THE HOMEBUILDER'S
Corner buPAULH.POBfREINY
IN THE
PAST few months, we have received either personal comment or mail from the membership that we, your officers and directors share some of the problems that confront the operation of your organization. The following correspondence was directed to each officer and director of the EAA and to each officer and trustee of the EAA Air Museum Foundation, for their information, action and advice. In no manner is the content of the correspondence meant to discredit any individual or committee and we sincerely hope that within days, the decision will be reversed in favor of EAA.
May 15, 1975 Gentlemen: I have enclosed several clippings of great importance to the Experimental Aircraft Association, the Air Museum Foundation and our Annual Convention. It pertains to the use of a portion of Wittman Field at Oshkosh, Wisconsin during the peak days of the Convention, August 1, 2 and 3, Friday, Saturday and Sunday, for the use of an Airplane and Automobile Auction. A little history . . . Approximately one month ago, a man identifying himself as Mr. "J", called me and wanted to know if we had a tent large enough to put 50 antique airplanes in as they were going to have an auction at Oshkosh during our EAA Convention. I queried the man regarding the aircraft, where they were located, what type? It was soon apparent that the man had little knowledge of the aircraft and that he had met a gentleman at an auction in Ohio who claimed he had them. I told him to write to us and give us full particulars so that we can evaluate the situation, thinking it was just another inquiry regarding renting exhibit space, etc. This past Monday, May 12, I received a call from the same gentleman, asking if he could purchase our EAA membership list and also wanted advertising rates for our magazine and program. I asked him what he wanted it for. He stated that they had just leased 15 acres of land from the county to hold an Airplane Auction during our Convention with approximately 50 aircraft already registered and that they would also have some 200 antique automobiles. The area that the new Airport Manager, Mr. Blair Conrad, and the Aviation Committee had arranged for was just northeast of the north-south runway, right in our aerobatic air show zone and in our fly-by landing traffic pattern. I immediately called Mr. Conrad, the Airport Manager, for details and he stated that the Aviation Committee had given tentative approval to this, keeping in mind that Mr. Conrad has only been the airport manager for a little over one month, has had no airport managing experience, is an ex-Captain, pilot-type, just recently out of the Army. He has not seen our Annual Convention and has no conception of the problems. I arranged for a meeting on Tuesday, May 13, with him to discuss the matter further. My wife, Audrey, and I went to Oshkosh and learned that Mr. Wittman had already been to his office, bringing the safety aspect of the proposed location of this activity to the Airport Manager's attention. Steve, Audrey and I again met with the Airport Manager and had little success in presenting our problem. We felt it was very unethical for the Airport Manager and the Aviation Committee to condone such an operation during our Annual Convention. As you note from the newspaper article, the reason for holding the auction is because of the great number of fpeople that the EAA brings to the area. &
(Continued on Page 86)
SPORT AVIATION Official Publication of the Experimental Aircraft Association International iflc. An International Non-Profit Organization Dedicated to Aviation Education SPORT AVIATION ASSOCIATION INCORPORATED
VOL. 24 — NO. 6
JUNE 1975
Copyright ' 1975 by the Experimental Aircraft Assn., Inc. All rights reserved.
TABLE OF CONTENTS Homebuilder's Corner . . . by Paul Poberezny ...........................
2
Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 At 100 Pounds and 15 Horsepower — The Birdman . . . by Emmett Tally . 10 Women Organize Chapter's First Fly-In . . . by Lucile Hauck ............. 14 Return of the Z ... by Bill Turner ........ .^............................ 16
In Memory of Dewey Bryan . . . by Peter J. Smith ....................... Burt Rutan's VariEze . . . A Sneak Preview . . . by Jack Cox .............. 1975 EAA Convention Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . What Our Members Are Building . . . . . . . . . . . . . . . . " . . " . " . . " . . . . . . . . . . . . . . . . .
Page 16
18 21 24 26
Women of EAA Forums at Oshkosh . . . by Jayne Schiek ................ 28
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Charring of Wood Propeller Hub Spacers ...byW.S. Evans ............ 34 Chapter 148's Pietenpol . . . by Dale Wolford ........................... 36 The Designee Corner . . . by Antoni Bingelis ............................ 38
Page 21
The Marquardt MA-5 — The Happiness Machine . . . by Bill Turner ...... 40 The EAA Air Museum Foundation — Showing The Way . . . . . . . . . . . . . . . . . 47 On To Oshkosh . . . The Great Adventure . . . by Jack Cox ............... 70 Testing The Mini-Imp . . . by M. B. "Molt" Taylor ........................ 74 A Wildcat Dream . . . by Jack Lenhardt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Directory of Aircraft Under Construction of Restoration . . . . . . . . . . . . . . . . . 91 The Care and Feeding of Tires and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Jack Cox
Paul H. Poberezny
Editor-in-Chief
Publisher
Ray Scholler
Assistant Editor
Bonnie Soucy
Page 36 ON THE COVER . . . The Marquardt Charger. (Photo by H. A Troxel)
Bernice Scholler
Advertising Manager
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. »TION >EUM
PAUL H. POBEREZNY, DIRECTOR
GEORGE HARDIE, |R., 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 ($20 00 after February 1. 1975) per 12 month period of 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 inferior merchandise obtained through our advertising so that corrective measure can be taken
Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130 SPORT AVIATION 3
ORGANIZATION THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. PRESIDENT
VICE-PRESIDENT
TREASURER
SECRETARY S. H. SCHMID
PAUL H. POBEREZNY
RAY SCHOLLER
9711 W. FOREST PARK DRIVE HALES CORNERS. WIS. 53130
453 FIFTH STREET RANDOM LAKE. WIS. 53075
ARTHUR KILPS
10205 KAY PARKWAY HALES CORNERS. WIS. 53130
2359 LEFEBER AVE.
MILWAUKEE. WIS. 53213
DIRECTORS HARRY ZEISLOFT 2069 CRESTLINE DRIVE
ROBERT J. GYLLENSWAN
1606 RONCEVALLES BURTON, MICH. 48509 ROCKFORD, ILL. 61107 RONALD G. SCOTT R. M. PURYEAR 1005COPENHILL DR. 291 MARTIN RD.
GUSTAVE A. LIMBACH
S. J. WITTMAN
2 EAST PLEASANT LAKE RD.
BOX 2672 OSHKOSH. WIS. 54901
ST. PAUL. MINN. 55110
EAA WASHINGTON REPRESENTATIVE DAVID SCOTT 1346 CONNECTICUT AVE.. S.W.
EAA OF CANADA PRESIDENT HERB CUNNINGHAM
16 ACRE HEIGHTS CRESCENT
WASHINGTON. D. C. 20036
EXECUTIVE VICE PRESIDENT TOM POBEREZNY
VAN WHITE BOX 5255 LUBBOCK, TEX. 79417
SANTA CRUZ. CALIF. 95060
WAUKESHA, WIS. 53186
SCARBOROUGH, ONTARIO, CANADA
EAA CHAPTER EXECUTIVE SECRETARY GOLDA COX
BUSINESS MANAGER JERRY STRIGEL
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
SECRETARY DR. LYLE MC CULLOUGH
VICE-PRESIDENT
PAUL H. POBEREZNY 9711 W. FOREST PARK DRIVE HALES CORNERS, WIS. 53130
DAVE JAMESON 4322 BELLHAVEN LANE
OSHKOSH, WIS. 54901 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. 1885 MILLSBORO ROAD, MANSFIELD. OHIO 44906
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
11222 W. FOREST HOME AVE. FRANKLIN, WIS. 53132
THOMAS POBEREZNY 4075 S. 84TH ST. APARTMENT 8
GREENFIELD. WIS. 53228
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 T I « N A T I 0 N A I. A E t O I A T I C CLUI
INTERNATIONAL AEROBATIC CLUB, INC.
ANTIQUE AND CLASSIC DIVISION
WARBIRDS OF AMERICA, INC.
PRESIDENT VERNE JOBST 1910 NORTH ORCHARD BEACH RD. McHENRY. ILL. 60050
PRESIDENT DON PLUMB ; 765 CHAMPLAIN CR. WINDSOR, ONT., CANADA
PRESIDENT E. E. HILBERT 8102 LEECH RD. UNION, ILL. 60180
VICE-PRESIDENT W. L. GOODMAN P. O. BOX 444 McHENRY, ILL. 60050
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 JUNE 1975
LETTERS TO THE
EDITOR Dear Paul: Please renew my membership in the EAA The arrival of SPORT AVIATION each month
is greatly looked forward to. I read it and enjoy it thoroughly. However I would like
to express some opinions relating to SPORT AVIATION and the EAA.
Why is the attractive female usually pictured with Burt Rutan s aircraft always
left unnamed while you devote a full page to last years Oshkosh 'beauty queens. It seems that your treatment of women as persons making worthy contributions to aviation is neglected while their treatment as sex objects flourishes. How many beauty Kings of Oshkosh have you had? Sincerely. Dan I. Carpenter. EAA 85073 Box 487 Koror. Palau
Pacific Islands 96940 Dear Jack:
It was certainly gratifying to read Dale Olson's kind comments on the Pober Pixie plans in the February 1975 issue of SPORT AVIATION. He is evidently familiar with the effort involved by a draftsman Too few people realize that the finished set of plans they see represents only about 35 per cent of the actual work The other 65 per cent consists of scores of layouts, construction lines, scaling, erasing, re-
drawing, sketches, blood, sweat and tears. Sometimes if the time is available you even get to think a little. But usually the time is not there and a crash effort to get the plans out results These are only a few reasons why a draftsman walks around talking to himself after a day on the drawing board.
To Dale Olson out in Rapid City, S.D., a heartfelt thanks. Sincerely,
Bill Blake 1103 Madison St. Charles. Mo. 63301
Dear Mr. Hardie:
A friend of mine gave me a SPORT AVIATION copy in which was a story written
by you entitled "A Mystery Is Solved I happen to be the Bruce Hendershott that was mentioned in the article. It was a thrilling sensation to see a picture of the airplane that Ward and I had built. I was 17 years old at the time and Ward was 26. We built it in the attic of our home on 5th
Avenue in Sioux City, Iowa We started building the plane in 1927. We had to take the frame out of two windows to get it out. then lower it onto the roof of a porch and then to the ground It was a low tapered wing which had two different airfoils. Next to the fuselage it was a thick slow section and at the tip it was a thin fast curve. The reason for that was in landing. as it decreased in speed, the lift was decreased inward, eliminating possibility of a stall. We had never seen a low wing airplane — only in a picture The wing spread was over 20 feet, with a wing chord of 5 feet next to the fuselage and 3 feet at the tip Overall length of the plane from spinner to tip of rudder was 15 feet.
The engine we were converting was a Harley Davidson Model 74 from a motorcycle.
We had to have the propeller built. It was made of laminated walnut — I still have it hanging in my room The wheels were 20 inch wheels with 4 inch tires. In converting the engine we moved the magneto from the mount on the side of the cylinder and mounted it on the firewall side of the engine. I have no idea what happened to the engine as we did not sell it with the plane. The landing gear on the plane is the
original There was a wood fairing on the trailing edge of the gear The fairing was temporarily held by screws through the tubes. It was to have been covered with fabric. My brother Ward was killed while instructing a student in August. 1947. We left Sioux City in 1931 and moved to Illinois I still have a pilot's license. The last airplane I had part ownership in with two other men from Pekm was a 235 Cherokee I certainly enjoyed your article.
volunteers at Burlington March 8. Dan has indicated that were it not for extraordinary efforts by you. Gene Soucy. Austin Theobald and the "Smith boys" (Charlie and Bob), he'd still be up there fighting the cold While I've not yet had the opportunity to meet you and your staff. I do want to extend TWA's most sincere thanks for your help and encouragement on what promises to be a very exciting and challenging mission
Once the project is solidly underway, most likely mid-May or June, we'd be pleased if you and as many EAAers as might want to
could visit the restoration site at our Tech Services Center in Kansas City. Mo Dan will be in touch later with specific arrangements Again, on behalf of all of us at TWA, thanks for the support. Sincerely, B. F Wiksten
Yours truly,
Vice-President, Public Relations Trans World Airlines 605 Third Ave.
Bruce Hendershott
New York. N.Y. 10016
1214 Black Street Pekin, III. 61554
Dear Paul: Dear President Paul I have just finished reading Dan Rosen's article. 'Paul Poberezny: A Profile In Success" in the April issue of Air Progress. I had mixed feelings about the article. For that reason, I thought that I would like to drop you a few lines in order to convey my reactions to you. First and foremost, you and our able Board of Directors are doing one whale of
a job not only for the homebuilders but. in my opinion, for the whole of general aviation. I admire the drive, energy and dedication which you are providing to our movement
and can only say inadequately, bless you and your like for the leadership you are providing. The second thing that I want to comment on is that you very correctly perceive that things
do not just happen. Somebody has to make things happen It is our great fortune in the movement to enjoy your presence and your ability to make good things happen. Finally, I'd like to recount a "lament" expressed by the past chairman of our organization. He was commenting on the difficulties we "enjoy" with the press. They don't present things to the public quite the way they are or quite the way they happen On the other hand they don't exactly lie. As our chairman put it. the nub of the problem is epitomized by a story. It seems that a mule ran amok on a farm and got into the truck garden. When the farmer's wife tried to drive the mule out of the garden, the mule knocked her down and was tram-
pling her when the farmer attracted by her screams arrived in time to drive the mule off. A young reporter got wind of the story, investigated, wrote it up and submitted it to the editor The editor thought it was newsworthy and asked the reporter what caption he felt should be put on the story The reporter suggested, "How about farmer rescues wife from mad mule''" "No", the
editor replied, "That will never sell newspapers I have the perfect caption — Farmer Beats Ass Off Wife " I think the foregoing remarks place in perspective for you my appreciation of your
efforts and my reaction to Rosen's article. Keep up the excellent work. Fred J Kee, EAA 45752 102 Bonnyview Dr. Toronto. Ont.. Canada
Dear Mr. Poberezny:
I've now had a chance to review status reports on our Alpha Project and note Dan McGrogan s mention of the invaluable assistance provided by you and other EAA
I thought you might enjoy reading my letter which I wrote to my Congressmen in response to your March "Homebuilders Corner." The user charges must go I have shed my cloak of apathy and silence. The Spirit of '76 is upon me and the "Shot Heard 'Round the World" two hundred years ago from next Friday (April 19) is ringing in my ears! Taxation without representation. Don't tread on me. Give me liberty or give me a free transponder I have had it Discrimination, overcontrol, wasteful spending, and higher taxation by the DOT and the FAA must cease NOW I hope my fellow EAA members, fellow pilots, and fellow Americans will join in our
peaceful but loud revolt 1 We have not yet begun to fight William A. Palmer. EAA 61033 Box 26123 Tempe. Ariz 85282
Dear Sir: In the course of scanning through a recent issue of our excellent publication I encountered my name mentioned in connection with the Rand KR-2 and its flight from Cali-
fornia to Oshkosh last year. In the account by editor Jack Cox it was stated that the aircraft was damaged by the pilot overshooting the runway on land'ng in Kansas. Kindly advise Mr Cox and your readers that the incident mentioned developed from a disconnected left rudder cable and not pilot error as implied. With or without the benefit of rudder control this pilot has never overshot any runway either here or in Southeast Asia in over 9000 hours m all types of aircraft. As for the taxiing incident in Oshkosh where an FAA vehicle was struck by the KR-2 while making a turn I would like it understood that the ground controllers insistant demands with the flags that I turn off the taxiway toward the vehicle were against my violent negative signals from the cockpit. Understandably enough, we do not expect a ground controller to be able to judge the limited turning radius of a particular aircraft in all situations but I do feel it only fair to expect a far more accurate accounting of events from such worthy editors as Mr. Cox. Respectfully. Frank Baylor Dear Paul:
When I joined EAA last fall I asked for info on man-powered aircraft projects and
you were most helpful. (Continued on Pag* 107) SPORT AVIATION 5
MEDICAL COVERAGE PLANNED FOR FLY-IN
Dr. Marion Wagnon, EAA 816, is requesting his fellow physicians attending the 1975 EAA Fly-In at Oshkosh, Wis. to register with him for emergency service on any of the days July 29 through August 4. A schedule will be prepared to afford the doctor as much freedom as possible, probably being on call only a half day during the entire Fly-In. He will be provided with a telephone pager and a golf cart to provide mobility. It is not the intention to provide a "free clinic" but rather emergency care for the thousands of members and guests attending. Doctors available for this service should contact Dr. M. C. Wagnon, 4335 SE 15, Del City, Oklahoma 73115. Complete details will be sent. BACK COVER PAINTING
This month's back cover painting is a beautiful and spectacular action scene of Don Fairbank's well known Knight Twister rounding a pylon . . . from an angle that no photograph could ever capture. The original work was done in acrylics by artist Clark Pester (EAA 77407),
7533 Juler Ave., Cincinnati, Ohio 45243. Clark was born and educated in Michigan and worked for 9 years with North American in Columbus before going with Campbell-Turner and Associates in Cincinnati as a commercial artist. He is a member of EAA's AntiqueClassic Division and is presently restoring a Waco
AGC-8 (NC2312). He is available for work on a commission basis. The aircraft in the painting is the "White Knight", which first flew in June of 1970 and has been entered, to date, in 13 Biplane Class races. It has finished first 5 times, has had 1 second, 4 thirds, 2 fourths and 1 fifth. It was at Oshkosh in 1970, '71 and '72. Owner Don Fairbanks (EAA 80407) heads PRPA's Sport Biplane racing
division. OSHKOSH BUS SERVICE
Bus service will be available again this year from the University of Wisconsin-Oshkosh dorms to the EAA fly-
in site at Wittman Field. This special service will commence the day before the official opening of the Convention, Monday, July 28, at 12 noon and the last bus will run at 9:00 p.m. For the remainder of the Fly-In, Tuesday, July 29 through Monday, August 4, the first bus will leave the dorms at 7:30 a.m. and run every hour on the half hour thereafter throughout the day. The last bus of the day will leave the dorms at 9:30 p.m. and will depart Wittman Field around 10:00-10:30 — depending on the schedule of events of the evening programs. An announcement of the leaving of the "last bus" is made over the PA system. 6 JUNE 1975
AMATEUR BUILT AIRCRAFT REGISTRATION
The number of active amateur built aircraft on FAA's registration lists continues to rise slowly. (The FAA records an airplane as "active" if it flew at least one hour during the previous calendar year.) The latest figures are for the quarter ending March 31, 1975 and are shown here with past quarterly figures for an indication of the growth rate.
September 1974 December 1974 Amateur Built 4387 Exhibition 741 Racing 152
4582 747 174
March 1975 4636 740 187
The FAA claims a total of 153,500 active aircraft in the civil aviation fleet as of the end of 1974. SUPER SOLUTION RESTORATION
In cooperation with the EAA, the Smithsonian's Air and Space Museum and famed designer Matty Laird, the Flordia Sport Aviation Antique and Classic Association has taken on the project of restoring the Laird Super Solution racer, winner of the 1931 transcontinental Bendix Trophy race. With Jimmy Doolittle at the controls, the Los Angeles to Cleveland course was covered at a record speed of 223 mph and after refueling, the tiny green and yellow biplane sped on to Newark, clipping
1 hour and 8 minutes off Frank Hawk's transcontinental record. Doolittle's average speed for the 2450 mile coast-to-coast flight was 217 mph.
Spearheaded by its president, Ed Escallon, the FSAACA has retrieved the remains of the Super Solution from the Smithsonian and has placed various components in the hands of willing volunteers around the state of Florida and several other areas. The aircraft will be restored to flying condition and put on display in the EAA Air Museum. Work will progress under the guidance of designer and original test pilot, Matty Laird, since no plans were ever drawn up for the Super Solution or its immediate predecessor, the Laird Solution, winner of the 1930 Thompson Trophy. The latter aircraft
is now owned by the Connecticut Aviation Historical Society and is also being restored. It contains some parts
of the Super Solution, and these will be measured and photographed so they can be copied for use on the FSAACA restoration. Anyone wishing to contribute to the project or help in any way in the restoration should contact: Ed Escallon, President, Florida Sport Aviation Antique and Classic Association, 335 Milford Dr., Mer-
ritt Island, Fla. 32925.
(Photo by Lee Fray)
The Nesterov Trophy AEROBATIC TROPHIES AT EAA MUSEUM
The two most coveted trophies in the world are on
display in the EAA Museum . . . providing you are an aerobatic pilot. The Nesterov Trophy that goes to the winning national team during world aerobatic competitions is well known to U.S. aerobatic afficionados since
it has been "owned" by the U.S. team since the 1970 contest held in England. It was won again in 1972 in France and since no contests have been held subsequently, it is still in U.S. hands. Less familiar is the Aresti Trophy that is awarded to the Men's World Aerobatic Champion. This huge and elaborate trophy was won in 1972 by Charlie Hillard of Fort Worth. Until recently, both trophies were on display in the Smithsonian in
Washington but both now have honored spots in the EAA Headquarters lobby area. AIR MUSEUM SWEEPSTAKES
Everyone is reminded that the closing date for enter-
ing the 1975 EAA Air Museum Sweepstakes is close to hand. Official Entry Coupons included in your March issue of SPORT AVIATION must be mailed to EAA Sweepstakes, P.O. Box 738, Rockford, 111. 61105, postmarked no later than July 20, 1975 and received no later than August 4, 1975. One has the option of enclosing a donation to the EAA Air Museum Foundation with the coupons or not — in either case all coupons returned are potential winners of a freshly restored
(Photo by Lee Fray)
The Aresti Trophy. This ornate cup is 46 inches tall and contains gold coins from winning nations and the emblems of various national aero clubs.
the scientific equipment now required by FAA for new
aircraft, should be at Brennand Field by 10:00 a.m. All types of aircraft are eligible, including Warbirds. Any Warbird pilot wishing to participate but unable to Fand
on the 2200 foot runway at Brennand Field, can make prior arrangements to make fly-by runs over the test equipment. Contact "EAA Sound Evaluation", EAA, Box 229, Hales Corners, Wisconsin 53130 for further information.
We would like to see as many different types of homebuilts as possible participating in the trials. Under present FAA regulations, homebuilts are exempted from the sound level requirements, however, there is no
assurance this will always be the case. If at some future time the government or some environmental group decides homebuilts should be included in the regulations, EAA will be better equipped to combat such a move if it has documentation of the noise levels of most homebuilt types. Most homebuilts tested last year were in the acceptable sound level range. We would like to see someone show up for the trials with a muffler similar to the one described this month in Tony Bingelis' Designee Corner. OH, TO BE A GYPSY!
Taylorcraft BC-12D, an ARC Encoding Altimeter, an EBC-302VR ELT, a set of Champion platinum spark plugs, an AC Recording Tachourmeter or a case of Pennzoil. If you haven't done so, mail your coupons
Every EAAer who has attended a fly-in at Rockford or Oshkosh has a great deal of admiration for the FAA controllers who are sent from various towers around the
today . . . and include a donation to the EAA Air Muse-
country to help make our Conventions as safe as possible.
um. It's tax deductible, you know.
Known as the Gypsy Controllers, these men are also held in high esteem by their peers within FAA . . . as evidenced by the fact that over 300 requests have been
EAA SOUND EVALUATION TRAILS
Aircraft sound evaluation trials will be held again this
filed for the 18 positions open for the 1975 Convention!
year in connection with the 1975 Oshkosh Fly-In Convention. Dr. Bill Ribbens and his assistants, James and
OREGON SPORT AIRCRAFT DIRECTORY
Anne Alien of the University of Michigan, will conduct the tests aided this year by sound expert J. B. McCullough and his assistant, Arthur A. Heavener, of the FAA. The trials will again be conducted at Brennand Field, located 10 miles north of Wittman Field. The date is Friday, August 1 with Saturday, August 2, as a rain or high wind alternate date. Anyone wishing to learn just how quiet (or noisy) their aircraft is under the controlled conditions and with
The Eugene, Oregon Chapter 31 is printing a directory of all sport aircraft in the state of Oregon. Copies of the Oregon Sport Aircraft Directory will be available at the First Annual Oregon State EAA Fly-In, to be held July 12 and 13 at Chiloquin state airport. Any sport aircraft builder, owner or plans owner not already contacted wishing to have their project listed please write: EAA Chapter 31, 1770 E. 25th, Eugene, Oregon 97403. All kinds of sport aircraft are welcome. SPORT AVIATION 7
EAA COOK BOOK
Chapter 243, the Wisconsin Northwoods Chapter, has come up with an idea to help the long suffering wives of airplane builders and the EAA Air Museum Foundation. They point out that airplanes are not built of 4130, aluminum, dope and fabric alone, but also with gallons and gallons of coffee and enormous amounts of yummies for the tummy. In order to make easier the task of the providers of these goodies, Chapter 243 is preparing an EAA International Cook Book. Everyone who has a favorite recipe that wows the wood butchers, tin cutters and dope daubers is encouraged to send a copy to: Mrs. Marland Malzahn, Route One, Antigo, Wis. 54409. Your name and recipe will be included in the cook book. Profits from the sale of the book will go to the EAA Air Museum Foundation . . . and you great cooks will be immortalized in the hearts and tummies of homebuilders the world over! TRAILER RENTAL
Add the following to the list of businesses that will rent trailers for use at Oshkosh '75. Hoppman's Camping Center Hwy 41, West Frontage Road Fond du Lac, Wis. 54935 414/922-7300 Greg's Trailer Rental
Highway 67 Lomira, Wis. 53048 414/269-4478 IS YOUR PROJECT COVERED BY HOMEOWNER'S INSURANCE?
One of our members had a garage fire recently which, very unfortunately, also destroyed his nearly complete Cassutt project. In checking with his homeowners insurance company, he found the project was not insured. It seems some state's laws provide for such coverage, however, most do not, in which case one would have to obtain a separate policy from a marine or aviation insurer. It would be advisable for builders to check with their insurance agents to determine if their projects are covered in case of fire, explosion, natural disaster, etc. OSHKOSH CAB SERVICE
Cab service is available at Oshkosh during the EAA Fly-In Convention on a 24 hour a day basis. Oshkosh City Cab Company taxi rates are: To and from EAA Convention Site & University of Wisconsin-Oshkosh dorms — 1 to & including 5 passengers — $3.00 6th and 7th passengers — 60c each No more than 7 passengers per car.
Oshkosh City Cab says they are ready to go anywhere, anytime. Their phone number is 414/235-7000. SMITHSONIAN FORD TRIMOTOR NEEDS
Robert B. Meyer, Jr., Curator of Aero Propulsion of the Smithsonian's National Air and Space Museum is looking for three 425 Pratt & Whitney Wasp Series B or C engines and three Hamilton Standard ground
adjustable propellers. They are needed to complete for display a Ford 5AT-B given the Smithsonian by American Airlines. The engines do not have to be runable — some or all internal parts can be missing as long as the exterior is complete. The prop for the center 8 JUNE 1975
engine should be 10 feet in diameter and those for the outboard engines should have a diameter of 9 feet 6 inches. Mr. Meyer states that the Smithsonian would be willing to trade Wasp Jrs. in cans or certain other antique engines and propellers for the above. Contact: Robert B. Meyer, Jr., Curator of Aero Propulsion, National Air and Space Museum, Smithsonian Institution, Washington, D.C. 20560. EAA MUSEUM VOLUNTEERS
Bob Ladd reports that 130 hours of volunteer working time was expended on various EAA Air Museum projects during the month of April by the following: Dave Nelson of Racine, Wisconsin; Cliff Gould, Milwaukee; Jim Stulac, Racine; Chuck Scheffner, New Berlin, Wisconsin; Bob Smith, Franklin, Wisconsin; Philippe Van Pelt, Milwaukee; Bill Spellman, Milwaukee; Tom Ruplin, Greenfield, Wisconsin; Ken Lane, Elm Grove, Wisconsin; Gene Soucy, Burlington, Wisconsin and Dick Meis. Anyone wishing to participate in this volunteer work/learning program should contact: Bob Ladd, EAA Air Museum, telephone 414/425-4860. GASOLINE COLORS
Many older aircraft have engines designed for 80-87 and 91-93 octane ratings and these are specified in the owners manuals. In 1968 ASTM Specification D 910 for 91 octane gasoline was discontinued and now this octane is no longer being sold within the United States. It is still available in some foreign countries. 91 octane aviation gasoline was colored blue. The new low lead 100 octane aviation gasoline is now colored blue so owners should realize that gasoline tinted blue is low lead 100 octane and not 91. The table of color codes for aviation gasoline now sold within the United States is as follows:
Octane
Old Color
New Color
80-87 91-93 100 low lead 100-115 115-145
Red Blue Not Available Green Purple
Red Not Available Blue Green Purple
BABY ACE ANNIVERSARY
EAAer Bruce Hutton of Davis, West Virginia points out that 1975 is the 20th anniversary of the 1955 Mechanix Illustrated article on the construction of a Baby Ace — the article that gave EAA its first wide spread publicity and really got the organization off the ground. In commemoration of this anniversary a special display line will be set aside at Oshkosh this year for Baby Aces and a number of special awards for them will be sponsored by Paul Poberezny. All you Baby Ace owners should make a special effort to make it to Oshkosh this year to share in the honors. ADAP AND ENERGY CONSERVATION LEGISLATION
As of the closing date of this month's issue of SPORT AVIATION, no real progress has been made in Washington on the Airport Development Aid Program (ADAP) and Energy Conservation and Conversion Act discussed in last month's Hot Line. A flood of protest mail is being received by elected officials — apparently sufficient in volume and vehemence to cause some sec-
ond thoughts on various provisions of the two legislative proposals. The 20% tax on new general aviation aircraft and accessories has been dropped, for instance, and an easing of the fuel tax schedules is reported to be in the
works. It does pay to write your Senators and Congressmen . . . so keep the pressure on.
13TH ANNUAL AC SPARK PLUG FLIGHT RALLY
This year marks the 13th running of the popular AC Flight Rally. Starting points will be Flint, Michigan, Kansas City, Minneapolis, Dayton, St. Louis and Omaha. The Rally involves estimating one's airspeed and fuel consumption and then flying the course as close to estimates as possible. As in the past there are two categories — all homebuilts and factory built aircraft manufactured prior to August 1, 1955. First prize in each category is $250. 2nd and 3rd place finishes
also are rewarded for their efforts. An entry fee of $5.00 is charged and this goes to the EAA Air Museum. The AC Rally is a fun way to come to Oshkosh . . . and the chance to win $250. 1975 AC Rally Entry forms are available from B. J. Artrip, AC Spark Plug Div., CMC, 1300 N. Dort Highway, Flint, Michigan 48556 (phone 313/766-4739). Entry forms and entry fee must be mailed no later than July 24, 1975. (U.S. Air Force Photo)
CLASSIC PRE-REGISTRAT10N REMINDER
As in past years, notice is hereby given of the need
EAAer Evan McCombs of Colorado Springs and his modified Baby Ace in an authorized fly-by of the Air Force Academy.
for pre-registration of Classic aircraft in order to park
in the Antique-Classic display area. EAA defines Classic aircraft as factory-built aircraft of any nation constructed not less than 20 and not more than 30 years
ago. Pre-registration is necessary due to the large number of aircraft in this age category. To pre-register your Classic, write Gar W. Williams, Jr., 9 S. 135 Aero Dr., Rt. 1, Naperville, 111. 60540, giving
him your complete mailing address, airplane type and N-number. Include a stamped, self-addressed envelope with your request. Due to the limited space available, owners of "show" quality aircraft ONLY are requested to pre-register for Classic parking. SPORT AVIATION SPECIAL ISSUE
This month's SPORT AVIATION is a special issue containing an extra 24 page section on the EAA Air Museum. This material will also be printed separately
as a booklet to be made available to visitors to the Museum.
AIR FORCE ACADEMY GETS HOMEBUILT FLY-BY
On a recent Friday the 4,000 plus Cadet Wing of the
Air Force Academy at Colorado Springs got a surprise aerial visit while standing for their noon meal formation. Three homebuilt biplanes and a Baby Ace made two passes over the astonished cadets — who cheered them on the second time around! While a surprise to the cadets, this was no illegal buzz job — all was with the advance knowledge and approval of Academy Superintendent, Major General James R. Alien. The pilots were Colorado Springs Chapter 72 members Bruce McCombs and his son Evan, J. D. McDonald (Lt. Col., USAF Ret.) and Lt. Col. W. S. Christian, Jr. Instigator of the fly-bys was Cadet First Class Mike McClendon of
the Cadet Wing staff, a private pilot who flies out of Meadowlake Airport east of Colorado Springs, home base of local EAAers. (Continued on Page 25)
(Dept. of Transportation Photo)
EAA President Paul Poberezny, left, is congratulated by Dick Scully, FAA's Directory of Flight Standards, after Paul was presented an "FAA Safety Pin" for his work over the years in promoting aviation safety. The occasion was a day long meeting in Washington in which President Paul met with FAA officials to discuss the Custom Category and small numbers NPRM's that are still pending and with 0MB on a survey you will hear more about in the immediate future. Paul later addressed more than 100 FAA and other aviation officials and presented the film "Dream of the Eagle".
(Photo by Chapter 143)
HALL OF FAMERS — Pictured are the 1974 inductees in the OX-5 Hall of Fame. Left to right, Tony LeVier, Jack Irwin, Al Meyers, Dr. Paul Garber, Matty Laird and EAA Director Steve Wittman. Congratulations, gentlemen! SPORT AVIATION 9
AT 100 POUNDS AND 15 HORSEPOWER . . .
By Emmett M. Tally, III (EAA 58965) President. Birdman Aircraft
P.O. Box 1861 1280 Wildcat St. (Airport)
Daytona Beach, Fla. 32015
Birdman Background
V,ERY OFTEN WHEN I was growing up I would
dream of flying. Flying to me was the most exhilarating
possible experience. I had a dream of just being able to strap on a set of wings and fly off over the hills and rooftops. As soon as I was old enough I began learning to fly in aircraft; Piper J-3, Cessna 150, Piper Colts. I dug ditches and scrubbed floors all the next two years to earn my Private pilot's wings. It was fun and exciting and I was pleased with my progress, but it was very complicated.
I hardly had time to look at the houses and trees. After unsuccessfully trying to get the military to pick up my bill for flying (bad eyes), I continued on to get my Commercial the same way as every struggling young student — four guys in a four place airplane, everybody logging pilot-in-command time. I flew every kind of airplane,
10 JUNE 1975
The Birdman off and flying. This is the prototype . . . the version offered to builders will have a V-tail and a wing with a straight center section and outboard panels with dihedral.
I could get my hands on. I flew over 130 different aircraft; I had 25 jobs in 15 years of professional flying . . . but still I had the dream. I flew sailplanes, helicopters and parachutes and it still was not the same. Blasting along at 500 miles an hour ground speed in a Lear Jet was fun, but it was not my dream. I still kept having the dream to fly; to fly like a bird, to be
pulled by some mysterious force up from the ground, to levitate. I spent six years in school studying engineering. I
even helped design and build some of the fantastic homegrown aircraft that are made possible by the freedoms we have in this country that are so closely guarded by the Experimental Aircraft Association. I designed and sketched over 400 airplanes. All the conventional data told me that you couldn't build a wing light enough to fly slowly enough to simulate the flight of birds. Then one day almost six years ago while buying materials for a medel of still another new design, I came across a new material, a thin plastic film of incredible lightness and high strength. This, in conjunction with a tiny but powerful
The Birdman — minus landing gear.
engine that I was already working with, would make the
dream of birdlike flight possible. There is only one way to fly slowly and that is to have a really big wing that weighs very little. Here was my chance to do it.
We evaluated hundreds of designs and finally settled on the configuration we thought best. The most critical
component would be the wing leading edge and spar called the "D" cell. After several tries we built one we thought was right. It weighed 3.72 pounds and was six feet long. We bolted it to the wall and began loading it with sand bags, carefully measuring deflections so that we could predict ultimate failure. We added bag after bag of sand in 25 pound bundles; 2G's, 3G's, 3.5G's . . . we simulated the equivalent forces of flight at better than 5G's, over
300 pounds of sand. There was a loud crack and the wing settled to its support. To our amazement we found the wall had broken, but the "D" section was still intact! We were elated. We had built the structural part of a wing with the highest strength to weight ratio of any ever built. That was almost three years ago. Since then, we have
designed and redesigned, built and rebuilt all the other components to compliment that wing section and made a
complete aircraft. The whole engine concept we started with was scrapped and replaced three separate times. We became members of NASAD, The National Association of Sports Aircraft Designers. This is the first aircraft to be
Cockpit of the Birdman. There are light airplanes . . . and then there's the Birdman!
developed under their guidelines. There was no publicity, no sales kits, no materials or plans sold before we had successfully flown the prototype and obtained certain basic performance requirements. On our first flight on 25 January 1975, my dream came true. I could do what I wanted to do for so many years. Even people who are not familiar with the project or its
name said that it looked as though it were flying like a soaring bird; the movements were the same. It still was not over. We had some 19 changes in the landing gear
alone, over 75 changes in all to perfect this new way of flying. Now we have it. We have an airplane that will fly and is controllable at speeds as slow as a man can run. I realize I was presumptuous in calling this one airplane "The Birdman," but I feel the aircraft justifies its name.
Structure of the prototype Birdman in its early form Full span flaps have since been found to be unnecessary and will not be on the plans. The T-tail will be replaced by a simpler, lighter V-tail. SPORT AVIATION 11
DESCRIPTION AND SPECIFICATIONS
The Birdman is a basically overgrown model airplane. There is even some balsa wood in the prototype, though there will be none in the production plane. We discovered early on in the project that for the most part conventional aircraft hardware was just not designed for truly small aircraft. We borrowed parts, techniques and technology from the model airplane builders, racing bicyclists, go-carters, motorcyclists, and even the sailors of small boats, all of whom are very much concerned with light weight. The construction method consists of a laminated spruce-birch plywood-Epoxy, taper "I" beam spar, plus built-up ribs from the spar to the trailing edge (a new, easy method of rib building we will show at Oshkosh) and a premolded leading edge that comes nearly ready for installation. The entire wing is self-jigging. The pilot seat and engine mount supports are welded aluminum tubing and the whole airplane is covered with a Mylar film which can be applied in two or three evenings. The outcome was an airplane with as much wing area as a Cessna 140 that only weighs 100 pounds. Yet with all this lightness, we were able to stress the Birdman to 6G's. We have kept the wing loading less than two pounds per square foot in order to simulate the flight of birds. This not only gives us the short take-off run of about 75 feet, but amazing bird-like arrivals with energy absorbing stall and a ground run of as little as 10 feet. All this is done with no wind. The big problem, of course, once you can build a structure this light is controlling such a vehicle in gusty winds. This boils down to having good inherent aircraft stabil-
ity plus very large and very effective controls. All yaw and roll control of The Birdman is done with sequentiallyactivated spoilers. With these, we can spoil over 70 per cent of the lift of either wing. Sequentially-activated spoilers are not only more effective at our speed ranges, but are actually easier to build than conventional ailerons. We also have lift control spoilers for glide path control much like a sailplane. We had flaps on the prototype, but these proved ineffective in our performance envelope and were later sealed off. Although the prototype has a T-tail, we have already built the structural components, run wind tunnel and model tests with a V-tail for the production model. It is not only lighter and more effective, but it is a great deal easier to build. We have always considered the Birdman fairly conventional, except for its light construction. However, when asked recently to list all the unusual features of the aircraft, it became apparent we had overlooked a few things. There are, after all, 7 patents either awarded, applied for, or pending on this aircraft and its construction. Two unique features that are apparent right away are that this is the lightest powered winged aircraft ever built and that it flies more slowly than any other fixed wing aircraft. The spoiler control system is unusual for light aircraft and the V-tails are unusual in that there is no rudder action. The landing gear is unusual in that the pilot's feet are available directly to assist in ground handling, but are not required for take-off and landing. Having the tailboom and outboard wing panels detachable leaving the wing center section intact is not the standard way to disassemble an airplane although there are obvious advantages. The fact that it is such a large airplane and yet still can fold up and fit on the roof of a car is
3-View of the V-Tailed "production" Birdman.
