Harbor City, Calif. 90710. _____________ T-18 BUILDERS — Extrusions; sheet metal and hardware; instrument panel; gas tank; gas cap; landing gear; engine mount and ring; aluminum windshield frame; horizontal spar tube assembly; Cleveland 500x5 wheels and brakes; axle stub; Pitot-static tube; wing ribs; Maule tailwheel. Write for catalog. MERRILL W. JENKINS CO., 2413

$132.50 and $6.50 freight (USA) Amphibious 6.00 x 6 wheels and brakes $223.50 and $6.50 freight. Technical information available. Barney Oldfield Aircraft, Box 5974, Cleveland, Ohio 44101. VP-1 MOLDED FIBER-GLASS ENGINE COWL-

ING — Upper and lower shell, excellent cooling. $50.00 postpaid. Dick Ertel, RR #7, Quincy, Illinois 62301. ALUMINUM kits; Mustang I, Mustang II, T-

18, Davis DA-2A, Sonerai, drills, reamers.

Gerdes wheels and brakes. Send large selfaddressed envelope stamped to; SMITH SUPPLY COMPANY, Route 4, Brown Deer

Lane, Janesville, Wisconsin 53545. COOT BUILDERS! The finest in machined

parts, fittings. All parts now available —

many in stock. Also custom work. Forney Precision, Inc., Box 75, Cambra, Pennsylvania 18611. WITTMAN TYPE GEAR LEGS — for Tailwind,

Sidewinder, Davis, Daphne, RV-3, and others. Expertly machined and polished from 6150 steel. Write H. C. Lange, R. #1, Merrill, Wis. 54452.

Moreton St., Torrance, Calif. 90505. LARGE STOCK of new and used light aircraft and engine parts. Lots of parts for homebuilders. The home of flight tested aircraft parts. Nagel Aircraft Sales, Torrance Airport, Torrance. Calif. 90505.

ATTENTION CFI's — Biennial flight review.

Ground and In-flight check lists. Provides permanent record. Pad of 40: $3.95. Sample, .50c. Kick-Shaw, Inc., 3527 Hixson Pike, Chattanooga, TN 37415.

CANADIANS — Hardware, instruments, steel sheet tubing; Birch plywood; props, engines; Aerolite glue. Lincoln cloth fabric Price list available. Leavens Bros.. P.O. Box 1000. Malton. Ontario. Canada. CANADIAN KR ENTHUSIASTS — Why pay more. Eliminate importation problems. Write, phone or visit your ONE STOP KR CENTER, for all your KR-1 and KR-2 building needs. Wood, foam, epoxy. dynel, engines, props, professional parts—we have them all. Free price list. CANADIAN RAND AVIATION. Hangar #2. Toronto Island Airport. Toronto M5V 1A1. Ontario. Canada.

FLYTE BOND EPOXY — A new. low viscosity, high strength, epoxy. Specially formulated for use in wood/foam/dynel aircraft structures. Does not soften polystyrene foam, or become brittle on polyurethane foam. Low toxicity. Use this one material as glue, filler, coating, laminating resin and strengthening filler material. Does not shrink, craze, delaminate or crack. Water, gasoline and chemical proof, it is also impermeable to water vapor and so prevents dimensional changes in wood with changing humidity. Prevents wood rot. $32.00 Gal. Send for booklet. "WOOD/FOAM AIRCRAFT CONSTRUCTION WITH FLYTE BOND EPOXY". CANADIAN

RAND AVIATION, Hangar #2, Toronto Island Airport, Toronto M5V 1A1, Ontario,

Canada. AN HARDWARE & FITTINGS — Send SOc for catalog - refundable first purchase. HB AIRCRAFT STANDARD PARTS. BOX 4358, FLINT. MICHIGAN 48504. 313/239-2992. SPORT AVIATION ANNUAL FILESI Each container holds 12 copies 5 year supply, including date labels, $4.95. EAA Chapter 202, Box 202, Panama City. Florida 32401.