BIRDMAN TL-
r
——- ll't -— 50 SCALE
//"—
2'8'
L-1--J 12 JUNE 1975
r
-\
14° V
- •-] 2' -•—
BAC HO
certainly unusual. Outboard wing panel dihedral is not very often seen on American designs. The tiny propeller diameter came about because we were able to clear up all sorts of problems and developed gliches with a direct drive propeller. Yet this small 9000 R.P.M. prop gave us only a very small penalty in performance over the complicated, costly, heavy, and often unreliable geared methods. (We tried four different ones).
Two-cycle engines are unusual also. However, our 15 horsepower unit has proved to be extremely reliable in over 150 hours of test stand and flying work with no engine failures at all. A pusher propeller is unusual, but was necessitated by our wanting to preserve the feel of natural flying. We also wanted to keep all the engine noise and 120 mph propeller slip-stream behind the pilot.
The welded aluminum seat supports and steel engine mount give the pilot considerable protection, particularly when you consider the slow speeds of the airplane. Perhaps the most unusual feature is the 'CG" seat which allows this lightest of ultra-lights to carry pilots from 120 to 240 Ibs. (sorry, you really slender gals will just have to carry some lead weight as you do in sail-
planes). The "CG" seat also allows the pilot to fly either erect, almost standing, or reclining as in a high performance sailplane. Speaking of sailplanes, as a glider, the Birdman TL-1 will stay up longer than many medium-performance sail-
planes (sink rate 2.4 feet per second) and has an L/D
How do you get an airplane with a 30 foot wing to weigh 100 pounds? This model airplane derived structure tells part of the secret. The rectangular panels just behind the landing edge are spoilers. They are sequentially actuated — the more the stick is moved, the more panels pop up.
or glide ratio of 14 to 1, which will put many, if not most, general aviation aircraft to shame.
Another unique feature is the completeness of the kit. Not only do we supply all the materials (many of them
prefabricated), but instruments, engine, propeller, fuel tank, glues, paint, complete instructions, and even a special tool kit. All this for $1395. Marketing of the Birdman is also unique. Because of a complete development program and no preliminary information release, we can start delivering parts within less than 60 days of the time the deposit is placed with us. We feel this is important and sorely needed in the area of custom built aircraft.
But the most unusual feature of the Birdman remains the way it flys. Getting out of areas smaller than the
best STOL's . . . Making 360° turns inside the barnyard . . . literally soaring with eagles . . . landing in impossibly
small spaces . . . the feel of a flying machine that weighs less than you do ... your own wings. It's
great!
Designer Tally adjusts the 15 h.p. 2 cycle Birdman engine. Notice the prop extension. 3-blade prop is one of many that have been tried.
Emmett Tally, designer of the Birdman. SPORT AVIATION 13
WOMEN ORGANIZE CHAPTER'S FIRST FLY-IN «*.!*••.
(Photo by Col. David R. Eby)
A portion of the flight line at Chapter 442's fly-in.
By Lucile Hauck
1112 Polk St. Wichita Falls, Texas 76309
and saw how many wives belonged with their husbands. Mr. Antoni Bingelis, writer of "The Designee Corner" in SPORT AVIATION, spoke to us in June of 1973 and urged members to bring their wives to the meetings. I had always gone to the meetings with Tom as I found them
From the beginning of our forming an EAA chapter our
In early 1974 Chapter 422 was two years old and still
interesting. Mona had gotten her private pilots license and she began to come with Sam. Faye Ebert occasionally came with Delmar. She comes regularly now. Jane Brown was taking flying lessons and she came with Donald. Four women and thirty-five men members and we were going to have a family fly-in picnic in October. There was an Aero Technical School, Cooks Flying School
no fly-in. One day I said to my husband, Tom, "I would
and Shepherd Air Force Base in Wichita Falls — so many
like to try and have a fly-in this fall." "You are crazy," said Tom. So that subject was dropped in the family conversation. Later, we had a group of homebuilders for dinner and I said, "I wanted to chair a flyin but Tom thought I was crazy."
aviation interested people were in the area. Mona did the drawings and I did the typing on our flyers sent with the newsletter "Hangar Talk" two months in advance to the twenty-two EAA Chapters in Texas and four chapters in southern Oklahoma. We sent in the announcement to SPORT AVIATION. We talked EAA
president, Delmar Ebert, urged members to volunteer to organize a fly-in. However, no one was interested in taking on such a project as most were business men who did a great deal of flying and were often not even in town for monthly meetings.
Mona McKee said, "I'll help you. Let's both be crazy." That was all that was needed and next meeting we told of our desire to chair a fly-in picnic. The men reluctantly
agreed for us to be the first to try since we had the time and they didn't. They said they would help us in any way they could. Mona and I sent for the "EAA Air Show and FlyIn Manual" telling us step by step what to do and soon we were making work assignments and extracting promises of help. Tom Danaher, a member of our chapter, said he would be happy to have the fly-in picnic at Lake Wichita Airport with Joe Coleman and Landon Cullum agreeing to help us at the airport. Delmar said he would get the name tags. Leroy Lakey said he would see that the local newspaper had an article about EAA and would also inform the local radio to spot the fly-in. Mona McKee would engage the mobile unit for food. I would do any typing and correspondence that needed to be done. Mona and I would also make appointments for Joe Coleman and Landon Cullum to be interviewed on local TV stations. Everyone seemed happy but skeptical that we could organize a flyin. Even other chapter members told us not to be discouraged if we didn't have many attend for the first two or three fly-ins. We believed them as women did not join our chapter until our second year and we went to Oshkosh 14 JUNE 1975
fly-in picnic to all we came in contact with as many in this
area had never heard about EAA. Chapter 138 Boy Scouts said they would help as they wanted to work toward
Scout badges. They wanted to see homebuilts from sheets of metal to a flying plane. God gave us a good flying day. It was thrilling as planes
began arriving from surrounding areas. Our women were all dressed in EAA blue and white with our EAA emblem for Chapter 422 of Wichita Falls, Texas. Tuwana McKee, Miss EAA, worked all day with Edna Coleman registering visitors. Our local TV station took some nice pictures of Tuwana and the homebuilts. Tom Hauck had his BD-4 on display almost ready to fly for the second time. He had
pictures from the time he had driven in from Newton, Kansas with boxes of sheets of metal. Sam McKee had his Pazmany PL-2 displayed and talked to several Pazmany builders. Delmar Ebert proudly showed his Teenie Two. The Jay Carter families, engineers, had their orange colored fiber-glass gyrocopter on the front row. Leroy Lakey was out flying around in his Baby Ace and Pat O'Neil was in the air with his Starduster Too. Jerry Johnson and J. B. Riley were polishing the Spider and Jim Higgins was answering on his gyrocopter. Landon
Cullum was flying his powered glider as was Pat O'Neil
his sailplane. The radio controlled model airplane group had their planes flying in a designated area. Later, Landon Cullum thrilled the crowd with the roar of his World War II P-51 and Dean Moller came in his Stearman PT-17 but was flying friends around in the McKee Ercoupe.
better fly-in with a program next year. We have the local talent and planes in our small Wichita Falls Chapter 422 — for instance, we hope we can talk Tom Danaher into flying his Grumman Goose next show time and maybe the Carters will have something sensational by that time.
Pat Eby was lining Boy Scouts up for Col. Eby and Jerry Johnson to take them for a free ride. The Scouts had
Plan to come to Wichita Falls, Texas in October of 1975 to our EAA fly-in. The women can put it all together with
plenty to tell their friends about their ride with the Colonel. Our historian, Larry Rippetoe, had the big book on display with pictures of members and their projects and all
the help of our professional men
the interesting programs members had given this year in our monthly meetings. Everyone was excited with the exceptionally good aviation minded group turn out. Some of our members had not displayed their handiworks as they didn't think it worth their effort. They have already said they will be bringing
their project next year. Those from a distance asked if they might join us next year with their homebuilts. The
mobile lunch wagon didn't show but Mona contacted Underwood's Barbeque and they were there at quarter after twelve. The gassing of the airplanes was slow, but we will remedy those two weak points next year. More
women have joined and we are already planning a bigger,
(Photo by Col. David R. Eby)
Now here is an interesting shot. The aircraft on the left is "The Spider" (formerly PDQ-1) by Jerry Johnson and J. B. Riley of Burkburnett, Texas. The sleek job in the center with the shrouded prop is a gyrocopter by Jay Carter Sr. and Jay Carter Jr., also of Burkburnett. It features a filament wound fiber-glass prop shroud and landing gear legs, and will have fiber-glass rotor blades. The engine is a 100 h.p. 6 cylinder outboard engine with belt reduction to the pusher propeller. The rotor blades will have a pre-rotation device and brakes. The Carters have also developed a very promising steam auto.
(Photo by Jack Cox)
Solar Energy for Lightplanes? This is the first example we have seen of the use of solar energy in light aircraft. It is a solar cell taped to the fuselage of a Fournier RF4D for charging the battery during flight. The man responsible for this clever little item is Charles Webber (EAA 75822), 4130 Mennes St., Riverside, Calif. 92509.
He and friend, John Buckner,flewtheirRF4DstoOshkosh last summer from their homes in the Los Angeles area and exchanged batteries on different legs of the trip for solar charging.
SPORT AVIATION 15
RETURN OF THE "You're building a what? You've gotta be kidding!" . . . "You're some
By Bill Turner EAA 26489 4110 Marsten Rd.
kinda nut." . . . "None of those airplanes were flyable." . . . "You must
Belmont, Calif. 94002
have a death wish." . . . "All of the Gee Bees eventually crashed and killed their pilots." This is the kind of encouragement I get from some of the people who hear about my desire to build and fly the 1931 Gee Bee Model Z, "City of Springfield," but not being too
(Photos Courtesy The Author)
bright anyway, I have pushed the project along toward completion. I
have noted that those with real knowledge of Gee Bee history are not quite as pessimistic in their outlook. Bob Granville, one of the two remaining brothers from that illustrious five man team which comprised the Granville Brothers Aircraft Company of Springfield, Massachusetts, has been most helpful. A particularly encouraging point was stressed by Bob in a letter
to me some time back in our steady stream of correspondence, "It will be hard to believe, after all you have
is attributable to poor pilot judgment or strokes of fate such as a loose gas cap on the Model Z or a chamois
read, but to my knowledge no one ever was killed in a Gee Bee for any
adrift in the fuel tank of the QED.
reason which should be blamed on the
may be, I am propelled onward
ship." Bob went on to list the causes of several of the more spectacular crashes, and sure enough, each one
return a Gee Bee to the skies. The same process to fulfill this ambition is being used as in the building of the
The Model Z Gee Bee, winner of the 1931 Thompson Trophy Race —well on the road toward being reincarnated by the author, Bill Turner.
Whatever the prognosis for survival toward realizing a life long desire to
1934 Brown B-2, "Miss Los Angeles." Simply stated it is that Ed Marquart of Fla-Bob Airport, Riverside, Califor-
nia, does all the work and I claim all the credit! Well, maybe it's not quite that bad, but Ed does do the thinking and major construction while I hack out the parts per his drawings sketched on old wrapping paper or "detailed" in sawdust on top of a work bench. I do enough of the physical labor to satisfy Big Brother in Oklahoma City on the 51r4 bit, but without Ed, the master, nothing would happen and I would still be without flying reproductions of a Brown and a
Gee Bee. After the "City of Springfield" has been flown for a while, and, assuming that I am still around to perform the function, I have promised Editor Cox an article on the ship's history and flying characteristics. This effort
you are now reading is a plea for assistance in accurately reproducing the Model Z in every detail. It was
a milestone airplane that had far reaching influence on aircraft design and military aerial strategy. It should resemble the original as closely as
possible and I seek the aid of all who have knowledge, photographs, drawings, etc. of "Number 4", as Bob Granville refers to it. I will be more than happy to cover any costs involved if you have copies made of your materials, or, if you trust me, I can make d u p l i c a t e s and r e t u r n the originals to you with many thanks. The accompanying photographs
Imagine a fully cowled P&W R-985, two huge tear drop shaped wheel pants and . . . suddenly its 1931.
Bill Turner in his Gee Bee replica. The outline of the rudder and fin are unmistakable.
show progress up to March of this year. Anything fellow EAA members
can supply to help assure authenticity, such as a Curtiss Reed propeller, 55503, TC186, will be greatly appreciated.
The close rib spacing and huge tube sizes utilized in the stub wing/center section are indications of the "hell for stout" construction of the Gee Bee.
SPORT AVIATION 17
completed the requirements, in the opinion of
The Dewey Bryan Awards
the Award Committee. The second award will be called the "Dewey
Bryan Youth Achievement Award" and will be given annually at the EAA Conventions. The recipient will be selected by the Dewey Bryan Award Committee from youths nominated by
We, EAA Chapter 384 of Brighton, Michigan, of which Dewey Bryan was a member, wish to keep the memory of Leland D. Bryan (Dewey) alive. To do this, we are offering two awards to be
EAA chapters. Requirements for this award are: the nominee must be under 19 years old, and a member of both EAA National and a local chapter.
The nominee must have participated actively in
given at the EAA Conventions in Oshkosh. The first, to be called the "Dewey Bryan Roadable Memorial Award", will be given to a person
restoring or building an aircraft OR in chapter activities which promote Sport Aviation in the
or group of persons who design and build a "roadable" aircraft with the primary function of a practical airplane and a secondary function of a licensed motor vehicle. It shall have fulfilled the FAA requirements for an experimental aircraft
the local paper, working responsibly on a Dawn Patrol or Fly-in, or bring aviation to the attention
and have flown out its flight limitation time, in addition to being, or eligible to be, licensed to operate on the public highways. This vehicle
Nominations for both awards should be submitted to:
community (writing about aviation activities for of a school population are examples). The nominating chapter will send some verification of the nominee's activities. The Dewey Bryan Awards Committee EAA Chapter 384
should not have been constructed by a company or corporation for sale and profit. This award will go to the person, or group, who have successfully
665 Barker Road
Whitmore Lake, Michigan 48189
In Memory Of Dewey Bryan By Peter J. Smith, EAA 71213 5647 Cruse Pontiac, Michigan 48054
I T WAS ON the
morning of Friday, August 2, 1974 that the life of Leland D. (Dewey) Bryan came to a close. He was at Oshkosh, flying the Readable in the Fly-by. When the wing collapsed, whatever the cause, aviation lost a pioneer. Dewey Bryan, EAA 1220, was Born July 27, 1923 in Williamsburg, Indiana and moved to Michigan when he was three years old. He lived a typical life until, with one year of school remaining, he joined the Navy July 7, 1941. He received his Boot training at Grosse He and was later stationed at Norfolk, Virginia. Dewey spent five years and twenty days in the Navy in training and maintenance of PBY's and later B-26's. He worked up to Aviation Machinist Mate, first class. Most of Dewey's Navy life was spent in and around the States, going to Puerto Rico, Cuba, Trinidad and Barbados, to name a few. Even though Dewey
was fascinated with airplanes as a child, his real love affair with aviation started at Grosse He in 1941. Dewey was discharged from the Navy on his twentythird birthday in 1946 and went to live and work with his father as an automobile mechanic in Bryan's Garage, Service Station and Restaurant in Williamsburg, Indi-
ana. Later Dewey worked as a plumber's helper for the Harold Walker Plumbing business in Williamsburg. It was during this time he started taking flying lessons at Richmond, Indiana using his GI Bill and completed his
Private license in 1947. Dewey married his wife, Marie, in Indiana and, after converting an old truck into what he called a "Housecar" (possibly the forerunner to the modern Recreational Vehicle), moved to Michigan in 1948. They settled in 18 JUNE 1975
the Highland Area, buying their present home near Highland in 1949.
Dewey went to work for the Buick Division at the General Motors Proving Grounds near Milford in 1948. He had completed nearly twenty-six years in their employ at the time of his death. Dewey and his brother, Max, bought a Corbin Baby Ace (No. 12) for $35, as is, and rebuilt it, using wings from a T-craft they bought for the parts. The Corbin was first flown in 1950 from nearby farmers' fields, after the test work was done, and in the winter off the ice of Woodruffs Lake, where Dewey lived. Dewey's neighbors and friends began calling him and Max the "Wright Brothers" along with some other names. After thoroughly enjoying two years flying the Corbin and feeling the inconvenience of getting the plane to a strip to fly it, the idea of a plane which could be kept in his own garage and driven on the road to the airport to be flown was born.
Dewey's idea was, since both the airplane and car had wheels, brakes, steering and a powerplant, why not combine the systems and make a "Readable Aircraft". By this time my dad, Earl Smith, Plant Protection at the Proving Grounds, and Dewey had become good friends and both were interested in flying. After my dad's glider interest passed and Dewey's Readable idea was moving toward reality, proving quite practical, they combined forces. Using an open-skeleton-type frame, the wings off my dad's broken Brieglieb primary glider, and a Crosley automobile engine for power, he
came up with his Bryan Special. Dewey made a yoke to
fit over the fuselage and hung the wings on the sides. Adding lights and signals to meet the highway code, he was able to get a license to drive on the roads. Thus, he could drive it to the airport, then attach the wings (which took about thirty-five minutes) and fly. Then, detaching and placing the wings on the side again, he drove it home and into its garage.
After 500 road miles and about 30 hours of flying, the Crosley crankshaft broke. A little more power was needed so Dewey installed a 40 hp Continental. He was flying and experimenting and enjoying his own Readable Aircraft. The Bryan Special was retired and donated
to the EAA Museum where it is waiting restoration. With what he had learned, Dewey started on another aircraft, this one to be better and to be called the Bryan II. This was a low-wing, pusher plane with a 75 Continental engine and twin booms supporting the tail. The basic fuselage was an Ercoupe center section extended twenty inches and changed to a single place. The craft flew exceptionally well after its completion in early 1957. These flights had only airworthiness in mind. Dewey then modified the wings so they could be folded manually. He installed the necessary signalling
systems and lights to conform to the Michigan Vehicle Code. He was issued a commercial plate and could now travel any road and could attain speeds of 65 mph on
(Photo by Robert F Pauley, 1957)
The Bryan II ready to roll off to the highway. Notice the commercial plate and how the wings form a protective arch over the propeller.
smooth roads. This Roadable took first place in the Spot Landing Contest at the 1957 Rockford Convention
and first place in Outstanding Design. After 82 hours of flying and 4000 miles on wheels, the Bryan II was slightly damaged in an automobile accident while being towed home from an exhibition.
Many parts were salvaged for the next Roadable. During the next few years Dewey designed and built the Bryan III, a special Roadable. This was a much more
sophisticated craft then those before. It had a folding delta wing, a Ranger engine and used the twin tail booms from the Bryan II. A Corvair convertible top actuating mechanism was incorporated in the plane to
raise and lower the wings from inside the cockpit. While working on the Bryan I I I , Dewey designed some toys, all involving aircraft. His idea was to inspire
the young people, making them aware of aviation and the world of flying. He wanted people to have family fun while learning what made airplanes fly. His pet toy was a styrofoam tail-dragger plane mounted on a wire which was pivotted on a pylon and counterbalanced by a slot-car motor, with a speedometer cable transmitting power to the model. The plane could actually be flown about the pylon by controlling the motor speed with a hand-held rheostat. Dewey also designed a twin-rotor helicopter model that could hover and fly forwards, backwards and vertically. It was shown to many toy manufacturers after it
(Photo by Pete Smith. 1955)
The first Bryan Roadable. It took nearly an hour to attach and detach the wings at the airport.
was patented, but was never produced. You can see such helicopter toys in many arcades now; I wonder where they got the idea!
The Bryan Special Roadable III was a much heavier and faster plane than its predecessors. It was test flown from the Pontiac Municipal Airport and many surround-
ing airports in early 1972. Several TV stations and newspapers ran stories of its progress while the restrictive hours were flown off. At Oshkosh 1972, in its brand-new coats of color, the Bryan III was on static display only because the restrictions had not been flown off and the FAA would not issue a waiver. Demonstrations were limited to 80 mph taxi runs and several trips through downtown Oshkosh. Over 70 hours were flown in the skies over Michigan and Ohio and another thousand miles were accumulated on the highways in the following year. Among these miles were included satisfying a request from the Chair-
(Photo by Pete Smith. 1955)
The Bryan Special with its wings on. It is in front of the special garage, designed and built by Dewey Bryan for building airplanes, never for cars. SPORT AVIATION 19
man of the Boy Scouts to exhibit and demonstrate the Readable at the Boy Scout Convention which was held at the Richmond, Indiana Airport where Dewey had taken his first flying lessons. Dewey was well along in the planning stages of building his next Readable when he took the Bryan III to the 1974 EAA Convention. He planned to base the new one on Burt Rutan's VariViggen, making it of metal, and incorporating his Readable features. He also had a four-place Readable in the planning stages. On that tragic Friday morning EAA and the world of aviation lost one of its most dedicated and futuristic designers. Dewey had a dream . . . an aircraft with the versatility to allow it to be driven to and from the landing field, removing the need for a second vehicle, and the expense of a hangar or tie-down at the airport. An added safety feature would be the ability to land and complete the trip by road in deteriorating weather. Dewey viewed the readable aircraft as a certainty and was trying to hasten its development. SPECIAL NOTE: Marie Bryan has asked me to inform the people who have written for information and/or plans for the Readable that she is unable to help them. There is no technical data available as Dewey did not leave his records in such state that she can use them. Marie thanks everyone who had indicated interest in the Readable and wishes them well. About the author: Pete J. Smith is an EAA Lifetime member, 71213. He has been a friend of Dewey Bryan since he was a boy, and his father helped on Dewey's projects. Peter is the 1975 President of EAA Chapter 194 of the Pontiac area and an active member of EAA Chapter 384 of the Brighton area. He is also very active in the Waterford Jaycees. He and his wife fly a Cessna 140. They expect to be at the 1975 Convention and will represent their chapter.
_ K M O I G ry, v j c ' O ' c j e Beaugrand. 1957)
The Bryan II at Rockford. When ready to fly, the vehicle license plate was removed.
(Photo by Margaret Uemona,
Bryan III in its flying form.
(Photo by Margaret Demond)
Dewey Bryan with his pride and joy, the Bryan III at
Sport Aviation's Mecca in 1972. The removable wing tips protect the propeller. 20 JUNE 1975
BURT RUTAN'S VARIEZE By Jack Cox
(Photos by the Author)
Shown here are some of the first pictures of Hurt Rutan's new a i r plane, the VW powered, two place
VariEze ("very easy"). A canard somewhat similar in layout to Hurt's earlier VariViggen, the new, smaller VariEze is, nevertheless, different in many respects. It is built by means of an entirely
A SNEAK PREVIEW
Burt and Carolyn Rutan hold the wing in place so we can get an idea what their spectacular new VariEze will look like when completed. Burt is holding the top half of a Whitcomb Winglet — a smaller fin attached at the leading edge will extend below the wing. The wing is so light Carolyn can handle it with ease. All the pictures shown here were taken at the Rutan Shop on the Mojave, California airport.
engine, the pilot cranks the nose up, taxis out and flies away. In flight
use them also as directional control
the nose gear retracts, but the main gear is fixed to avoid the weight and
The prototype w i l l be powered with an 1834cc VW converted by
surfaces.
complication of a retraction system.
Ted Barker. Burt isn't talking about
new construction method utilizing
Burt's calculations show that little
urethane foam and unidirectional fiber-glass cloth. Practically no wood or metal is used . . . even the wing spar is built of foam and glass. The materials cost is about the same as for metal but the building time is
speed is lost if the wheels are closely faired. The VariEze will be one of the first aircraft to fly with the Whitcomb "Winglets" — the very first to
performance u n t i l the plane has flown, but a mischievous twinkle appears in his eyes whenever the subject is broached. Suffice it to say that if the VariEze flies well,
incredibly short — a wing can be built in two days, most of which is drying time.
The VariEze's wing is prefectly clean — no flaps or control surfaces. The moveable surfaces of the high
aspect ratio canard serve as elevators and ailerons. This allows for a control linkage mechanisim that is
less than two feet in length from the pilot's hand to the surface, itself. Rudder/brake cables and the throttle linkage are the only controls, in fact, that run out of the front cockpit. The little bird abounds in ingenuous features: the nose gear will manually retract, "kneeling" to allow the pilot and his passenger to enter or exit more easily, plus serving to chock the plane in such a manner that it can be easily preflighted and will not go anywhere in gusty breezes. After starting the
The VariEze is a marvel of people packaging efficiently. The canard configuration results in a 7 inch CG range! SPORT AVIATION 21
Burt plans to go after the distance and speed records in the little canard's weight class — records current-
ly held by Ed Lesher. By the time you are reading this, the VariEze should have been completed and flown. If all goes well, as is expected, Burt will write an
article for SPORT AVIATION which reveals the airplane's performance and handling as well as details of the construction method. At this
point he is t a k i n g an extremely cautious approach toward saying anything about how the plane is
built up. The method is very easy (pun intended) and super quick and, thus, will send shock waves reverberating throughout the homebuilt
world. HOWEVER, one must know what he is doing, must understand the method and follow certain procedures exactly to come up with a
safe airframe. For this reason Burt plans to write a book on the method for use by builders and, particularly, designers who would use the Rutan process. Already he has had quite
Burt and Carolyn Rutan demonstrate the roominess of the tiny VariEze. The rear seat passenger's feet do not overlap the pilot up front.
a number of inquiries from designers who are interested, but Burt is ask-
ing everyone to give him time to complete the airplane and get some time on it. He points out that he is
still learning himself and is discovering easier and better ways of doing things as he goes along. He
definitely plans to share the new construction technique with all of us ... but only after he is satisfied with it in his own mind. Burt plans to have both the Vari-
Viggen and VariEze flying at Oshkosh . . . just one more reason why no one should miss this year's fly-in. (Editor's Note: At presstime Burt Rutan informed EAA that the VariEze made its first flights on May 21, 1975.)
Nose gear problem? No, just cranking it down to the 'kneel" position to ease getting out of the cockpits. Someone has already asked Burt if he was going to call the bird a "Camel." After you, Alphonse.
Burt Rutan and his VariEze, minus wings. The canard is 12 feet long. Wing span is 24 feet.
22 JUNE 1975
Mounting details of the 1834cc Ted Barker VW. Cooling air comes through the air scoop on the belly of the fuselage, over the mags, down through the cylinders and out the rear of the cowling. The engine does not have an electrical system or starter.
Burt holds up the VariEze s nose so we can see the retracted nose gear and the engine air scoop at the rear of the fuselage.
1975 EAA
!e
Convention. A crown w i l l also be awarded the winner. This is the eighth consecutive
presentation of the Pageant. There will be six trophies in all presented for Miss and Mrs. Photogenic. C o n g e n i a l i t y , T h i r d . Second, and First Runner-up and the new Miss and Mrs. EAA. Pageant Director Bruce Hutton will be at the announcer's stand at 1:00 p.m. daily with applications and information sheets if you desire to enter. SPORT AVIATION 23
3. CONVENTION REGISTRATION
EAA CONVENTION GUIDE
(a) Guests of EAA members other than immediate family. (b) Members of other bonafide aviation organizations and
GENERAL ADMISSION
$2.50 - Adults
$1.25 - Students - Age 12 to 18 Children under age 12 admitted free when accompanied by an adult. 1. EAA MEMBERS AND IMMEDIATE FAMILY ONLY will be admitted through the general admission gate without charge upon
presentation of valid membership card.
2. Members of all other aviation organizations must pay required entrance fee. 3. Non-member pilots and general public must pay required entrance
fee. 4. General admission allows individual access to the general Convention area only which includes the workshops, exhibits, forums and meetings, and viewing of daily air
show. It does not include entrance to the flight line area. Flight line area is reserved for EAA members, members of related aviation organizations, pilots and holders of any type airman's certificate upon presentation of valid membership card
or certificate, and payment of additional registration fee at Convention Registration Building. General Admission fee will be credited toward Convention registration fee
upon presentation of admission ticket. CONVENTION REGISTRATION
1. Convention registration fee entitles EAA member to flight line privileges.
Registration Fees
their guests (valid membership
card must be presented). (c) Pilots and/or individuals holding a valid airman's certificate
of any type upon presentation of said certificate. 4. Convention program is provided
free to each registered EAA member. 5. All guests and public will be required to pay for programs. 6. Children under 14 years old will not be permitted on flight line without a registered adult. 7. Membership in the EAA can be purchased at the Convention Registration Building. CAMPSITE REGISTRATION 1. ONLY EAA MEMBERS WILL BE ALLOWED TO CAMP IN EAA CAMPGROUNDS.
(a) Facilities to join or renew membership in the EAA will be
available at the Camper Registration Building.
a registered adult. (NO REFUNDS ON CONVENTION REGISTRATION) (b) Above registration includes members of his or her immediate family. This pertains to
both weekly and daily registrations. 4. All units must have proper identification to remain in campground. 5. Campsite Chairmen will direct the
parking of camping units so as to make the best use of available space. 6. Camp area must be kept neat and clean. (a) All garbage bagged and securely wrapped and placed in garbage barrels. (b) Garbage barrels must not be moved. (They are strategically placed to aid pick up by garbage truck.) 7. Cars to be parked next to your camping unit only.
8. No electrical outlets available in campground in 1975. 9. Absolutely no parking in fire
lanes. 10. AIRCRAFT CAMPERS: $4.00 per day fee and all of the above rules apply to Aircraft Campers.
1. This fee is payable in advance starting with the day the unit is set up (even though unoccupied) through the end of the Convention. (This rule was made because of the many requests by campers parked in choice spots ahead of time.)
24 JUNE 1975
free when accompanied by
(a) A camping unit is any tent, tent-trailer, bus, aircraft. (b) Daily campground registration fee is $4.00 per unit.
(b) D a i l y . . . . . . . . . . . . . . . . 4.00 (c) Children under 14 admitted
son for the full Convention, to the EAA Air Museum Foundation (tax deductible), to the following:
1. Weekly . . . . . . . . . . . $20.00
2. Daily . . . . . . . . . . . . . 4.00 3. Children under 14 admitted
Registration Fee. 2. REGISTRATION:
who came many miles to find unoccupied units
person per day or $20.00 per per-
Registration Fees
(b) Convention Registration Fee must be paid with Campsite
(a) Weekly . . . . . . . . . . . . . . $20.00 free when accompanied by a registered adult. 2. Above registration for EAA MEMBERS ONLY includes members of his or her immediate family. (Daily registrations included.) 3. Flight Line Privileges will be extended, upon donating $4.00 per
(a) Convention registration fee entitles flight line privileges.
2. A refund of $4.00 per day will be given to those units departing early.
3. Refunds will be given at the Camper Registration Building as tenant is leaving the area and surrenders campsite tenant credentials. 4. Checkout time is 2:00 P.M. 5. Units leaving after 2:00 P.M. will be charged for an additional day.
OSHKOSH (WITTMAN FIELD)
From City: 2 5 mi. SSW Elevation: 795 feet Lights 18-36 (6700 ft.) and 9-27 (6100 It.)
Runways not lighted 13-31 (3400 ft.) and 4-22 (3700 ft.)
Beacon: Yes Communications: Unicom: 1230 Tower: 118.5 Nav Aid Osh VOR:
111.8
HOT UNE . . . (Continued from Pag* 9)
NOTICE OF ANNUAL BUSINESS MEETING TO THE MEMBERS
In accordance with the Constitution and ByLaws of the Experimental Aircraft Association,
Inc.: "Notice of the annual meeting of the members shall be given by notice published in the official publication of the Association at least twenty (20) days before such meeting." Notice is hereby given that an annual business
meeting of the members will be held on Monday, August 4, 1975 at 1:00 p.m. (Central Daylight Time), at the 23rd Annual Convention of the Experimental Aircraft Association, Inc., Wittman Field, Oshkosh, Wisconsin.
Notice is hereby further given that the annual election will be held from noon until one o'clock p.m., Monday, August 4, 1975 at the site of the annual meeting, Wittman Field, Oshkosh, Wisconsin. Four Class I directors (three year terms), one
Joe Zacko, (EAA 73251), 13201 Hathaway Dr., Silver Spring, Maryland 20906, has had an interested (and interesting) observer throughout the construction of his Pitts Special, N1JZ . . . none other than John H. Reed, Chairman of the National Transportation Safety Board. The Pitts is completed and has about 60 hours flying time to date. Fly carefully, Joe!
Class II director (unexpired one year term), one
Class III director (unexpired two year term) and one Class IV director (one year term) shall be elected. The nominating committee has submitted the following candidates:
Class I Directors for three year terms: Paul H. Poberezny, 9711 W. Forest Park Drive, Hales Corners, Wis.
Ray Scholler, 453 Fifth St., Random Lake, Wis. 53075. S. H. Schmid, 2359 Lefeber Ave., M i l waukee, Wis. 53213. Arthur Kilps, 10205 Kay Parkway, Hales Corners, Wis. 53130. Chester R. Wellman, 5375 Kilburn Ave.,
Rockford, 111. 61103. Class II Director for unexpired one year
term: David C. Yeoman, RFD 1, Toddville, Iowa 52341. Gerald L. Walbrun, 3412 Cambria Dr., Charlotte, N.C. 28210. Class III Director for unexpired two year term:
Joel E. Confair, 9661 Rocky Mountain, Dr., Huntington Beach, Cal. 92646. Herb C u n n i n g h a m , 16 Acre Heights
Crescent, Scarborough, Ont, Canada. W. J. "Bill" E h l e n , Rt. 8, Box 506, Tampa, Fla. 33618.
Class IV Director for a term of one year:
RUTAN GOES HOLLYWOOD! "DEATH RACE 2000" is
the title of a new Hollywood futuristic thriller movie starring Kung Fu star, David Carradine. Of special interest to EAAers is the fact that Burt Rutan was hired to fly his VariViggen in the flick. The plot centers around the government sponsored national pastime of the year 2,000, an auto race . . . to the death. Seems football and ice hockey are supposed to be too tame by then. Anyway, some righteous souls decide to put a stop to all the gore . . . by strafing the race cars with the VariViggen??? The movie was filmed in a small valley . . . Jawbone Canyon . . . in California's Sierra Nevadas and Burt was called on to operate from a narrow roadway. The VariViggen's maneuverability was put to the test as he turned and twisted around the hills for the camera. An 18th scale model of the VariViggen was blown up near the end to simulate a fiery crash. Burt's only reservation about the film is the fact that it is "R" rated. Use your own discretion in taking the kiddies to see it.
S. J. "Steve" Wittman, Box 2672, Oshkosh, Wis. 54901
S. H. Schmid Secretary Experimental Aircraft Association (TWA Photo)
Strange bedfellows, indeed, these two TWA aircraft, separated by over four decades of time and aeronautical development. In the foreground is the Northrop Alpha obtained from the EAA Air Museum Foundation. TWA will restore this aircraft and the Smithsonian's Air and Space Museum will put it on display in its new building in Washington next year. The Alpha
was a part of the rather complicated arrangement which sent the XP-51 to the EAA Air Museum. t SPORT AVIATION 25
What Our Members "Hawkeye" Is the name of this Pitts Special, N11GC. It was built, painted and flown by its owner, George A. Compton (EAA 41166), 23210 S. E. 312th St., Kent, Washington 98031. This is a four aileron Pitts powered by a 180 Lycoming. The paint job was conceived by Howard Jorgenson and the aerial photo was by Sky Eye Aerial Photos.
R o b e r t Murfin (EAA 71398), P. O. Box 274,
Cold water, Michigan 49036 and his Bensen gyrocopter.
Marland "Blackie" Malzahn (EAA 13413) of Antigo, Wisconsin taxis out for take-off in his Model F-10. Construction time was six years. Powered by a 65 h.p. Continental.
George Mann (EAA 49496), 576 Ducharme Ave., Windsor, Ontario flew his VP-1 for the first time
on September 10, 1974 after 4-1/2 years of spare time work. He estimates the total cost at $2200. The turtleback, headrest and cockpit coaming
appear to be very well done and add to the looks of the little bird.
26 JUNE 1975
C-GNKH is the first Canadian ACRO SPORT to fly. Built by Donald R. Hardwick, 1954 River Road, R. R. No. 4, Sarnia, Ont., Canada, the plane is equipped with a Lycoming 0-235 of 115 h.p. (making it the lowest power Aero Sport yet to fly). Donald reports the Aero flew wing level on the first flight and required no rigging changes. He also
states that his early work on the plane went much faster due to the clear and easy to read plans. Construction started in June of 1973 and the first flight was March 24, 1975.
N8585 is a Corben Junior Ace built in 6-1/2 years by Clair C. Worch (EAA 1064), 2235
Duchess Ave., West Mifflin, Penna. 15122. This trim little bird belongs to A. E. Griffin (EAA 2426), 2567 Bradford Ave., Hayward,
* —'
Calif. 94545. It is a modified Smith Miniplane powered by a Lycoming 0-290G, has an adjust-
(Photo by John HMIJ
able stabilizer, spring steel gear and I struts. This Wittman Tailwind was completed in February of 1975 by Robert J. Hing (EAA 2540), 539 Wakeman Ave.. Wheaton, III. 60187. Powered by a Continental 0-200.
*«
N6A8S5\
... Are Building
SPORT AVIATION 27
WOMEN OF E.A.A. FORUMS AT OSHKOSH By Jayne A. Schiek (EAA 99999) Forum Moderator 1341 Parkview Drive
Macomb, Illinois 61455
"I love airplanes and my husband is an enthusiast. Also we love camping and we think this EAA Convention is fabulous. This is my first time here although my husband has been three times. I hope I can come back every year. I am so glad for all the ingenious people in the world and here at Oshkosh. People who are like me would still be in covered wagons! I really admire women flyers . . . and I've come to love aviation. I'm just thrilled to be here." This was just one of the many enthusiastic answers to the question, "Why did you come to Oshkosh?" on the over 300 questionaires which were filled in at the Women of EAA Forum on Thursday at Oshkosh '74. Others wrote: "I came because I had the choice to come or stay home. I didn't think I would be that interested in what was going on. I'll be back next year if I can" . . . "I wouldn't stay away even if my husband didn't come. This is really great and I love to hear all the forums and get a little more knowledge to help my husband or understand him better." . . . "This is my first year. I am impressed with and excited by the magnitude of this whole affair. My husband is really 'turned on' by all the homebuilts, and I'm trying to share his enthusiasm. By next year, we may be building!" A pilot wrote: "We come every year as a family vacation. Our sons — now 6 and 4 — love it as much as we do. This is our third year and I would feel cheated if we didn't come. I am a private pilot and just as a comment, my son felt I wasn't smart until I learned to fly. When I got my license three years ago, my oldest son said, 'mom is smart
to get laundry and other errands done. Baby sitting was set up. Teen-age activities were planned. Coffee sessions made this tent a most popular gathering place. It's proximity to the Women's Auxiliary Trailer, managed by Jenny Dyke encouraged the women to volunteer their time to help in the many tasks which make the EAA Convention the greatest aviation event in the country . . . and the nicest. But . . . all this is done with YOUR help. Please don't be hesitant about offering your abilities and your ideas. This is what makes it fun. And this is where you really get to meet someone besides the person in the next tent over. FORUMS FOR 75
What's on for '75? Plans are bigger than ever, we hope! There will be just one Women of EAA Forum — as such — but it will be held in the Main Pavilion on Saturday afternoon from 1:00 p.m. to 3:45 p.m. (a double session). The Forum will feature those speakers whom you have indicated in the past you really wanted to hear. As always, we are planning a few surprises. Ann Pellegreno will be helping me with this. A series of "get-acquainted" coffees will be held at the Women's Activity Tent which will again be managed by Caroline Wojcicki. (She'll have a new helper, her seven-month old daughter, Kelly Sarah, along!) In response to your requests for activities early in the week, these coffees will be held beginning the first day
now!' And from a student pilot we hear, "After four years of trying to get things squared away so I could fly, I'm finally doing it. Ray puts up with an awful lot of teasing at the airport when I'm flying, but boy! is he proud that his wife really shares his love of flying. All of our kids (there are seven of them) are becoming airport bums! Sometimes we eat breakfast or supper on the tailgate of our stationwagon at the airport while we work on the aircraft. The older girls won't talk to boys who don't talk 'airplane'!" No doubt about it. Summer vacations at Oshkosh have became a way of life. And the enthusiasm shown at the Women of EAA Forums grows with each year. THE WOMEN'S ACTIVITY TENT
Last year we had another attraction . . . a Women's Activity Tent. Located in the campground area next to the Women's Auxiliary Trailer and managed by our inimitable Irish import and newly-wed, Carolyn Wojcicki, the tent became a focal point for the increasing interests of the Women of EAA. What happens at the Women's Activity Tent? Whatever you want to happen. Last year tours into town were arranged. A two session ground school was taught by Lana Newlin, assisted by Bette Bach, to an overflow crowd. Craft workshops were held. Women, who had a means of transportation, shared it with those who didn't 28 JUNE 1975
(Photo by Rosemary Haus)
Monti Cole delights the audience with her flying stories.
of the convention. (Well, the first day may be a little hectic . . . but come down and help us get started!) And be sure to check the bulletin board at the Activity Tent daily for times and announcements of tours and other events for women. In addition, as already announced in
the May issue, the AOPA Pinch Hitter ground school will be offered on Thursday and Friday mornings in Forum Tent II with William Stanberry, executive vice-president of the AOPA Safety Foundation, giving the course. This is in direct answer to your query about what to do if your
husband should become incapacitated in the airplane, as well as your interest in learning more about the basics of flying. Don't miss this opportunity to learn in a basic
ground school designed JUST FOR YOU. The four-hour ground school is free of charge including manuals. (Anywhere else, the full eight hour course which also includes 4 hours of flight instruction is $70.00). Many of the suggestions which you gave in your questionaires last year have been turned into headquarters. If it is possible, they are usually heeded and acted upon. But remember that EAA is a VOLUNTEER organization. If you see something you think can be done better, perhaps you will offer to help in making your suggestions come true.