FLUSH GAS CAP with mounting ring. May be riveted, welded or molded to your tank. A quality product machined from solid aluminum. $17.95 postage paid. Free brochure AVIATION PRODUCTS, INC., 114 Bryant, Ojai. California 93023. CONTROL CABLES fabricated with AN terminals. $2.95 per end for swaging and hydraulic proof testing. Components at competitive prices. Free brochure. AVIATION PRODUCTS. INC., 114 Bryant. Ojai. California 93023. LIGHTWEIGHT STEERABLE TAILWHEELS for homebuilts. 4" or 6" diameter wheels. W or T/z" flat, or %" round spring mounting. $27.95 postage paid. Free brochure. AVIATION PRODUCTS INC., 114 Bryant. Ojai. California 93023. ____

WHEEL PANTS — Lightweight. 500 x 5. as used on Sonerai. $3500 pr. Split racing type - $45.00 pr. 12" aluminum spinners and backplates - $25.00 "F I & F V formed aluminum landing gears. 5" Azusa wheels and brakes, plexiglass canopys. fiber-glass nose bowls for VW s, Cassutt canopy caps, etc. POSA INJECTOR CARBS — The answer for carb problems. As used on Sonerai. 29. 32, 35, 37 mm models available. $50.00. Why pay more? Include engine type and HP. RIVETS — Cherry commercial "pop type" rivets. 120° flush or standard protruding head. V," stainless steel. $23.00/1000; V» aluminum. $10.50/1000. G28 Hand Rivet Tool for above plus 120° dimple die $21.00. Send $1.00 for Sonerai information. Monnett Experimental Aircraft, Inc.. 410 Adams, Elgin, Illinois 60120. HOMEBUILDERS — are you looking for the following - vac pumps, prop governors, fuel injected systems, blowers, cranks. Check with us first. Air Engines. Ltd.. 1325 W. Washington, Bldg. A-6. Orlando, Florida 32805 or call 1-305-422-6595. WOOD AIRCRAFT BUILDERS — We supply kit material to your specification, laminated spars made to your requirements. Epoxy, aerolite glue, balsa, ash. Kits for Pietenpol. Cavalier, Minicab, Taylor Mono, Fly Baby. etc. Catalogue $1.00. WESTERN AIRCRAFT SUPPLIES. 623 Markerville Rd . N.E., Calgary. Alberta, T2E 5X1, Canada. Bus.

Ph 403/261-3046.

BUBBLE CANOPIES — 15x44x11. 20x33x13 $50 18x46x 12 - $60. 20x46x14 - $70. 23x46x15 - $80. 20x60x14 - $90. 23x60x16 - $100. 2/3 P-51. tandem 23x70x16 - $150. 34x70x21 $200. Tandem drape 23x55x17. open both ends. $100. Emeraude windshield and side panels - $120. Others not listed. Prices include crating. Excellent optics. Custom work, partial canopies, windshields. Send stamped self-addressed envelope for complete info. BOUWENS AEROSPACE. Twing Road, LeRoy, NY 14482. 716/967-8215.

ACRO SPORT WINGS — ready to finish, center section finished, includes plans, all fittings, used Wag-Aero kit. professional woodwork, $1100.00. Invested, will take $500.00 or trade William H. Doane, Highlands Muffler Center, 1097 W Main St.. Avon Park. Florida 33825 AN HARDWARE & FITTINGS — Send SOc for catalog, refundable first purchase. HB AIRCRAFT STANDARD PARTS. BOX 4358. FLINT, MICHIGAN 48504. 313/239-2992

FUEL GAUGES — P-S1, FOKKER replicas, antiques, homebuilts. Send SOc piece for information. Ron Sands. RD1-341. Mertztown. PA 19539

Plywood, 8 sheets, 4 x 8 x 1/16 mahogany, $200.00, Rattray, Midget Mustang cowl. $125.00. 65 Continental, apart and complete, no logs, $400.00. Terry Railing 414/648-2273.

PERSONALIZED AIRCRAFT PAINTINGS — From your photo or slides. William M. Hasse, 1755 East 236 Street, Euclid. Ohio

PANEL-N-NUMBERS — white on black $2.00 each. Seville Engineering, 1448 Sylvan Glen, Okemos, Michigan 48864.

44117 Aircraft woodworking — guaranteed. Wings, stabilizers and control surfaces. Send for free quote. All drawings promptly returned. Eric Jahnke. 509 54 St.. West Palm Beach, Florida 33407. % SCALE P-51 — aluminum cowlings, belly scoops, spinners, wing tips. Specialists on compound curves in 2024 T3 aluminum. Let us know your needs. Unlimited Simulations. 33805 Viceroy. Sterling Heights. Michigan 48077. 313/268-4627. INERTIAL LEAD VERTICAL SPEED INDICATOR — Teledyne Avionics Type D 3 W E $445 or best offer. A. J. Espinosa, Flemington. NJ 08822

Precision metal and wood components made to order for your homebuilt. Please enclose legible blueprints or drawings. Kipp Aero Workshop. Route 1 Box 64. Swannanoa, N. C. 28778. #2 URETHANE FOAM — KR-1 kits available Lowest prices. Send stamped, addressed envelope. Free sample, price list. Jim Snyder, Hesston, KS 67062. Steel Tube Fabrication — wood work, dope and fabric, engine mounts, fuselages, landing gears, etc Specializing in custom built aircraft. All work guaranteed. 30 years experience. 10% discount to EAA member. Eugene Livingston, 4928 Eleanor Drive, Charlotte, N. C. 28208. 704/392-5981. Cessna 150-172 brake master cylinders, reconditioned new seal $17.95 each. Nagel Aircraft Sales, Torrance Airport, Torrance, California 90505. 213/326-9303. NEW! METRIC AVIATION. Are you ready? Newsletter keeps you on top! $6/yr. Samples $1. Box 51A-10. Rt. 1. Fort Jones. California 96032.

KR-1 BUILDERS — Packet containing color photo, modifications with drawings, engine specifications, plus helpful building information on Fred Keller's Oshkosh award winning KR-1. See January 1974 issue of SPORT AVIATION. $5.00, 1200 W. Dimond #1013, Anchorage. Alaska 99502. 7AC fuselage needs welding — I don't weld. Need frame in good shape or will sell disassembled Champ with papers (firewall back) or trade for rebuild or homebuilt project. Jim Rosenow, RR #1, Box 59 B. Fulton. III. 61252. 815/589-2635. SKIN CLAMPS — for half the price of clecos. Vi dia - kit to make 50 clamps, $11.30, 100/ $20.64. Postpaid. Data .25c. Swanson Tool. 4018 S. 272nd Street. Kent. Wash. 98031. FLY-IN HOMESITES - AIR TROY ESTATES — 1'/2 acres to 5 acres, 2000 ft. sod strip. 15 air miles from Hales Corners (Chicago Sectional) $10.400 up. Call 414/327-3326. USM POP RIVET CLOSEOUT SPECIAL V, x '/. dome aluminum with steel or aluminum mandrel $9.5071000. Catalog 25c BJG Aircraft. 40 Countryside Drive, St. Peters, Mo. 63376. Midget Mustang wing fittings, N3N-3 Parts, write, Mrs. K. E. Ryden. 4604 Midmoor Road, Monona. Wisconsin 53716.