(Photo by Rosemary Haus)
Are the women's forums popular? Need you ask?
PILOTS SPEAK AT '74 FORUM
What else happened at the Forum's last year? George Economos, who had given five rides in his Breezy to women at the 1973 convention, was given a WARM welcome by Carol Pemberton — one of those riders. Carol had admitted to coming to the convention under protest, had never ridden in a homebuilt, and had HATED aviation and all that went with it. She had come to the '73 Forum, decided "if you can't beat 'em, join "em" and ended up having a wonderful time. George, the winner of the 1974 A.C.
Spark Plug Rally, had offered a few more rides in his Breezy and these were given to the three oldest women present and the four youngest. Also six rides were given in "Plane Jayne" with John Norcross doing the piloting duties. (I was too weary to battle that traffic pattern!) These rides were given to those who had never flown in a homebuilt before. Louise Pfoutz gave two rides in her
BT-13 to two women who approximated Louise's size: (tiny!)
Joan Moran, pilot of the purple Breezy from Washington, D.C. and her co-pilot, Ann Matthesius, had had an emergency landing on their way home from Oshkosh in 1973, but were back with the plane this year. In telling of her experience Joan said, "I just couldn't believe it ... the engine changed pitch and I looked down at my oil pressure and it had started to go down so I turned around and I looked at Ann. I didn't really know exactly what to
(Photo by Rosemary Haus)
Louise Pfoutz ready to fire up her BT-13 to take Sonja Kershaw for a ride.
do other than the training I had been given as a student pilot . . . and the way the oil pressure was reacting I
knew I would have to get down very fast. There was a road under construction so I just lined up like it was a regular landing . . . and landed. When I shut down the engine, Ann jumped out of the airplane and said, "We
made it, we made it!" I wasn't scared. I thought I would be, but even after it was over, I wasn't scared. The hardest thing I had to do was to call my husband and tell him what had happened!" Judy Ehlers, from St. Paul Minnesota, told of coming to Oshkosh last year with her husband and becoming so enthusiastic about flying that this year she took a flying course at college, as did her husband, and she is now a Private Pilot with 100 hours. "The EAA was instrumental
in making me a pilot . . . I owe it all to the EAA. I came out here knowing nothing — got so enthusiastic — and here we are — one year later — both pilots!
(Photo by Rosemary Haus)
Tyri Schiek, left, and Jayne Schiek on an entertainment break during the forum. SPORT AVIATION 29
If those who were in attendance at Women of EAA Forum No. 2 on Saturday didn't feel that they at least wanted to take a whirl at learning to fly — it wasn't the fault of the speakers. The first speaker was Dorothy Aiksnoras, better known
as "Carrot Top" from the EAA Museum Workshop. She invited all the women present to come to the workshop and learn about aluminum welding. Dorothy told of her
experience in getting this unusual job.("I couldn't get a teaching job, so I hung around the airport a lot and pretty soon they began letting me help!") (Her college training was in the realm of elementary education). "I'm a good person to get others to fly," said Warbird Pilot, Louise Pfoutz, who flies a BT 13. "They see me get out of the airplane, feeling ten feet tall — though I'm barely five — and they see that I'm not young and that I don't have brawn, and they think, 'If she can do it, I can
do it!' " Louise started flying "at an age I am told when life is supposed to begin!" Julie Steichen was the youngest pilot present. She earned her glider rating at 14, her private at 16. She talked about flying like this: "The only reason to fly is because you love flying . . . Anyone who doesn't fly should at
least start . . . and the reason for starting is to find out if you love it ... and the best reason for keeping on is because you love it." Bette Bach returned to the Forum Panel after a year's absence with tales of her latest adventures. She came to Oshkosh this year in a bi-plane, a restored Tiger Moth. Bette had a bit of a problem on her landing at Oshkosh.
It seems the plane didn't know that Bette was such an excellent pilot and insisted on being true to itself . . . which does not include being designed to land in a crosswind. Result: a slight wing-tip damage. But Bette had learned well at previous EAA workshops and with help from all the wonderful people who man the dope and fabric
tents, was able to accomplish the necessary repairs. There is never a doubt about Bette's love of flying. "Whether you are up there with someone you love, or by yourself as command pilot, you feel you can reach out and grab your country by your hand and say it's yours . . . and you can
(Photo by Rosemary Haus)
Jayne Schiek, left, and Marsha Reuter. Marsha had a ride in Jayne's airplane and loved it.
reach up and grab the sky and say it's yours. And it's a
very, very powerful feeling for man, woman or child. If you haven't had one lesson, then your life hasn't begun. You may never have lesson two, but unless you have lesson one, you'll never know whether you love it or not." Barbara Jenison, who has flown in over 10 "All Woman's Transcontinental Air Races" (Powder Puff Derby) told of her many experiences in these. Barbara has been a member of the President's Women's Advisory Board on Aviation, and is presently very active in Aerospace Eduction. She explained that you don't have to be a "hotshot pilot" to enter, and that to race is one of the best ways to really learn to know your airplane and to learn about flying. We had heard from the youngest pilot . . . and so now we turned to the oldest student present. Monti Cole began flying in 1973 at the age of 65 and had had 12 hours as a student pilot. She said, "I'm warning you . . . you'll get hooked — no matter what the age is. My instructor says she is going to make me the best oldest flyer there is!" And who was her instructor? None other than the beautiful and talented Claudia Greco of Las Vegas, youngest helicopter instructor in the free world . . . among many talents. Claudia told the audience that she learned to fly in order to fly her entertainment troupe about the country and "pretty soon I found that I liked flying better than entertaining." Claudia is a full time instructor and representative for Piper Aircraft who asked her to help them with a nation-wide program to help women get into the air. She said, "I love to teach women. Ninety percent 30 JUNE 1975
(Photo by Rosemary Haus)
Carole Pemberton thanks George Economos for her ride in his AC Rally winning Breezy.
of my students are women. I see no difference in ability between women and men. I think it has to do with how much you want to learn to fly. Flying today is like riding a bicycle . . . You drive the family car, why shouldn't you fly the family airplane?" This year, Sandi Pierce brought her husband, Walt, to talk to us. Before he spoke, Sandi commented on her newly acquired mechanic license. "I was never mechanic-
ally oriented at all. Girls didn't do things like that . . . but I can do it now. I am capable of doing it, because I wanted to do it and so I learned. And you can fly if you want to. I hope you do want to — and if you don't after all these speeches today, you probably never will!" Walt Pierce began by saying, "Everyone always comments on the 'wonderful relationship' which Sandi and I have. Well, it's too bad you weren't at Fond du Lac yesterday when we had to replace a fuel pump in Sandi's Great Lakes. Sandi felt I had done it wrong and thought we should tear the whole thing out and start over. I felt it could be fixed in a different way. So we were out there arguing and throwing wrenches at each other on the ramp, and I said, 'Boy! I wish that some of those people that talk about our wonderful relationship were standing here!' " But Walt left no doubt about how he really felt about Sandi as he recounted her many talents. "She does a lot more than wing walk. First she flies the plane across country, then she meets with the T.V. stations and the press, then she does air formation aerobatics with me and then a solo act and then, FINALLY, she rides the wing. Sure she gripes. But she is always right there, flying on my wing. Women have gotten conditioned. They have told themselves they can't do what a guy can do for so many
years, that they are still saying, 'I can't do it,' even while they are doing it!" He concluded by saying, "There is no difference between what a guy and a girl can do, except the girl keeps saying 'I can't do that!' and they do it at the same time!" In concluding the Forum, Ann Pellegreno challenged the women to take a more active role in the EAA. She asked how many women were voting members of the EAA? Just a few raised their hands. She explained that a non-magazine membership was available to wives of EAA members for $6.00 and that up until that morning, she had always held an "A" card. Often the question has been asked, "Why isn't there a woman on the EAA Board of Directors?" Ann explained that until there was a voting woman membership, there was not likely to be such representation. That very morning Ann had become the proud owner of EAA No. 111111, and as you can see by the top of this article, Ann suggested that I become EAA No. 99999, and I did! Ann and I hope that many of you will fill in the numbers in between! Those were the Women's Forums of 1974. Now we are looking forward to the 1975 Forum and to an ever increasing interested participation by the Women of EAA. Won't you come and take part?
Thoughts On Aircraft Tubing By Robert B. Winter (EAA 9745) 26256 Hickory Hayward, Cal. 94544
Most of todays homebuilders follow blindly in the pathways set down years, maybe even light years, ago in the use of 4130 tubing for framework construction. We have the freedom to remain as close to the state of the art as practical to our own purposes without regard to the slow and tedious grinding of the Washington paper mill. Consider that Federally sponsored or acknowledged research into steel tube structures ceased when military and transport aircraft graduated to a l u m i n u m monocoque structures. That occurred mid-WWII. From that time forward the light-plane manufacturers have gradually eased into the same structural fold. Net result, homebuilders are a significant portion of the remaining 4130 market. The major portion of the market is for rods and billets to be machined into heat treatable medium-high stressed parts. Where 4130 is produced as tubing our movement is probably a major portion of the market. Good management practice is not to invest in new tooling in a diminishing market or spend much for maintenance. From all of this a good look at the wall will reveal an engraved sign — SEEK A NEW ROUTE. Modern technology, luckily, has risen to the fore.
A recent development in low carbon steel is called HSLA (High Strength Low Alloy) steel. Machine Design, Dec. 12, 1974 outlines recent developments in this material. The addition of rare earth metals to the alloy has given the material two most important properties which affect it's use in aircraft. Two features of tube quality affect design allowables to a greater extent than the alloy in the tube. Effects due to the heated zone of the weld and perfection of the tube form. The addition of the rare earths causes a glittering action with the nonmetallic impurities which are the culprit in metal cracking. The nonmetals normally precipitate at the grain boundaries acting as wedges during expansion-contraction of heat cycles and forming displacement. By placing these impurities in solution and scattering them through the crystalline structure at random, this wedging action is prevented and cracking is inhibited. Weldability and formability are of prime interest also when it comes to perfection of tube form. B u l l e t i n ERW-2E from Ohio Tube Division, Copperweld Steel Co., Shelby, Ohio 44875, outlines the differences between the form perfection of seamless tube and welded DOM (drawn
over mandrel) tube. The spiraling eccentricity of wall and centerline error of seamless cause it to be used in design at maximum tolerance of these errors. The result is useable loading of only 40-60^ of book values. Seldom w i l l a responsible designer use a stress level of more than 60 ksi for a tube which can be placed in compression when the material is 4130 seamless with 125 ksi ultimate. Use of the perfection of welded DOM tubing in existing structure can result in reductions of weight in the 10-20<7r range. Full use of the improved properties in new design can result in equivalent structures of up to 4CW lower weight. Normalized welding DOM tubing is so uniform as to preclude allowances for the weld. It is metallurgically indistinguishable from the parent metal. The third factor is cost. Using 1010 low carbon steel as base, the cost of HSLA steels is only a 25-357f premium. Currently we pay upwards of 100^ p r e m i u m for 4130. Contrary to seamless tube, welded DOM tubing is an expanding industry with high useage tooling and strong investment incentives. We can anticipate lower relative costs and broad selection of sections in this form. SPORT AVIATION 31
PROJECT
CROSSROADS
Project Crossroads has now reached a total of
$110,534.44. Following is a list, in order of receipt, of donors whose gifts were received between March 24 and April 30, 1975. Donations received prior to this period have beer listed in previous issues of SPORT AVIATION.
DONATIONS TO PROJECT CROSSROADS
March 24 through April 30 Joseph J. Coser St. Louis. MO Will Lambert Pt. Pleasant Beach, NJ Donald R. Morton Eureka. CA Piper Aircraft Corp. Lock Haven, PA Tom Poberezny Greenfield, Wl Alfred H. Rosenhan Salt Lake City, UT Jay L. Shatter Indiana, PA Alien B. Smith Shorewood, Wl Clair Snyder Breinigsville, PA Bernard W. Stack Oromocto, N.B., CANADA
R. E. Stanton Dodge City, KS Owen E. Stlegelmeier Berea. OH Raymond A. Stranik Linwood, NE James A. Sylling Spring Grove, MN Andrew L. Teigen Lakewood, CA William Thumma El wood, IN Raymond Tirado Cresskill, NJ William D. Todd, Jr. Flemington, NJ Wendell Trogdon Greensboro, NC Spiro Tsiliacos Worthington, OH
R. C. Tytler Syracuse, IN John Van Noy Las Cruces, NM Wayne Van Valkenburgh Jasper. GA Victor J. Verdev Grafton, Wl Byron E. Voight Pleasant Ridge. Ml Karl M. Von Kaenel Clemson. SC Raymond E. Von Ruden Owatonna. MN Harold R. Vroman Midland, TX Theodore H. N. Wales
Westwood, MA Wayne Walker Blackfoot, ID
Chapter 3 Bethpage. NY John W. Friend S. Dartmouth, MA Randle G. Jennings Renton, WA Gene Nagle Santa Barbara, CA Tom M. Neilly Bradford, PA
Robert A. Sater San Pedro, CA Harry A. Seoolt Bettendorf, IA John G. Smith Ely, NV 32 JUNE 1975
Willard J. Stump San Francisco. CA Arthur E. Swarnick Ashtabula, OH Martin G. M. Swarts Lachine, P.O.. CANADA Phillip Thompson Amarillo. TX Daniel R. Townsend High Point, NC
Glenn Trommater Eagle. Ml Eugene L. Turner Chelmsford, MA Gary Vacin Manhattan, KS Ted Voortiees Delray Beach. FL Donald R. Voss Bowman, ND Richard Wallrath San Jose. CA Sylvester L. Ward Gurley, AL W. L. Ware Warner Robins, GA John Warren Troy, Ml
Fred L. Fleming Gastaic, CA Ralph A. King
Peoria, IL Walt Leonhardt Lawrence, MA Lloyd C. Toll Hazen, AR Samuel T. Wade Topsham, ME George Wartield Audubon, NJ Jewett Wasson Toulon. IL Floyd Watts Tenants Harbor. ME Gary G. Hornbeck Maryland Hts., MO
Gary N. Thompson Santa Monica. CA Gary Thomson Capreol, Ont. CANADA R. E. Toepfer Los Gatos, CA D. T. Van Houten Vienna, VA
Robert E. Vote Flint. Ml Joe E. Waag San Jose, CA Thomas L. Walling, Jr. Minneapolis, MN Don Walsh Bourbonnais, IL Robert V. Warren Middleton. MA Mitchell Wawrzonek Sparta, NJ Chapter 242 Columbia, SC Jerry Friesner Cullowhee, NC Donald H. Fyock Johnstown, PA Dean Giacopassi Windsor Locks, CT
Larry Irvine Granger, LIT L. R. Milberger Sacramento, CA Bobby L. Shelton San Antonio, TX Richard L. Teaford Valley Falls, KS
Orison A. Turner, Jr. Riverside, CA E. B. Van Scyoc Augusta, KS William H. Vinton, Jr.
Gordon G. Smith Elgin, IL Edward E. Stone Riverdale, GA J. C. Treager APO New York, NY
Brattleboro, VT John G. Walton Neenah, Wl Bert Watermann Elgin, IL Bill Waugh Boise, ID Charles B. Weiser Lakewood, CO John R. West El Cajon, CA A. D. Westover El Cerrito, CA Frank L. Wetsig Fairborn, OH
H. C. Utley
Milton Lien
Louisville. KY Jeffrey F. Voelz Ft. Wayne, IN
Columbus, Wl Martin H. Purvinas Gresham, OR R. A. Serack Fremont, CA Victor P. Stevens Etobicoke, Ont.. CANADA David L. Stits Riverside, CA Robert E. Tree
J. W. Reindl
Leavenworth, KS Edward Shinn Brick Town, NJ
R. F. Whalen
La Salle, IL Grant Doman
Lone Butte. B.C.. CANADA David More Montreal, P.O.. CANADA Harold T. Ray. Ill Richardson, TX
Alma, Ml
Sy Skibinski Chicago, IL
Gerald E. Trump
Gerry Soucy
James H. Turner
Hialeah, FL Bruce W. Spicer
Gary, NC Frank R. Tyers Bay Shore, NY R. Dan Walters Zanesville, OH
Alex. OK A. P. Teulon. Sr. Ft. Lauderdale, FL
Monrovia, CA
Jack Weber Chillicothe, IL William Weigelt Philmont, NY Edmund J. White Seattle, WA R. A. White Orlando, FL
Frank A. Whitney Algonac, Ml Don Wicht Austin, TX James L. Wiedie Akron, OH
Ronald D. Wier San Diego, CA Warren H. Wiggett Pasadena. CA Guy Wiley Baltimore, OH Fred H. Williams Santa Maria, CA George T. Williams Portage. Wl Norman A. Petersen St. James, MN John Rinehart Marysville, PA Louis A. Snyder
East Sound. WA C. B. Three!
Cleveland, MS Donald E. Vincent Elkhorn, Wl Richard H. Wagner Lyons, Wl
Melvin Weisser Northribge, CA E. W. Wells Anahola, HI Dennis W. Willie Hackensack, NJ George B. Wilson Coon Rapids, MN Gary J. Wirth
Milwaukee, Wl John McLean Ubly. Ml Daniel M. Pattarini Glen Cove. NY
Al Reiter Edmonton, Alta., CANADA Robert A. Schroeder Medford, Wl John R. Stephenson Louisville, KY
Paul E. Sunday Peru, IN Eugene W. Van Winsen Independence, MO Alvin G. Voigt Ann Arbor, Ml
Thomas N. Waddell Aberdeen. WA Edgar R. Weis Elmore. OH Phil G. Weisser Louisville, KY Raymond Welder Eau Claire. Wl Joseph Westen Sussex, Wl Dwight Whelchel Bexley, OH R. W. Whitehead Fairmount, IN Theron G. Wickham Hillsdale. Ml Ernest J. Wiedemann Waco, TX John C. Wilkerson Washington, DC Clarence E. Wilson St. Cloud, MN John Womack lola, KS W. D. Wood Wheeling. IL
Roger B. Dowst Ormond Beach, FL Paul Drone Carmi, IL Ricardo Salcedo
Don Snyder Flint. Ml Darryl Stewart Kingston, Ont., CANADA
Mike Strong Arlington, WA
Lee R. Thompson Milwaukie. OR Keith W. Tuplin
Clearbrook, B.C., CANADA 0. K. Tyler
Hinsdale, IL William Uhl Woodbury, NY
Tom Visocan Raynesford, MT Arnold Walter Milwaukee, Wl G. C. Waterman Lakehills, TX R. Waters Orlando. FL Douglas Watson Lindsay. Ont.. CANADA
S. E. Weaver Byron, MN Don J. Wickizer, Jr. Shelbyville, IN Dale F. Willcox Aurora. IL P. M. Wilier Southern Pines, NC Augustus £. Williams Dallas, TX Herman R. Williams Boulder, CO Paul L. Wood Canon City, CO R. F. Woolaway Cassville, MO James A. Currie McGuire AFB, NJ David F. Freeman Mulberry, FL
North American Flyers Brookfield, CT George J. Ola Arcadia, FL Randy Penner Hudson, Wl James C. Ranson Franklin, IL Oscar Ringgold New Brighton, MN Bud Rogers Madison, Wl George H. Russell Mt. Clemens, Ml Charles W. Schrader Rochester, NY Roy Sweatman Harborcreek, PA William K. Thomas Ft. Walton Ben., FL
Philip Thometz Rice. MN Gerald Utley Carrollton, TX R. R. Van Dalsem Loveland, Co D. D. Van Sant Hesperia, CA
Robert L. Van Treese Monte Vista, CO Lou & Paula Villepigue Hawthorne, CA J. W. Vollrath Ceylon, MN
Mr. & Mrs. Stephen Walker Hamel, MN Nic J. Watry
Ft. Myers, FL Everett L. Weekley Cedar Rapids. IA Donald J. Wellings Logan, UT Kenneth N. Wells Aurora, CO
Jack L. West Costa Mesa. CA Charles H. Wheeler Irvington, NY
Thomas Sherrard
Jerome P. Whelan West Allis, Wl John C. W. Whistler
Lomita, CA
Hampton. VA
Baton Rouge, LA
R. 0. Whitehead Eii/abethtown. PA Charles R. Wiggms
Liberty. TX William E. Williams Cypress. CA Robert B. Wilson Iowa City. IA Bob Wmkler Hendersonville. NC
David A. Rosol La Grange Park, IL Meinolf Ruther
Glendale. AZ
Mr. and Mrs. Wm. F Schoen Denton, TX Richard W. Smith APO. NY
Edward B- Stemersen Manahawkin. NJ
E. Sprancis
John S. Thorn
Karl F. Stemmger
Quakertown, PA John 0, Toliver
Vancouver, BC. CANADA Oshawa. Ont.. CANADA
Edward A. Westbrook Croswell, Ml Craig K. Wilkes Forest Park. GA James G. Williams Carrollton, TX Owen Wmdall Scotch Plains. NJ
G R. Wood. Jr. Mobile. Al
Aileen Nicolls Diamond Springs, CA John K. Hassay Rockville. MD Ralph F. Larsen
Kelseyville. CA Henry J. Pruitt
Mitchell S. Wiseman Lakeland, FL
Charles E. Stewart Coraopolis. PA Jim Stugart Houston. TX
Stevens E. Woodburn
Detroit. Ml Rocco Vitale, Sr. W. Hartford, CT
Ft. Worth. TX John W. Woodward
Paul H. Sanderson
Don Wood
Milton E. Whitley
Barry A. Waldron
John M. Yates
Marlborougb. CT
Royal Wielt Albany. NY
Sacramento. CA Robert K. Wegge Grayslake. IL Harvey B. Woodworth Mesa. AZ
Wilfred Wilston Huntsville, Ont., CANADA
Norman L. Wootan, Jr. APO. NY
William F Womack Tucson, AZ Guy Wood Springfield. IL J. 0. Woods
Vernon Yeich
Huntsville, AL
Lawrence A. Wood Carlstadt, NJ Dick Wunderlich Lockport. IL James G Muir Cumberland. MD
Val G Whitley
Carl T Rorabaugh Latrobe, PA
Jerald G Smith Lancaster. PA Frank C. Teal Pagosa Springs. CO Patrick J. Treon Shelton. Cl Wendell A. Tweed
Reseda. CA Harry 0. Watkms
Seattle. WA Alien B. White Laguna Hills, CA J. 0. White Woodmville, WA
Houston, TX
Ypsilanti. Ml
Leon R Wosika San Diego. CA Michael E Young Cuyahoga Falls. OH Steven Zakem Rockford, IL C. A Zielinski Lexington. MA
Richard Ziesmer Pittsburgh. PA
White Hall. MD
Steven C Zandell Auburn. WA
Robert D. Jones Tehran. IRAN Stanley J. Moskwa Anaheim, CA Gary Owens Dowagiac. Ml Harold S. Snow Peru, NY Richard V. Van Dyke Shelby, OH Robert L Wall, Jr. Madison. NC
Arlington Hts . IL
Scottsdale. AZ Jimmy P. York Hamilton. OH Gerald M. Young Viola. IL Berna'd Zarem
Cottage Grove. OR Lake Dallas, TX Clarence J. P. Stem KuWown. PA
Laurence 0. Webster Holly Hill. FL
Robert L. Winkie
Racine. Wl
Wantagh. NY
M J. Worner Highlands. TX
Clifford Zen; Dearborn. Ml Daniel L. Zioberek
Michael Zelenock Grosse He. Ml 0. E Zomers
Iowa City. IA
Wilfred J Cesanek Whitehall. PA Joseph M. Gmanm Chandler. AZ Paul L. Gunter Mobile. AL Dan Roth
Ft. Wayne. IN Richard V. Seather Cedar Falls. IA Ted Smith Hollywood. FL Wm. R Stanberry
Scarborough. Ont. CANADA Wm. Zubko Wallingford. PA
Calvin A. Bugbee
Issaquah. WA P. Richard Coughlm Syracuse, NY
Randy McCoy Bishop. CA
Robert McNabb Racine. Wl David E. Neidert Aurora, CO Julian C. Prevatte Wilmington. NC Steve B. Strom Marana, AZ W. Taliaferro Ingelwood. CA
Fred B. Payne Fayettenlle. GA
Lee Ward
Howarth D. Williams. Jr.
Francisco C. Rico
Frank Wilkey. Jr.
Lyme. NH Wesley T. Wise
Foster City. CA Wayne L Ross Phoenix. AZ R. J. Rouse Beaumont, TX
Rochester. MN Bertis J. Winton, Jr. Matthew Yancik Kimberton, PA
R M. Tweedie San Jose. CA
Norman L. Welker
Southeastern EAA Sport Aviation
Fred H. Yoshino Sacramento. CA
M L Ward
James M. Wickham
Council, Tampa, FL Ken Stoops
Barry N. Young
Al Learned Plamfield. IN
M. D. Washburn Houston, TX Wm. Whisman Brick Town, NJ
James P Violette
Munsil Williams
Madawaska, ME Flavil H. Wallace Fresco. CA Mike Wenkman
Oak Park, IL JoeToth
Picket!, Wl Louis H. Winklemann
Miami, FL W. L. Trimble
Robert L. Wickwire
Branchville. NJ
APO San Francisco. CA
Robert Woolmg Renick, WV Michael E. Wuest Oshkosh. Wl Walter W Wyckoff, II Rosemont. IL John C. Yosl Naperville. IL Robert A. Gehrmg Rubicon. Wl
Mary H. Middendort La Mesa, CA Cleve Miller Hiddenite. NC Mace L. Miller Green Lake, Wl C. C. Mclntyre Genoa, IL Richard G. Oliver Bottiell, WA Robert L Snyder Piqua. OH
Robert E. Speed Vega. TX Marv in J Lorraine Tiedens Hugo. MN
Guy Vaugn Alvin, TX
James A. Vliet Red Bank. NJ Frank W Walker Nashville. TN
C. G. Wheeber Villas. NJ
F. J Wesselski. ill Garwood. TX
Grayden G. White Springfield. VA Earl R. Williams
Manitowoc, Wl Samuel P. Wilson
Hialeah. Fl Don Winter
Miller Place. L.I.. NY R. L. York
Datil. NM Alfred K. Young, Sr.
Oklahoma City, OK Roger A. Zilka Rockford, IL
Joseph D. Jones Concord, NH Keith A. Mansfield
Hanahan. SC
Anchorage, AL Robert H. Van Vranken Suisun, CA D Walsh New Liskeard. Ont.. CANADA
Wm. P. Wells Bloomfield Hills. Ml Wayne S. Whitaker Scotia, NY
R. W Whitehouse. Jr. Hampton, VA John Whitman
Tahoe Vista, CA Murray A. Wick
San Diego. CA Wilbur Wick Berlin, Wl Wm. Kent Wiley. Jr.
Tangent, OR Barney R. Williams
Kansas City. MO Ronald J. Williams Winchester. KY R. E. Wiltsie Birmingham, AL
Merced. CA
Merrill Island. FL
Stevensville. Ml
Wausau. Wl Larry J. Whitbeck Lincoln, NE Gary A. Wood Tacoma. WA
Eugene Darst Beaumont, TX Keith Olson Winnipeg. Mani. CANADA Dick Polk W. Haverstraw. NY
L. P. Schlosser
Ft. Mitchell, KY Donald Thurber Hauppauge, NY
Paul L. Vogelsong
Bettiesda. MD M. D Stone lone. WA Scott Thomas Virginia Beach. VA
Inglewood. CA
Greene. ME Merwyn C. Small
Tulsa. OK
Jackson E. Turner
George G. Edwards Cupertino, CA
Ben Warenskiold San Jose. CA W. D. Wofford
Bill Marsh
Goleta. CA
Carson City, NV
Chester C. Weage
Fairmount. IN
Roy Wilcox Chatom, AL
Larry Woodbndge
Paul L. Wmberry
Carl H. Zirngibl Rochester, NY Wm. B. Lumley Delray Beach, FL Herman Robertson Bay City. Ml
Lennoxville. Que.. CANADA Donald L. Getirke Oshkosh. Wl E. E. Hilbert Union. IL Floyd J Johnson
Cumberland. MD Don E Maclnnes Hillsborough. CA Norman 0. Poff Roanoke. VA
Robb R. Satterfield Midland, TX
Gilmore City. IA Harry E. Woods
Martins Ferry, OH Bryan M Wysong
Collinsvilte. CT
Longwood. FL Riverview. FL
Mission Vieio. CA
Bradford Yanc N. Randall. OH
John S. Yansura Boonton NJ Earl W. Thielkmg Cincinnati. OH Tommy Trotter
Charles Yates
Greenville. MS
Alpena. Ml Ken Tale Lamed. KS
Wm. Turpie Tustin. CA
Edward A. Weddell Fairfield, CA
Niles, Ml Ralph Witchell Omaha, NE
Kenneth R. Williams Portage. Wl W. W. Wilson
Elvin M. Wilson Topeka, KS
Elmhurst. IL
Houston. TX
Robert W. Whitehead
Carter Twedt
Donald L Wood
Jacques Codere
Monona, IA
John C. Yeagle S. Euclid, OH Conrad Sharpe Upland. CA
Dan F. Thomas Dallas. TX
Richard L. Warner Alexandria Bay, NY
Darrell J. Wiseman
Anchorage. AK
Evert H. Young Los Altos. CA
Eugene. OR Ted Wolfenberger
Forest Hill. MD
C. A. Montgomery
Wm. H. Wright. Jr.
Marv Wines
Spokane. WA
J. B Wnght Truth or Consequences, NM
Kenosha. Wl
Thornton, CO Jack Wagner Euclid, OH
Clyde E. Zellers Oak Lawn. IL Pete Zettel Sprmgerville. AZ Chicago Scalemasters
Greensboro. NC
Seattle. WA
Poland. OH EAA Chapter 373 Richmond. IN Kmgsley A Doutt
Thomas N. Towle
Canton. OH SPORT AVIATION 33
CHARRING OF WOOD PROPELLER HUB SPACERS By W. S. Evans (EAA 18974) P. O. Box 744 La Jolla, California 92037 SUBJECT:
A significant number of cases have been reported dealing with spacer block separation and charring at the glue line on the back of VW propellers. The author has examined three examples of such failure and has personally experienced this phenomena in flight on two occasions
where the smell of wood smoke provided a sufficiently early warning of trouble. SUMMARY:
This study indicates that the cause of the problem is simple cleavage where the blade works in bending across the spacer block (Fig. 1). Ultimately the glue line fails and the continued working of the wood surfaces causes charring and eventual loosening of the bolts (Figs. 2 and 3). The study also shows that stress risers and cracks will ultimately propagate into adjoining laminates where they
work in bending over a laminate splice in the propeller (Fig. 4). It is concluded that in the common 3-laminate
propeller, all laminations should be continuous from tip to tip, and that wood spacers should not be used on these propellers. Some other means of providing engine/blade clearance should be used such as redesign of the engine hub (Fig. 5), or retrofit of an aluminum spacer to the engine hub (Fig. 6). DETAILED DISCUSSION FAILURE MODE:
The propeller blade is subjected to a number of loads, but primarily tension and bending. Tension from the centripetal forces due to prop rpm, and bending from the thrust forces which have their resultant at approximately
the 3/4 radius point (Fig. 1). Both of these are symmetrical loads with one blade theoretically balancing out the other, but in addition there is an unsymmetrical bending load from maneuver induced gyrosopic forces. Finally, there are the dynamic unbalance, vibration, and buffeting loads acting on top of the bending loads, which defy simple analysis, but can be seen when a rotating propeller is viewed in the plane of rotation. Regardless of how well a propeller tracks statically, one can always see the blade tip vibrate and buffet under run-up and load. These buffeting and unsymmetrical bending stresses can only be reacted in the engine hub through the wooden spacer, and the abrupt change in section at the edge of this spacer is a perfect arrangement for a stress riser and cleavage at the glue joint. It is interesting to note in both of the examples shown, that separation and charring occurred initially only 34 JUNE 1975
FIG. NO. 3
If the glue joint of the spacer/propeller interface is a poor one, for any number of reasons, then separation can
occur in a very few hours (one of the examples failed in 6). On the other hand a good glue joint may last for a considerable time. It is also a function of engine size and power. The author's direct knowledge and experience with the problem has been limited to the 2100 and 1800cc engines. Though we have no knowledge of such failure on the smaller engines, the possibility cannot be ruled out. At any rate, the number of failures reported indicates with-
out question the presence of a failure mode which should be eliminated. Obviously the wood spacer is not a good way to provide engine/prop clearance and some alternate means is needed. FIG. NO. 4
^
-— 2" DIA.I
1/2" I———————.
i ———i———
1/2"
/
".
-IT
2. Retro-fit existing engine hubs with a 1/2" aluminum spacer securely fixed to the engine hub. A loose spacer should not be used since this would put the prop
bolts in bending (Fig. 5). 3. A redesign of new engine hubs, where required, to
Fin
locate the flange face approximately 1/2" forward of the
5/16CSK BOLT (2)
tub I W -bN ..,./,^/rl i f!11 1 i Jj
t/
i i
1. Removal of the wooden spacer from the propeller
and the use of a 9/16" deep center register bore (Fig. 7).
•
5/16 PROP BOLTS
1/2"
The following corrective action offers, as a side benefit, the simplification of propeller manufacture:
f~ — 1
OLD FLG.
——f——
-\
I
x
7
CORRECTIVE ACTION:
N ' 1
V i | i i ILJT
!Y
1
1
normal location. Limit center register boss height to 1/2" (Fig. 5). It should be noted here that the moment and loads
of the hub to crankshaft interface are a function of the ,ALUM SPACER
distance to the centerline of the prop plane, and are not
changed whether the distance is obtained by spacer or length of hub.
4. The use of spliced laminates in two-bladed propellers should be avoided.
(^
STANDARDIZATION:
Perhaps the office of the Designee Chairman, Tony Bingelis, might be used by the propeller and engine manufacturers in arriving at some agreed upon EAA standard for the propeller/engine hub interface. In this regard, due consideration should be given to the aeronautical standard
specification (SAE 127A No. 1), and also to the Rollison type hub that eliminates the center register boss and instead uses shoulder bushings pressed in from the back side of the bolt holes (Fig. 8). In the latter approach, less material and machining is required in the hub, and the FIG. NO. 8 f_
r>iA" r\|A
it is easier to remove. Others favor the non-tapered shrink
/
fit because it eliminates crankshaft machining. Also, any
\ V
PROP HUB slight axial movement due to a loose shaft bolt means a
V
\ i
/ /
;
j
bolts take only tension since all torsional loads are taken by the shoulder bushings in shear. The hub bore can either be tapered or non-tapered. Some prefer the taper because
9/1 i
-2" DIA.I-
FIG. NO. 7
on one half of the hub and at 90 degrees to the propeller blade axis while the other half of the glue line was still intact. This would seem to indicate no shearing motion of the hub though shearing stresses might well be involved in combination with the other stresses. It would also be the logical result of gyroscopic precession due to blade bending. (A rotating mass will tilt 90 degrees to the direction of the force applied.) Speculation regarding loose mounting bolts can be ruled out in the two examples shown, since in neither case were the bolts loose, the last having been checked for tightness just one hour prior to failure.
loose hub if tapered, but does not effect the shrink fit. Installation of the latter is accomplished by heating the hub in an oil bath at 300 degrees F. Whatever approach is used, standardization of the propeller/engine hub interface would benefit all concerned.
(Editor's Note - We checked with Designee Co-Chairman, Tony Bingelis, and he has this to say: ". . . 01' Tony is very eager to get comments from . . . the builders and flyers using VW mills . . . from the Designees . . . from the prop makers and anyone else who has been flying behind a VW with a wood prop. I would welcome all theories, suggestions and advice from our builder-flyers worldwide. With their input I will try to evaluate and consolidate the information received. Then we will know if the problem is peculiar to the high horsepower engines only. If we're lucky we may even come up with a simple cure before the problem becomes critical." SPORT AVIATION 35
(Photo by Jeff Sprang)
Chapter 148's (Mansfield/Ashland, Ohio) Pietenpol on its first flight — piloted by Ray Martin.
PIETENPOL J- HE STORY OF the Chapter 148 Pietenpol project can now be told. It had an ambitious beginning. As time went on, it appeared that it would never end. Valuable lessons were learned in project planning. Any chapter contemplating a similar venture would be well advised to profit by our experience and read on. The project was started with the intention of creating an aviation education program. Members would have an opportunity to participate in design, testing, woodwork, welding, and all those other good skills required to build an airplane. Costs would be covered by monthly dues, since few of our members are inclined to such mundane activities as pancake breakfasts. The original objectives were attained — but it certainly took a lot longer than expected. We learned the true values of patience and perserverence. Without a loyal, key group who labored on and on, such a monstrous undertaking could never have been brought to completion. Back in 1963 (or was it 1962?), Chapter members elected to build a Pietenpol Air Camper. After considerable discussion, it was decided that we would build with steel tube rather than wood. The principal justification being that steel tube would give members experience in welding. With a little forethought, we would have realized that wood aircraft have more than enough welding to go around. 36 JUNE 1975
By Dale Wolford (EAA 10957) President, Chapter 148 Rt. 2, Box 154A Ashland, Ohio 44805 John Grega furnished preliminary drawings of his modernized GN-1, however, at the time these did not include a steel tube fuselage. We laid the fuselage out to Pietenpol dimensions with "Baby Ace" tubing sizes and truss design. When it came to welding, everyone was reluctant to ruin all that expensive tubing, so it fell on Jim Wills, a professional welder, and Wilbur Wachs to put in all those tedious hours welding up the primary structure. Since the project faced a number of moves from shop to shop, the wing was built in two panels. A center cabane (again, borrowed from the Baby Ace) is utilized. The original Pietenpol airfoil was retained and, since the original Pietenpol ribs had a reputation for becoming unshapely under fabric pull, the ribs were redesigned to a (here it is again) Baby Ace truss. One meeting was devoted to static testing the new rib design. It is really amazing to witness a quarter inch cap strip rib, which weighs less than a kite — supporting two hundred plus pounds of sand. The wing retained the original spar sections, but utilizes three drag bays in each panel. Members were introduced to reinforced plastics when the leading edge and tip were laid up in fiber glass. Span, chord and areas remained the same as original.