FREE for the taking, Teenie II project, partly written off. Will negotiate unused material. Also good Cont. A-40 engine for sale, evenings. Leonard 915/581-1700. ALUMINUM TUBING — two 12 lengths. 6061T6. 4" O.D. .065 wall. $30.00 each. Nichols, 1114 Emory. Indianapolis. Indiana 46241. 317/247-5363. PITTS WINGS — Sparcraft symmetrical wing kit for S1C still in factory crate unopened. Other homebuilt parts. Also two parachutes. Phone evenings 601/875-3166. 2024-T3 Alclad aluminum sheets: .020 - $20.. .025 - $25., .032 - $32.. .040 not mailable. Basic set 6 certified instruments. $150.00. Prop carving book. Cont. 75-85-90 service manual, FAA Airframe and Powerplant handbook, 500 pages, VW service and conversion manual, $6.00 each postpaid - insured. VP-1 plans. $35.00. KR-1 plans $15.00. C. B. Loftsgard. Postville. IA 52162. BENDING BRAKE drawing (4-7 ft.; steel) free with orders of quality "One-Sided/Hand" rivet dimple dies, hole flanging dies, cutters (1" - 3%" dia.); monel "Pop" rivets. guns. U.S.A. shipments daily. Free brochure(s). Dandy Dimple Die, 172 Boniface. Kitchener, Ontario. Canada. SPORT AVIATION ANNUAL FILESI Each container holds 12 copies, 5 year supply, including date labels. $4.95. EAA Chapter 202, Box 202, Panama City, Florida 32401. POP RIVETS — threaded — Monel — aluminum closed end — stainless steel. SPECIAL — aluminum and monel kits. Contains 200 rivets, domed and countersunk. 1-KIII Pop Rivet Gun, 2 - #30 drill bits. Aluminum kits, regular $27.87, NOW $23.69. Monel kits, regular $33.11. NOW $28.14 Add $1 for each kit for shipping. Write for FREE information. Fastener Products, 615 West Colfax. Palatine. III. 60067. C.B.

Radios by Kris you need communication

in car same as plane. Write, give EAA number for price. Aero Components, Box 573, Newark. Ohio 43055.

Parachutes SURPLUS — Seats — Backs for aerobatics — Gliders — Aircraft — Pioneer thin back $465.00. 313/349-2105 MIDWEST PARACHUTE, NOVI. MICHIGAN 48050.

Services BILL "AVI" ATOR — Aviation Insurance Specialist. Representing large established companies. Competitive rates. Fast. Claim Service. Speciality Homebuilts and Antique Aircraft. 211 South Fayette. Jacksonville. Illinois 62650. 217/245-9668. SAVE MONEY — USE QUALITY RUBBER STAMPS — 3 line address stamp only $3.00. Satisfaction guaranteed. Order yours now. Great Circle Manufacturing Company, Box 173, Coloma, Wisconsin 54930. SPORT AVIATION 87

BUILDING OR DESIGNING your own aircraft and in need of sound advice? For FREE detailed information about this engineering mail service send a self addressed stamped envelope to: AMTECH SERVICES

RD 8, Mansfield, Ohio 44904 Wood Testing Device; plans, detailed instructions - $17.38; description June 1970 Sport Aviation. LET US HELP BUILD THAT AIRPLANE! We

have facilities for welding 4130, aluminum, and stainless. Sheetmetal working, dope and fabric, painting, engine work, etc. All work by A & P Mechanic. We will build anything from the smallest part to an entire airframe. Write, call or drop by, T. Melsheimer Co., Inc., 2206 Gladwick, Compton, California 90220. 213/637-6725.

AIRFOILS — Our optics system assists in making wings using airfoils we handle including the GAW-1. Your tapered or constant chord wing will be easier to make, we believe, with our system. For further information and price list, refundable with first order, send $1 and stamped self addressed envelope to H & K Enterprises, 1203 Hale Court, Woodbridge, Virginia 22191. BD-5 BUILDERS Structure and control modifications by accredited Engineer/Pilot/ Builders. Instruction and Photo coverage. THIRD EDITION

KR-1, KR-2 The missing "HOW TO". Photos or slides plus instructions. Design Reviews (2). Structural and safety update plus controls backup (redundancy). Send SSAE for each specified index. Gillespie Aero Services, 404 South Reese Place, Burbank, California 91506.

PLANS Plans of aircraft advertised In SPORT AVIATION must have satisfied the FAA minimum requirements of the Experimental Amateur-built Category and must have been operated a minimum of 50 hours when using a FAA certified engine or 75 hours with a non-certified engine and should have satisfactorily demonstrated Its advertised qualities. The FAA Operation Limitation must have been amended to permit flight outside the test flight area.