As time went on it became more and more obvious that the airfoil, and the inspiration, were about the only items the project had in common with Bernie's Flying Machine. The landing gear is from an L-2 T-Craft reworked to J-3 shock cord design. L-2 cable actuated brakes are provided both front and rear. Dual brakes are a must for any chapter airplane which will be flown by pilots with varying degrees of taildragger experience. Adrenalin rate is much
reduced if the check pilot has brakes at his disposal. I continue to marvel that airplanes were around so long
before brakes and steerable tailwheels became commonplace. "Old Timers" assume heroic proportions after a half hour at freezing temperatures with a landing coming up.
There was, also, an unusual story behind the Continental 65 engine. Following up a Trade-A-Plane ad for Continental parts, George York received a huge crate for $50.00. After sorting through 34 cylinders, two crankcases, three crankshafts and hundreds of small parts, designee
(Photo by Jeff Sprang)
It is obvious that a lot of J-3 has been incorporated in Chapter 148's Pete — some T-Craft, too.
Ray Martin built up a beautiful engine that started on the first blade. From the firewall forward, she's stock J-3 with all new cowling and a stainless steel exhaust system. Following too many moves, it began to appear that more air had passed through than would ever pass over. The project was finally signed off for cover in 1971 by C. L. Swinehart of the Cleveland FAA Office. One of the reasons this project took so long is that the majority of the members have aircraft of their own and at least six aircraft were restored during the long Pietenpol gestation period. The final, and last push for completion was started in January 1974. Taxi tests, with an inadvertent lift off, took place in July; but final approval was delayed until October due to the mass immigration to Oshkosh 1974. Ed Elders' (Cleveland FAA) parting words following the inspection were, "Don't bend her." The cover is Ceconite and the color is EAA blue and white. We, eventually, want to add some yellow and black striping to emulate the EAA color scheme. As of this writing, seven members have checked out in N3148 with only ten hours showing on the tach. This is the first homebuilt I have soloed and I would like to relate some first flight impressions: At 672 pounds empty, she's probably the lightest Pietenpol around. Low weight, combined with all-1-1-1-1-1 that wing area, results in some interesting flight performance. You can crack the throttle to 1200 rpm, and fly right down the runway — tailwheel firmly tracking — with the main gear one foot off the ground. A little more throttle and you're up and away!!! The short tail moment arm results in sensitive elevator control. Elevator is positive, but delicate! Unless you want to increase your pulse rate, the combination for first climb out is "a Pitts finger for elevator and a Stearman arm for the aileron." In fifteen minutes, this combination begins to sort itself out. It's certainly different than anything I've had the opportunity to fly. We retained the original Pietenpol ailerons and horn ratios. Perhaps I am expecting too much after flying a "41 Aeronca Chief with a beautiful roll rate — but "Bernie" could have done a little better in the aileron department. Seriously, we don't intend to cast any disparagement "Bernie's" way. He gave homebuilding a fabulous fun airplane — and we've deviated from the original so much, that we really can't appraise the original design. I've thought about this also; it is just possible that the added mass inertia of a Ford "A" up front would reduce elevator sensitivity — bringing about a better balance between elevator and aileron response. I'm looking forward to a ride in an original Ford Pietenpol at Oshkosh to see how they compare. First landings on blacktop can be a little squirrely. Again, the short tail moment. I personally like to bring
(Photo by Jeff Sprang)
Chapter 148 members who redesigned and built the Pietenpol are: standing (left to right) Wilbur Wachs, Spencer Wachs, Kim Arnold, Norman Lewis, Charles Edgington. Elmer Wilson, Kenneth Huffman. Kneeling (left to right). Chester Elliott, Dale Wolford, Forest Walgamot, Ray Martin, Andrew Freeborn, Leonard Schindler, Jay Markel and Burrell Sparks.
it in tail low and wheel it on. On grass it's beautiful — three points, no problem. Visibility? With someone in the front pit it's like looking through a solid oak door, and to think the original had
a radiator up front too. A forward slip down to the runway is the only way you are going to stay legal VFR. You can get a lot of "Cat 3" landing practice from the
rear seat. Blind flying was invented in those "solo rear seat only" antiques.
Stability is comparable to (and, pardon the comparison) a Staggerwing Beech; just neutral. In still air you think you have your hands on a beautiful instrument airplane; with turbulence, you fly it all the time. The nearest comparison I can think of is sitting on top of a large rubber
ball. Now that it's completed, we can philosophize a little. If we had followed the plans, instead of committee engineering, she would have been flying a decade ago. On the other hand, 30 members can look at her and truly say, "we did it!" She's all paid for and so is the $3000 hangar in which she sits. She'll also give these members, and hopefully a new generation of young blood, an idea of what flying was really like in the early days — before the ELT, $25.00 annual registration, controlled airports and biennial flight checks. If she only inspires and perpetuates the fun of do-it-yourself flying in one or two of the younger generation, she was all worth it. IN FINAL TRIBUTE — a lot of wives, heaved a lot of sighs; when N3148 took the skies, after eleven Julys. SPORT AVIATION 37
SHHHHHHH.. .
THE DESIGNEE CORNER
MUFFLER AT WORK
By Antoni (Tony) Bingelis EAA Designee Co-Chairman
The public is often disturbed and angered by aircraft noise. Although the most irritating frequency and level of such noise is generated by large jets approaching and departing metropolitan areas, all aircraft are circumstantially ajudged guilty by association. (Remember . . . noise is unwanted sound). To you the purr or staccato bark of your aircraft engine
is music . . . to the man in the street, or the woman in the garden it is noise! Even if the average light aircraft using community airports is quieter than the neighbor's motorcycle or lawn mower in action, it is pointless to debate the issue. Aircraft are noise makers and, as such, are subject to the noise pollution laws laid down by the Environmental Protection Agency (EPA) and the FAA.
The Federal Aviation Regulations, specifically those detailed in Part 36, attempt to deal with the problem. The FAA developed these rules with airworthiness and safety as its first concern. At the same time, the FAA attempted to abide by the spirit of the EPA edict . . . to cure all environmental ailments and to do it pronto. We are quite fortunate to have the FAA act as a buffer between the aircraft user and the EPA. As a matter of fact, I believe the FAA is doing an excellent job in coping with the noise problem sensibly. The most recent regulation at the time of this writing is Change 2 to
Part 36 entitled, "Noise Standards: Aircraft Type and Airworthiness
Certification." I know we don't like to bother with such subjects. We just want to build and fly airplanes. Well,
in my opinion, we had better develop a little more than a passing interest in this subject because it won't be too long before every airplane will have to meet noise standards. As stated, these standards are now issued and
are the law of the land. So far, amateur built aircraft are excluded from the regulations while antique aircraft and standard category acrobatic (other than experimental) aircraft are not. Because of its interest in airworthiness and safety, I am sure the FAA is even now taking a hard look at the effect mufflers might have on low powered homebuilts. I feel, that there will inevitably be a requirement for 38 JUNE 1975
8509 Greenflint Lane Austin, Texas 78759
all aircraft to meet the noise level standards as established. And this is not all bad. Excess noise is bad for everyone. It is especially harmful to the pilot and I know from
personal experience that the hearing of many long time pilots has degenerated due to prolonged exposure to noise above normal levels. The Air
stant for larger aircraft up to and including 12,500 pounds. (Many unmuffled homebuilts will emit an
acoustical power level of 100 to 130 dB(A) at 20 feet . . . more in the cockpit!). You will also be hearing of acoustical changes. Even now the limitations on acoustical change apply to
Force has long required its personnel
antique aircraft and standard category
to wear ear protectors at any sound levels above 85 dba, regardless of exposure time. Now, a new governmental agency known as OSHA (Occupational Safety and Health
acrobatic aircraft. For that matter, they apply also to the newly resuscitated older designs like the Great Lakes, Taylorcraft, etc. As I understand it, the regulation on acoustical changes says, in effect, that the noise standards will not permit
Act) is forcing industry to protect its employees from all harm, including
noise. Take a look at the levels listed below to get a better idea of what our aircraft situation is:
Noise Intensity Compared (Sound levels are in Decibels (DBA) and are very conservative) 150 Jet taking off 140 Threshold of pain 120 Airport terminal boarding ramp 110 HiFi played "loud" by teenager 105 Light aircraft/outboard motor/ unmuffled snowmobile . . . at 50 feet
95 Busy streeteorner, motorcycle at 50 feet 85 Passenger car interior at high speed
80 Dividing point between safe and unsafe sound range 70 Business office, electric hand drill, air conditioner, EAA workshop
60 Normal conversation (male) 40 Refrigerator
30 Bedroom at night (average) 10 Normal breathing
0 You can't hear anything but maybe your dog can
Now, let's check the current levels established for standard category aircraft including antiques and aerobatic production models. The noise level must not exceed 68 dB(A) for aircraft weighing up to and including 1,320 pounds (600kg). For aircraft weighing more than that but not exceeding 3,630 pounds (1,650kg), the limit increases at the rate of 1 dB/165 pounds
(1 dB/75 kg) to 82 dB (A) at 3,630 pounds after which it remains con-
anyone to modify an aircraft so that
it is noisier than it was under its original certification. This means, of course, that antiquers and aerobatic — type aircraft owners will not be able to reengine their craft unless the resulting noise is equal to or less than the original version. The FAA, apparently with tongue in cheek, states "If the antique aircraft is quieter than those limits prior to the change in type
design, this amendment permits noise increases up to that limit." Anyhow, there is some sympathetic
assurance given to the antiquers as the FAA intends to monitor the burden of the regulation on antique aircraft to determine if the problem of
aging aircraft justifies further review of the noise limits imposed. The nature of the regulation is such that if compliance therewith is applicable to you, it would be best to read the unabridged regulation for yourself. The way things are developing, it seems that those of us who can, should take the initiative and strive for a
reduction in the noise level of our aircraft. It can be done. My interest in the subject was piqued when a letter from one of our good EAA members in France, Francois Lederlin, (Francois Lederlin, Architecte DPLG, 2. Rue Charles Peguy, Grenoble, France) described a unique aircraft muffler being built and installed on Swiss homebuilts. As you may know, Sweden and Switzerland were among the first two
countries in the world to impose strict . . . nay drastic, limitations against all noise pollution. Switzerland, not only set low levels, they have enforced them since January, 1974. As a result of this action, a number of
ALUMINUM TUBE 80mm 01* (Appro 3 1/8" 010.)
STAINLESS STEEL MESH (Milh 8 to 12/incM ROLLED IN A TU8E
light aircraft, including some typecertificated models, were GROUNDED until their owners did something about it! Oh, they were impartial
about it because the action affected motor bikes and trucks too.
Needless to say, the homebuilders were motivated and came out with a
LOOSELY W O V E N FIBER-GLASS CLOTH R O L L E D AROUND S T A I N L E S S STEEL (MESH) TUBE
quick solution. This solution, according to Francois, took the form of an unusual muffler which seems to have
become the standard Swiss homebuilt
ROLLED S T A I N L E S S STEEL MESH "PIPE"
muffler.
Essentially, the muffler consists of a length of stainless steel mesh rolled into a tube. The inside diameter of this tube must fit over the outside
diameter of the engine's exhaust pipe. The length of the hand-made stainless "mesh" tube varies in length with the builder and perhaps the engine
BUILDING
A
SWISS
MUFFLER
FIGURE
I.
used. It seems, however, that most of them are around 4 to 5 feet in length. That's right — four to five feet long! This is for aircraft like most European
STANDARD
EXHAUST
FIREWALL 'RUBBER SUSPENDERS"
two seaters such as the Jodels, Emeraudes, Minicabs, etc. In the next step, loosely woven glass or cloth (or how about fiber-glass mat?) is rolled around the 4-5 foot long stainless mesh tube and the diameter built-up until it is a tight push fit in a seamless 80 mm diameter a l u m i n u m tube ( a b o u t 3 1/8"). Apparently, in Europe, this sort of aluminum tube is the standard vertical r a i n w a t e r downspout found on houses. Francois says that it is about 0.5 mm thick and that they obtain it from builders supply stores. Any similar light wall tube could be used. The whole assembly is then slung
METHOD
OF SUSPENSION
FIGURE
2.
underneath the fuselage and clamped onto the single exhaust outlet with a steel clamp. The muffler is supported in at least two places along its length with steel clamps and rubber suspenders of a sort.
Way out, you say? Here is what Mr. Lederlin thinks about it. "You may think this is ungainly, heavy and draggy. Perhaps, but the results are outstanding. You no long-
er hear the exhaust . . . just the prop and the slip-stream. Flying takes on a new dimension. Taxiing on crowded Fly-in ramps becomes a dangerous adventure unless you have an assistant to shoo people away." This muffler is certainly inexpensive and easy to make. Although its useful life is as yet unknown, inspection and replacement, even if a bit more frequent than standard aircraft stainless steel mufflers, would certainly
not be a deterrent to its acceptance.
VENTED
EXCELLENT FOR ROUNDED SHAPES
SUGGESTED
(COOLING
TREATMENT FOR NEW FIGURE
This muffler system should not generate any power robbing back pressure. It can be added to any existing design although the aesthetic qualities might be the subject of some quaint remarks. Do not discount the fact, however, that it does the job simply and permits
TROUGH AIR)
DESIGNS
3.
the Swiss builder to continue flying. Francois concluded his letter by saying, "On new designs, there is no reason why the muffler could not be concealed in a sort of a built-in trough u n d e r n e a t h the fuselage." Now there's an idea worth trying. SPORT AVIATION 39
THE MARQUART MA-5 THE
HAPPINESS MACHINE
(Photo by H. A. Troxel)
By Bill Turner (EAA 26489) 4110 Marsten Rd.
Belmont, Cal. 94002
I HAVE
Regarding the streamline wires Marquart says, "FAA specifications call for redundant bracing on all critical wires, so I doubled up on each load panel. This also balances the pull equally on each side of the spar."
BEEN somewhat reluctant to do an article on the Marquart MA-5 Charger, because it has to be the finest airplane that I have ever flown! That may sound
is so exceptional about the Mona Lisa — the gal with the funny smile. Both hold a secret and you will never be sat-
like a strange reason for not wanting to make a report, but
each flight is a challenge, to find out the secret of why you
I think the answer lies around the point of my credibility.
are so darn happy up there, the cares of the world gone. If you have troubles, don't spend money on a shrink, put it on a Charger — the secret of happiness."
I have been known to rave about outstanding airplanes,
and usually I can get other pilots to pretty much agree with me on most of the points, but not all of them. The exception to that rule is the MA-5. To back up my enthusiasm, here are a few quotes made by some pretty authoritative people. In the 1973 winter issue of Sport Planes Annual, contributing Editor Don Dwiggins says about the Charger: "By the time this book goes to print, you are going to be able to make one of the most exciting investments of your life. Think of it, a few lousy bucks, cash or credit, gets you started on your way to a rich, new life in the sky. Horizons unlimited, a veritable fun machine that can take you back through time to the good old days when aviators were helmeted Supermen! Pardon my enthusiasm, but that's the way the ad copy should read when Ed Marquart markets plans for his exciting MA-5 sport biplane, the Charger. What's so exceptional about the Charger? You might as well ask what 40 JUNE 1975
isfied until you know what it is — but you never will. Thus,
Paul Poberezny — After flying Ray Stephen's Charger at the 1974 Watsonville, California fly-in, stated, "I have now flown over 100 homebuilt airplanes and the Charger ranks right at the top, along with the very best." Butch Pfeifer, a United Airlines pilot and restorer of World War I aircraft under the guidance of his famous father, Joe Pfeifer, is known for his Ned Sparks like wry humor and rarely allows the outside world to perceive through facial expression that he is pleased with something. However, after flying the MA-5, he crawled out with a smile that went from ear to ear, and commented: "This is the way everyone has been trying unsuccessfully to get the Great Lakes to fly ever since they built the first one!" I could ramble on through the log books of the three Chargers which are now flying quoting remarks similar to those above. Paraphrasing Will Rogers' statement
(Photo by H. A. Troxel)
The 10 degree sweepback of both upper and lower wings is evident here. Besides affording excellent directional stability, the sweepback also permits the passenger to stand up while entering the front cockpit. Four ailerons produce a quick response to light stick pressures.
about never meeting a man he didn't like, I have never met a man or a woman who has flown the MA-5 and didn't like it. When I read Dwiggins' comments about it being a happiness airplane, I began to reflect on my experiences in flying all three of the Chargers which are currently airworthy, and I must agree that he hit the nail right on the head. It is an aircraft which works hard at pleasing its pilot. It has no bad characteristics and, indeed, will do a much better job of fly ing itself if left more or less to its own devices, than if the pilot tries to ham-hand it into some attitude which the airplane inherently knows is wrong.
I had an opportunity to prove that statement not too long ago. Ray Stephen of Santa Clara, California built the third Charger to take to the air. It only had about 4 hours on it when Ray gave me the chance to give it a go. I climb-
ed rapidly out from the MA-5's home base airport at Morgan Hill, California and was sitting there wearing the "Charger Smile," when I began to have the sensation that my eyes were going bad on me. It became increasingly more difficult to focus through the windshield. The happy expression on my face began to fade as I came to the realization that the problem was not my eyes, but an ever thickening coat of oil on the windshield. Not being basically too clever, the next move I made was to stick my head out into the slipstream and I was immediately rewarded by having my glasses covered with the gooey substance.
While cleaning off the lens, I squinted at the instrument panel, observing that everything seemed to be operating normally. I pulled the throttle back, and as a precautionary measure to prevent possible damage, I shut the engine down and headed for the runway. There was absolutely no way to observe anything in front of the airplane since the windshield was now completely opaque and I had already learned not to peek around it! I oriented
myself out the left side of the cockpit making a carrier type approach keeping the runway in view by maintaining a constant radius turn to the runway. When I straightened out and flared, I let that magnificent Charger take over for the actual landing and it plopped us right down in a firm three-point position. The exterior lubrication job had been caused by an oil plug in the center of the hollow crankshaft working itself loose. Ray installed a fixed pitch, Fahlin wooden propeller, and consequently there is no need for an oil supply as required by a constant speed prop that would usually be fitted to this Lycoming. With the plug not in position, there was nothing to stop a steady flow of oil out to the point where the propeller acted as a sling and threw the slippery lubricant into the slipstream. I am not an aeronautical engineer, nor a licensed mechanic, so I am incapable of giving detailed flight analysis from the point of a statistician. An airplane to me has SPORT AVIATION 41
always been an emotional experience and, in spite of years of flying for the United States Navy, the Brazilian Air Force and several thousands of hours civilian time, I am still awed over the miracle of flight. Any reports I make on these beautiful products of man's technology are purely
from a standpoint of my reaction to a given machine. I can only relay to the reader my sensations, but for a detailed analysis, you will have to talk to those possessing the capability of creating good airplane designs. The first Charger that I flew was the prototype built by the designer, Ed Marquart, and Dan Fielder, who, because of his investment of finances and time, was the
actual owner of the initial ship. It took seven long years from concept to first lift-off. One of the reasons for this extensive investment of time can be summed up by quoting Dennis Shattuck, editor of Private Pilot. The August 1973 issue of that magazine carries a story on several biplanes, one of which is the Charger. Besides being completely entranced by the airplane, Shattuck was also extremely perceptive in noting that, "A craftsman of infinite skill and remarkable oratorical powers, Marquart is much
sought after for restorations as well as homebuilt designs." The good editor hit at two problems in regard to the lack of haste in the project. One, "the oratorical powers," and two, Ed's being "sought after" for assistance with everybody's airplane. Marquart has, without a doubt, the great-
(Photo by Don Dwiggins)
Designer and co-builder of the Charger, Ed Marquart, looks over the neat 125 h.p. GPU installation. Both sides of the fuselage are hinged and fastened in the same manner as the cowl thus affording easy access for maintenance as far back as the pilot's cockpit.
est memory I have ever observed in any human. He remembers every detail of every aircraft he has ever worked on, seen, read about or even heard of. He is more than pleased to gather an audience of extremely interested aviation enthusiasts around him for the purpose of lecturing on any subject. The second work stopping feature revolves about his complete sincerity and desire to assist anyone with a problem. The standard word at his home
base, Fla-Bob Airport, Riverside, California, for anyone seeking assistance is, "Go see Ed." This is not, by any means, a criticism of Ed Marquart, for his formula of life has produced the ultimate in personal satisfaction. He will help anybody, anytime and his reward is true happiness and a list of good friends which stretches to the far corners of the globe. How many of us can say that? Now, just what is his creation? Well, as anybody can see who has looked at the pictures accompanying this
article, it is a biplane. It seats two people, very comfortably, irrespective of size, and I am one who can really attest to this since I weigh well over 200 pounds and top 6'5". The prototype is equipped with a 125 h.p. Lycoming GPU. This powerplant produces a cruise speed of about 115 mph at 2400 rpm, with a top speed of 125 mph at 2650 rpm. The stall speed is listed on the specification sheet as 42 mph, but I can assure you that with an average
(Photo by H. A. Troxel)
Ed has welded up 15 fuselages for builders. His shop will also provide tail surfaces, engine mounts, landing gear, cabane and interplane struts. This still leaves more than the FAA required 51'/; of the work to be done by the owner.
wind and ground effect, the passenger can almost step out of the cockpit and walk along side while the pilot completes the landing. The rate of climb, with just one aboard, is a little over 1100 feet per minute. The range exceeds the ability of most people to sit still over extended periods. With careful nursing, the conservative pilot can stay aloft for over 4 hours. The dimensions place the aircraft in the middle-size biplane class, if you put examples like Pitts and Smith Miniplanes on one end of the spectrum and Wacos and Stearmans at the other. Its wing span is 24 feet with a constant chord width of 45 inches. The airfoil is the NACA 2412. The total wing area is 170 sq. ft. The fuselage length is 19'6" and the top wing stands 7'6" at its highest point. The empty weight is about 1000 Ibs. with a gross of 1550 Ibs. The fuselage incorporates two seats in tandem and the construction is of conventional 4130 steel tubing. Dual controls are provided with solo flight accomplished from the rear cockpit. The wings are of equal span and equal
chord with a sweep back of 10 degrees. Construction is 42 JUNE 1975
(Photo by H. A. Troxel)
The landing gear legs are welded up from .090 flat steel with rubber donut-type shock absorbers installed at the
upper ends. The hollow box leg is tapered and is fully cantilever.
spruce spars and built-up ribs, with almost all of the ribs emanating from only one jig. Four slotted ailerons are used. Both rudder and elevators are aerodynamically balanced which contributes to the beautiful, light touch required to fly this airplane. Their construction is also of 4130 tubing and trim is by an adjustable stabilizer. Landing gear is cantilever with individual donut type shocks
and is constructed of sheet 4130 steel, forming a tapered box. The designer suggests that engines from 100 to 200 h.p. may be used but points out that his object in designing the Charger was to gain maximum performance from relatively low horsepower. Most of the people whom I have quoted as being very much enamored of the Charger are high-time pilots with experience in many different types of aircraft. I was curious as to just how someone with virtually no experience
would react when confronted with the Charger. My wife, Gail, is at long last in the process of getting her pilot's license. At the time I exposed her to the Charger, she had only about 10 hours in a 1946 Luscombe 8-A. The experiment was performed through the courtesy of Ray Stephen who really wanted me to try the plane again anyway since my first ride had been rather short! I made the initial take-off, climbed up to about 2500 feet, then turned the controls over to Gail. The excellent intercom system made communications a breeze and I jotted down notes of the conversation. It went something like this:
"Does this airplane have more horsepower than my
Luscombe?" "Yes, this is a 160 h.p. Lycoming, which is almost three
times as much as your Luscombe." "Hey, this thing climbs so fast it scares me." "O.K., then don't climb and it won't scare you." "Bill, are you on the controls with me?" "No, why?" "It feels as if there is some sort of a power assist. I just push the stick real lightly to the left and it wants to roll right around. Hey, am I doing a slow roll?"
"No, I would call it more of a vertical spiral. You better level off." "Can I try a stall?"
"You're the pilot, I'm just riding." "Has it stalled yet?"
"Yes, didn't you feel the slight buffet?" "No, I didn't feel anything. What's it doing now?" "It is just sinking in a stalled condition." "What should I do about it?"
"Well, you can just sit there until we hit the ground, which won't be too long, or you can release the back pressure on the stick and add some power." "Oh, yeah, gee, it's flying again." Gail was most willing to try a landing and, had the airplane been mine, I would have agreed to let her do it by herself, but as it was I followed through on the controls, which probably did more to throw her off than give SPORT AVIATION 43
\Master craftsman, Ray Stephen, smiles while contemplating the pleasures of owning a Charger. Ray maintains and pilots the antique aircraft owned by Irv Perch, which are on display at the Hill Country Aviation Museum, near Morgan Hill, California.
Student pilot, Gail Turner, wears the "Charger Smile" after successfully completing her first flight in Stephen's version of the MA-5.
The third Charger to fly belongs to Ray Stephen
The first (N5491) and second (N7148) Chargers fly together during initial flight test periods. Both airplanes were at this time equipped with 125 h.p. engines. Tombolato (7148) later switched to a 160 h.p. Lycoming for air show work.
.
'.1
Clara, Calif. The highly identifiable paint job and slightly altered vertical fin are the only visible differences between it's sister ships.
cerned, since I have never had any great desire to put my stomach in an inverted position. Back in Navy days, I had
assistance. Again, the exceptional landing characteristics of this airplane brought us down without mishap.
to, but when I finally hung up my wings of gold I promised myself never to get past a 10 degree bank again. I stayed with that philosophy for quite some time, feeling
It was interesting to watch a complete novice pilot
happy and smug in my secure decision and then that cotton
perform all of the essential steering operations with some
pickin' Charger went and done it to me. It is absolutely
degree of smoothness. Gail actually turned in a better job of flying the Charger on a first encounter than she did in the Luscombe on the return flight to our home base
straight and level. Those easy, responsive controls just
at San Carlos from Morgan Hill airport where we had made the test. It proved to me a point that I had made in regards to Chargers and the advisability of using one as a training plane. It seems to me that it would not make a good primary trainer. The student who learned exclusively on this amazing airplane could get into trouble with less forgiving aircraft after completing a course in the MA-5. I have insisted on Gail's learning to fly in a Luscombe because I think that it is one of the most difficult lightplanes to fly really well. Once she masters it, others will seem relatively simple. This is the reverse of the Charger situation. For some odd reason, most people who like biplanes are also interested in aerobatics. Before the Charger, it was a completely unfathomable position as far as I was con44 JUNE 1975
irresistable. There is just no way to sit there and fly it won't let you. It rolls, loops, snaps, spins, slides and glides with an ease that lures one into trying it out time and
time again. This does not mean, and I am not advocating, that a person with absolutely no aerobatic instruction should jump in a Charger and race out all alone to try the maneuvers he or she has seen at an air show. First, find out how to do it with a qualified instructor, then go out and have a ball. The airplane is strong and unless you do something really stupid, it will get you back home again. Don't expect to win international aerobatic competitions with a Charger, it just is not designed to compete with an Aero Sport or Stephens Akro or Acroduster or any of the airplanes specifically designed for aerobatics. The Charger is a compromise between a very pleasant bit of transportation in the nostalgic biplane philosophy and a truly aerobatic machine.
The Charger is a relatively new design and, consequently, there are not too many of them around. Marquart reports that there are approximately 40 under construction
at the moment, several of which are getting rather close to completion. As already indicated, there are three MA-5's airborn to date. Serial No. 1 is that which was built by
Marquart and Fielder. Serial No. 6 was the second Charger to take to the air, just shortly after the prototype flew. Oscar Tombolato of Upland, California was its builder and he accomplished
the feat by watching the progress on the prototype, taking measurements and then going back to his nearby shop and duplicating what he saw. Oscar named his plane "My Little
Chickadee," a most appropriate appelation for a ship owned by a man who is a wholesale egg dealer. The "Chickadee" originally had a 125 h.p. Continental but
Oscar wanted a little more steam and so installed a 160 h.p. Lycoming. The third Charger to hit the airways was Ray Stephen's and it carries plans Serial No. 25. Ray set what will probably remain an all-time record by completing his Charger in one year. The rapid construction time performed by Ray Stephen should not be construed as evidence of a simple airplane to build. The Charger does not fall into the category of "kit" airplanes that require only the assembly of components. The plans are complete and well done but it takes knowledge and skill to do a job that will be pleasing to the owner. Be ready for some long, hard work if you tackle this project. But, oh, the rewards. I would also suggest that, unless one has a great deal of experience and knowledge, the builder adhere closely to the plans. Part of the Marquart genius is his ability to design for maximum strength with minimum weight. A correctly built MA-5 is a light, responsive piece of equipment. I have observed some projects under construction where the builder has felt that a particular area needed beefing up or that a little more weight here and an extra piece there won't really hurt the performance. This is a fallacy which will produce unhappy results when a plane does not live up to the already proven performance record. There is almost a schizophrenic urge on the part of some builders to keep stuffing bigger and bigger engines in to smaller and smaller airplanes. I am not sure that there is any great advantage in putting anything more powerful than a 125 h.p. in a Charger. The larger engine forces sacrificing other more pleasant aspects of the MA-5, while gaining very little in cruise speed and losing a great deal in gasoline economy — a factor which will be influencing both our automotive and airplane thinking considerably in the future. Let me again quote Editor Dwiggins on this subject. He makes reference to Oscar Tombolato's airplane when he states that it "now carries a 160 h.p. Lycoming and a constant speed prop, bringing its gross weight up 60 Ibs. This point is interesting because it is typical of what happens when somebody tries for more performance by hanging a bigger powerplant up front — the weight increase often outweighs the advantage of the extra horsepower and all you gain is a better climb rate. The extra weight means higher wing loadings and the whole beautiful balance of a clean design can be thrown off." Oscar, however, does not agree with Don and is very pleased with the conversion. I have flown all three of the Chargers and find that with the exception of the horsepower difference, I could close my eyes and not know which one I was actually in. Oscar and Ray are outstanding craftsmen and have duplicated the prototype with infinite skill, thus the similarity in the handling characteristics. Both of the larger engine planes, naturally, climb a great deal faster, in fact, about 400 to 500 feet per minute faster, and cruise about
,''hoto by Don Dwiggins)
Note the wide tread and clean configuration of the landing gear, a plus factor in using the tapered box method of construction. Cuffs over the protruding brake calipers is the type of detail that adds to the ease with which the Charger slips through the air.
(Photo by H. A. Troxel)
The Charger carries it's disposable weight directly on the center of gravity, which includes the passenger, thus, as indicated in this shot of the rear cockpit, solo must be accomplished in the aft seat.
(Photo by H. A Troxel)
Light, simple yet strong construction is the Marquart theory of engineering. Before plans were released to the general flying fraternity, a thorough flight test program
was completed. SPORT AVIATION 45
(Photo by H. A. Troxel)
Although the fuel caps cut into wing lift, to change this feature would make construction more complex because the center section is so shallow. Marquart doesn't believe it is worth the time and effort to go scuppers and overflow drains.
(Photo by Robert Duricka)
130 mph, as opposed to the 115 with the 125 Lycoming
in the prototype. The lower powered Charger will go a great deal farther without landing but, if like most of us older pilots, you suffer from TB (Tiny Bladder), this may not be a factor worth considering. You pays your money and you takes your choice. It is just whatever turns you on. You will love flying it with either engine. I can hear some people saying, "What's Turner up to? Is he getting a cut on these plans or is it just because Marquart is a friend of his and he is trying to help him out?" Believe me, such is not the case. In heralding the virtues of Marquart's airplane, I am really doing myself a great disservice. Ed is building my 1931 Gee Bee Model Z replica and I know that for every set of plans sold, there will be many hours spent on the telephone while
the new builder discusses various phases of his construction problems. Actually, I would be much happier if nobody would build the Charger until my Gee Bee is completed but I really can't be that mean to a group of great guys and gals like we have in the EAA membership. Oh, the sacrifices I make for the good of the sport. I could say a lot more but it would just be gilding the lily. By now the reader must have gathered that I, and everyone who has flown "The Happiness Machine,"
agree that it is one hellav an airplane. If you don't believe me, call Oscar Tombolato (714-985-6533) or Ray Stephen (408-296-0448), then send Ed Marquart $85.00 for a set of plans and start hacking away. His address is P. O: Box 3032, Riverside, Calif. 92509. Now, for this nice thing I have done for you by bringing "Happiness" into your life, will you do a favor for me?
DON'T CALL ED! I want my Gee Bee before I'm too old to fly it. 46 JUNE 1975
Tombolato's version of the MA-5 after conversion to a fuel injected 160 h.p. Lycoming. Note the different in cowling lines without the underside air intake. Oscar has won eleven first place trophies and has logged about 400 happy hours with his Charger.
Dave Jameson's Spirit of St. Louis replica.
1911
EAA Super Aero Sport and Aero Sport.
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, |R., AIRCRAFT AND DISPLAY RESEARCH
48 JUNE 1975
Curtiss Pusher.
THE EAA AIR MUSEUM . . . PAST, PRESENT AND FUTURE
By definition a museum is a place devoted to the procurement, care and display of objects of lasting interest or value. The EAA Air Museum is certainly that . . . but it is much more. It is a place of learning. It is the focal point of a worldwide organi/ntion of aviation enthusiasts. It is the one place of honor for the individual citi/en who, through his own initiative and at his own expense, has been a part of aviation — as a pilot and often as the designer and builder of his own aircraft. It is home for the Experimental Aircraft Association, the world's largest sport aviation organi/ation. EAA was founded in 1953 as an organi/ation dedicated
to the development of the personal aircraft and the enjoyment of sport flying. For a decade it grew steadily, eventually growing out of the basement of its founder President, Paul H. Pobere/.ny of Hales Corners, Wisconsin, a Milwaukee suburb. It had long been his dream to build a museum to honor the "little guy" in aviation, so when plans were being laid for permanent offices for EAA, the membership was polled to determine if sentiment existed
for the building of a sport aviation museum, a portion of which would contain office space for EAA. The response was favorable, so a b u i l d i n g f u n d was established and donations from members began to trickle in. This was quite an undertaking for an organi/ation that still numbered less t h a n 8,000 members as of the first day of 1960. Nevertheless, by the summer of 1964 a separate EAA Air Museum Foundation had been chartered, land had been purchased, a building site had been graded and the first building had been erected. In addition to their monetary donations, members had traveled to the site in Franklin, Wisconsin (a Milwaukee suburb adjoining Hales Corners) to physically aid in the work . . . a latter day "barn raising" in the finest pioneer tradition.
In the decade that has followed, the EAA Air Museum has constantly been added to and improved — new buildings and literally hundreds of interesting and valuable displays. Today, the museum's collection ranks as one of the largest and most significant in the world. Approximately 175 aircraft, scores of engines, propellers and other aircraft components, thousands of photographs and paintings, models, etc. are included. SPORT AVIATION 49
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50 JUNE 1975
AIR MUSEUM SHOP . . . A PLACE OF LEARNING
With the physical expansion of the museum plant well along, additional related programs have been instituted. A large, well-equipped shop now occupies much of the original 1964 building. Here aircraft are restored for display in the museum and the development of new aircraft designs is carried out. The EAA Aero Sport and Super Aero Sport have been created here. Plans for these aircraft are sold to builders with the proceeds going to the operation and continued development of the Air Museum and they are made available to schools, CAP units, Air Explorers and other youth programs. The Air Museum Foundation is co-sponsor with the EAA of the a n n u a l EAA Fly-In Convention and sport aviation exhibition held at Wittman Field, Oshkosh, Wisconsin. Air Museum personnel headed by Willis J. "Bill" Chomo direct the very popular and very successful workshop program there. Throughout this weeklong event,
classes in welding, aircraft woodworking, fabric application and finishing, metal work, etc. are taught by museum staffers. Interested Convention-goers have the u n i q u e opportunity not only to see these skills demonstrated but can put on goggles, take up a torch and actually try their hand at welding, or help cover a wing, or make wood ribs, or drive some rivets . . . or perhaps all of them. This learning-by-doing concept is, in fact, carried out on a year round basis at the museum shop. A volunteer assistance program has been in effect for some time in which persons wanting to learn aircraft construction or restoration skills can receive expert instruction on a oneto-one basis in exchange for their labor involved in preparing museum aircraft for display or flight status. In this way the museum is able to turn out far more work than its small permanent staff could hope to accomplish alone. SPORT AVIATION 51
PROJECT SCHOOLFLIGHT
Another Air Museum Foundation program recently instituted is Project Schoolflight. Administered by Ben Owen, Project Schoolflight provides plans for the air museum-developed aircraft to schools, CAP Squadrons, Air Explorer posts, aviation clubs and others. Thousands of sets of plans have been made available and hundreds of aircraft are known to be under construction in schools around the nation. The response by school and youth organization officials has been markedly enthusiastic. Many 52 JUNE 1975
state that through the building of a flyable aircraft, they have been able to reach students who never before showed any interest in school activities. Attendance is improved and, remarkably, grades in other subjects often improve. The realization that a person's life will ultimately depend on the quality of another's work is a settling influence on the students — it is often the first truly meaningful experience of their lives.
DESIGN, Vol. 1
EAA AIR MUSEUM PUBLICATIONS
S e l e c t e d a r t i c l e s from SPORT AVIATION on airfoil selection, Reynolds numbers, aspect ratio, tapered wings, stress analysis, laminar flow, landing gears, dihedral effects and much more . . . by well known d e s i g n e r s such as John Thorp, Ladislao Pazmany. Noel Becar and others. 72 pages. $2.75 plus 30c postage
The Air Museum produces and sells a series of publications designed as self-education texts for the homebuilder and restorer of antique and classic aircraft. They consist of reprints of articles from Sport Aviation. EAA's monthly publication, and other sources as well
as new material. Proceeds from the sales of these publications go toward the support of the EAA AirMuseum and itsmany programs.
BASIC HAND TOOLS, Vol. 2
These publications can be purchased in the lobby of the Museum or may be mail ordered from the:
A profusely illustrated text describing the use of common hand tools, power tools and fastening d e v i c e s . Measuring, laying o u t .
EAA Air Museum Foundation P. O. Box 229 Hales Corners, Wl 53130
woodcutting, grinding and filing,
include 4% sales tax.
metal cutting and other skills are covered. Measurement conversion tables and electrical safety precautions are included. 115 pages. S2.75 plus 30c postage
BASIC HAND TOOLS, Vol. 1
CUSTOM AIRCRAFT BUILDING TIPS, Volumes 1, 2, 3 and 4
NOTE: Wisconsin residents please
Identifies and describes proper use of basic hand and power tools — hammers, w r e n c h e s , snips, saws, files, chisels, drills, planes, pliers, screwdrivers, punches, etc.: measuring d e v i c e s — rules and tapes, calipers, m i c r o m e t e r s , squares, depth gauges, f e e l e r gauges, etc. Also grinders, sanders, drills. A must for the beginning builder. 111 pages.
$2.75 plus 30c postage
Collections of "how to' building tips from SPORT AVIATION, select "how to" items from the popular "Designee Corner" in SPORT AVIATION and from the monthly Designee Newsletter. A cornucopia of helpful hints that will make your building or restoration job go faster and easier. 72 pages each. $2.75. plus 30c postage for first publication, 10c each for additional manuals.
DESIGN, Vol. 2
Articles on choosing an aircraft design, folding wings, trim tabs, wing tip ailerons, fatigue design, fillets, bracing angles, corrosion, truss analysis, end plates, spar design, non-destructive testing and more. Authors include Noel Becar,
Raoul Hoffman, George Collinge, Al Backstrom, Robert T. Smith. E.
L. Turner. 76 pages. $2.75 plus 30c postage DESIGN, Vol. 3
Articles on wing stress analysis, riggings. CG limits, human engineering, designing against flutter, Fauvel f l y i n g wings, plotting an airfoil, incidence, aileron f l u t t e r , induced drag, etc. Authors include Noel Becar. Lu S u n d e r l a n d , Al Rosenhan. Molt Taylor. Bud Rinker, Bob Whittier, Georges Jacque-
min, Ladislao Pazmany. 72 pages. $2.75 plus 30c postage
AIR MUSEUM PUBLICATIONS
The building of an aircraft, even a small single seater, is a rather complex operation involving a number of specialized skills. A first-time builder soon realizes that he must educate himself before taking up his tools to begin cutting metal or wood. To provide a convenient and inexpensive source of this information, the Air Museum Foundation has over the years prepared a series of "how to" manuals on welding, wood and metal working, dope and fabric work, etc. The preparation of these manuals
is largely the work of EAA President Paul Poberezny and EAA Secretary S. H. "Wes" Schmid. Proceeds from the sales of these manuals have been a significant factor in the funding of the Air Museum's operations since its beginning. Similarly, a film library was established a number of years ago and a large stock of films is now available for rent to EAA Chapters and other aviation groups.