COUGAR 1 — 12 sheets, black line, full size wing ribs, folding wing modification, $20.00. Order from Leonard Eaves, 3818 N.W. 36, Oklahoma City, Okla. FOKKER TRIPLANE DR-1 — Full size info kit, $3.00, Plans $50.00. Redfern Replica, W. W. Redfern, Rt. #1, Athol, Idaho 83801. EAA BIPLANE P-2 — A fine sport plane for the amateur builder, 85-150 HP, cruise 105-140 mph. Fully aerobatic. This rugged singleplace biplane has spruce wings, steel tube fuselage, very detailed shop drawings, plus full size wing rib and jig drawing. $27.00 to EAA members. $37.50 non-members (includes one year's EAA membership). Experimental Aircraft Association, P. 0. Box 229, Hales Corners, Wis. 53130. WITTMAN TAILWIND W-8 — Two-place, side-by-side. 85-135 HP Cruise (with 0200 Conn over 150 mph at 5,000 ft. at 7054 power. Construction plans and photos $125.00. Brochure $1.00. S. J. Wittman, Box 276, Oshkosh, Wis. 54901.

BANTAM plans. Over 200 sq. ft. detailed

drawings. All metal construction. Fun to fly. $55.00 for blueprints or $2.00 for specs, and photos. Bill Warwick, 5726

Clearsite, Torrance, Calif. 90505. CA-65 — Two place sport plane with retractable landing gear. Plans - $110.00. Brochure - $3.00. A. Cvjetkovic, Box 323, Newbury

Park, Calif. 91320. 88 APRIL 1975

SPEZIO "TUHOLER" — two place, open cockpit, low folding wing. Full size rib drawings, very detailed plans. Info pack - $3.00. Plans - $75.00. William Edwards, 25 Madison Avenue, Northhampton, Mass. 01060.

JL-4 — four passenger, wood and foam construction, engines to 25 HP, retractable. STOL. 200 T cruise, information kits $2.00. Jim Londo, Rt. 3, Box 83, Arlington, Washington 98223. ANDERSON KINGFISHER SPORT AMPHIBI-

SMITH DSA-1 "Mlnlplane" Plans. 17 ft. Biplane. Excellent drawings, $25.00. Mrs. Frank Smith, 1938 N. Jacaranda Place, Fullerton, Calif. AIRCAMPER, GN-1 — Complete plans for 65 to 85 HP, 2-place Parasol, all wood and fabric construction. Rib drawing and major fittings full size. $25.00 postpaid. Cutaway and photos, $1.00. John W. Grega, 355 Grand Blvd., Bedford, Ohio 44146. SHOESTRING — Formula One Racer, sportplane plans available. 3-view, photos, specs., $3.00. Condor Aero, Inc., P. 0. Box 762, Vero Beach, Fla. 32960.

AN — Flight proven, simple and economi cal. Wooden construction, Piper Cub wings. PLANS $150, information brochure $3.00. °resent builders note new address. Earl W. Anderson, P. O. Box 422, Raymond, Maine 04071. SMALL HANGAR PLANS (24' x 24') (for up to

21' wing span, 7' height) Engineered semiprefab, bolted wood structure. Designed for SOpsf snow, 100 mph wind, seismic zone 3. Completely detailed drawings for the do-it-yourself man. Send $27.50 to: H. W. Kellermann, 8192 Evelyne, Huntington Beach, Calif. 92646. MIDGET MUSTANG - MM I UNUSED — plans

AIR SKIMMER — $10.00 buys the hull plans for this single place homebuilt Navy Seaplane. Rest of plans as you build or complete set of original plans $65.00. JET Plans, 1800 Carmelo Dr. E. Carmichael, CA. 95608.