SPORT AVIATION 53
ENGINE OPERATION, CARBURETION, CONVERSION
METAL AIRCRAFT BUILDING TECHNIQUES
Includes reprint of Lycoming 0290-D engine manual, Bendix PS Series carburetor manual and articles on conversion of Lycoming 0-290-GPU for aircraft use. 72 pages. $2.75 plus 30c postage
Contains the 14 part SPORT AVIATION series by John Thorp on Building the T-18, the 5 part series by Robert Bushby on Building the Midget Mustang, plus articles on the Lesher Nomad and Teal and Pazmany PL-1. 72 pages. $2.75 plus 30c postage
ENGINES, Vol. 1
Articles on Continental A and C
series, conversion of VW engines, outboards, fuel tanks and systems, cooling. Porsche, McCulloch, fuel injection. 72 pages. $2.75 plus 30c postage ENGINES, Vol. 2
Articles on the Bourke engine, two cycle engines, design of pulse jets, engine vibration, Muggins VW and Corvair conversions, fire prevention, VW conversions, keeping the A-40 going. 76 pages. $2.75 plus 30c postage
MODERN AIRCRAFT COVERING TECHNIQUES
Everything you want to know about covering aircraft with fabric — preparation of the airframe, application of fabric, doping, sanding, rib stitching, finishing, etc. Includes sections on the popular synthetics — Ceconite, Stits, Razorback, Super Shield, Eonnex. Alumigrip finish system. 80 pages. $2.75 plus 30c postage EAA PILOT PROFICIENCY
A reprint of an excellent series on piloting technique that appeared in Business/Commercial Aviation. Includes such topics as Single Engine Checkout, The Art and Science of Flight, Stalls, Spot Landings, Lightplane Cruise Control, Ice, Needle, Ball and Ripcord, The Compass, etc. 72 pages. $2.75 plus 30c postage
SHEET METAL, Vol. 1
Basic manual on sheet metal — includes elements of aircraft structure, properties of aircraft metals, sheet metal tools, forming processes, tin bending, fundamentals of riveting and special rivets. $2.75 plus 30c postage SHEET METAL, Vol. 2
Sheet metal fasteners, fundamentals of structural repair, common soldering, aircraft plumbing, maintenance of transparent plastics, cables. 104 pages. $2.75 plus 30c postage TIPS ON AIRCRAFT FATIGUE
PILOT REPORTS AND FLIGHT TESTING
ENGINEERING FOR THE CUSTOM AIRCRAFT BUILDER
A priceless collection of articles from Flying magazine's predecessor, Popular Aviation, by engineer Raoul J. Hoffman. Hoffman had a genius for making complex subjects understandable — such as "Stress Analysis Made Painless", "Propellers Without Formulae", "The Science of Streamlining". He prepared elaborate nomographs with which complex engineering problems could be approximated by merely lining a straight edge up
between various parallel scales. Also s e v e r a l articles on tailless aircraft, a Hoffman specialty. A classic. 72 pages. $2.75 plus 30c postage 54 JUNE 1975
Includes Flight Testing for the Amateur (Jacquemin), Drag Analysis of a Skyhopper (Walsh), Volmer Sportsman Flight Report (Chapeskie), Taylor Monoplane (King), Pitts Special (Dodd), Flight Flutter Testing (Thorp), Knight Twister (Limbach), Tailwind Aerodynamics (Raspet), PL-1 (Pazmany), Bolkow Junior (Raabe), Jodel D-9 (Best), Chihuahua (Ladd), Gusty (Limbach), Mustang II. 72 pages. $2.75 plus 30c postage
SERVICE AND MAINTENANCE MANUAL When filled out by the builder, this is the homebuilder's equivalent of an Owners Manual, Aircraft Parts and Maintenance Manual and Operators Manual for his aircraft. Every amateur-built airplane should have a Service and Maintenance Manual as a permanent part of the craft's papers. $2.75 plus 30c postage
Basic principles of metal fatigue, joints and joining, non-destructive testing, riveting tips, principles of thread torque, corrosion, basics of heat treating aluminum alloys. 72 pages. $2.75 plus 30c postage
WELDING
Selection of aircraft tubing, fundamentals of oxyacetylene welding, techniques for ferrous and nonferrous metals, brazing and soldering, welding safety, jigs, low temperature aluminum welding. 63 pages. $2.75 plus 30c postage WOOD, Vol. 1 Woods used in aircraft construction, glues and gluing, joints, cutting, wing rib construction, jigs,
splicing, gluing pressures, "dry rot", repairing wood structures. 52 pages. $2.75 plus 30c postage
WOOD, Vol. 2
Wood selection for aircraft use, epoxy, moisture content, accelerated glue setting, geodetic aircraft structures, wood testing, building wooden cantilever spars, Aerolite glue, Douglas fir as a substitute for spruce, designing box spars. 72 pages. $2.75 plus 30c postage WOOD AIRCRAFT BUILDING
TECHNIQUES
Includes the very popular 14 part "Building Fly Baby" by Pete Bowers and 2 part "Texas Emeraude" by Tony Bingelis. Fly Baby was winner of the 1962 EAA Design Contest. 72 pages. $2.75 plus 30c postage HOW TO BUILD THE ACRO SPORT
A very detailed description of the building of the EAA A e r o Sport. Scores of pictures and illustrations.
Of value to anyone building any type of tube and fabric airplane. Has a good chapter on weight and balance and FAA homebuilt regulations. 88 pages. $2.75 plus 30c postage CAM 18 - MAINTENANCE, REPAIR AND ALTERATION OF AIRFRAMES, POWERPLANTS AND APPLIANCES
The aircraft builders "bible". Reprinted by EAA with the permission of the Federal Aviation Administration. 210 pages. $4.30 postpaid
GOLDEN AGE OF AIR RACING
168 pages of pure nostalgia, covering the glorious air racing period from 1929 through 1939. Features many pictures, facts and information about the race pilots and their famous airplanes — Steve Wittman, Roscoe Turner, Benny Howard. Jimmy Doolittle, Johnny Livingston.
etc. Includes all NAR results for years covered. Limited supply available. $2.80 postpaid WINGS OF MEMORY
Reprinted articles from AERO DIGEST. Covers greats of civil aviation from 1932 to 1941 — Ryan STA, Howard DGA-9, Fairchild 24, Cessna Airmaster, Rearwin Speedster, Fleetwings Sea Bird, Stinson SR-10, Stearman Model 80 and others. Many photos, 3-views and flight reports. A must for the antiquer. 72 pages. $2.80 postpaid FLYING AND GLIDER MANUALS
EAA reprints of famous Fawcett (now Mechanix Illustrated) Flying and Glider Manuals — forerunners of present-day EAA "how to" manuals. 1929 Flying Manual — Features Heath Super Parasol, RusselHenderson Monoplane. 1932 Flying and Glider Manual — Pietenpol Air Camper, Powell Racer, Heath Super Soarer, Penguin, Ramsey Flying Bathtub. 1929-33 Miscellany —
CAM 107-AIRCRAFT POWERPLANT MANUAL
A c o m p r e h e n s i v e manual on
Corben Baby Ace — including cabin version. $2.30 each, postpaid
about every phase of operation,
maintenance and use of a i r c r a f t engines from the basic powerplant for the lightplane through turboprop and compound engines. Reprinted by EAA with the permission
of the Federal Aviation Administration. 368 pages. $4.30 postpaid
Other selected publications are available from the EAA Air Museum Foundation, including: THEORY OF WING SECTIONS — $5.50 postpaid HANG GLIDING by Dan Poynter — $5.25 postpaid SPORT AVIATION 55
EAA OFFICES/ HAEDTLER HALL
Once the main museum building was constructed, new office space was made available for the staff of the Experimental Aircraft Association. These offices are the international headquarters of EAA — a nerve center that ties together the world's sport aviation enthusiasts. Being located in the same complex of buildings is mutually beneficial to the Experimental Aircraft Association and the EAA Air Museum Foundation. Persons having business with EAA can make their trip to headquarters more enjoyable by touring the museum, for instance. EAA leases its office space from the Air Museum Foundation, which, in 56 JUNE 1975
turn, also helps support the museum's programs. When the original 1964 building offices were vacated for the new, larger facilities, the old office space was converted to an auditorium, complete with a projection booth and movie screen, capable of seating several hundred people. It is in constant use by EAA for intraorganization meetings of many types, by the FAA, local aviation groups, historical societies and the like. The auditorium was named Haedtler Hall in memory of the late Martin C. Haedtler, a long time Director of the EAA and a staunch supporter of the Air Museum.
THE MUSEUM
By the early 197()'s the physical plant of the Air Museum was already bursting at the seams. Aircraft and other valuable aviation artifacts were having to be turned away. Additionally, the museum's displays had become so popular that many aviation oriented patrons began pressing the Foundation's leadership to relocate the entire facility on an airport to facilitate visits by private plane. As a partial solution to both problems, land on the Burlington, Wisconsin Municipal Airport was leased and a large hangar was constructed. This provided overflow storage space for the museum and, for the first time, made it possible for a few of the aircraft to be maintained on flying status so that they could be taken to an occasional fly-in to publicize the Air Museum. So rapid was the growth of the Museum, however, that soon this facility was also overflowing with aircraft. By fortunate coincidence, a 50 acre farm adjoining the airport property became available at this time. This property offered several advantages — a large barn that could be converted to warehouse space, direct access to the airport runways and a beautiful site for a future home for EAA and the Air Museum Foundation. After careful study, the Museum's Board of Trustees made the decision to purchase the property. Long range planning is already underway for use of the site, but in the meantime it has been improved and is used for local fly-ins and for both inside and outside storage of museum aircraft. Burlington is located approximately 25 miles southwest of the present Air Museum. The EAA Air Museum today is an internationally recogni/.ed institution. Tens of thousands of aviation enthusiasts visit it every year including a great number from Canada, Central and South America and many overseas
nations. Articles on the museum and its collection regularly appear in magazines and newspapers around the world. The museum is also considered a valuable asset to the communitv in which it is located. Thousands of school children tour the facilities each year, art classes come to sketch the airplanes and groups of retired citizens visit to see the aircraft that were new in their youth. The EAA Air Museum works in cooperation with other
great museums to preserve the nation's aviation heritage. A number of aircraft have been received from the Smithsonian Institution's National Air and Space Museum for restoration in EAA's shop. These rare planes are on indefinite loan to the Air Museum, but several will eventually be returned to be displayed in the new Air and Space Museum being constructed on the Mall in Washington. A collection of early photographs was recently accepted from the Air Force Museum in Dayton, Ohio. In these and other instances the EAA Air Museum's contribution to society goes beyond the EAA membership or even aviation enthusiasts in general. A further recent development is the acquisition of personal aviation collections. The trophies, scrapbooks and other personal effects of famed racing pilot, Lowell Bayles, were received recently from the Bayles family and have been put on display in special glass cases along side those of homebuilder'pioneer Ed Heath. The effects of the late Raoul Hotfman, famous aeronautical engineer and writer, have also been donated to the Air Museum. George Hardie, Jr., who is in charge of aircraft and display research, hopes to receive many more such personal collections. The EAA Air Museum Foundation is administered by a slate of officers headed by President Paul H. Poberezny and a Board of Trustees consisting of 15 members from all over the United States. Biographical sketches of each are found elsewhere in this publication. Their leadership has brought the EAA Air Museum to the top level of the world's aviation museums. The Foundation has been declared a non-profit organization under Revenue Code 501c(3), which permits donations to be tax deductible. This includes all cash donations and donations of aircraft, engines, propellers and other aviation artifacts. The EAA Air Museum Foundation receives no federal, state or local tax funds or grants. It has been funded from the beginning by the donations and gifts of dedicated aviation enthusiasts who believe in its mission — the preservation of the legacy of aviation for the average citi/en and the promotion of his right to continue to enjoy the miracle of flight. SPORT AVIATION 57
Inventory of Aircraft In The EAA Air Museum CUSTOM BUILT AIRCRAFT
Bede BD-5, N500BD . . . . . . . . . . . . . . . . . . . . . . . . . Bede Aircraft Beecraft "Honey Bee", N90859 . . . . . . . . . . . . . . . . Walt Mooney Bowers "Fly Baby", N1340 . . . . . . . . . . . . . . . . . . Helen Dettman Bushby "Midget Mustang", N9459 . . . . . . . . . . . . . . . . . . . . . . . — Corben C-l "Baby Ace", N9050C . . . . . . . . . . . . . . . Ray Scholler Cvjetkovic CA-61 "Mini-Ace", N94283 . . . . . . . . . . Mark Shoen Driggers A "Sunshine Girl", 891H . . . . . . . . . . . W. A. Driggers EAA "Aero Sport", MAC . . . . . . . . . . . . . . . . . EAA Air Museum EAA 'Super Aero Sport", N5AC . . . . . . . . . . . EAA Air Museum EAA "Biplane", N6077V . . . . . . . . . . . . . . . . . EAA Air Museum EAA "Pober Pixie", N9PH . . . . . . . . . . . . . . . . EAA Air Museum Estupian-Hovey WD-2 "Whing Ding", N6272 Miguel Estupinan Evans VP-1, N6414 . . . . . . . . . . . . . . . . . . . . . . William S. Evans Folkerts Henderson, 8902 . . . . . . . . . . . . . Mrs. Clayton Folkerts
HU-GO Craft, N29H . . . . . . . . . . . . . . . . . . . . . . . . . . Adolph Hugo Meyers "Little Toot", N217J . . . . . . . . . . . . . . . . James Mahoney Player, N21778 . . . . . . . . . . . . . . . . . . . . . . . . William Earl Player Pober P-5 "Sport", N51G . . . . . . . . . . . . . . . . . . . . . . . K. G. Bride Smith "Miniplane", N90P . . . . . . . . . . . . . . . . . . . Dorothy Smith Stits "Sky Baby", N5K . . . . . . . . . . . . . . . National Air Museum Stits SA11A "Playmate", N5K . . . . . . . . . . . . . . . . . . . . Ray Stits Stolp "Starduster I", N1357 . . . . . . . . . . . Hank Kennedy Estate Stolp "Starduster I", N717MD . . . . . . . . . . . . . . . . . Robert Sauer Taylor T-2 "Taterbug", N1052Z . . . . . . . . . . . . . . . . . Mert Taylor Unruh "Pretty Prairie Special III", N1473V . . . Russell Brown Walker "Little Toot", N12G . . . . . . . . . . . . . . . . . . . . . Ab Walker Wittman "Tailwind", N5747N
. . . . . . . . . . . . . . . . . Eugene Zepp
Wittman "Tailwind", N9424H
George H. Hipp
Douglas AD-5 Skyraider, 132789 . . . . . . . . United States Navy Grumman J2F-6, N1186N . . . . . . . . . . . . . . . . . . . . . . . . Carl Mies Junkers Ju-87B "Stuka", A5-HL * Chicago Museum of Science and Industry Nakajima "Hayabusa" — "Oscar" . . . . *National Air Museum Messerschmitt BF-108 "Taifun", N525R . . . . . *Cliff Robertson North American AT-6D, N6983C . . . . . . . . . . . . . . . . . *Gil Macy North American B-25J, N10V
North North North North
American American American American
. . . . . . . . . . . . . . Sherman Cooper
P-51D, N201F . . . . . . . . . . . . . . . . . *John Mark P-5 ID, N335 . . . . . . . . . . E. D. Weiner Estate P-51D, N335J . . . . . . . . . E. D. Weiner Estate P-64, N840 Paul H. Poberezny and Art Kilps
North American SNJ-5 (Zero replica), N7986C Paul H. Poberezny, Ray Scholler and John Stickling GLIDER AIRCRAFT
Cessna Primary Glider, N186V C. M. Van Airesdale and Leland Hanselman Chanute Hang Glider . . . . . . . . . . . . . . . . . . . . . EAA Chapter 29 Cleave EPB-1A "Plank", N19C . . . . . . . . . . . . . . . . . . . Al Cleave Explorer PG-1 "Aqua-Glider", N6498D . . . . . . . William Skliar Haufe "Dale Hawk", N18278 . . . . . . . . . . . C. M. Van Airesdale Helisoar HP-10, N319Y . . . . . . . . . . . . . . . . . . . . Richard du Pont Parasev I, N9765C . . . . . . . . . . . NASA Flight Research Center AEROBATIC AND AIR SHOW AIRCRAFT
Bucker "Jungmeister" BU-133 (R), N258H . . . . . Sam Burgess Bucker "Jungmeister" BU-133, N515 . . . . . . . . . . Mike Murphy Champion 8KCAB "Pro", N5143T . . . . Bellanca Aircraft Corp. Grumman G-22 "Gulfhawk II", NR1050 *National Air Museum
Pitts "Special", N58P . . . . . . . . . . . . . . . . . . . . . . . . *Bonnie Soucy
ANTIQUE AND CLASSIC AIRCRAFT
Aeronca C-3, N13094 (razorback) . . . . . . . . . Paul H. Poberezny Aeronca C-3, N16291 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ken Cook Bates Tractor . . . . . . . . . . . . . . . . *Mrs. Walter Kutz and Family Baumann B-290 "Brigadier". N90616 . . . . . . . . . Bill Baumann Church Midwing, S9167 . . . . . . . . . . . . . . . . . . . . . . . *Gene Chase Curtiss A-l "Sweetheart", N24034 . . . . . . . . . . . . . . Dale Crites Curtiss C-l "Robin", N9223 . . . . . . . . . . . . . . . . . . . . *Lee Weber Curtiss B-2 "Robin", N50H . . . . . . . . . . . . . . . . . . . . . . Norm Sten de Havilland 89-A "Rapide", N683DH . . . . Robert M. Puryear Fairchild FC-2, N3569 . . . . . . . . . . . . . . . . . Herbert M. Harkom Goodyear GA-22 "Drake", N5516M Goodyear Aerospace Corp. Great Lakes (R), N3182 . . . . . . . . . . . . . . . . . . . . . . . Rudy Frasca Lincoln Standard PTK, N275N . . . . . . . . . . . . . . . . . . Norm Sten Luscombe Phantom, NC1025 . . . . . . . . . . . . . . . . *George Ramin Monocoupe 90 A, N11783 . . . . . . . . . . . . . . . . . . . . . . Dick Wagner Monocoupe 113, NC7808 . . . . . . . . . . . . . . . . . . . . . . . . . John Hatz Pheasant H-10, NC151N . . . . . . . . . . . . . . . . . . . . . . . Philip Stier Rearwin 7000 "Sportster", N14485 . . . . . . . . . . . . . . . L. O. Rupe Ryan SCW, N18908 . . . . . . . . . . . . . . . . . . . . . . . . James A. Steele Ryan NYP, NX211 . . . . . . . . . . . . . . . . . . . . . . . . *David Jameson Spencer Special (Modified Great Lakes), N73879 Dr. Dale Drummond
Stinson SR-7B, N16130 . . . . . . . . . . . . . . . . . . . . . . . . Rudy Frasca Stinson SM-8A, N408Y . . . . . . . . . . . . . . . . . . . . . . . Andrew Ross Travel Air E-4000, N648H . . . . . . . . . . . . . Dr. John G. Chesney Waco CTO, N7527 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fred Grothe
Waco UPF-7, N32011 . . . . . . . . . Anthony C. Gangelhoff Estate WORLD WAR I AIRCRAFT
Curtiss JN4D "Jenny" . . . . . . . . . . . . . . . . . . . . Foster Hannaford Curtiss JN4D "Jenny" (Bowers Replica) N1005Z Frank Murray
RACING AIRCRAFT
Brown B-2 "Miss Los Angeles" (replica) NR255Y
*Bill Turner Kaminskas RK-3 "Jungster 3", N76AQ . . . . . . . James O. Hall Keith Rider R-5 "Jackrabbit", NX264Y . . . . . . . James Garvin Loving-Wayne "Love", N351C . . . . . . . . . . . . . . . Neal V. Loving Pettit "Special", N5715N . . . . . . . . . . . . . . . . . . . . . George Pettit Warwick "Hot Canary", N4777V
. . . . . . . . . . . . . . Bill Warwick
Wittman "Bonzo", NX 13688 . . . . . . . . . . . . . . . . . . S. J. Wittman ROTARY WING AIRCRAFT
Bensen B-ll "Gyrocopter", N63U . . . . . . . . . . . Dr. Igor Bensen Goodyear GA-400R "Gizmo, N69N Goodyear Aerospace Corp. McCulloch J-2, N4315G . . . . . . . . . . . . . . . . . . . R. J. Kempthorn Voland V-l "Gyrocopter", N840 . . . . . . . . . . . . . . Donald Voland MISCELLANEOUS
Bede XBD-2, N327BD . . . . . . . . . . . . . . . . . . . . . . . . . James Bede Collins Radio X-112 "Aerofoil Boat", N5961V *Collins Radio Co. Fokker D-7 0/4 scale) . . . . . . . . . . . . . . . . West Allis Flying Club Nelson GEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charles Rhodes Tessier Biplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rene Tessier CONSTRUCTION DISPLAY AIRCRAFT
Fike C, 13390 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . William Fike Folkerts (bamboo fuselage) . . . . . . . . . . . Mrs. Clayton Folkerts Heath Parasol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . W. H. Nieman Hendershott Monoplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — Monnett "Sonerai" . . . . . . . . . . . . . . . . . . . . . . . . . . . John Monnett Pietenpol B-4A1 . . . . . . . . . . . . . . . . . . . . . . . . . EAA Air Museum
Pober P-9 Pixie . . . . . . . . . . . . . . . . . . . . . . . . . . EAA Air Museum
Beechcraft AT-11, N6960C . . . . . . . . . . . . . . . . . . . . . Paul G. Cox
Rearwin 7000 "Sportster", N17002 . . . . . . . Paul H. Poberezny Rezich Racer, N11M . . . . . . . . . . . . . . . . . . . . . . . . . . . Nick Rezich Smith Termite, N377T . . . . . . . . . . . . . . . . . . . . James D. Clarke Stits Skeeto, N6048C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ray Stits Stolp Acroduster One . . . . . . . . . . . . . . . . Stolp Starduster Corp. Thorp T-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAA Air Museum
Bell P-39Q-15-BE "Airacobra", 44-2433
OUTSIDE DISPLAY AIRCRAFT
Fokker DR-1 "Triplane" (Sorrell Replica) . . . . . . . . Ron Conrad
Pfalz D-12 . . . . . . . . . . . . . . . . . . . . . . . . . . *National Air Museum S.E.5E. 22-325
. . . . . . . . . . . . . . . . . . . . . . *National Air Museum
WORLD WAR II AIRCRAFT
*National Air Museum
Consolidated Vultee BT-13B, N63697 . . . . . . . . Dean G. Crites Curtiss O-52 "Owl", 40-2769 Glen Courtwright and M. Foose 58 J U N E 1975
Douglas AD-3 Skyraider, 122811 . . . . . . . . . . . . . . . . . U.S. Navy Lockheed GF-80C, 480868 . . . . . . . . . . . . . . . . . . . U.S. Air Force
Lockheed T-33A, 51-8627 . . . . . . . . . . . . . . . . . . . . Lockheed T-33A, 53-5350 . . . . . . . . . . . . . . . . . . . . North American F-86H, 52-1993 . . . . . . . . . . . . . Northrop F-89J, 53-2530 . . . . . . . . . . . . . . . . . . . . . Republic F-84C, 47-1498 . . . . . . . . . . . . . . . . . . . . . Republic F-84F, 51-9456 . . . . . . . . . . . . . . . . . . . . .
U.S. Air Force U.S. Air Force U.S. Air Force U.S. Air Force U.S. Air Force U.S. Air Force
AIRCRAFT UNDER CONSTRUCTION OR RESTORATION
Aeronca K. NC22157
. . . . . . . . . . . . . . . . . . . . . . . . . . . Cliff Ernst
Arrow F. N16483 . . . . . . . . . . . . . . . . . . . . . . Dr. Dale Drummond Culver PQ-14B, N10146 . . . . . . . . . . . . . . . . . . . . . U.S. Air Force Cvjetkovich CA-61, N94283 . . . . . . . . . . . . . . . . . . . . Mark Shoen de Havilland DH-82C "Tiger Moth, CF-IVO Rev. John MacGillivray Foster Taperwing "Aerodyne", N827Z . . . . . . . . . . Henry Foster Gunderson Penguin, N41047
. . . . . . . . . . . . . . . Tom Gunderson
Heath (fuselage and tail group — flatback) . . . Hurley Boheler Hill & Kemman HK-1, N6831D Keith Hill and Rye Kemman
EAA "Aero Sport", N6AS . . . . . . . . . . . . . . . . . EAA Air Museum EAA "Aero Sport" (2 place) . . . . . . . . . . . . . . . EAA Air Museum EAA "Pober Pixie" (2 place) . . . . . . . . . . . . . . EAA Air Museum Ford 4-AT-E Trimotor, N8407 . . . . . . . . . . . . EAA Air Museum Funk, N24119 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gus Limbach
Jodel D-9, N7702G . . . . . . . . . . . . . . . . . . . . . . Mrs. Karl Kurbjun Lewis Original Design . . . . . . . . . . . . . . . . Mrs. Sevryn A. Lewis Lincoln Standard (fuselage) . . . . . . . . . . . . . . . . . . . . . . . Bill Dodd Marinac "Flying Mercury" . . . . . . . . . . . . . . . . . EAA Chapter 25
Monocoupe 90-A, N19430 . . . . . . . . . . . . . . . . . . . . . . . Cliff Ernst North American XP-51A, N51NA . . . . 'National Air Museum Stits SA3A, N8K . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ray Stits Taylorcraft BC-12D, N5218M . . . . . . . . . . . . Paul H. Poberezny
Mong MS-2K "Sport", N72411 . . . . . . . . . . . . . . . . . . John Krupa Nicholas-Beazlev NB8G1931. N576Y . . . . . . . John Van Andel
Travel Air 1000, N241 . . . . . . . . . . . . . . . . . . . . . . . Dave Jameson
Waco ASO, N6930
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gerard Beb
Piper Papoose PA-29, N2900M . . . . . . . . . . . . . . *Piper Aircraft Stits SA3B "Playboy". N4648G . . . . . . . . . Mrs. William Brown Thompson-Curtiss Pusher : . . . . . . . . . . . . . . . . . . . . Neil K. Carr Thorp T-18, N1947
AIRCRAFT IN TEMPORARY STORAGE
Aeronca K. N19301 . . . . . . . . . . . . . . . . . . . . . . . . . . . Buck Hilbert American "Flea", N6001V
Meyers "Little Toot", N12G . . . . . . . . . . . . . . . . . . . A. B. Walker Mignet HM-360 "Flying Flea", N360HM . . . . . . . . Ralph Wefel
. . . . . . . . . . . . . . . . . . . L. A. Kraemer
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . John Foy
Waco ASO, N6930 . . . . . . . . . . . . . . . . . . . . . . . . . . Gerard Bebeau Woods-Wolfe GEM . . . . . . . . . . Harris Woods and George Wolfe Woody Pusher, N232MB . . . . . . . . . . . . . . . . . . . . Mrs. Mel Lamb
* Aircraft on Loan
Inventory of Engines In The EAA Air Museum IN-LINE
VEE
Church J-3 Marathon de Havilland "Gipsy Major" Heath B-4 (straight stacks)
Allison V-1710-109 Argus AS-10C Church Aircooled V-8 Curtiss OX-2 Curtiss OXX-6
Huggins (1927) Ranger 6-390D (cutaway) OPPOSED
Aeronca 6-107 Aeronca E^113CBD Continental A-40-4 Continental A-65-8F Continental 0-200 Crosley 113 Franklin 0<805-2 Franklin 6AC-298 Huggins Vilkswagen (2) Kirkham (1929) Lawrance A-3 (cutaway)
Hispano-Suiza Junkers 21 IDA Jumo
Liberty 12-A Liberty 12-A (cutaway) Ranger SGV-770C-1 JET
Aeromarine D5-1
General Electric J-33-GE-1 IB (cutaway) General Electric J-47-23 (cutaway) MISCELLANEOUS
Smith Motor Wheel Drive (Penguin ground trainer)
Lawrance A-3
ENGINES AWAITING DISPLAY
Lycoming 0-145-B1
Aeronca E-113C
McCulloch 0-100-1
Barker Volkswagen
Monnett Volkswagen Silver Eagle H (Bourke)
Wright-More house
Bourke 2-cylinder (2) Bourke 3-cylinder Cirrus Mk III
RADIAL
Conner
Aeromarine AR-3 Anzani
Continental R-670-11 (cutaway! Curtiss R-600 "Challenger" Jacobs R-755-9 Kinner K-5B Lawrance L-64 (cutaway)
Lycoming R-680-7 (cutaway) Poyer 3-40
Pratt & Whitney R-1340-AN-1 Szekely SR-3/0 Szekely SR-3-L Warner "Scarab"
Wright 972TC18DA4 ROTARY
Gnome. 8(1 h.p. LeRhone C. 80 h.p.
Continental A-40 (2)
Continental A-50 Continental R-670-4 Curtiss OX-5
Franklin XO-42503 (6 cyl.) Franklin 0-300-1]
Gnome rotary Hall-Scott L4 Heath B-4 Hirth 650cc Junkers "Jumo" Kinner R-370 Lycoming 0-435 (2) Lycoming R-680-13 Lycoming R-680-9 McCulloch 0-100-1 Menasco Roberts 4X Wright R-540 "Whirlwind" Wright R-760 (2)
SPORT AVIATION 59
The prototype Hugo Craft.
A new McCullough J-2 autogyro recently do nated to the EAA Air Museum.
The Museum's collection of World War II drones.
One of the Museum's twc Skyraiders threading its way through Wisconsin's back roads from the Miss issippi River to Hales Cor ners.
One of several Air Museum aircraii ii.ai nav
iiiov.es. a Catch 22 B-25.
1929 Curtiss Robin and 1929 Pontiac Cockpit of the XP-51, the first Mustang received by the U.S. Army Air Corps. One of several outside displays, a Republic F-84F Thunderstreak.
The Spirit of Flight", the Pober Sport
Bell P-39 and mannequin dressed in World War II G.I. issue.
S£T-* -j
I
&! 1 I
Amphibians. Rogallo wings, ground effect machines, gyrocopters, inertial guidance systems, the famous Gulfhawk — just one corner of the EAA Air Museum, but enough to keep one occupied for hours.
The Baby Ace built by Paul Poberezny that first brought
national publicity to EAA through the pages of Mechanix Illustrated.
62 JUNE 1975
Paul H. Poberezny EAA 1 Hales Corners, Wisconsin
Age 53 President, Experimental Aircraft Association President Poberezny grew up and received his education in Milwaukee. An aviation enthusiast from earliest youth, he soloed himself in a primary glider at age 15 and owned a number of airplanes during his high school days, including an OX-5 American Eagle. During World War II he was a CPT instructor and later was commissioned as an Air Corps pilot. Paul served in Korea as an Air Force pilot and was Maintenance Officer and a Command Pilot in the Wisconsin Air National Guard until his retirement in 1969. In 1953 Paul founded the Experimental Aircraft Association and has served as its only president since that time. The EAA Air Museum Foundation was founded in the early 60s and Paul has also served as its only president since inception. He has accumulated over 20,000 hours of flying time and has flown over 270 different types of aircraft, including over 135 homebuilts. He has designed and built a number of aircraft, including the Aero and Super Aero Sport and the Pober Pixie for which design rights have been donated to the EAA Air Museum Foundation. Paul has received a great n u m ber of awards and honors over the years, including the FAA's Merit Award, the highest honor accorded by that agency to a civilian. Paul and his wife, Audrey, have two children.
David Jameson EAA 15612
Oshkosh, Wisconsin
Age 55 Manufacturer A native of Pulaski, Virginia, Dave started flying at age 15 in a Curtiss Wright Junior and soloed an Aeronca C-3 at age 17. During World War II, he enlisted in the Air Force as an aviation cadet and was in combat crew training as a B-29 pilot when "the Japanese heard about it and wisely decided to give up". After the war he settled in Oshkosh and today is president of his own metal fabrication company. Dave has long been active in the antique airplane and aviation history fields. He founded the Monocoupe Club and served as its president for many years. He has owned quite a number of rare antique aircraft including J o h n n y Livingston's 1929 transcontinental race w i n n i n g Taperwing Waco, the oldest Model 90 Monocoupe, a Waco SRE, etc. He presently owns a Lockheed Vega finished exactly like the famous Winnie Mae (including the N number), a Ryan B-l outfitted as the Spirit of St. Louis,
a Snyder Baby Bomber, Velie Monocoupe and a 150 h.p. Cessna Aerobat. Dave is EAA Antique-Classic Member No. 2 and served as the organization's first president. He and his wife Laurie have four children, three of whom have learned to fly.
MEET THE FOUNDATION'S OFFICERS AND TRUSTEES SPORT AVIATION 63
Dr. Lyle McCullough EAA 8167 Franklin, Wisconsin
Age 45 Veterinarian, self employed
Valedictorian graduate of the University of Illinois. Veteran of four years in the Air Force. Learned to fly at the University of Illinois and has a Private license with an Instrument rating. Owns a Beech Debonair and has a Thorp T-18 under construction. Lyle is secretary of the EAA Air Museum Foundation and has been very active in EAA activities for many years. He has been president of Chapter 18 in Milwaukee, its newsletter editor and is a director today. Active in civic and professional organizations. He and his wife Gloria have two children.
Thomas P. Poberezny EAA 40000 Creenfieid, Wisconsin
Age 28 Executive Vice President of EAA and the EAA Air Museum Foundation
A native of Milwaukee, Tom was educated at Northwestern University where he received a B. S. Degree in Industrial Engineering. His acrobatic career started immediately after college — in fact, he missed his graduation exercise in order to participate in his first contest. He was a member of the U. S. Acrobatic Teams in 1970 and 1972, winning the World Team Championship the latter year. Tom was named the U. S. Acrobatic Champion in 1973 as a result of his win in the Nationals at Sherman, Texas that year. In addition to his work at EAA, he appears on the summer air show circuit as a member of the three Pitts precision acrobatic team, The Red Devils. He has a Commercial license and approximately 1500 hours flying time in a wide variety of aircraft including an AT-6, BT-13, Stearman, various homebuilts, the BD-5 jet and, of course, his own Pitts Special, N58J. Tom and his wife, Sharon, reside in Greenfield, Wisconsin.
64 JUNE 1975
James Barton
Robert H. Fergus
EAA 16807
EAA 9717
Elmhurst, Illinois
Columbus, Ohio
Age 55
Evander M. Britt
Captain, American Airlines
EAA 13137
Automobile distributor
Lumberton, N. C. Jim was born and grew up in Danville, Illinois. He states t h a t it was his privilege to have been a constant companion to his father who had been an aircraft maintenance instructor at Kelly Field during World War I. In the late 20s the elder Barton had a Waco 10 (C 5864) in which he barnstormed and gave flight instruction . . . including lessons for son Jim starting at age 12. The seat cushion and rudder bar were built up for this purpose. Jim soloed at age 16 and obtained his Private license at 17. After graduation from high school he became a primary and secondary flight instructor in the Knox College CPTP program and in 1941 was accepted as a flight instructor by Parks Air College for the U. S. Army Air Corps Primary Flight Training Program at Sikeston, Missouri. He remained there as an instructor and flight commander through 1944 when he signed on with American Air Lines as a First Officer. After his dad's death in 1948, Jim briefly took over the Galesburg, Illinois FBO his f a t h e r had started, but returned to American in 1953. Jim is currently building a Starduster II and collects h i s t o r i c a l a v i a t i o n photos. He and his wife, Doris, have
two daughters.
Age 48 Attornev
Graduate of Wake Forest University - 1948, LL. B. Degree in 1950, Doctor of Laws 1972. Evander is a p r a c t i c i n g t r i a l l a w y e r in all State and Federal Courts of North Carolina. Also Federal District Court and Court of Appeals, District of Columbia and Federal Courts of South Carolina. Member of American Bar Association, N. C. Bar Association and Academy of Trial Lawyers of America. Business interests involve farming - tobacco, row crops, grain storage and marketing facilities. Evander is a nationally known aviation authority and has served as Chairman of Antique-Classic judging at Oshkosh since 1971. He founded the \. C., S. C. and Virginia Antique Airplane Foundation which is today EAA Chapter 395-A. He originated the EAA C e n t u r y Club program and was its first member and is a member of the Board of Directors of EAA's AntiqueClassic Division. Evander has owned a great number of rare antique aircraft - most notably the Parks P-2 immortalized in Richard Bach's book "Biplane". E v a n d e r and his w i f e , Peggy, have 3 children.
Bob was commissioned a second lieutenant in World War II and became an Air Force pilot. He flew P40s and P-51s. After the war Bob was one of the first to see the potential of the VW a u t o m o b i l e and t o d a y is president of Midvo, Inc., the Volkswagen distributor for Ohio and Kentucky. His company serves 85 dealers in the two states with over 100 million in sales a n n u a l l y . Bob has f l o w n over 85 d i f f e r e n t type a i r craft and is presently current in the Pitts through the Lear. He has a Commercial license w i t h single, multiengine land and sea and instrument ratings. He also has a glider rating. Bob and his wife Beth have three children.
SPORT AVIATION 65
Jim German
Morton Lester
EAA 29182
EAA 55178 Martinsville, Virginia Age 41
Mansfield, Ohio
Age 51 Industrialist Jim was educated at Ohio State and served as a pilot in the 5th Air Force in the Southwest Pacific in World War II. He flew C-47s on 236 combat aerial drop missions. He later served in the Ohio National Guard flying the F-51, T-33 and F-80. Jim is president of the Gorman-Rupp Co., manufacturers of pumps, and MANAIRCO, Inc., m a n u f a c t u r e r of airport lighting equipment. He is on the Board of Directors of the United Telephone Co. and the First National Bank of Mansfield. Jim is Secretary of the Mansfield Airport Commission, Vice-President of the Richland County Foundation and is past President of Rotary. He is president of the Staggerwing Club and owns a G-17S and l/2 interest in a Taylorcraft L2M. At Oshkosh Jim is Co-Chairman of the Classic judging committee. His wife, Marjorie, was one of the first 100 women helicopter pilots. They have two children.
66 JUNE 1975
E. E. "Buck" Hilbert EAA 21 Union, Illinois
Age 50 Captain, United Airlines (DC-8) A native of Chicago and a graduate of Lewis College, soloed in October of 1941 in an Aeronca Chief. Air Force pilot in World War II and an Army pilot in Korea. Flew B-17s and was a t w i n engine t r a n s i t i o n instructor. Hired by United in 1953. Buck is president of EAA's AntiqueClassic Division and has a stable of a i r c r a f t at his private airstrip and home, the "Funny Farm", including a mint Fleet and Aeronca C-3. Buck and his wife, Dorothy, have f o u r children.
General Contractor and Real Estate Investor Graduate of Virginia Polytechnic Institute and a veteran of the Korean War where he served as a forward air controller with the Army Signal Corps attached to the Capitol ROK Division. Morton is president of three companies, The Lester Corporation, Carver Construction Company and the Paragon Corporation of Martinsville. He is an elected Councilman of the City of Martinsville, is Chairman of the Blue Ridge Regional Airport A u t h o r i t y , Commissioner of the West Piedmont Planning District Commission, Board Chairman of the Patrick Henry Savings and Loan Association and is a Board Member of the English Foundation, English Construction Co., First Federal Savings and Loan Association of Danville and the Virginia National Bank. He is a board member of several other civic, governmental, business, and humanit a r i a n organizations. Morton was soloed by his father at the age of ten in a Piper Cub and has owned quite a number of aircraft since, including a Stearman, Stinson Reliant and a Howard. He and his cousin, Pete Covington (EAA 42645) have a Clip W i n g Monocoupe f l y i n g and are working to complete the prototype Ryan SCW, the prototype Davis and several other rare aircraft, such as a Travel Air 6000. Morton is a Director of EAA's Antique-Classic Division and is Co-Chairman of the Classic Judging Team at Oshkosh. He is past president and current member of the Executive Committee of EAA Chapter 395. Morton and his wife, Margaret, have 3 children.
Robert M. "Bob" Puryear EAA 25472 Santa Cruz, California
John L. Parish
Age 53
EAA 43943 Tullahoma, Tennessee
Captain, United Air Lines
Age 38 Industrialist
A native of Los Angeles, Bob completed an a e r o n a u t i c a l technology course at Pasadena J u n i o r College during the Max Harlow days there. Waldo Waterman was one of his ground instructors. He learned to fly in PJC's CPT program, soloing a J-3 in 1940. He instructed in the CPTP during the early years of World War II and hired on as a co-pilot with United Air Lines in 1943, flying DC-3s. From 1943 through 1945 he flew with the Air Transport Command in the South Pacific. He resumed flying with United in 1946 and has flown almost all their equipment to date - Boeing Stratocruisers, DC-3, 4, 6, 7 and 8 and c u r r e n t l y flies the 747. Bob's first flight was in a Pitcairn Autogyro in 1929 and throughout his airline career he has maintained an interest in sport aircraft. He is restoring a 1941 Culver Cadet (N41708) and has a "Cougar-Tail" under construction. He also owns a Cessna 206. Bob and his wife, Norma, have been active in EAA activities for m a n y years. Bob is a past president of Chapter 62, is currently on their Board of Directors. He has been a member of
Born in Grinnell, Iowa, John graduated Cum Laude from V a n d e r b i l t University and did graduate work at Harvard. He is Executive Vice-President of Lannom Manufacturing Company, Inc. of Tullahoma, President of VVIBACO, Ltd. of Lucea, Jamaica a n d Haitian M a n u f a c t u r i n g E n t e r prises of Port-au-Prince, Haiti and is a member of the Board of Directors and Executive Committee of the First National Bank of Tullahoma. Active in civic, political and scouting organizations. John is a commercial pilot
with single and m u l t i - e n g i n e land and sea and instrument ratings. He is co-owner with his wife, Charlotte, of Parish Aerodrome, home of "The Tullahoma Bunch", is a Trustee of the Staggerwing Museum Foundation, I n c . of T u l l a h o m a and owns three S t a g g e r w i n g s , a Travel Air 4000, a Waco RNF and a Beech D17S. Charlotte is a Private pilot with single and multi-engine, land and sea ratings and owns a Stearman and a Cessna 150. The Parish's have four children.
Ray Scholler EAA 4000 Random Lake, Wisconsin
Age 57 President, Times Publishing Company
Ray was born in Campbellsport, Wisconsin and was educated at Mission House College, Keating Technical School and the Winona School of Photography. He has been involved in the field of graphic arts since 1938 and is president of Times Publishing Company, which publishes SPORT AVIATION. Ray is also president of Random Air, Inc., a leasing company. He is a member of the board of the Lakeshore Technical I n s t i t u t e , Mechanical Advisor of the Wisconsin Press Association, member of Master Printers of America and the PIA Financial Group. Involved in EAA affairs since the organization's early days, Ray was a Director from 1956 to 1959 and has been Vice-President since 1959. He has been a F l y - I n Chairman at Rockford and Oshkosh for the past 6 years. Ray is a private pilot and an aircraft owner. He and w i f e Bernice, who has served as Member and Guest R e g i s t r a t i o n C h a i r m a n at Oshkosh for m a n y vears, have four children.
the EAA Board of Directors since
1971. Norma helps man the Press Headquarters at Oshkosh each year. Thev have three children.
SPORT AVIATION 67
Ray Stits
William H. "Bill" Turner
EAA 136 Riverside, California
Age 54 Manufacturer
EAA 26489 Belmont, California
Richard R. Stouffer EAA 8221 Lake Zurich, Illinois
A native of Phoenix, Arizona, Ray served in the Air Force in World War II. He settled in C a l i f o r n i a upon
leaving the service and has been involved in aviation ever since. He has been a part of EAA activities since
its earliest days and was a founder of Chapter 1 in Riverside. He has designed and constructed 15 models of sport and special purpose a i r c r a f t and his Playboy and Flutterbug were staples of the homebuilt movement in the 50s and through most of the
60s before he withdrew his plans from the market to concentrate on his tremendously popular aircraft covering
and coating business. One model received an FAA Type Certificate. Today he is President of Stits Aircraft Corporation, m a n u f a c t u r e r of specially formulated aircraft protective coatings and non-burning long life
fabric covering materials. Ray and his wife, Edith, have 2 children.
68 JUNE 1975
Age 52 Captain, United Air Lines A native of Peoria, Illinois, Dick attended the University of Illinois 1940-43 and served with the U. S. Air Force from 1943 to 1949. A B-17 pilot, he received the Air Medal with 6 Oak Leaf Clusters and the President's Award for Service. Was a press photographer for the C h a m p a i g n Urbana Evening Courier before becoming a pilot with United in 1952. Dick has maintained his own photo service over the years and has been an EAA photographer since the early Rockford years. He has volunteered untold hours of photo work to EAA, often traveling to and from Hales Corners once a week when his flying
schedule permitted. Dick is a member of the Airplane Pilots Association and the Professional Photography Association and is active in his c o m m u n i t y in g o v e r n m e n t a l , civic and church work. He and his wife, "Butch", have 4 children.
Age 51 Assistant Dean, University of California, Fund Raising Consultant
A native of Pipecreek, Texas, Bill was educated at Admiral Farragut Academy, Colgate University (B.A.) and the National University of Mexico ( M . A . ) . His working career has
largely been involved with fund raising and development of special projects such as the Winthrop Rockefeller antique auto museum in Arkan-
sas. He presently is Assistant Dean for Development with the University
of California's Hastings College of the Law in San Francisco. Bill's education was interrupted by a World War II tour of duty with the U. S.
Navy as a pilot. He retired from the Naval Reseve in 1966. Bill is an avid sport pilot, having built a Fly Baby,
the Brown "Miss Los Angeles" replica now on display in the EAA Air Museum and has a full scale replica of the Gee Bee Model Z under construction. His wife, Gail, has a Fly Baby under construction and has just recently soloed her Luscombe 8A. Bill and Gail have one son.
Gar W. Williams, Jr. EAA 1416 Naperville, Illinois
M. C. "Kelly" Viets EAA 16364
Stilwell, Kansas
Harry Zeisloft Age 38 Data processing. Program Manager
Age 57 Consulting engineer, self employed
A native of Chicago, Gar was educated at Cornell University and Nort h e r n Illinois. He spent 4 years in
Kelly entered the consulting engineer field in 1938 and spent World War II designing airports and base facilities for the U. S. government. He started his own firm, Viets Consulting Engineers, in 1954. He is a registered professional engineer and holds membership in numerous professional societies. Kelly spent a lot of his younger days around Kansas City Municipal and Fairfax airports, seeing Benny Howard's "Ike" make its first flights, the Travel Air Mystery Ship on the way to Cleveland, all the early airliners, etc. He started flight instruction in 1938 in a 55 h.p. Porterfield and finally got his ticket on the G.I. Bill in 1946. Kelly and his wife, Edna, own an Ercoupe and the two of them started and manage the I n t e r n a t i o n a l Ercoupe Association. Their monthly newsletter goes out to over 550 Ercoupe enthusiasts around the world. Kellv also owns and is restoring the 14-12 Bella ncti t h a t was used as the prototype for the 14-13
on F-86s and F-lOlBs. He has worked in data processing for 12 years and is Program Manager for United Air Lines in their Financial Department. Gar soloed a J-3 at age 16 at the old Elmhurst, Illinois Airport and bought his own Cub at age 18. He has owned a great many since, including a Meyers 145 which he completely remanufactured, including a new wing. He presently owns a Midget Mustang, which he built, and a Cessna Airmaster, restored to trophy winning condition. He is currently restoring a Travel Air 12VV at his home on Aero Estates in N a p e r v i l l e (West Chicago), an airport/housing development. His hangar and the Estate's paved runway are in his backyard. Gar has a commercial license and over 2500 hours flying time. He is Treasurer of EAA's Antique-Classic Division. Gar and his wife, Mary Alice, have 2 children.
series. He is a Director of E A A ' s
Antique-Classic Division. Kelly and Edna have 3 children.
the Air Force and was a Crew Chief
EAA 1407
Burton, Michigan Age 55
Assistant Chief Engineer, Instruments and Controls, A C Spark Plug Division of General Motors A native of Iowa, Harry received an engineering degree from Iowa State. He was employed by Bendix and Aeronca before going with AC Spark Plug. His specialty with AC is i n s t r u m e n t clusters and control systems, and he holds p a t e n t s in this field. Harry soloed a T-Craft in 1939 and currently owns a Bonanza. Since 1961 he has commuted from Flint,, Michigan to EAA Headquarters for EAA Director's and Air Museum Trustee meetings. He has been deeply invovled in EAA activities since the organization's earliest days and was Vice President in 1958. He has served on the Board of Directors since. Harry has contributed a great number of articles for SPORT AVIATION, including a series on readable
aircraft. He organized and conducted the EAA Design Contest, i n i t i a t e d the AC Tip of the Month column in
SPORT AVIATION and initiated, org a n i z e d and for m a n y years conducted the EAA-AC Flight Rally. Harry has served in many capacities at EAA Fly-Ins over the years - judging, ground a n d f l i g h t safety c h a i r m a n , air show c h a i r m a n , etc. Harry and his wife, R u t h , have 4 children.
SPORT AVIATION 69
ADVENTURE
(Photo by Jack Cox)
George Martan and his Taylor Monoplane.
w,
Bv Jack Cox
ITH OSHKOSH '75 just over a month away, your traveling plans should be pretty well set. If you are coming by land, by spam can or even some of the more sophisticated homebuilts, things will be pretty well cut and dried. But there are those of you out there who are preparing for the Great Adventure of your lives. Your flight planning is at a fever pitch .. . the sectional charts are being accumulated, the lines with the ten mile increment slashes are being drawn and the Interstate highways, rivers and railroads you plan to follow part or all the way are being paralleled with a Magic Marker. Fuel stops at non-controlled airports — with alternates in case of up to 30 mph headwinds — are being juggled around to avoid that seemingly inevitable one leg that would stretch your fuel down to the point where it causes you to lie awake at night in a cold sweat just thinking about it. 70 JUNE 1975
You may fly some very short legs to keep your fuel situation in your favor, you may have trouble getting 80 octane, you may have to wait out a slow moving weather system at one or more stops and you may have to sleep on an FBO's couch or under your bird's wing . . . but, by gawd, THIS IS THE YEAR! This is the year you finally fly to
Oshkosh in your own homebuilt! Every step one takes at Oshkosh reveals new wonderment, but nothing amazes this writer more than the Herculean effort some EAAers have made to get to the fly-in
in minimum airplanes . . . airplanes that were never intended for more than 'round the patch and weekend airport hopping. In point of fact, if viewed solely on the basis of the advisability of the machine being used to transport one's soft pink body over mountains, desert and spacious plains, it could be convincingly argued that the most incredible flights in the annals of aviation history were Merle Replogle's two trips to Rockford from his home in Tucson in the legendary Gold Bug. Such singular and
unique accomplishments aside, however, each year one can discover admirable instances of more everyday valor in the course of getting to and from the shores of Lake Winnebago. I have chosen two notable examples from Oshkosh '74 in order to get everyone primed and ready for Oshkosh '75 ... examples which, incidentally, involve two beautifully built little airplanes.
But this was only the aerial portion of the entourage . . . following along on the highways below was Wayne Ross (EAA 55265) in his VW camper. This support vehicle was loaded to the gunwales with tools, spare parts, oil, food and a Headwind relief pilot in the person of Jon Kutz (EAA 62401). All are members of Chapter 28 in
THE HEADWIND CARAVAN
ing, 90° out from the direct course to Oshkosh. This detour
Phoenix.
Blast-off occurred on July 26 on a southeasterly headFirst, consider the adventure of Jack Roberson (EAA 13737) of Scottsdale, Arizona. How does flying the 2200 miles from Phoenix to Oshkosh . . . in five days . . . in 30
flying hours . . . in a VW powered Stewart Headwind grab you? Remembering, of course, that after a week at Oshkosh it was necessary to launch forth and do it all over again in the other direction.
through Tucson, Bowie and Deming to El Paso's Sunland Air Park was to take advantage of the familiar "low altitude" route out of the high country and into the Great Plains. After a night of fighting off mosquitoes, all vehicles headed out on Day Two . . . Carlsbad (where a gas truck achieved a trick worthy of Houdini — got 8.1 gallons in a 7.9 gallon tank!), Plains, Texas and, finally, Muleshoe, Texas where the hearty crew treated themselves to a motel
(Photo by Lee Fray}
Jack Roberscm's Headwind.
At least Jack had company on his Oshkosh odyssey. Flying along with him . . . around him . . . above . . .
and a steak dinner.
two legs on the trip too long for the Headwind's 7.9 gallon fuel supply to stretch between airports that sold av
Day Three dawned with the clatter of the Wolfsburg Wonders — both land and aerial versions — headed north easterly through Hereford, Texas, Pampa (where a little repair work had to be done to an exhaust stack), Shattuck, Oklahoma and north to Dodge City, Kansas. Jack and Chuck putt-putted in just ahead of some thunderstorm activity and were watching when Bud Giffin and John
gas, so landings were made at small unattended strips, the
Taylor made a nice landing in some pretty gusty conditions
fuel was transferred from the outboard tank and away they went.
in Bud's soon-to-be 1974 Grand Champion Starduster Too. All agreed that bedding down in Matt Dillon's bailiwick
below . . . anything to stay back with the slower Headwind
was Chuck Faulkinbury (EAA 46851) in his Stits Playmate. In addition to playing mother hen, Chuck was carrying a 6 gallon outboard tank full of gasoline. There were
SPORT AVIATION 71
was infinitely preferrable to doing further battle with the elements. For the start of Day Four Jack decided to rest his saddle sores, turning the Headwind over to Jon Kutz for the first
leg to Great Bend, Kansas. Here Jack put back on his helmet and goggles and chugged off to Abilene and eventually to Atlantic, Iowa for the night. Atlantic may not be on the lips of every American, but our Headwind crew found hospitality, good food and a nice airport there. Unfortunately, the VW Camper sprung an oil leak at Atlantic so the
decision was made to send Jon and Chuck on ahead on Day Five to complete the 450 miles to Oshkosh — while Jack and Wayne attended to repairs on the Camper. Stops were made at Iowa City and Madison, Wisconsin . . . and, finally, into the maelstrom. Jack and Wayne arrived the next day, but the deed was done. At Oshkosh with one's own homebuilt! The week-long trip home was only days away from starting, but it might as well have been a light year . . . a week of Oshkosh was to be savored first. During the week Jack and I crossed paths and I questioned him about his very nicely done Headwind. As can be seen in the accompanying photographs, the nose of N73JR with the low placement of the engine and high thrust line is a dead give-away for a geared engine. This was, in fact, the first installation of a Stewart Maximizer to appear at Oshkosh. The Maximizer is a belt driven, self lubricating reduction unit designed by Don Stewart, creator of the popular Headwind and Foo Fighter. Jack had made his up from Don's plans and since it had just flown him from Phoenix without problems, obviously it
was working well. This unit provided a roughly 5 to 8 reduction ratio, allowing the engine to churn along at 3400 rpms while the 66" x 38" Hegy prop loafed at an efficient 2125 rpms. These settings result in a 75 mph indicated cruise speed and, as figures observed on the trip indicated, a fuel consumption of approximately 4 gallons per hour. N73JR is equipped with a 1600cc VW that mounts a Vertex mag and shielded harness and a Bendix Zenith float type carb from Ted Barker. Champion REL 37B plugs are utilized. The exhaust stacks were copied from those on the Former powered sailplanes. An oil cooler is mounted under the engine and J. C. Whitney valve covers are fitted to the heads. After completing the 30 hours to Oshkosh the engine had a total of 120 hours and no major problems had been encountered. The Headwind airframe had some modification from the Stewart plans — most notably the landing gear. Jack built one up using a Chevy Two spring leaf and a little stack of rubber donuts which absorb landing loads under compression from wires that extend out to the axle stubs. Other changes involved things like an improved over center latch for the cockpit door, rudder pedals angled slightly for pilot comfort, fir used rather than spruce for the spars, an air scoop for the carburetor made from an aluminum ash tray and extra fairleads on the front wing struts to cut down on the flapping of the externally mounted aileron cables in flight. Otherwise, N73JR is essentially a "stock" Headwind. The wheels and brakes are go-cart units but mount 5 x 5 standard aircraft tires and tubes. Heel-type brake pedals are utilized in the cockpit. The tailwheel is Jack's conversation piece — the leaf is from a Crosley automobile. It is handworked — no heat.
The attractive upholstery material used on the seat was made up from scraps left over from a Cherokee upholstery job . . . which says something for the economics to be realized in building small airplanes.
The Headwind was covered with Stits Poly Fiber and the usual line of Stits primers and finishing materials. The attractive two tone blue sunburst paint scheme on the
basically white airplane seemed just right — not gaudy and 72 JUNE 1975
yet not understated. Jack Roberson is a CPA in the workaday world and also runs an employment agency. He learned to fly at Sky Harbor in Phoenix 13 years ago, but has always exercised the privileges of his Private license strictly as a sport flyer.
The Headwind was his first homebuilt, although he previously worked on a Stits Playboy for a time. He took 20 hours of welding training at a private welding school in order to build up the Headwind's fuselage. At Oshkosh Jack had a total of about 250 hours flying time . . . and the trip to Oshkosh was, by far, his longest cross-country flight. MARIAN'S MONOPLANE
On another of my innumerable trips up and down the homebuilt display lines at Oshkosh a tiny, obviously muchmodified Taylor Monoplane with a really super blue and yellow finish caught my eye. One look at the "Walk-Me"/ Info Card and I knew I had the makings of another part of my story . . . the little VW powered bird had flown in from
Newberg, Oregon (just southwest of Portland). Soon I had the owner/builder/pilot, George Martan (EAA 10793) cornered and we proceeded to flop down flat on our backs in the grass beside his airplane to watch the evening air show and talk about his airplane. We both needed the rest — I had aching feet from trudging around the field for days and George was still weary from his long trip across
the northern Rockies to Oshkosh. George's trip differed from Jack Robersons in that it was strictly a solo effort. He left Newberg (where he hangars N1GM) on a northeast heading to seek the lowest passes through the mountains —just as Jack had diverted to the southeast at the beginning of his trip. The Monoplane's 400 mile range and 105 mph cruising speed would mean far fewer stops and fewer days en route, however. Stops were made at Richland, Washington, Kellogg, Idaho, Townsend, Montana, Round-Up, Montana and Miles City, Montana. George said that for years he had read about pilots flying across Texas wondering if they would ever get to the other side, but that if it were any worse than fly-
ing across Montana, he wanted no part of it! Finally clearing the Treasure State, his next landfall was Lemmon, S. D., then Mobridge and on to Milbank . . . South Dakota took some hard flying to cross, also. Air Lake, Minnesota
was next, followed by Stevens Point, Wisconsin and after a diversion to Fond du Lac to wait out the evening air show, George and his Monoplane finally accomplished their great goal by touching down at Wittman Field. George had flown some 1900 miles in just less than 20 hours of flying time. His enroute problems consisted of such things as no aviation fuel at Townsend, Montana (auto gas suited the VW just fine), a rain delay of several hours at Lemmon, S. D., and a fuel tank leak at Air Lake — caused by the high pressure hose used to fuel the Monoplane. Generally, however, it was a matter of forging ever onward. What was out of the ordinary about this flight? Mainly, the fact that before tackling the Montana Rockies and the
endless plains to the east, George had never before flown cross-country more than 180 miles from home! NlGM is not equipped with any sort of radio equipment, so George made the entire trip by contact navigation . . . finger on the chart, following roads all the way. George's airplane was quite an attention getter during its stay at Oshkosh. The superb finish and modifications kept him busy all week answering questions. There was no problem with answers because George built everything except the propeller . . . and took 9 years doing it. Some of the outstanding features were:
* A Wittman rod-type landing gear attached to the plane's center section.
* Push-pull tubes to replace the aileron and elevator cables. * Magnesium go-cart wheels with mechanical brakes designed and built by George. * A tailwheel turned down from a larger unit and a tailwheel spring made up by the builder. * A bubble canopy blown by George — only took two tries. * Split flaps which George says are really needed on this clean little airplane. * A unique fuel system incorporating a main fuselage
diminishes the admiration those of us at EAA Headquarters hold for every member or the importance we attach to each of you, who by simply being a member, materially help further the cause of sport aviation. In
praising the achievements of Jack Roberson and George Martan, it is our intention to symbolically salute each and every one of you. If this is the year for YOUR Great Adventure, allow yourself a few more days en route than you think you'll
need, use good judgment and have fun. See you at Oshkosh.
tank with a capacity of 7 1/2 gallons and two wingtip tanks of 3 1/2 gallon capacity each. All tanks are filled through the fuselage main. The procedure is to fill the main, switch a valve to open the lines to the wing tanks and fill them
by means of a wobble pump. Then, close the valve and top off the main. In flight, fuel is wobbled from the wingtip tanks to the main after it begins to run low. The system must be understood by the pilot and must be remembered
in flight, but it works. The idea was to save weight and drag by not having gas caps and filler necks sticking out from the tip tanks. The slick finish of N1GM was the resultof much elbow grease exerted in the building and finishing of the basic wooden structure of the airframe, a layer of one ounce fiber glass cloth impregnated with polyester resin and a
color finish of acrylic enamel laced with a catalytic hardener. The powerplant is a conversion of a stock 1965 1385cc VW Beetle engine. It now mounts a modified carburetor from a Continental A-65, a single Slick mag and Champion L87Y plugs. Provision for carburetor heat has also been built it. The Wooden propeller is a 54" x 34" unit made by
Harold A. Rehm (EAA 76065), 5103 Pretty Lake Rd., Dousman, Wisconsin 53118, who was recommended by Ray Hegy. Harold and Ray have been lifelong friends and, since his retirement, Harold has become one of several prop makers around the country trained by the Little Ol' Prop Maker from Marfa, Texas. N1GM has an empty weight of 492 pounds and a gross of 712 pounds. It cruises at 100-105 mph and is redlined
at 140 mph — although it has been flown to 150 mph. Rate of climb is 600 fpm and the little bird was still climbing,
albeit slowly, at 13,500. the highest it has been. This Taylor Monoplane was George Marian's first and only airplane. He operates a one man auto repair shop in Forest Grove. Oregon (best known among EAAers as the home of Richard VanGrunsven and his RV-3), so was not awed by the engine conversion and modifications he
(Photo by Lee Fray)
Jack Roberson and his VW powered Headwind.
decided to make on his airplane. At the time of Oshkosh '74 George had about 230 total flying hours. He learned to fly and soloed in a Champ and before test flying the
Taylor. took some dual in a Yankee to accustom himself to the anticipated high rate of sink. His efforts to get to Oshkosh were rewarded by the receipt of the Joe Durham
trophy for the Best Auto Powered Homebuilt at the '74 event. Perhaps his hard work and persistence also influenced his fellow Chapter 105 members who elected him president for 1975. There are just over 44,000 members of EAA, and while a relative handful design airplanes, built prize winning examples or in some other fashion achieve national recognition, the vast majority simply go about doing their thing, aviation-wise, at their own pace and at the level they choose. This low key approach to their aviation activity is the background against which their Great Adventure, their first flight to Oshkosh, is contrasted and is why the experience means so much to the individual involved . . .
as well it should. Trying to recognize the individual achievements of 44,000 members in only 12 issues of a magazine each year is, of course, an impossible task. This, however, in no way
(Photo by DICK Stouffer)
"So, this is Oshkosh ... wow! Look at all those airplanes." SPORT AVIATION 73
THE m n __
By M. B. "Molf Taylor (EAA 14794) Box 1171 Longview, Washington 98632
-L HE FIRST FLIGHTS of any new airplane are bound to be a lot of fun when they are properly approached, even if the plane is merely a copy of some well proven design. However, when the airplane is entirely new and has a number of unproven features and embodies new concepts, it is well to approach initial flight testing with much caution and conservative actions. Accordingly, when we finally finished construction of the Mini-IMF prototype, we had developed a complete outline of the various things that we wanted to investigate. Some of these were quite routine and others were left open so that we might go into new qualities and characteristics more thoroughly. Thus, the first things that had to be done were to assure that EVERYTHING that could possibly be checked and rechecked was accomplished before the machine was ever pulled out of the shop. Such things as the proper tire pressure, lubrication of the wheel bearings, bleeding the brakes, aligning the wheels, measuring and adjusting flight control surface deflections, adjusting control stops, weight and balance checks both empty and with pilot and various fuel loads, adjusting the carburetor for idle, timing the engine, synchronizing the impulse couplers, and checking the fuel 74 JUNE 1975
flow rate at various aircraft attitudes were just a few of the things we were able to do while awaiting acceptable weather for that first flight. Add to these the usual checks for safety of turnbuckles, cotters, pal nuts, and other routine security, we felt that at least most of the things that needed to be done had been accomplished before we rolled the Mini-IMF prototype out of the shop for the first time. We had been able to run the engine for a couple of hours even in the bad weather by merely opening the shop door and pointing the propeller out into the rain that is
so common in the Pacific Northwest in late February and early March. This permitted us to find out that the little airplane had many of the same basic problems that we had found with the Aerocars many years ago as far as starting
was concerned. Since the design employs the Dodge Manufacturing Company Flexidyne "Dry Fluid Coupling" about which we have written earlier (SPORT AVIATION, March 1974) to eliminate the torsional resonance that
plagues long shaft drives to tail propellers, we quickly found that this installation resulted in starting problems.
These were not entirely unanticipated, but since we had never before installed such a unit on a converted VW engine (the Mini-IMF uses a Limbach 1900cc VW conversion), we wanted to start with the regular engine conversion and develop the necessary "fixes" after we had tried to make the original factory set-up work. It had been de-
cided to eliminate an electric system in the prototype MiniIMF in order to reduce weight, complication, and cost so the electric starter that came on the engine had been discarded and a new recoil hand starter had been designed and installed. This unit employs a standard go-kart recoil starter unit that can be easily obtained in go-kart shops, and a Ford starter Bendix drive unit with "folo-thru" action. This assembly replaces the original electric starter that came with the engine and embodies suitable gearing
so that it takes two strokes of the pull rope to pull the engine through a single cylinder compression. Thus, four strokes or pulls on the rope will turn the engine one complete revolution (two cylinders firing). Since the gearing
(Photo by Jan Fardell)
Instrument panel of the Mini-IMF. The fiber-glass nose cone was off the airplane when this picture was taken.
(Photo courtesy Molt Taylor)
The Limbach 1900cc dual ignition VW installed in the Mini-IMF prototype. A full pressure baffle system is used for cooling.
(Photo by Jan Fardell)
M. B. "Molt" Taylor and his latest creation, the MiniIMF. His two place IMP, held up due to questions regarding the future availability of Franklin engines will also be ready for testing soon. (Photo courtesy Molt Taylor)
Here you are looking forward from the tail cone into the engine compartment. The prop shaft with its slip spline and flexible coupling mate with the plastic bladed cooling fan (available from Molt Taylor) and the Flexidyne drive. The Limbach VW lurks in the darkness beyond. SPORT AVIATION 75
permits rather long strokes or pulls on the rope, it has proven to be much easier to crank the engine with the recoil starter than to pull the propeller through by hand, and
on this score. We did find that despite all our precautions we had not tightened the nosewheel shimmy damper sufficiently, and a bad case of nosewheel shimmy brought us
although you can only crank one cylinder at a pull (after
back to the "pits" pronto. One more hole on tightening the adjustment nut and a new cotter quickly cured this "problem." Previous experience had shown us that the engine of the Mini-IMF can apparently be idled indefinitely
getting the cylinder up on compression) this is all you can do hand cranking the prop. Hand cranking the propeller through the Flexidyne is possible, but it takes a lot of "jiggling" to get the flow charge to settle down so that
without overheating on the ground (in fact it can be run
the engine can be turned through a single compression.
well over 1500 RPM continuously without overheating on
Then, it has to be "jiggled" again to pull it up on compression for the next cylinder. It is obvious that the recoil
the ground), so we had not even shut the engine off for
starter is the only way to go if the electric system is to be eliminated. It was also determined that the starter that came on the engine had insufficient torque to turn the engine through compression without the aid of the inertia
Back to the runway and another fast run up the field showed no shimmy, and airspeed was permitted to build
of the propeller, and with the Aerocars we had determined many years ago that a geared starter was necessary in order to crank engines equipped with the Flexidyne drive to the propellers. In fact, the geared starters now found on Lycoming aircraft engines were originally developed by Aerocar to overcome this problem. Once the recoil starter was installed we quickly found that we had still another starting problem due to the "lag" of the impulse couplers. Since the Limbach engine is timed 30 degrees ETC when running and had a 25 degree "lag" through the impulse couplers for cranking, it was obvious that the engine was still going to fire 5 degrees ETC when being hand cranked. This resulted in violent "kicking" of the engine which yanked the pull rope handle out of one's hand and slammed it back into the firewall behind the pilot. However, it was determined that the impulse couplers on the two Slick mags were adjustable and a quick disassembly of the units permitted moving the impulse coupler "lag" adjustment one tooth (5 degrees) further retarted. This made the mags fire at top center on the couplers, and no further problems with the "kicking" during hand cranking with the recoil unit were experienced. After a couple of experiences with having the rope handle pulled out of your hand, we were glad to get that problem licked. With everything adjusted mechanically and with all oil leaks and gas leaks stopped, we finally got a decent day and were off to the airport. We had built a special trailer to carry the Mini-IMF with its long (25 foot) one piece wing hung on the side of the trailer. It quickly became obvious that we are going to want to make this long one piece wing fold, and we are already working on a replacement wing which will have a 7 foot center section and two 9-1/2 foot panels which will fold aft alongside the fuselage much like the Coot arrangement which has proven to be so satisfactory as a one man folding operation. Meanwhile, there were many things that we wanted to find out about since the Mini-IMF has many NEW features. At the airport the prototype was quickly assembled and initial testing was begun. The first thing to be investigated was the brake effectiveness, and it appears that there is some room for improvement here. We are alreadyworking with the brake manufacturer and they are supplying us with improved master cylinders and calipers to overcome these problems. However, it was determined that the Mini-IMF could be readily steered with the brakes. At anything over 20 mph the air rudders are quite effective for ground steering despite the inverted "V" tail configuration (about which we had proven nothing up to this point). In fact, the inverted "V" tail is so completely conventional that it was quickly forgotten as far as any special considerations were concerned. During construction of the prototype many visitors had expressed reservations concerning the non-steerable nosewheel arrangement when there was no slip stream blowing on the air rudder for steering, but the first taxi experience immediately showed that there were really no problems 76 JUNE 1975
the shimmy damper adjustment. up to 50 mph. At this point experiments with the flight
controls showed that the ailerons were very effective although not in the least "touchy." The elevator control proved to be less effective than we had anticipated up to this speed. With the Coots where the propeller is blowing directly on the elevators, it is possible to lift the nosewheel very early in the takeoff run. However, with the Mini-IMF the airspeed needs to be about 50 mph before rotation will commence. Once the nosewheel is off the
ground at 50 mph, the wing immediately lifts the aircraft up on its "tippy-toes" due to the nature of the single leg spring gear and the available angle of attack before the
wheels leave the ground is approximately 15 degrees. Several high speed taxi runs at this high angle of attack condition and rotations trying to accelerate the "rotation" in an effort to touch the wire "feelers" that we had installed on the ends of the "V" tail surfaces showed that it was impossible to touch these "feelers" even with rather violent elevator motion. It was quite apparent that the Mini-IMF was not going to be able to touch its
tail on takeoff despite all of the consternation and expressions of concern that our many visitors had expressed during construction of the prototype. It was also quite apparent that if there was enough air going over the tail to rotate the airplane, the airplane was going to be "flying" once it got to any high angle of attack condition. All of this experimenting had shown us that the landing
gear was behaving properly and, in fact, the slight twist which is employed in order to put the wheels where they will retract into the bottoms of the wing had resulted in
a "trailing-arm" effect. This results in an effectively large rolling radius for the wheels, and experiments running off the runway and out into the rough grass showed that the landing gear was ideal. The nosewheel proved to be a bit on the "harsh" side due to its having absolutely no "oleo" or shock damping. However, its single leg spring concept is
so simple and light that we feel the bit of noise it makes due to being bolted directly to its retraction bearings on the nose bulkhead is quite acceptable. After all, the MiniIMF was not designed for rough unimproved field operations although it certainly does go over the bumps nicely (except for the little bit of noise from the nosegear).
At this point we began thinking about some lift-offs, and since we had just that morning finished a static pull
test on the wing attachment fittings and found out that they would take 14G before they started to fail (and then they didn't fail catastrophically), we had no misgivings about attempting some full throttle runs up the runway with rotations and climbs up to 50 foot altitudes before we were forced to cut the throttle and drop the nose for a landing straight ahead. By this time we had conducted 25 or more experimental runs up the runway and were beginning to feel at home with the inverted "V" tail, and the "Side-Controller" flight control seemed completely normal and conventional. The spring loaded "trim" had been left in its center position and during none of the operations had we found it necessary or desireable to move it. Of course, friends were standing beside the runway during these "flights" up the runway and between many of the "runs" we had stopped to discuss things like airplane
(Photo by Jan Fardell)
The nose gear folds forward and upward and the main gear straight upward with the wheels coming to rest in the wing . . . leaving a tremendously clean airframe to cleave the air.
t-
(Photo tty Jan "Flrdell)
Molt Taylor's new Mini-IMP is now completed and was flown for the first time on March 27, 1975. Telting went fso well that Molt made 20 short flights that day! The '"' prototypg^jjii|fcl|i1p is powered with a Limbach VW SRQRT AVIATION
attitude, how much noise we were making, etc. In fact,
we had a sound level indicator on hand and found that the Mini-IMF is extremely quiet. Readings of 70-75 decibels were made as the aircraft passed overhead at no more than 50 feet, and the complete absence of any "distress" noise from the propeller indicates that the inverted "V" tail along with the two bladed propeller and the generous space between the trailing edges of the ruddervators and the propeller had resulted in an extremely quiet arrangement. Although we had built "salt-shaker" noise baffle
let you add a bit of lift and/or drag, most aircraft have the flap control so arranged that it is inconvenient to move it, or the movement is so slow that you really set it once and fly the airplane as it has to be flown as a result of the setting. With the GA (PC) wing you have an entirely different bird in hand, and the easy operation and placement of the control for the wing in the Mini-IMF make it like having an
entirely new flight control. The hinge moments of the full
units to insert into the exhaust pipes of the Limbach engine to further quiet it, we were happy that we had not installed them yet so that noise level measurements were possible without their further quieting effect. We will find out later how effective they can he. Once we had made enough short flights to determine that the controls were nicely effective and not too "touchy" or too sluggish, we began a series of experiments to find out more about the GA (PC)-l wing arrangement which we had fitted on the Mini-IMF prototype. This wing section is a further development of the GA (W)-l wing which is being publicized in recent articles and is far easier to build and from what we have now seen, may be an entirely NEW advance for the homebuilder. First, the wing
has much the same basic contour and leading edge arrangement as the GA (W) wing, but its trailing edge is quite different. Instead of needing complicated and cost-
ly "Fowler"' type flaps to realize any great "lift" benefits, the (PC) wing relies more on wing area to get the lift required for short takeoff. etc. The Mini-IMF has an aspect ratio of nearly 9:1 which means that it has a long, narrow wing to start with. With its almost 75 square feet of area and a gross weight of only 750 pounds this gives the MiniIMF a nice 10 pound wing loading, which puts it in the Cub class on this score. However, although it has generous wing area, the (PCi wing has the capability of 'reflexing' the trailing edge of the wing. Thus, in cruise flight the trailing edge of the Mini-IMF wing can be trailed 'up' about 10 degrees. This in effect reduces the wing area of the aircraft since the trailing edge of the wing is brought up into the wake of the rest of the wing. For takeoff and climb the trailing edge is streamed normally.
(Photo courtesy Molt Taylor)
It takes only about 15 minutes to strip the Mini-IMP down to this condition for easy access for service and inspection . . . or to put it back in flying condition. With this kind of accessability the level of maintenance should always remain high on Mini-IMPs.
For landing, the trailing edge of the wing is "drooped" approximately 10 degrees. A separate "wing-control" is located adjacent to the throttle and moves fore much like the throttle. We were most anxious to evaluate the "wing on the Mini-IMF prototype and we quickly found you could play the wing in such a way as to
and aft
control" out that greatly
alter the way the aircraft responded. For instance, although the propeller fitted on the prototype would only permit the engine to turn a maximum of 2700 rpm at full throttle (which gave us slightly more than 50 h.p. to play with at this point) we found that the wing in the "drooped"
landing condition created enough drag so that it was impossible to accelerate to takeoff speed with the Flaperon trailing edges of the wing down. We further found that we could quite appreciably reduce the initial takeoff run to rotation speed if the wing were left in the cruise (reflexed" up) condition. We quickly discovered that the way to take off was to run up the runway with the wing in cruise position, and then when the airspeed was sufficient
to rotate, merely pull the wing control back to the takeoff/climb condition and the aircraft immediately was off and away. Similarly, we found that during the approach and landing the wing control permitted us to easily adjust the glide path to touchdown any way we desired. In fact, you can play the wing control and you get the feeling that you are really flying far more than you do where you are merely having to fly according to the way the wing responds with its fixed position and characteristics. While normal flaps do give you some leeway with the wing and 78 JUNE 1975
(Photo courtesy Molt Taylor)
Close-up of the rudder pedal installation. Notice that the airframe and systems are constructed of standard extrusion, plate and aluminum sheet and tube — without welding or machining. As this prototype was being built in Molt's shop, only those tools available to the average
homebuilder were used.
span Flaperons, as we call them on the Mini-IMF, are very low and the forces on the control are light and easy to handle. The very high 3:1 differential throw on the Flaperons in the "aileron" movement mode is such that there is very little down deflection on the "down" aileron when the Flaperons are in the depressed or landing position. However, the aileron movement "up" is quite large so there is no deterioration of lateral control with the wing control in any of its infinite positions. Evaluation of the stall characteristics during landings showed that the Mini-IMF could be slowed to something less than 50 mph with complete lateral control without any appreciable effort and cross wind landings with the aircraft in the crabbed condition were made where the aircraft was actually contacting the ground in consider-
able crabbed attitudes. We also experimented with the old Navy way of coming in with the aircraft "crabbed and kicked" to contact the ground headed along the track as well as the usual wing-down techniques. Any of these crosswind methods proved acceptable, although our own preference has always been the crab-kick system since we learned to fly the Navy way many years ago and always wanted to hit those wires straight and not catch a wing on one. The inverted "V" tail of the Mini-IMF proved to be all that we had anticipated. Turns in level flight are completely coordinated without the use of any aileron. The rudder action is quite effective although it is not sensitive. The elevators are sensitive, but not touchy. The ability of the pilot to steady his hand on his thigh assures that no rapid movements of the controls are made without the pilot wanting to make them. The toe brakes work to perfection as far as their position and movement are concerned and with a little rework of the system and a smaller master cylinder to get the hydraulic pressure up we feel they will give us all the effectiveness for stopping that we want. Examination of the propeller shaft system after five hours of operation show absolutely no difficulties. During adjustment of the Flexidyne to determine the proper amount of flow charge we were able to obtain an adjustable frequency strobe light. Use of this light lets one actually observe the shaft while it is running and the "drift" of the shaft in relation to the rotation of the engine at the resonance peak is quite apparent. The total lack of vibration and noise after the Flexidyne was properly adjusted indicates proper action of the Flexidyne and our 'over 25 years of experience with this unit driving long shafts to tail propellers in aircraft shows us that this feature of the Mini-IMF can be expected to have a service life equal to the engine without any maintenance or service. During construction of the prototype Mini-IMF we had the opportunity to have some rather large potential builders sit in the aircraft and we found that pilots as large as 6'7" were able to easily step aboard and close the canopy without hitting their head. Other people as heavy as 285 pounds found the semi-reclined bucket seat very comfortable. Despite all the room, the Mini-IMF has a cross section no larger than most of the VW race planes. With its instantly retractable landing gear and light gross weight along with the power available from the 1900cc Limbach engine installed in the prototype, we anticipate flight cruise performance equal to any of the other high speed VW types Hying. With the engine on the CG of the airplane and with all the space available in the engine compartment, it should be easy to adapt the aircraft to any of the other VW conversions that one might want to install. Further, the various Continental engines from 65 to 100 h.p. should be quite suitable, however, we hasten to point out that any engines other than the one presently fitted into the prototype are going to necessitate the development of suitable starters as well as modifications of
(Photo by Jan Fardell)
The Mini-IMF's high aspect ratio wing (9:1) is evident in frontal shot. The span is 25' 6". MOUT TAVLOR5
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-PROFlu-€> of- -rue
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the impulse couplers to assure easy and positive starting. The shaft system shown in the drawings will be suitable
for engines up to 100 h.p., and we anticipate that we will have the complete shaft system available for builders once we get to the point of offering drawings, etc. The drawings set will include a full set of full size patterns for all curved trim lines and things like the airfoil section. All of the fiber-glass parts that give the aircraft its shape will
be available. At the present time it looks like it will be possible to reproduce the Mini-IMF on a one at a time basis for approximately $3000 plus the engine. This cost includes the trailer, instruments, a modest radio (recharg-
able battery powered), and all parts and materials. Although the prototype has now been flown extensively, we are not going to quote any exact flight performance figures until we have investigated other propellers. It is quite evident that an aircraft as clean as the MiniIMF really needs some sort of controllable propeller. However, we know of nothing of this type that is presently available. We do have one of the Warnke ground adjustable propellers on order and will report on its flight performance effects as well as other flight characteristics
of the Mini/IMF at a later date. SPORT AVIATION 79
By Jack Lenhardt (EAA 73444) Rt. 1, Box 104
D
Hubbard, Oregon 97032
AD WAS NAILING shingles on the roof of our new barn that Sunday morning when my Mother came running out of the house and screamed up at him, "The Japanese just bombed Pearl Harbor. What does that mean?" "That means war!", Dad yelled back, as he dropped hammer and nails and came scurrying down to head for the radio.