FLOAT PLANS — Metal. Designed by Stanley Dzik. Information packet, $1.00 U.S. Bill or Money Order. Plans, four sheets, NOW $25.00. U. S. or Money Order. Postpaid. L. Landermann, 39 Poplar St., SteRose, Laval, due., Canada. .DIAMANT — 3-4 sealer, all-wood: $100 — SUPER-DIAMANT - retract, tri-gear: $125. SUPER-EMERAUDE - 2 sealer, all-wood: $75. BERYL - fully aerobatic, tandem sealer: $80. COUGAR • all wood racer: $75. - TOURBILLON - fully aerobatic, all-wood single seater: $60. - EDELWEISS - all-metal, retrac. tri-gear, 2 seater: $125. - 4 seater: $175.00 - Specs, 3-view, photos, $2 per airplane to E. Littner, P. 0. Box 272, SaintLaurent, H4L 4V6, Quebec, Canada. RAND KR-1 PLANS — $25.00. The VW powered Styrofoam retractable. Ken Rand, 6171 Cornell Drive, Huntington Beach, Calif. 92647.

SE5A REPLICA — 85% scale WW I Biplane Scout featured December 1970 SPORT AVIATION. Sport plane performance with antique appearance. Brochure, specs, and photos; $3.00. 30 sheets 22"x34" complete construction prints and instruction booklet $60.00. REPLICA PLANS, 953 Kirkmond Crescent, Richmond, B. C., Canada. HEADWIND B — The original VW powered airplane with over a decade of success. Excellent plans, $20.00, info, $2.00. Stewart Aircraft Corporation, 11420 Rt. 165, Salem, Ohio 44460.

with builders manual, $45.00, W. H. Payne, 111 Pratt Street, Madison, North Carolina 27025.

PL4-A plans — unused, with construction manual, $65.00. Light Airplane Design, $5.00. Stanley Crist, 3924 Anastasia, San Diego, Calif. 92111. TAKEHOME T-18 WING — Airway to Highway in just minutes. Information $3.00. Plans $35.00. Sunderland Aircraft, 5 Griffin, Apalachin, N. Y. 13732. PLANS — unused, perfect. Baby Lakes, $30. EAA Biplane, $10. Miniplane Springs, $10. Four 8KW self-exciting 110V AC alternators. $35.00 each. R. D. Osborne, Box 377, Rural Retreat, Virginia 24368. BABY GREAT LAKES — Champagne performance on a beer pocketbook! Cutaway drawing and full reports, $3.00. Complies with NASAD "AA" quality standards. Dealer for Great Lakes Sport Trainers and parts. Send $3.00 for special info packet. Barney Oldfield Aircraft Company, P. 0. Box 5974, Cleveland, Ohio 44101. PRACTICAL LIGHTPLANE DESIGN AND CONSTRUCTION FOR THE AMATEUR — has

plans for the Fike Model "D" and sells for just $4.75 plus 35c postage U.S. Fike Model "E" low aspect ratio STOL airplane plans, $35.00, airmail $2.00 extra in U.S. Brochures on both $2.00. W. J. Fike, Box 683, Anchorage, Alaska 99510. Knight Aircraft — Drawings for Knight Imperial, $95.00, Sunday Knight, $95.00. Info package $3.00. Vernon w. Payne, Rt. 4, Box 319M, Escondido, Calif. 92025.

LITTLE TOOT PLANS — Reduced to book form, sixteen sheets 11" x 17", $25.00. Full size blue prints, $75.00. Illustrated brochure, $2.00. Meyer Aircraft, 5706 Abby, Corpus Christi, Texas 78413.

WANTED

R. L. 3 MONSOON, low wing 2 seats all wood construction. Brochure $3.00, plans $75.00. Wood kits available. WESTERN AIRCRAFT SUPPLIES, 623 Markerville Rd., N.E., Calgary, Alberta, T2E 5X1, Canada. Bus. Ph.

Will purchase P & W R1340 and R985 engines. Also Ham Std 2D30 and 12D40 propellers. Mid-Continent, Drawer L, Hayti, Missouri

403/261-3046.