I was only five years old at the time, but I remember that day like it was yesterday. Our farm was just outside the small town of Hubbard, Oregon and within a hundred miles of many Army and Navy air bases. Formations were flying overhead quite often, and single fighter planes would come screaming by, too. The most fascinating sight for me to watch was Capt. Marion Carl (later to become a famous Marine ace) whenever he was home on leave, buzzing his home farm which was just across the river from us. The first time I watched him do this he was flying that new Grumman fighter of the Marines called the Wild-
Jack Lenhardt (EAA 73444) enjoying his newly restored Wildcat.
cat. I would watch him play with the airplane, sometimes below the tops of the trees, sometimes doing rolls on the way up. I dreamed of flying that fighter, but not until 30 years later did I have my chance. Jim Freese, a Boeing 707 Captain living in the small town of Fremont, California, just a stones throw south of Oakland, had been prying parts out of the wood work for seven years for his Wildcat N20H A. Flying freight on a 707 to Japan on a stand-by basis was making all his chances of parts-searching trips out of the question. He was getting
discouraged in his rebuilding project and so I acquired a basketcase Wildcat in the fall of 1971. The first problem was to get the Wildcat home. With some very close measuring we decided that the whole airplane, as it was completely dismantled, would fit entirely into a forty foot van with maybe an inch here and there to spare. An acquaintance of mine with such a van had a
load of freight going to San Francisco in late December and would be coming back empty so I decided that was my chance. I gathered up two helpers and the three of us hopped in the El Camino, check in hand, and headed for
Fremont. There it was in Jim's backyard — at least the fuselage. It didn't look much like a Wildcat. There was nothing
ahead of the firewall except the engine mount, baffle, oil tank, and some old pieces of hoses and tubing hanging around the engine mount in various directions. The fuselage had at least six layers of paint that I could count in
parious degrees of chipping and wear. There was a large vacant area in the belly where the fuel tank should be and no tail feathers. In the garage were a set of stub wings, outer wing panels, all the control surfaces including an
extra rudder and elevator, and a large number of boxes of parts. Inside the fuselage we found more parts including some B-25 cowling which was intended to be ... you guessed it ... with a little mod work here and there, a Wildcat cowling. We rolled the fuselage into the van on 2xl2's braced from below at a few strategic points and stacked the wings and other components in the unused
areas of the van. We made our exchange of check and bill of sale. A few hours after the tears began to flow from Jim's eyes we were following the van through the Siskyous after dark, in one whale of a snow storm. The van got
underside of the wings for drop nozzles. It looked as though this warbird had really been in battle (when in
fact N20HA was not accepted by the Navy until July of 1945 and missed the war completely — at least the one with the Japanese). To flush patch all these holes so as not to be noticeable was quite a job. The normal amount of parts replacement began — control cables, bearings, seals, landing gear chain, windshield and canopy glass, tires, etc. Some working parts in the 'Cat were surprising to us — they were working. The landing gear mechanism (a hand crank system used for years by Grumman) had virtually no wear on the internal parts and with cleaning and greasing were like new — as were the trim control gearboxes. We had had both primer and lacquer mixed according to military specs and kept all parts painted as we progressed. The old wiring was all taken out (and was that airplane ever wired, with its hundreds of feet of conduit and some 28 junction boxes) and completely rewired. The only real change in wiring (other than doing away with the conduit) was provision for a direct cranking starter and the large military 24 volt battery. We even found all the formation and recognition lights at a surplus sales in Troutdale and wired them in. The real problems facing us now were all the missing parts firewall forward. The accessory cowling would be nearly impossible to manufacture. Bob Younkin in Fayetteville, Arkansas had a brand new set which was extra for his Wildcat but was looking for someone to trade him for a left hand stabilizer which he needed for his Wildcat. The Pacific Northwest Aviation Historical Foundation in Seattle was short, among other things, an elevator and a rudder on their Wildcat. As their Wildcat, because of previous years in a public park and some transporting damage, would not be restorable to flying condition, they agreed to let me have their left stabilizer in trade for a good mock-up left stabilizer and an elevator and rudder. We shipped the airworthy stabilizer to Bob Younkin and that took care of our accessory cowling. (The Seattle museum is still short a right aileron and one elevator in case any of our readers know of any surplus.) Now a set of engine cowling was nowhere to be found. I don't know what I would have done without Paul Weaver and the
ahead of us far enough that we lost contact and I was
Aviation Historical Foundation in Seattle again. They let
picturing my newly acquired possession going over a cliff
me have their engine cowling in exchange for fiber glass mockups we had Dick VanGrunsven manufacture, using the originals for patterns. They turned out to be beautiful mockups, thanks to Dick's workmanship. We had our engine, or we thought we did. An aircraft engine sales company in California had sent me an R1820-
somewhere. When we arrived at home, however, there was the van waiting to be unloaded. The next day those same 2xl2's worked just as well for the unloading. After stacking all the parts in various corners of the shop, the paint stripping began. Several days and many gallons of stripper
later, we had a gleaming fuselage. A chain hoist was put to use and with the hoist hanging the fuselage from an
56; at least that is what his statement showed that I paid
overhead beam the Wildcat had a permanent position for
several months to come. The dismantling of firewall forward came next. All steel parts of the mount and landing gear were dismantled, sand blasted, checked and primed out, and the struts sent to McKinnon Enterprises (the Grumman Goose conversion
specialist) at Sandy, Oregon for overhaul. We found, of course, no Wildcat strut overhaul kits, but with the main gear having the same diameter as the Grumman Goose, and the tail strut seals being interchangeable with the Widgeon, McKinnon came through with struts just like new. Then back to the stripping again. Boy, those wings seemed huge. By the time everything was stripped of paint we had gone through 35 gallons of stripper.
Next came the wing patching. This airplane had been a sprayer in Arizona for a couple of years and there were 10 x 12" openings cut in the bottom of the wings for the attachment of spray boom brackets. And as if that were not enough, they had later changed the spray system to internal booms and had cut 1" holes every 16" along the
Still a lot of work to go. SPORT AVIATION 81
for. An R1820-56 has aluminum cylinders but these cylinders were showing rust. After checking part numbers, I found that these cylinders were old steel cylinders from a 97 engine like the B-17 used. In other words, my engine was a crossbreed! After a quick trip to LA via 737, and after 'my friend' made some frantic phone calls to locate
a replacement engine I brought back a check for what I had paid for the engine and shipped the crossbreed back
to LA. Mike Rettke and Dick Lambert, the two Delta Captains in Atlanta who had restored a Wildcat two years earlier, had a new 56 engine (new in 1943) which had never been fired up, still with Curtiss-Wright pickling, and it had been a Wildcat QEC unit so had all the intercylinder ducts that I needed. Mike shipped it to Minneapolis for me for overhaul and balancing (there were still a lot of AD's and service letters to take care of since 1943). When the engine arrived here, all completed, I think it was the most beautiful engine I had ever seen. Bob Younkin had sent me, among many, many things, a new set of steel Lord mounts and bolts, so the engine was ready to go in. I had previously decided against using the Curtiss
This view shows clearly the bicycle chain retraction system located on the firewall and the many motions the lear makes as it draws itself up into the fuselage.
electric prop for two reasons. ( 1 ) 1 thought I could get better performance from a paddle-bladed HamiltonStandard and ( 2 ) friends of mine, Bob Younkin for one, had their electric props go to flat pitch during downhill runs due to electrical problems and when that engine screams past 3200 rpm it's enough to ruin your whole day. So Grumman and Ham-Standard had been working
on harmonics tests for me to use a 33D50 hub and 6547-18 blades. When the approval came, I had the new prop made
up in Seattle. We drove to Seattle and brought back the prop, all assembled, on the back of a flatbed truck. After installation on the Wildcat, it was time to fire up. After the pre-oiling, etc. and with an arsenal of fire extinguishers standing by, we started cranking. Mags on, and she starts — just like that! Only one mag works, but by golly, she's an airplane now instead of just a piece of furniture like the last year and a half. Four different
one and two minute rains and I'm buying breakfast! Taxi tests start right away and soon I'm up to 50 knots but can get her stopped on my 2300 foot grass strip. Still, we are waiting for the replacement left mag and as I decided to flight test her on the Aurora strip anyway (4000 foot paved) four miles away, we roll the tailwheel up on a flatbed truck, fold the wings, and down the road we go. Aurora has a good radio shop too, so I decide to install radios while I'm still waiting for that mag. Three days later the radios are in and working, and here comes that new mag. We change it and are ready to start up again. There are some spectators now, as the word is out that she's about ready to fly. As I taxi out, everything is checking out perfectly and that engine sure is smooth now with both mags firing. Check list complete including 'wings locked' ( I guess that one is pretty important) and I straighten out on the runway and lock the tailwheel. This
type prop has never been flight tested on an FM-2, this engine has never been in an airplane at all and I have never flown any fighter before, but if I think about it too long I
might really get nervous, so off the brakes, east the throttle to 40" HG and here we go. Boy, what a racket this thing makes. Off the ground about 10 feet and I'm thinking, "Son of a gun, this thing actually does fly." (After sitting in the cockpit for so many hours in the shop it seems like I'm still dreaming about it.) It occurs to me that she is losing power and a quick check finds the throttle halfway back and moving and, "Oh yeah, I didn't tighten that damned friction!" — and 1 had been warned about that. Some cross handed manipulation, and I'm O.K. again. I leave the gear down in case I decide for a hasty retreat, but everything is looking great. A Cherokee meets me about 3000 feet up and, "I 82 JUNE 1975
The Wildcat as it appeared when first trucked home to Oregon.
bet he thinks I'm dumb with my gear still down way up here," so I raise the gear, level off and settled back a bit. I'm quite surprised that nothing is going wrong, but then it shouldn't with over 3000 hours of labor in this thing. The airspeed is building pretty fast and it's getting windy. "Close the canopy, dummy." The airspeed goes right to 190 knots and I'm already in "auto-lean" and so I close the cowl flaps, turn off the fuel pump and there is nothing left to do but enjoy the way this thing covers ground. It handles with such ease I can't believe it! We lucked out on the rigging as she flies hands off with trims on "O". Some more turns and I decide to see how it's going to land. "Sure is hot in here." Down to the pattern, slow up to 125 knots and lower the gear. Flaps to "down" position and the airplane rolls about 20° to the right which wakes me up. The flaps are vacuum off the carburetor. The main vacuum line is routed along the left side of the cockpit so the line is much shorter to the left flap cylinder. The right flap follows the left one to about 15", then they stay the same. It's no problem once you know about it. Turn onto base on 90 knots and close final at 75 knots. Now I am a little concerned about the narrow gear but with the tailwheel locked, it .should stay relatively straight. Throttle and stick back and she plunks on below 60 knots. She stays nice and
straight and I almost get confident when a little correction in heading brings up a wing. The wheels all stay on the
ground but the shock struts on that narrow gear like to play games and make you go down the runway straight but with one wing low. Slowing down to taxi speed and she levels up again. "Weird." I taxi back to the ramp and shut down
amidst a few cheers. (The loudest yell being my own.) The Wildcat is now painted "Guaduacanal" with Captain Marion Carl's number. I have had seventy-five hours of the most enjoyable flying ever. Aerobatics? It just
literally sails through rolls, loops, Immelmanns and Cuban eights. Fuel? It burns 35-40 gallons per hour and with 140 gallons in the fuselage (homemade) tank the range is not too shabby. If I had real endurance I would hang the two 58-gallon drop tanks which I have in the loft. The airplane is all plumbed for them.
The most spectacular part of her performance is the takeoff and climb. From a standing start, no wind, power to 36" before releasing brakes, she breaks ground in 400 feet doing 75 knots and will clear a 50 foot obstacle in
750 feet. Then she will climb at 3500 feet per minute. The cruise is not so great as I average just over 200 knots
Fire extinguishers at the ready, the Wildcat is fired up for the first time since restoration.
TAS, but then one can't have everything. I keep her at home on my 2300 foot grass strip and
have had no difficulty except having to be a little careful getting her stopped if the grass is really wet. I have had the opportunity to show her at Merced, Abbotsford, Evergreen ( n e a r Portland) and Fresno
"gathering of Warbirds" and with the pleasure of meeting and flying with other Warbird owners who I have found to be among the nicest people I have ever met, my lifelong dream has really come true.
German Pfalz restored largely by Gil Bodeen of the museum staff. The aircraft is on indefinite loan by the Smithsonian.
SPORT AVIATION 83
WASHINGTON REPORT . . . (Continued from Page 115)
that the FAA has now in progress a study of how the Federal Airport Aid Program could be improved. From what we have seen of the report so far encourages us to believe that this is a better solution than turning the general aviation airport aid program over to the
states. Under the federal government there would be more uniformity in procedures and standards and we believe that with an overhauling of the Federal ADAP program, there could be better efficiency than with each individual state setting up their own program, training people to run it, and then setting fees for paying the costs of the program. We note that all three bills provide for trust fund
monies to be used for land acquisition for environmental and terminal area purposes. Speaking solely as a general aviation group we have no interest in this part of the program but if certificated air carriers and commuter lines are interested in this part of the program, we assume that they would be w i l l i n g to contribute to its financing through the Trust Fund. We do oppose the use of the Trust Fund for maintenance and operating expenses of the FAA. The Trust
Fund was designed to pay for capital improvements in the nation's airway system and we believe Congress was wise in previous years in maintaining that condition. It is noted that the Administration bill proposes to reduce the domestic air fare tax but increase the tax on general aviation fuel from 7 cents per gallon to 15
cents per gallon. We feel there is an inequity here. As pointed out in our opening paragraphs, a great deal of recreational flying is done independently of federally financed airport and navigation aid facilities and yet
such recreational aircraft are being asked to pay the same rates as aircraft that depend on federal aviation facilities. To put it another way, there is no distinction in taxes between aircraft that are used for recreational purposes and that do not use the system from aircraft that are used for business and commercial purposes and therefore generate income for their owners and
operators. We would recommend at a m i n i m u m a system for refund of taxes for aviation gasoline used for recreational purposes, similar to the refund
system for agricultural operations. While on this subject of fuel taxes, we are concerned over possible high taxes on aviation fuel as an energy conservation measure. If the latter taxes were added to the ADAP taxes, the financial burden to recreational
flying would be intolerable and therefore disastrous. We are also very concerned about the effect that additional costs of flying will have on safety. Pilot
proficiency can only be maintained by regular flying activity and aircraft owners and operators have expressed sincere concern that additional costs will hamper their ability to continue flying. It is our recommendation that the present federal tax of 7 cents per gallon on aviation gasoline be maintained at this level. Mr. Chairman, we sincerely appreciate this opportunity to express our views before your distinguished committee and we hope you will find this information helpful in drafting up the final legislation. Mr. Scott. We appear here primarily as spokesmen for people who are interested in recreational flying in contrast to those who use aircraft for business and commercial purposes. We therefore have an interest in the airport development aid program because we have been asked or required to contribute to the airport and airways trust fund through registration fees and fuel taxes; and it is, 84 JUNE 1975
therefore, a concern as to how our monetary contributions are spent. A great many of our aircraft are based on privately owned and small community airfields with side runways,
and we have no essential requirement for paved runways, control towers, radar service, or even the basic VOR navigation aids provided by the federal government and, therefore, I think you will find in our statement the theme that we are very hesitant to ask for federal expenditures of the magnitude that have been mentioned in the three bills that are before your distinguished committee; because when you advocate federal funding, you certainly must undertake the obligation of paying for it, and we do not wish to be put in the position of advocating funds to be spent for facilities which we do not use. As I have mentioned before, we are reluctant to advocate either $50 million or $75 million a year for general aviation airports, because of the fact that we do not use so many of these facilities. I think a better spokesman for this figure is General Aviation Manufacturers' Association or AOPA, and we would go along with recommendations from those groups, because they do represent the business flying and commercial operations of aircraft. On the question of the State operation of the General Aviation Airport Development Program, this is advocated by the Administration bill, H.R. 5017, and it is our considered opinion — Mr. Snyder. Excuse me, Mr. Scott. Mr. Scott. Excuse me? Mr. Snyder. Are you asking us to change the $75 million on page 3 to $50 million? Mr. Scott. No, sir. I am not. It is our considered opinion that the funding and administrative handling of aid to general aviation airports should remain the province of the federal government. It is true that many State airport programs have been successful in building airports at less cost and in less time than airports constructed under the federal programs. We believe that the federal government's management of the ADAP program could be improved by the streamlining of procedures and the revision of airport engineering standards. I noticed in the GAMA statement this morning that they felt that the solution was better efficiency in the federal handling of this program, and we certainly would support that view. Incidentally, I have in the past two weeks gone over with the FAA a study that they are making on simplifying their Federal Airport Aid Program for the general aviation airports, and I would like to emphasize that I think they are on the right track, and this is probably the way to go, rather than to turn the program over to the States. On the trust fund problem, we oppose the use of trust fund monies for maintenance and operation expenses of the FAA. The trust fund was designed to pay for capital improvements in the nation's airway system, and we believe Congress was wise in previous years in maintaining that condition. On the subject of fuel taxes, aircraft that are used for recreational purposes pay the same fuel taxes that an aircraft that is used for business and for revenue. We think there is some inequity here. I do not know what the solution to that problem is, but we would like to say that we would recommend that the present seven-cent-per-gallon federal fuel tax be maintained and on this basis I am sure we would live with it. The one thing we are concerned about, though, is the proposed energy conservation which would vastly increase fuel taxes and if a 15-cent-a-gallon fuel tax
was placed on general aviation to pay for the ADAP
I know the air shows and so forth do help with
program or to the trust fund, and then, on top of that, up to 37 cents a gallon in 1983, I think it was, for general
members of this committee and with the general public
aviation gasoline; this would be a very severe problem.
and what part aviation plays in our society from the
That concludes my statement, Mr. Chairman, and if there are any points that you wish to have clarified,
sporting plane on up to the huge ones that carry a lot of cargo.
I will be very happy to answer any questions. Mr. Anderson. Mr. Scott, I want to thank you very much for appearing here. Mr. Snyder. Thank you, Mr. Chairman. I was wondering, Mr. Scott, have there been any hardware developments by EAA or its membership that have been picked up by the industry? Have you made any contributions by way of techniques t h a t have been passed down the industry generally? Mr. Scott. I would say there are three things that immediately come to mind. I frankly did not anticipate this question, so I have not been able to think it through thoroughly, but there are three things that immediately come to mind, and. of course, one is the Steve Wittman spring steel landing gear, which has been adopted by Cessna Aircraft. Maybe they are the only ones that use it, or modifications of it.
This is one of the contributions that I think came from the EAA movement. The other is Burt Rutan's Vari Viggen Aircraft, with which he is receiving a considerable amount of attention because of its anti-stall characteristic and very fine performance. The third thing, I think, is the work that the EAA members have done in trying to solve the problem of inexpensive power plants by converting automotive engines and a great deal of work has been done with Volkswagen engines, and they have been moderately
successful. Mr. Snyder. They look like you are wearing those
instead of flying them. Mr. Scott. Yes. That is true with some of the aircraft
that are single place. I am trying to think. There was a wood aircraft, a Volksplane. Mr. Snyder. Yes. That is the one I was thinking of. I would take it that EAA members, with their instruction of using basic light material, light wood, light fabric, are well aware of the fuel situation, and I was
going to ask you what percentage of the fuel used in aviation is used for experimental aircraft? Mr. Scott. Well, again, it is difficult for me to answer that question.
I do know that of all the gasoline that is consumed in this country and, of course, I am referring to automotive gas, aviation gasoline amounts to one-third of
one percent of the total. Now, the amount of fuel that is used in experimental aircraft is even a tiny fraction of that because from our figures the average experimental aircraft is flown about 50 hours a year, and on the basis that the small engines are using five or six gallons an hour, we are talking in terms of 250 or 300 gallons a year for an individual
aircraft. The latest figures from the FAA disclose there are 4582 experimental aircraft registered in Oklahoma City. Mr. Snyder. And the increase of tax would not contribute much to the treasury of the United States, and would not help them much. Mr. Scott. I would think you are correct, sir. Mr. Snyder. Mr. Scott, I do not know that I have any further questions. I would want to observe, though, that I think that your organization has the unique opportunity to become involved perhaps even more than they have.
in educating the public toward the public awareness
I think you have made a good contribution to the aviation industry generally, and I am glad you are here, and thank you for being here. Mr. Scott. Mr. Snyder, I do appreciate your comments very sincerely, and may I just conclude by saying that those of us who have been close to the EAA movement feel that this is much more than an organization that just builds airplanes. We think, to put it very bluntly, that we are helping to build America, because when you go to Oshkosh or
you go to Hales Corners and see the integrity and the neatness and the cleanness and the high morale with
everybody connected with this operation, why, you really feel that we are doing more than just being a mechanical operator. Mr. Snyder. I think that is right, and I think you did make a substantial contribution. You made reference to the spring steel landing gear,
which was developed in the fellow's backyard, and now picked up. In that connection, Mr. C h a i r m a n , I would ask unanimous consent, if Mr. Scott desires to do so, he
might elaborate on my first question in that regard. Mr. Scott. I could not quite hear you, sir. Mr. Snyder. If you want to elaborate on the answer to my question for the record, within the next few days,
I am asking for unanimous consent that you be allowed to do that. Mr. Scott. Fine. Mr. Snyder. Such things as the spring steel landing
gear and so forth. Mr. Scott. Yes, I would be happy to. Mr. Anderson. No objection; so ordered. (Editor's Note: At a later date EAA supplied the committee with 14 examples of where amateur builders had developed projects that were later adopted by the industry.! Mr. Anderson. Mr. Milford? Mr. Milford. Thank you, Mr. Chairman. Mr. Scott, what percentage of all general aviation consists of sports and recreation flying? Mr. Scott. Well, it is so difficult to answer your question, unless we can get a better definition of what recreational flying is.
As an example, suppose a man, let us say he is a dentist, decides to learn to fly because he wants to enjoy flying simply from the standpoint of relaxation. So he
goes to a local airport and he receives instruction. It is obvious that that airplane is being used for commercial purposes, and it will go under the classification of being a commercial operation.
Nevertheless, the intent of the whole operation is to teach a man to fly for pleasure. I assume that he is not going to become a professional pilot and, therefore,
he does have some relationship to recreational flying. I cite this example because it is so difficult to draw a sharp distinction of what is recreational flying and what is business flying. As an extreme example, you take a company that operates, let us say, a Gulfstream Two and they take their executives down to Nassau in the winter to play golf. There is nothing wrong with that. That is perfectly proper. I am all for that, and I do not want to imply any criticism at all. (Continued on Page 86) SPORT AVIATION 85
WASHINGTON REPORT . . . (Continued from Preceding Page)
Mr. Milford. I had generally in mind the so-called Sunday pilot, the EAA types. Would you have any idea of the percentage of general aviation?
Mr. Scott. Well, we believe that the figure is somewhere around 25 to 40 percent of the total hours flown. Now, I w i l l a d m i t , we w i l l get a great deal of agrument on the other aviation groups on these figures, but we are taking a very broad view of recreation flying. Now, GAMA has published figures of 5 percent for sport flying, and I think that is accurate if you take sport flying as consisting of competition flying, aero-
batic flying, and some of the restricted uses, but if you consider recreational flying as a man taking his family off on a vacation several hundred miles across county, we would consider that as recreational flying.
Mr. Anderson. Mr. Scott, I have just been informed that Mr. Mineta, who has not had a question opportun-
ity, does not believe he has any questions to ask, and I think we will just thank you. We appreciate your testimony. Do you have something else you might want to say? Mr. Scott. No. I have concluded my statement, and I thank you very much for the opportunity to appear. Mr. Anderson. Thank you very much, Mr. Scott.
HOMEBUILDER'S CORNER . . . (Continued from Page 2)
We then requested a meeting with the Aviation
Committee as soon as possible. This Mr. Conrad did and on the following day, Wednesday, May 14, at 3:00 p.m.,
the Aviation Committee was present. Attending with me representing EAA were, Steve Wittman, Dave Jameson and our insurance agent and Convention Co-Chairman, Harry Hanisch. A discussion was had with the Committee and after having discussed the matter with a number
of Directors, I presented the position that the Airport Manager and the Committee would have to make the choice either to have an EAA Annual Convention without interference or an Annual Airplane and Auto Auction at the airport. We certainly can understand their efforts to raise any amount of funds from renting 15 acres for this
activity to help the airport budget, but on the other hand, no consideration seemed to be given to the $7 to $8 million dollars that is brought into the Fox River Valley by our Annual Convention. Discussions were held relative to the handling of additional aircraft attracted to the Convention, ground transportation problems and many of the items that EAA, in conducting an orderly ground operation would
have to accomplish. All this for someone who is reaping a profit off of the efforts of the EAA. It was stated by one of the Aviation Committeemen,
a complete review of our Annual Convention requirements, growth and future needs could be made. We have been in touch with the local newspaper, and as we understand, a large article will appear in this evening's paper, a copy of which will be sent to all of you to keep you abreast. This has appeared on May 15th and has caused great public conern. The Chamber of Commerce has been notified, and naturally, is siding with EAA. They are moving into
action to lobby, not only with the businessmen, but with county board supervisors, for them to give consideration to the EAA.
Today, Thursday, May 15, I went to Oshkosh to brief the airport manager on a number of projects and plans for campsite improvements, exhibit building improvements, electrical work, roadways, blacktopping, etc.
These projects come to some $60,000, not including the actual costs of the building additions. The Committee did not seem to realize that housing is extremely critical and that by bringing in additional people for an automobile auction it would even make the housing more critical for a successful Convention. I do see some similarities between Oshkosh and Rockford, where it is conceivable that our comments of moving the Convention might be considered only an idle
threat. I tried to explain to the gentlemen that when we
that if they didn't have it there they would probably
quietly folded our tent and notified the Airport Manager
have it at the County Fair Grounds and half of the county police would be needed over there. This was a bit of a shock to me as we all know there were not enough county sheriffs available to handle the job of the past couple of years, let alone bringing in an additional activity at the same time. It was suggested that a different time period be selected for the Airplane Auction and Auto Auction.
and the Airport Committee at Rockford that we were leaving, it was then, and only then, that many people said, "Well, why didn't you tell us?" We have told
them here, but apparently the consideration was not in our favor. Maybe it is a time to look at the size of our fly-in, the location and the problems of operating off of an FAA and county controlled field, where airport security, fencing and other problems are becoming more
However, it would not be feasible for the group running the auction, as then they would not have the customer
apparent. For example, in the Warbird area, we have been told
potential. We noted that Mr. Blair Conrad, Airport Manager, referenced the contract or agreement that we have with
that we cannot park anywhere near the ILS this year.
Winnebago County quite a number of times which is indicative of a new set of rules. After our discussion with the Aviation Committee, we left to await a decision. The decision of the Committee was that they were in favor of the Airplane/Automobile Auction and would give it a try for one year. If it did not work out, they would then not extend the option, which according to the paper, would be five years. Mr. Hanisch, Mr. Jameson, Mr. Wittman and myself, felt little or no consideration was given to the value of the Annual Convention in Oshkosh. We felt that with the current attitude we could look for additional problems in the future and that it would not be wise for us to invest any further money until such time that 86 JUNE 1975
We all know that with the hundreds of airplanes that come into that area, control is most difficult and theoretically, it might seem to be logical, but on the realistic side, it is impractical. We will continue to keep you informed and if you would be so interested as to call the airport manager, as some of our Directors have, for further information. We have enough problems with putting on this successful event, without running into additional obstacles. And though I agree with the airport manager that we should always look for fresh ideas and not go stale, I would kind of like to think that all of you, who have worked so hard, have found that many of the old ideas are proven and now work.
Sincerely,
Paul H. Poberezny President Continued on Next Page
P.S. I will keep you posted and would like your ideas, guidance and advice. I tried to impress that EAA has principles . . . very strong ones . . . but I am afraid that the Airport Manager and the Committee feel we are emotional. I hope they don't make the mistake in misjudging us. EDITOR'S NOTE: At press time (May 23) the fly-in site situation at Oshkosh had been resolved. The proposed antique auto auction will not be held during our fly-in week and EAA has received assurance that future conflicts will not occur. Throughout the negotiations, EAA had very strong support from the local governments, Chambers of Commerce, the media, civic organizations, businesses and the citizens of Oshkosh and the Fox River Valley. It was brought out time and again that the extremely favorable impression made by you, the EAA member, on the people of the area over the past five years was a very big plus in our favor. This article appeared in the Oshkosh Daily Northwestern newspaper on Saturday, May 10, 1975: ANTIQUE CAR, PLANE AUCTION AT EAA IS ANTICIPATED By Leslie Starch Northwestern Staff Writer
A gigantic collector's car and antique airplane auction may be held at Wittman Airport during part of the Experimental Aircraft Association ( E A A ) convention Friday, Saturday, and Sunday, Aug. 1, 2, and 3. The aviation committee Friday afternoon agreed to give tentative approval to the proposal presented by Don Whyman and Dennis Jagodinski of Oshkosh. The two men represent the embryo 3D Auto Restoration of Oshkosh. E. Blair Conrad, Wittman Airport manager, was instructed by the committee to work out details of an agreement with Whyman and Jagodinski for a flat rental for use of 15 acres of airport land and a percentage of gate admission for the auction. W h y m a n and Jagodinski said they wanted the agreement to cover one year with renewal option for a five-year period. "We would expect that there would be about 200 collector's and antique cars and about 40 antique planes at the auction," said Whyman. "Kruse Action Service of Auburn, Ind., a giant in its field, will conduct the auction. We will sub-lease the area to Kruse." The Kruse firm will bring the antique planes and Whyman and Jagodinski will supply the collector's and antique cars. "It will be the only auction of this kind in the United States that will have both cars and airplanes," commented Whyman. It's a natural with the EAA being here with people from all over the country bringing their planes." The 15-acres of airport that are proposed for the auction are near the Pollack Hangar and will include a taxiway. Conrad will check with the county executive and the county corporation counsel Monday about the proposed auction and lease of airport land and will report to the committee Friday, May 16, at 3 p.m. Whyman explained that a collector's car is 20 years old or older and an antique auto is at least 40 years old. The auction will also include classic and special interest cars. Among autos that would be included in the auction will be Auburns, Cords, Dusenberg's, Packards, Chevrolets, Fords and many others.
PANEL
THREADED POP OR RIVNUT
Easy Fastener Ken Gersbach (EAA 51991) 1624 Lorraine Piano, Texas 75074 An easy way to secure fairings, upholstery panels
or many other NONSTRUCTURAL items to rounded members is to use the appropriate size Adel or cable clamp and drill the screw hole a bit larger to accept a threaded pop rivet or Rivnut. This is very handy on any
tube fuselage aircraft.
WE SHALL REMEMBER THEM CLYDE PENWELL (EAA 45522). Great Falls, Mon-
Montana. December 2, 1974. JOHN HRIBAR (EAA 47927), Fly Creek, New York. Member of EAA Chapter 294. NELSON BOLLINGER (EAA 88809). Cape Girar-
deau, Missouri. March 7, 1975. Member of EAA Chapter 453. BARNEY MONTELEONE (EAA 77952), Huntsville,
Alabama. March 15, 1975. Vice-President of EAA Chapter 190. TOM GUNDERSON (EAA 4076), Twin Valley, Minnesota. Builder of Penguin airplane donated
to EAA Museum. March 26, 1975. CHARLES F. BURTCH (EAA 10213), Phoenix, New York. Charter member of EAA Chapters 107, 362 and 486. April 4, 1975. JAMES MANN (EAA 31101), Columbus, Ohio. Member of EAA Chapter 9. April 11, 1975. BOB PARKS (EAA 27552), Greenville, South Carolina. Designee and member of Chapter 249. CORNELIUS J. BRENNAN (EAA 88846). Val Dor
Lac Langis, Que., Canada.
SPORT AVIATION 87
CALENDAR OF EVENTS Preparation and printing an Issue of SPORT AVIATION
requires
approximately two months. All Items for Inclusion in Calendar of Events must be received by EAA Headquarters two months in advance of the issue in which it will appear.
JUNE 14-15 — PORTERVILLE, CALIFORNIA — 26th Annual Moonlight
Fly-In and Air Show. Static displays, aerobatics, sky diving and JUNE 1 — BEND, OREGON — 2nd Annual Fly-In. Sponsored by Oregon Pilots Association. Contact Sonny Kline, Rt. 3, Box 883, Bend, Oregon 97701. 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.
flying antiques. Contact PAPA, 1893 S. Newcomb, Porterville Airport, Porterville, Calif. 93257. JUNE 14-15 — CRYSTAL FALLS, MICHIGAN (Upper Peninsula) — 3rd
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, Mich. 49843.
JUNE 1 — DE KALB, ILLINOIS — EAA Chapter 241 11th Annual Pancake Breakfast Fly-ln/Drive-In. 7:00 A.M. De Kalb Airport - note powerline west.
JUNE 14-15 — SANTA ROSA, CALIFORNIA — 4th Annual Fly-In spon-
JUNE 1 — NORTHHAMPTOM, MASSACHUSETTS — Chapter 166 FlyIn. Rain Date June 8. Contact William Edwards, 25 Madison Ave., Northhampton, Mass. 01060. (413) 586-0044.
JUNE 14-15 — KENNEWICK, WASHINGTON — Fly-In sponsored by EAA Chapter 391 and the Tri-City Command CAP.
JUNE 1 — BURLINGTON, WISCONSIN — Chapter 18 Annual Fly-In.
JUNE 14-15 — WICHITA, KANSAS — Fly-In for all Great Lakes owners
Contact Bob Grimm, (414) 762-3421. Rain date June 8. JUNE 1 — GOLDENDALE, WASHINGTON — Fly-In sponsored by EAA
Chapter 505 and the Klickitab County Sheriff's Air Patrol
sored by EAA Chapter 124. Sonoma County Airport. Contact Art Beer, Box 6192, Santa Rosa, Calif. 95406.
— new, original and homebuilt — sponsored by Great Lakes Aircraft Co. Patty Field (30 mi. NE of Wichita). Contact: Great Lakes, Box 11132, Wichita, Ks. 67202. JUNE 14-15 — COLLINGWOOD, ONTARIO, CANADA — Canadian Open
JUNE 6-8 — ORANGEBURG, SOUTH CAROLINA — 6th Annual Old South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.
Acrobatic Contest — 4 Category. Contact Leo Comesotti, 66 Chip-
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 2312, Merced, Calif. 95340. (209) 7226666.
JUNE 14-15 — NEWRY, PENNSYLVANIA — Fly-In sponsored by EAA
JUNE 7-8 — FRANKLIN, VIRGINIA — Old Dominion Chapter 339 sponsored Fly-In and Air Show. Municipal Airport. Air Show on June 8,
son County (London), Clinton Field (Wilmington) — Terminus: Del-
2:00 P.M. Contact George Hillier, 1453 Westover Ave., Norfolk, Va. 23878. (804) 623-5509.
wood Cres., Willowdale, Ont., Canada M2J 3X7. (416) 491-8383.
Chapter 400. Blue Knob Valley Airport (5 miles south of Altoona). JUNE 15 — ALL-OHIO 99'S FLYING POKER RUN — Using following
Ohio airports: Grimes Field (Urbana), Greene County (Xenia), Madiaware Municipal (Delware). Rain date June 22. Contact Bonnie E. McSwain, 5230 Designese Place, Columbus, Ohio 43228. JUNE 15 — JACKSON, MICHIGAN — Fly-In sponsored by EAA Chap-
JUNE 7-8 — ATCHISON. KANSAS — Annual Fly-In sponsored by Greater Kansas City Area AAA Chapter. Amelia Earhart Memorial Airport. Contact Bill Hare, 6207 Riggs, Mission, Ks. 66202.
ter 304. Reynolds Field. Breakfast served. Rose Parade at 1:30 P.M.
JUNE 7-8 — OROFINO, IDAHO — Annual Fly-In sponsored by EAA Chapter 328 Contact Brent Holbrook, 3635 20th St., Lewiston, Idaho 83501.
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 7-8 — CULPEPER. VIRGINIA — Fly-In sponsored by EAA Chapter 186. Contact George Lutz, 5415 Fremont St., N. Springfield, Va. 22151, 703/256-7873 or Jim Propps, Box 13, Marshall, Va. 22115, 703/364-4881.
Contact Bruce F Knoll, 6655 Rives Junction Rd., Jackson, Mich. 49201.
JUNE 15 — UPLAND, CALIFORNIA — Aircraft Swap Meet and Pancake Breakfast sponsored by EAA Chapter 448. Cable Airport Contact Don Barber, 917 Alta Loma Dr., Corona, Calif. 91720.
JUNE 8 — CANTON, OHIO — Fly-In and Air Show sponsored by EAA Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave., S. E., Canton, Ohio 44711.
JUNE 20-22 — PAULS VALLEY, OKLAHOMA — Greater Oklahoma City Antique Airplane Association Fly-In. Contact Jerry Horn, 2008 Nail Parkway, Moore, Okla. 73160.
JUNE 8 — ALLENTOWN, PENNSYLVANIA — Queen City Airport - 3rd Annual Informal Fly-In. Cash Prizes. Contact Joe Tarofis — (215)
JUNE 20-22 — MOJAVE, CALIFORNIA — 3rd Annual California Na-
865-9478.