BG-6, BG-7, BG-12D and BG-12/16 plans from

$35 to $137.50. Information packages: BG-6 and BG-7, $1.00; BG-12D, BG-12/16,

$1.00. Both for $1.75. Sailplane Corporation of America, El Mirage, Rt. Box 101, Adelanto, Calif. 92301. SONERAI I & II PLACE PLANS — VW pow-

ered, all metal, folding wing, self-trailering. I - $50.00, II - $75.00. II includes builders

manual. Components and kits available. Send $1.00 for information. Monnett Experimental Aircraft, Inc., 410 Adams, Elgin, Illinois 60120.

TEENIE TWO CANOPY — Simple, inexpen-

sive, built from readily available materials, $3.50. M. T. Peery, 307 Forrest, Baytown, Texas 77520.

63851. 314/359-0500.

WANTED — 69 L 42 prop, Marvel MA 2 carb.

Jim Franklin, Rt. 1, Box 114, Vichy, Missouri 65580.

_______

WANTED — R003 Beech Roby propeller or

parts, especially 232 blades, Jess Beard, 219 W. Broadway, Farmington, New Mexico 87401. 505/325-4505.

WANTED — .010 or .020 oversize pistons, looking for RELIABLE SOURCE. Isidore

Brule, C.P. 244, Smooth Rock Falls, Ontario, Canada. WANTED — Lycoming 0-145-B2 parts, 4 pistons, .010 or .020 OS and pins, main and rod bearings. O.H. gasket set. Have MA-3 $50.00.

Jim Franklin, Rt. 1, Box 114, Vichy, Missouri 65580.

WARBIRDS NORTH AMERICAN SNJ-6 - 115 MRS SINCE

complete rebuild. Alrframe and engine. Dual comm, dual nav, dual G.S., 3-light MKB, ADF, intercom. Custom instrument panel, strobe lights. IFR certified Alumigrip paint,

many other extras. Absolutely beautiful, always hangared. Trophy winner. Maintained in spotless condition. Asking $29,900 or best offer. Contact, Jim Bohlander, Marengo, Illinois 815/568-8375.

SOARING SOARING magazine comes with SSA Associate membership. only$12/yr. Or, send $1.50

for sample copy plus literature. Soaring Society of America. Box 66071-X. Los Angeles. Calif 90066

After "eight years of construction pleasure", according to the builder C. H. "Charlie" Shepherd (EAA 30308), 1022 11th St. S., Lethbridge, Alberta, Canada, this Stits Playmate finally became airborne and is flying beautifully. Charlie says he attended Oshkosh in 1971 and wants all the friends he made there to know his bird is finally completed.

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We have purchased a limited quantity of a single channel pulse proportional super HET system from a well known manufacturer. These were made to sell for $80.00. This is a fine system for that .020

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AIRFOILS

was needed to get the new agency running and in this area he was most successful. N. E. Halaby who succeeded General Quesada was close to the Kennedy family and was in direct contact with the President. Perhaps at no time have we had an FAA Administrator who had such close ties with The White House. Halaby was fond of greeting his executive staff on certain mornings by saying that he had just had By

DAVID H. SCOTT, EAA 1004 1346 Connecticut Avc., Suite 915 Washington, D.C. 20036

THE JOB OF FAA ADMINISTRATOR

breakfast with the President and they had decided upon such and such a policy. Halaby was noted for his Hangar

Sessions that were held when he went out to the field and talked at first hand with general aviation pilots. This he did to improve the relationships with grass roots

pilots which he felt had been damaged under the Quesada regime. He listened to their gripes and complaints and promised to do something about them. Sometimes he was

ASHINGTON HAS BEEN full of rumors for the past two months concerning the replacement of Alexander Butterfield as FAA Administrator. If this event takes place in the immediate future it will be unfortunate because Mr. Butterfield has had too little time to make his potential impression upon the FAA. He has been blamed for errors and mistakes that took place long before he assumed office. And he has had to deal with an impossible situation in the Department of Transportation by having so many of his programs stalled or tragically modified by middle echelon people in the DOT. In the event that a new FAA Administrator is chosen in the near future it would be well to look at the records of previous FAA Administrators and review the plusses

and minuses of their respective regimes. This will give some hints of the complexities and difficulties of the job as well as the conditions that should be established so that the Administrator can be effective. Since the FAA was created in 1958 there have been five Administrators plus two acting Administrators. The dates of their incumbency are as follows:

General Elwood "Pete" Quesada - November 1, 1958 through January 20, 1961. 25 months. James T. Pyle, Acting Administrator - January 21,

1961 through March 3, 1961. Two and one half months. N. E. Halaby - March 4, 1961 through July 1, 1965. 51 months.

General William McKee - July 1,1965 through July 31, 1968. 37 months. David D. Thomas - Acting Administrator - August 1, 1968 through March 23, 1969. 9 months. John Shaffer - March 24, 1969 through March 14, 1973. 48 months. Alexander Butterfield - March 14, 1973 through April 1, 1975? 24 months?

It has been this writer's privilege to observe the tenure of office of each of these men from closehand. Like all men in public life they have had their supporters and

detractors. But a reasonably fair appraisal of their terms would surely include the following highlights. As the first FAA Administrator of an independent agency General Quesada stirred his staff out of the lethargy they had fallen into when the Civil Aeronautics

Administration was a part of the Department of Commerce. The General was a strong and tough administrator and this is probably what the Agency needed during its formative years. Many in general aviation will remember General Quesada as cracking down on private pilots with the launching of his "violations campaign". He believed that general aviation pilots needed discipline not only to protect themselves but to make the skies safer for air carrier passengers. He took the military man's approach to accomplish his objectives. Possibly he was not the most popular Administrator but a strong hand

successful in keeping his promises, sometimes not, due to the inertia of the bureaucracy which even then was becoming evident in the FAA. Under Halaby the Office of General Aviation and the Women's Advisory Committee

on Aviation were created. Possibly one of the most controversial actions of the Halaby years was to de-centralize the FAA by giving many decision powers to the FAA regions. Some said this created seven FAA's. This policy

has had some success but it is interesting that now some of the powers formerly delegated to the regions are being transferred back to Washington. Halaby's term of office

lasted for 51 month — the longest of any Administrator to date. President Johnson selected General William McKee to be FAA Administrator after "Jeeb" Halaby left the government to join Pan American World Airways. General McKee had a fine reputation in the Air Force as an excellent administrator and one who could get things done. On taking over the top job in the FAA his main assignment was to get the American supersonic transport

program under way. During the 27 months that he was Administrator he ran the SST program that resulted in

the selection of Boeing for the airframe and General Electric for the engines. The SST program was cancelled by Congress in March of 1971 long after General McKee had left the FAA. General McKee was not a pilot and had little interest in general aviation. But he was fair, able and agreeable to deal with on any problem that he felt deserved his attention. Dave Thomas was acting FAA Administrator for 9 months and ran rather a holding operation during the presidential campaign of 1968 and the subsequent early months of the Nixon Administration.

John Shaffer's term as FAA Administrator lasted for 48 months. This was the second longest in FAA history. In addition to the struggle over the SST program he faced many difficult problems with possibly the Air Traffic Controllers strike of February and March 1970 and aerial hijacking being the most critical. One of the reasons for

his selection was that he was given top priority to get the automated air traffic control system operational. In this area the FAA made considerable progress during the Shaffer regime. Possibly the greatest cross Mr. Shaffer had to bear was the increasing interference in aviation matters by the newly organized and expanding bureaucracy in the Department of Transportation. Mr. Shaffer found in the closing months of his tenure that policy decisions were being taken out of his hands and even detailed FAA operational matters had to be approved by

medium echelon DOT personnel. Incidentally this relationship between the DOT and FAA has continued to deteriorate and presented an impossible problem to the last FAA Administrator, Alexander Butterfield. Alexander Butterfield came directly to the FAA from The White House. He was closelv associated with Bob (Continued on Page 78)