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 8 — PALMYRA, PENNSYLVANIA — 2nd Annual Fly-In sponsored by EAA Chapter 390. Reigle's Field. Contact R. J. Smith. RD 1, Box 428, Grantville, Pa. 17028. Rain date June 15. JUNE 8 — FRANKFORT, INDIANA — Air Show '75 Municipal Airport.
Air Show includes Golden Knights and Lowell Hack. Fly-In Breakfast 8:00 A.M. to 10:30 A.M. Trophies and prizes. 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. 88 JUNE 1975
tional Air Races. Sponsored by Professional Race Pilots Association. Contact: Air Race Management Corp., 16644 Roscoe Blvd., Van Nuys, Calif. 91406. (213) 988-4900. JUNE 21 — MIDDLETON, WISCONSIN — Wisconsin 99 Proficiency Air Derby. Morey airport. P.I.C. must be female co-pilot reqired
- 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 21-22 — MARTINSBURG, WEST VIRGINIA — East Coast Pylon Racing Practice and Seminar. Open to everyone interested in air racing. Sponsored by Race Air Corp., 2315 M St., N. W., Washington, D. C 20037
JUNE 21-24 — ST JEAN, QUEBEC. CANADA — Spectair 75 Annual
Fly-In sponsored by EAA Chapter 415. JUNE 22 — EAGLE GROVE, IOWA — Fly-In sponsored by EAA Chapter 214.
JUNE 22 — WARWICK. NEW YORK — Fly-In 75 sponsored by EAA Chapter 474 Contact Chuck White. EAA Chapter 474, Box 299. Warwick, N. Y. 10990
JULY 5 — DELTA. B C . CANADA — Fly-In Breakfast sponsored by EAA Chapter 85. Contact Al Redekop. 1110 E. 11th Ave . Vancouver,
B C . Canada V5T 2G3 JULY 5 — CUMBERLAND, MARYLAND — Fly-In sponsored by EAA
Chapter 426 Everyone welcome Camping space available JULY 6 — LYONS. OHIO — Mim-Breakfast-Fly-ln sponsored by EAA Chapter 149. Newbury Field
JUNE 22 — ELKHART. INDIANA — Fly-In and Air Show Sponsored by EAA Chapter 132 and Mishawaka Pilot Club Breakfast at 6:00 A.M
JULY 6 — HILLSBORO. OHIO — Fly-In sponsored by Highland Co Pilots Association and Hillsboro Jaycees. Highland Co Airport Ram date July 13. Contact J H Lyle. 247 E Mam St.. Hillsboro, Ohio 45133.
JUNE 22 — PLYMOUTH. MICHIGAN — Spring Fly-In sponsored by EAA Chapter 113 and Plymouth Aero Mettetal Airport. Pancake
JULY 6-7 — AGAWAM. MASSACHUSETTS — Bicentennial celebration
Breakfast Contact Len Marzewski. 30194 W Chicago. Livonia Mien 48150 (313) 421-9328
centered around the Gee-Bee era Bowles-Agawam Airport Antique and Classic aircraft on display Contact Jack Rosen. 73 Harkness Ave , E Longmeadow. Mass 01028.
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.
JULY 11-13 — HOLLISTER. CALIFORNIA — 5th Annual Fly-In sponsored by EAA Chapter 62 Contests. Trophies Contact John Winter. 407 Hiller St.. Belmont. Calif 94002 (415) 592-2522
JUNE 22 — RIO. WISCONSIN — 5th Annual Fly-ln/Drive-ln Breakfast All aircraft types welcome.
JULY 12-13 — KLAMATH FALLS. OREGON — Oregon EAA Round Robin Annual Fly-In. Chiloqum State Airport. Hosted by EAA Chapter 411.
JUNE 22 — MARCY. NEW YORK — Fly-In Breakfast sponsored by EAA Chapter 294. Riverside Airport Contact Charles Puliafico. Hayes Road, Marcy. N. Y 13403 JUNE 22 — PAINESVILLE. OHIO — 13th Annual EAA Fly-In Sponsored by EAA Chapter 118 Casement Airport Contact Rudy Esser, 4654 Lane Rd . Perry, Ohio 44081 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 — WEST BRANCH. MICHIGAN — Fly-In Centennial Celebration. Free breakfast and prizes JUNE 28-29 — SPEARFISH. SOUTH DAKOTA — Fly-In and Air Show sponsored by Spearfish Chamber of Commerce Black Hills Regional Airport Breakfast Saturday morning, dance Saturday night
Awards. JUNE 28-29 — SANTA YNEZ. CALIFORNIA — 3rd Annual Culver FlyIn For further information contact Larry Low. 60 Skywood Way,
Woodside. California 94062. JUNE 28-29 — BURLINGTON. WISCONSIN — 3rd Annual Cub Fly-In. Sponsored by EAA Antique-Classic Division All vintage and homebuilt aircraft invited
Contact Dale Faries, 1544 Sargent, Klamath Falls. Ore. 97601. JULY 12-13 — WEST CHICAGO. ILLINOIS — Du Page County Airport Air Show featuring the USAF Thunderbirds. U S. Army Golden Knights. Bob Hoover. U S Army Silver Eagles, biplane race An-
tiques, warbirds and homebuilts welcome Trophies Gates open 9:00 A.M.. air show 1 30 Sponsored by the Greater Chicago Area Antique Airplane Association, Inc. Contact Troy Dodd. 6801 N. Wildwood, Chicago, III (312) RO3-7114 JULY 13 — WASHBURN, IOWA — Annual Fly-In sponsored by EAA Chapter 227 Flyer's Field Noon Lunch, free to homebuilt and antique pilots JULY 13 — DUNKIRK. NEW YORK — Annual Fly-In Breakfast sponsored by EAA Chapter 46 8 00 A M til noon Free to pilots of Homebuilts. Antiques or Warbirds Trophies Spot landing contest on
arrival. Rain date July 20 Contact Charles Gallagher. 19 Shelby Dr., Buffalo. N. Y. 14225.
JULY 13 — FORT WAYNE. INDIANA — Fly-In sponsored by EAA Chapter 2 JULY 19-20 — LA RUE. OHIO — Biplane Air Race, antique aircraft and flea market. Contact Tom Guthery, Marion Co Int. Raceway. Guthery Rd . La Rue. Ohio 43332. JULY 19-20 — SHIRLEY. NEW YORK — 13th Annual Fly-In sponsored
by Antique Airplane Club of Greater New York Brookhaven Town JUNE 28-29 — KOKOMO. INDIANA — 2nd Annual Midwest Regional
Aerobatic Competition Sponsored by I AC Chapter 1. hosted by
Airport Contact Harry E Geddes, 374 Latham Rd., Mmeola. N. Y. 11501
Kokomo Chamber of Commerce Aviation Committee Rain date —
June 30. Trophies for Best of Class in Antique. Classic. Homebuilt and Warbirds Contact J E Davis (317) 628-7272
JULY 19-20 — PORTLAND. OREGON — Annual Fly-In sponsored by EAA Chapter 105. Lenhardt Airpark. Hubbard. Ore. Contact Merv Henkes, 12535 S E. Boss Ln . Milwaukie, Ore
JUNE 28-29 — BLAKESBURG. IOWA — 3rd Annual Unique Aircraft Fly-In Antique Airfield Sponsored by EAA Chapter 409 and the AAA Air Power Museum.
JULY 23-27 — MINNEAPOLIS. MINNESOTA — Annual American Bonan-
JUNE 28-29 — MONONGAHELA, PENNSYLVANIA — 3rd Annual Golden Triangle Fly-In sponsored by EAA Chapter 45 Rostraver Airport Contact Jim Griffiths (412) 881-3304 or Bill Humphrey (412) 384-6929.
JULY 26-27 — VANDALIA, OHIO — Air Fair '75 Sponsored by EAA
za Society Convention Headquarters: Radisson South Hotel. Contact Ralph G Haesloop. Chemung County Airport. Horseheads, N Y 14845 Telephone 607/739-5515
Chapter 48. WW I Air Race Sunday Air Show. Cox Field. Contact D. E Hayes, 4366 Hillcrest Dr.. Bellbrook. Ohio 45305.
JUNE 29 — MEDFORD. WISCONSIN — Pancake and Sausage Fly-In
Breakfast and Air Show. Taylor County Airport. JULY 3-6 — URBANA. OHIO — Annual Fly-In sponsored by EAA Chapter 421. Grimes Airport. Contact Jeffrey McClain, 572 Washington
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.
Ave., Urbana. Ohio 43078. JULY 4-6 — NEWTON. KANSAS — Annual Fly-In sponsored by EAA Chapter 88 Free Potluck supper Friday Dinner Saturday Contact Mary Ann Hensley. 610 E Madison. Derby, Ks 67037 or Dick Curtis, 1301 Murray. Wichita. Ks. 67212. JULY 4-6 — GAINESVILLE. GEORGIA — 8th Annual Cracker Fly-In. Sponsored by North Georgia Chapter AAA Banquet Saturday evening with Matty Laird as featured speaker Contact: Bill Davis. 2202 Willivee Place. Decature. Ga 30033 (404) 636-4743
JULY 27-28 — WICHITA. KANSAS — Cessna Airmaster Reunion On* time gathering of w o r l d s most efficient airplane. Contact Gar Williams. Jr.. 9 S 135 Aero Dr.. Rt, 1. Naperville, III. 60540. JULY 29 — 23rd ANNUAL FLIGHT RALLY TO OSHKOSH. WISC. — Sponsored 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 Ry-ln Convention. SPORT AVIATION 89
AUGUST 8-10 — ABBOTSFORD, B.C.. CANADA — 14th Annual Abbots-
ford International. Canada's only av/industry show and largest flyin. Contact Abbotsford International Airshow Society, Box 361, Abbotsford, B. C., Canada V2S 4N9. AUGUST 8-10 — ARLINGTON, WASHINGTON — 6th Annual Northwest Regional EAA Fly-In. Camp-out, homecooking — bring the family. Contact Dick Baxter, 15845 8th NE, Seattle, Wash. 98155.
Book Review
(206) 365-1657.
AUGUST 9-10 — ROCKLAND, MAINE — Antique Transportation Meet.
Knox County Airport. Contact Owls Head Foundation Museum, Box 277, Owls Head, Me. 04854.
MESSERSCHMITT, AIRCRAFT DESIGNER by Armand van Ishovan, Doubleday and Company, Inc., Garden City, New York. 216 pages. $14.95.
AUGUST 17 — TIFFIN, OHIO — Fly-in/Drive-in Breakfast. Sponsored
by Tiffin Lions Club. Free breakfast for homebuilt, antique and warbird pilots flying in. Rain date August 24. Seneca County Airport. AUGUST 22-24 — OTTUMWA, IOWA — 1st Navy Reunion of NAS Ottum-
As the title implies, this book by Belgian writer van Ishoven is a biography of Professor Willy Messerschmitt. It covers the famed designer's life from his first exposure
wa personnel. Contact Pat Friedman, 609 Hill St., Highland Park,
to hang gliding in 1913 until the moment of Germany's
III. 60035.
surrender in 1945. In fact, the book simply comes to an abrupt halt with Allied forces streaming across Germany and with Herr Messerschmitt reduced to living in a shack on a small hill . . . period. The only justification given for this rather curious ending is that author van Ishoven is a specialist in German history of the 1918-1945 period. How's that for compartmentalized specialization! But other than regretfully leaving poor Willy stranded there in his shack on the hill, Messerschmitt, Aircraft Designer is quite interesting. The last half of the book covers well trodden ground for aviation buffs — the development of the Bf.109, 110, 163, 262, etc. The most interesting part for this reviewer was Messerschmitt's early
AUGUST 23-24 — SUSSEX, NEW JERSEY — Annual Fly-In sponsored
by EAA Chapters 73 and 238. Rain date Sept. 6-7. 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. AUGUST 30-31 — TULARE, CALIFORNIA — EAA Western Fly-In. Con-
tests, trophies, aircraft displays. Air Show. Contact Leonard Noell, Box 939, Tulare, Calif.
AUGUST 29 - SEPTEMBER 1 — OTTUMWA, IOWA — Antique Airmen
Convention and Fly-In Ottumwa Industrial Airport. Contact Antique Airmen, 8900 N. Lavergne Ave., Skokie, III. 60076. AUGUST 30 - SEPTEMBER 1 — TAMPA, FLORIDA — Suncoast Fly-In
Festival sponsored by EAA Chapter 520. All aircraft types welcome. Tampa Downs Airport. Contact Gordon Knapp, 915 So, Orleans, Tampa, Fla. 33606. SEPTEMBER 5-7 — GALESBURG, ILLINOIS — 4th National Stearman 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 5-7 — MARION, OHIO — 10th Annual Mid-Eastern Regional EAA Fly-In. Campsite. Air Show. Awards. Contact Marilyn Fisher. 14760 State Route 86, Thompson, Ohio 44086. SEPTEMBER 6-7 — LOCKPORT, ILLINOIS — 15th Annual Midwest EAA Regional Fly-In Breakfast and Air Show. Lewis Lockport Airport. Ramp parking for all EAA and Antique Aircraft. All displays in
new hangar. For space contact Barney Simunich, Box 219, West Chicago, III. 60185.
SEPTEMBER 7 — KENOSHA, WISCONSIN — Pancake Fly-ln/Drive-ln. Sponsored by EAA Chapter 217. SEPTEMBER 7 — PLAINVIEW, TEXAS — 8th Annual Plainview Air
Show. 2:00 - 4:00 P.M. Contact John Skaggs, Box 1180, Plainview, Tx. 79072. SEPTEMBER 13-14 — MARSTONS MILLS, MASSACHUSETTS — 2nd
Annual Cape Cod Fly-In. Various contests. Trophies. Sponsored by EAA Chapter 498. Contact Duane Merchant, 9 Yale Circle, RFD 1, Dennisport, Mass. 02639. (617) 394-2006. SEPTEMBER 19-21 — KERRVILLE, TEXAS — Southwest Regional
Fly-In. Contact Bill Haskell, Box 1235, Kerrville, Texas 78028. (512) 995-2791. SEPTEMBER 21 — SIDNEY, NEW YORK — Air Show sponsored by the
Village of Sidney EAA homebuilts and antiques welcome. Rain Date September 28.
career and the many previously unpublished pictures of
his long winged, super efficient lightplanes of the late 20's and 30's. U.S. and Canadian aircraft owners and enthusiasts, in particular, should read books like this to better appreciate the privileges we have in our countries. Civil aviation in Germany in the 20's was severely limited by the treaties that had been signed to end World War I. For most of that decade only gliders and, finally, powered gliders could be built and flown. When the Nazis came to power, these restrictions were ignored and the Luftwaffe was given top priority. Civil aviation in the 30's was, however, largely a government subsidized and controlled industry, a tool of the government's propaganda machine. Many of the German lightplanes of this era, including the Bf.108, were put on order to specifically win a particular efficiency contest or tour ("for the greater glory of . . .", etc.) or for training use in the government sponsored flying clubs. None were ever produced in quantity by U.S. standards and few were ever sold new to private owners. This was the system in which Messerschmitt and his contemporaries had to work. The miracle is that, in spite of these conditions, some advanced and marvelous aircraft were designed. We grouse about the economic and governmental millstones around civil aviation's neck today, but few of us would be willing to trade for the conditions under which German designers and aircraft owners and pilots existed in the 20s and 30s. The freedom enjoyed by homebuilders is pure gravy. My only real criticism of this book is that after reading
it, I was left with the feeling that I still knew next to nothing about Messerschmitt the man. Perhaps this was intentional. Now, does anyone know of a historian who specializes in German history circa 1945 to the present? We've gotta get Willy out of that shack on the hill. Jack Cox
90 JUNE 1975
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
RAND KR-1 Gary C Arms
T R Belland Burleigh Biltmger Harry L Chamberlain David Coleman
David Coleman Peter Davis Donald M Dole. Jr Darrell Clinton Douglass Harris W Flanmgan A Guidon
James M Guinness Randy Harvell Jerry L Halcher
Albert O Hawver David E Hill
Michael A Howard William Krueger Dale Krushel
SPEZIO TUHOLER
Rt 2. Box 358-A. Bloommgdale. Ga 31302 575 Univ Blvd East. Silver Spring. Md 20901 70 B Woodland Terr . Clairton. Pa 15025 1541 Wm Penn Ave . RD 1. Conemaugh. Pa 15909
903 S Mam St Toledo. Iowa 52342 903 S Mam. Toledo. Iowa 52342 Box 169 O.S R . Kmgman. Ariz 86401 9436 Shenandoah Dr.. Indianapolis. Ind 46229 422 52nd St South. Great Falls. Ml 59405 A-11 Abbmgton Dr . Hightstown. N J 08520 543 Preston Ave . lone. Calif 96640
4809 Ivy St . Pasadena. Tx 77505
Eric R Manuel Hollis Nichols
4536 Bournedale Dr . Peona. Ill 61614
Thomas A Kennedy
George J Papich. Jr
4340 Nagle Way. Fremont. Calif 94536
James E Safer
STARDUSTER SA-100
Thomas Smith
Jim Snyder
111 W Vesper. Hesston. Ks 67062
Gerald F Walls
709 S Royal Pomciana Blvd 110 Miami Springs. Fla
33166
Rt 1. Box 477 Ml Shasta. Calif 96067 101 Lincoln Ave . Lockport. N Y 14094
STARDUSTER TOO - SA-300 Rt 1. Box 671. Dover. Fla 33527 Bruno Alleja Ronald L Anderson RR 7. Box 183V. Decatur. Ill 62525 R J Ball 250 Janet Ave , Darien. Ill 60559 Ray Branson Box 3432. Kimberling City. Mo 65686 Edwin H Daniels 2714 N Kennicott. Arlington HIS.. Ill 60004 Ron D Davis 6185 Baltimore Dr. La Mesa. Calif 92041
James J Galpm, Jr Roy T Garret!
Halsey Mines Bruce Humphrey Wayne E Jenkms
Edward J Koch Amenco J Mazziotti Jacques Monie
735 W 6th St . Bicknell. Ind 47512 2163 E Friend St . Columbiana. Ohio 44408
Columbia Beach. RR 2. Parksv lie. B C . Canada VOR 2SO
Ralph L Korff
717 Cambridge Dr . Richardson. Tx 75080
Stevens S t . Shmgiehouse Pa 16748
SPRATT CONTROLWING
Leonard P Barrel!
212 - 1 1 1 Grey St Winnipeg. Manitoba. Canada
8176 Talimadge Rd . Rt 6. Ravenna. Ohio 44266 Box 256. Tilghman. Md 21671
Charles L Gruby
RR 1. Manteno. Ill 60950 202 Croft Ridge Dr . Broomall. Pa 19008 Rt 4. Box 313W Tampa. Fla 33615 611 Perry. Apt 2. Davenport. Iowa 52803 10512 N St.. Omaha. Nebr 68127
Rus C Moo'B Eric Ohmit Henrik Olving
Patrick Monaghan
W W Fluharty. Jr
5 Hanover St . So Burlington, Vt 05401
R2L W4 203 Pine Hill Dr . Dalton. Ga 30720 2009 Hillside Dr , Baltimore. Md 21207 Rt 2. Box 185-A. Greenwood. Del 19950 6102 E 10th St Indianapolis Ind 46219 17703 Oakwood Dr . Spring Lake. Mich 49456
George R Lackey
James B Baer
6307 King Post Rd . Houston, Tx 77088 1533 Georgia. Marysville. Mi 48040 1020 N W 39th. Topeka. Ks 66618
306 Teel Road Beckley. W Va 25801 Rd 2. Box 380B. Scheid Rd Huron. Ohio 44839
1101 Mam S t . Sharpsvilie. Pa 16150 84 Sherwood St . Portland. Maine 04103
La Sereme. Quartier Notre Dame. 04290 voionne. France
914 Denver Place. Oxnard. Calif 93030
John T Weatherbie
804 Omega Dr . Lafayette. La 70501
James S Pelraiba. Sr J P Robbie Robertson
Albert E Worth
3714 Townsend Ave . Fresno. Calif 93702
Richard J Rohn
Michael D Zimdahl
171s Beech. S Milwaukee. Wise 53172
Peter Spanovic
10159 E 25th St . Tulsa. Okla 74129 Rt 3. Box 337. Berkeley Springs. W Va 25411 185 Carter Dr Reno Nev 89502
Guenter A Stoldt
330 Ashley Rd Hoffman Eslates. Ill 60172
STARLET SA-500 Roberi S Clark
3811A Cherwood Lane. Chattanooga. Tenn 37416
RANO KR-2
Charles L Banks
1618 Pine Knoll Dr . Austin. Tx 78758
Robin E Butler
1841 Michigan Ave . Mamtowoc. Wise 54220 720 N Jackson. Salem. Mo 65560 209 Mam St.. Potter. Wise 54160
Alfred E Jacobs David Lininger
Ralph McClure James H McCoy
Keith A Mansfield Steve Meltsner John H Mills Will D Mitchell Richard Moore Richard N Nichols
Dudley A Chatham
15840 Hemlock Rd Chagrin Falls. Ohio 44022 320 Lambourne Ave . Worthington. Ohio 43085 322 Birth Ave . Hanahan. S C 29405 7 Dunfey Ln . Windsor. Conn 06095 584 Macopm Rd . Butler. N J 07405
3374 Laurel Way. Beale AFB Calif 95903 50 Hancock St . Lexmgton. Mass 02173
STOLP V-STAR
Lew Pemberton Judson Barnes D M Bassett W G Beccy
2103 Cannon Dr Gnssom AFB. Ind 46970 RD4. Moravia. N Y 13118
RR 1. Churubusco. Ind 46723
Alan Clark
Lawrence R Wedei
2307 Bendndge Tr . Austin. Tx 78744
Russel R. Young
2200 Kimwood Lane. Rancho Cordova. Calif 95670
Robert J Eccies Roben A Flanagan
1144 Portesuello Ave . Santa Barbara. Call
SAILPLANES (POWERED) John Martin Rejniak
93105
1122 E Mead 2. Rapid City S Dak 57701
1110 Spruce Ave . Pleasantville. N J 08232
W Richard Gruetter K Gene Heise
6659 Va Beach Blvd Norfolk. Va 23502 RR 1. Box 190. Hmesburg VI 05461 5551 Rainbow Ridge Way. Decalur. Ga 30034 309 Country Club Dr . Cape Girardeau. Mo 63701
David Hladky
2117 Bndgewater Rd . Aston. Pa 19014
G Michael Huffman Donald C Knauff
RD 1. Westlake Rd . Lake City. Pa 16423
Gary R Giedd
18 Sewail St . Marbiehead. Mass 01945
5018 Courthouse. Gulfport. Miss 39501
Charles C Carr
Richard E Shaffer
Roben Eldndge
128 Boyce Dr . Shalimar. Fla. 32579 466 Coral Place. Corpus Christi. Tx 78411 156 W California Ave . Columbus. Ohio 43202 1538 Dover Ave . Thousand Oaks. Calif 91360
Ronald C PridSy
10306 Lake Gardens. Dallas. Tx 75218
Medina. Ohio 44256
Steven Bornstem Fred L Bucci Per J Busch
4101 Schanen. Corpus Christi. Tx 78413 2515 Louise 5. Denton. Tx 76201
SAILPLANES Charles E Dookins Bruce E Dyson
2770 Ernart Rd
STEEN SKYBOLT
Bruce A Martin
12236 E 38th. Tulsa. Okla 74145
5315 Rmggold Rd Chattanooga. Tn 37412
J Robert Trumpfheller
James A Nelson Roberi E Spamer
514 E. 45th. Savannah. Ga 31405 1400 Baldwin Mill Rd . Jarrettsville. Md 21084
James R Wilson
147 So Milton St . Smithville. Ohio 44677 370 Park Ave . Freehold. N J 07728 12 Uplands Court. Georgetown. Ont . Canada L7G 2S8 Rt 7. Box 371. Decatur. Ill 62521 RD 1. Box 497. Newton. N J 07860 271 Grand Ave . Akron. Ohio 44302 213 E Forest. Celma. Ohio 45822 17601 N Shore Estates Rd . Spring Lake . Mich 49456 337 Dalgren Ave . Ft Wayne. Ind 46805 Rt 2. Box 322. Canyon. Tx 79015 515 Wildwood. Mt Zion. Ill 62549
Jack L Wnght
6134 Meartowood D r . Speedway. Ind 46224
SMYTH SIDEWINDER Arthur Brideau Peter J H Brockley Mark E Conrad
120 Kerby Lane. Grosse Pomte Farms. Mich 48236 Box 1782. Stettier. Alberta. Canada TOC 2LO
Wm O Weiss and
13132 Woodndge Ave . La Mirada. Calif 90638
Robert W Prest G F Price
SIROCCO
Russell B Caidwell
Dave L Siaybaugh 1300 Buena Vista N E . Canton. Ohio 44714
Charles B Smith
Fred C Thomas SKYHOPPER
Jimmy Snyder
John Toth Frank J Verhaegen
SMITH MINIPLANE
Johnny Williams
STITS FLUTTERBUG
Joseph G Drapac Harold Driesbach
230 Country Hill Dr . Somerset. Ky 42501 4822 Cherry St . Griffith. Ind 46319 8775 Bruce Collms. Sterling Hgts . Mich 48077
Richard W Ferns
102 Cottonwood Dr . Oakdale. Pa 15071
John L Hickman
George W Wood
9303 W 89th Ter . Overland Park. Ks 66212 532 So Volutsi.l. Wichita. Ks 87056 6920 Pinoak Dr . Cincinnati. Ohio 45239 HR 4. Box 24B. Valparaiso. Ind 46383 2520 State Rd . Hmckley. Ohio 44233 3502 Valley View Dr . Elkhart. Ind 46514 14571 Chatham. Detroit. Mi 48223 RR 2. Monticello. Ind 47960
SPENCER AIR CAR Robert A Dunn
104 Table Mountain Dr . Ellensburg. Wn 98926
Eric Humphrey
I Benson Linnabary
Jesse LeRoy McCormack Frank J Marrek
Gregory K Nagy Wallace Walker
Dale Haynes STITS PLAYMATE Don Pern us
9770 Edna. Boise. Idaho 83704
245 Roosevelt Ave . Elmwood Park. N J 07407
TAYLOR MONOPLANE
G T Dzendzel
Robert Stevens
1318 E 14 Mile. Royal Oak Mi 48073 13343 Demott Warren Mi 48093
Dan Thomas
314 Walnut Ave . Kamloops. B. C . Canada
TAYLOR TITCH
Alfred G Moses R R Reece
Black Road. Shokan. N Y 12481 272 Westwood Dr . San Angelo. Tx 76901
SPORT AVIATION 91
TEENIE TWO
Ronald T. Brown Howard A. Defoe William Harmes Joseph W. Hillebrand
Blake Helmheckel Richard E. Quigley George Wickers
102 Bruno Ave.. Pittsburg. Calif. 94565
4003 Oak St., Marshalton Hts.. Wilmington, Del. 1980S Box 731. Arlington, Minn. 55307 16208 Fairlane Dr., Livonia, Mich. 48154 443 Oregon Ave., Warren, Ohio 44485 23100 S. W. 152 Ave.. Miami, Fla. 33170
17640 Gilmore St.. Van Nuys. Calif. 91406
THOrtP T-18
A. W. Adams Donald H. Baker Bruce L. Carter
3313 Higbee Ct.. Modesto. Calif. 95350 Rt. 3, Box 165. Ellijay, Ga. 30540
13571
Wheeler Place. Tustin, Calif. 92680
Bill Cordoza Jerry Dunn
3 Juniper Court, Woodland, Calif. 95695
Robert F. Hilton
5527 S. Hampton Rd., Charlotte, N. C. 28210
Bill J. Huff J. M- Manning R. T. Ostendorf
450 Kent Rd.. Tipp City. Ohio 45371
David L. Sharon William Teeters George Watson Jesse J. Whitten Richard C Wolever
2944 Madrid Ave., Jacksonville, Fla. 32217 Iranian Bank Bldg.. Tehran, Iran oJI E. "I" St., Erwin, N. C. 28339
810 Stansell Dr., Midwest City, Okla. 73110 914 Pollett Dr., Elgin, III. 60120
8121 Paige, Warren, Mich. 48089 909 E. Camile. Santa Ana, Calif. 92701 1306 Crescent Dr., Forest Grove, Ore. 97116
TILLETSON DRAKE
Maynard J. Smith
705 E. Crystal Lake Rd.. Burnsville, Minn. 55337
TURNER T-40
Donald B. Eide
1044 So. Main, Shakopee. Minn. 55379
Jesse L. Neil
Rt. 3. Box 366, Sandpoint, Idaho 83864
VARIVIGGEN
K. Ashdown
Mindemoya, Ont., Canada POO 1SO 1029 So. Grandridge Ave., Monterey Park, Calif. 91754
James E. Balz Jim Cavis Bill Cone Edward L- Cordell W. Marvin Dooley James Edgar Robert J. Greer
55 N. Locust Ave., Agoura. Calif. 91301
Erwin F. Hohmann
4001 W. McNichols Reno 148, Detroit, Mich. 48221
8344 E. Turney, Scottsdale, Ariz. 85251
1151 Meadow Lane A-3. Waterloo. Iowa 50701 2221 So. Real Rd.. Bakersfield. Calif. 93309 1306 S. Columbus Airport. Columbus. Ohio 43207
1228 Logan St., Louisville. Ky. 40204
George B. Holmes
1862 Spahn Lane, Placentia, Calif. 92670
Carroll G. Holzworth
502 W. Beaver Ave., Fort Morgan, Colo. 80701 2037 Princeton Dr., Barstow, Calif. 92311
Jack V. Huffman Milton H. Jobes John L. Martin, Jr. Arthur S. Massie, Jr. John Poehner
George Semak Doug Stiner
Ivan Whitehouse Orville R. Winfield
25 Estate Dr., N. Ft. Myers. Fla. 33902 1441
Laburnum St., McLean, Va. 22101
206 Lowerll St., Fall River, Mass. 02721 409 Hillwood Court, Flushing, Mich. 48433
24 Liberto Lane, Dover, Del. 19901 102 Ohio, Iowa Falls. Iowa 50126 Rt. 1, Box 230. Goldendale, Wash. 98620 RR 1, Box 450. Bristol, Wise. 53104
VOLKSPLANE VP-1
Donald D. Baginski Robert H. Berry
Donald A. Brewster Dana D. Cole Gerald J. Kalinowski Dock O'Neal Michael J. Robbins Shinichi Takenouchi James L. Weber
5181 W. 8th, Brooklyn Hts.. Ohio 44131 3564 Briarbrook Ct., San Jose, Calif. 95132
The Care and Feeding of Tires and Brakes
Merry Hill. Poughkeepsie. N. Y. 12603 204 S. Arrington, Stillwater, Okla. 74074
23 Bonnie Kay Ct.. Sayville, N Y. 11782 6419 Merrill Rd., Columbia. S. C. 29209
310 So. Lucia Ave.. Redondo Beach. Calif. 90277 1608 Orleans Circle. North Kansas City, Mo. 64116 Rt. 1, Box 244, St. Louisville. Ohio 43071
VOLKSPLANE VP-II
John E. Huston
226 Lawrence Ave. W.. Toronto. Ont., Canada M5M 1B1 RD 2. Box 82. Belleville. Pa. 17004 18782 E. Livermore. Reedley, Calif. 93654 SOU E. Indianapolis, Wichita, Ks. 67207
James L. Livingston Lester McClain
335 AVN Co., Ft. Riley, Ks. 66442 Rt. 4, Willmar, Minn. 56201
Harvey C. Muehl
15126 Stephens, East Detroit. Mich. 48021 11 Thomas St., High Bridge, N. J. 08829
Colin G. Bird
James H. Byler Robert P. Cann
Charles J. Schrey, Jr. Theodore Simpkins Glenn S. Steckling Roger Volkman WHING DING Bob Conner
Box 269, Shady Springs, W. Va. 25918
943 Rose Dr., Vista, Calif. 92083 220 So. Mason St.. Appleton. Wis. 54911
Box 754. Gainesville, Ga. 30501
VOLMER SPORTSMAN
Joe T. Green Larry Lombard
630 Donna St., Saraland. Ala. 36571
Paul Nash
609 N. Frederick Ave.. Gaithersburg, Md. 20760
From Chapter 166 Newsletter Hartford, Connecticut
420 Lampasas Ave., Sacramento. Calif. 95815
WICHAWK
John B. Brosseau James Burkholder
Frederick M. Cadorette Jeff Clarke A. E. Clift J. H. Crawford
Harvey C. Day Jim DeLisle Jerome B. Dempsey Robert W. Dziezynski
704 Hillcrest Dr.. Sleepy Hollow. III. 60118 109 Lowman St.. Johnstown. Pa. 15901
RFD 1. Bx 168. Uxbridge. Mass. 01569 3326 Colony Dr., Jamestown. N. C. 27282 603 N. 58 Ave . Yakima. Wash. 98902 3390 Harris Dr., College Park. Ga. 30337 Box 267, Teec Nos Pos, Ariz. 86514
229 N. Cragmont Ave., San Jose. Calif. 95127 9090 Primrose Lane, Hickory Hills, III. 60457 463 Chestnut Hill Ave.. Waterbury, Conn. 06704
Kenneth Frobtsh
2003 Southwick. Houston. Tx. 77024 RR 3, Box 134. Columbus. Ks. 66725
Even R. and G. R. Garnant Cloyd W. Harshbarger
54 Andrea Place W., W. Babylon, N. Y. 11704
Benton R. Ellis
92 JUNE 1975
Bantry. N. D. 58713
_L O AVOID SOME unpleasant surprises from the neglected gear below, a few words on the care and feeding of aircraft tires and brakes. The most common problem affecting aircraft tires is underinflation. The net result is always a shorter tire life. Underinflated tires tend to wear heavily in the shoulder area of the tread. Low tire pressure also increases the chances of bruising the sidewalls and shoulders
against rim flanges and may cause inner tubes to slip and shear off the valve stems w i t h obvious consequences. Heat, the tire's worst enemy, also comes with underinflation. Aircraft tires are designed to flex more than auto tires. However, that same p l i a b i l i t y increases friction, which in turn causes heat. When the flexibility of tires is increased by underinflation, the heat effect is aggravated and the temperatures soar. When tires get very hot, the tread and carcass materials begin dissipating and the tire is permanently weakened. This heat damage may not be immediately noticeable, but it does occur. In fact the heat damage resulting from an aborted takeoff in a high performance aircraft is so severe that all the tires should be scrapped immediately, whether they look bad or not. Overinflation: When pumped full of too much air, a tire will wear excessively in the center of the tread, thus decreasing traction and increasing the likelihood of cut treads. For checking tire pressure, an ordinary hand gauge should be used. The gauges found on compressed air pumps have been know to tell lies. Before testing his tires for proper inflation, the aircraft owner should be aware of a few tire idiosyncrasies. During landing and rollout, the air within a tire will have been heated by friction. This warm air will be at a greater than normal pressure, since heat expands. Consequently, tires should be allowed to cool off for two or three hours before being checked for proper inflation. This hot-tire deception also comes into play when you fly from hot to cold climates. The tire pressure will drop considerably, about a one-percent decrease in pressure for every five-degree drop in outside air temperature. This same kind of drop can be expected when a plane is rolled out of a heated hangar and onto a frigid ramp. Pilots should anticipate this pressure change and i n t e n t i o n a l l y o v e r - i n f l a t e their tires to compensate for it. Too much pressure can only be caused by pumping too much air into the tire, but underinflation can result from a variety of causes. All tires, be they tube or tubeless, are subject to air seepage over extended periods of time. In the case of tubeless tires, air escaping from the inner liner could be trapped by the tire plies and result in sidewall blisters, a very serious problem. To prevent this blistering, the tire manufacturers have b u i l t sidewall vents into the tires so the trapped air can escape fully. Should the tread show excessive wear on just one side of a tire, there's a good chance the wheel is out of line. Righting that situation is a job for a mechanic. Excessive wear in one section of the tire could mean the wheel is out of balance, since the heavy side of the tire would have a tendency to strike the runway first on landing. Unbalanced tires can also produce excessive vibration during ground operations. As with alignment problems, balancing also falls within the mechanic's bailiwick. When visually inspecting a tire, a pilot is likely to find all kinds of lumps and bumps and cracks, but few such blemishes will actually disqualify a tire for continued service. Generally, a tire is still safe and fully operable as long as the fabric is not exposed and as long as some groove remains in the tread. The strength of the tire comes from the fabric "carcass", and not from the rubber tread. Therefore, if the carcass is protected, the strength is retained. The grooves in the tread exist primarily to permit water to pass under the tires, thus minimizing the danger of skidding or hydroplaning on wet runways. Blemishes that do require a tire's removal include
any severe blisters, any cuts in the tread that extend more than half the distance between two grooves, and any cuts that expose the fabric beneath. One type of tire cut comes from no fault of the pilot at all. Given time, tires exposed to smog, sunlight and weather in general will develop a random pattern of shallow fissures on their sidewalls. Tire men call this "weather checking". Unsightly as it may be, it does not affect tire strength as long as the fabric is covered. Retreading, long common in the auto industry, is also extensively practiced in aviation. Flight schools are these retreaders' prime customers, but the service is available to everyone. The cost of retreading a tire is about half the price of a brand-new one, but in most cases the tire owner must also pay shipping costs. A spokesman for Goodyear Tire and Rubber Co., the largest aviation tire manufacturer, said a retreaded tire may indeed last longer than a new tire because the retreads can actually be thicker than the original tread. However, the maximum number of retreadings for most general aviation tires is about three. FAA regs do permit aircraft owners to remove, repair and install tires, but the people at Goodyear suggest that such major tire care should really be left to a mechanic. Jacking up an airplane and removing a tire from a wheel requires special tooling and a good bit of knowhow. A novice could get hurt. An airplane tire is under rather high pressure, so high that a valve core can come out like a pistol shot. Two last notes on tire care. Oil, brake fluid, grease, tar and the like have a deteriorating effect on rubber. Should such goo be found on a plane's tires, the j u n k should be removed by wiping the tire with a gasolinedampened cloth. Then the area should be washed with soap and water. Also electricity changes oxygen to ozone, which prematurely ages rubber. So, if a plane is placed in storage, it should be kept in a cool, dry place away from electric motors. A natural companion to good tire care is the proper use and maintenance of an airplane's brakes. All pilots need brakes to stop and to turn, and so presumably they all know how to use brakes. Not so. There's a common assumption that continued braking causes heat and that heat is bad for the gear. That's true. But many pilots also assume that intermittent braking, or pumping the brakes, will help cool the gear and thus reduce the heat threat. That's false. Studies by the military show that such intermittent braking during rollout does not provide enough cooling to justify the extra runway a pilot wastes in the procedure. The fact is that the heat buildup takes time, and in some cases wheel and tire temperatures don't reach their maximum until 15 to 30 minutes after heavy braking. The plane could be tied down and the pilot working his second cup of coffee by that time. Another common braking error involves sharp turns, or pivoting. An aircraft should never be pivoted by locking one wheel. It's bad for the tire, since the shear forces involved can severely strain the casing plies, sidewalls and beads of the tire. A small rock can actually be screwed into the tire in such a maneuver. During tight turns the inside wheel should be allowed to roll on as large a radius as possible. Obviously, landing speeds should be kept to a minimum, since high speeds call for heavy braking. That in turn means faster wear on the brake pads and the excessive heat buildup in the tires. As far as brake maintenance is concerned, FAA is not nearly as lenient as it is with tire care. Almost all aircraft brakes today are hydraulic, and the FAA will permit the owner to fill the brake's hydraulic reservoir when it gets low. And that's all. Everything else involving brake care must be done by a mechanic. SPORT AVIATION 93
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 Bar (Out ot Stock) . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.55
JACKETS & BLAZERS New EAA 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 mate rial 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 $15.95
AduHs — Small
Children — Small (5-8)
Adults — Medium Children — Medium (8-11) Adults — Large Children — Large (10-13) Adults — X-Large
$11.95
Smart new double knit blazer in EAA blue with embroidered EAA Patch. SIZES Double Knit Blazer.............................. $59.95 Men's Sizes Only — 36-50 Short Men's Sizes Only — 36-50 Regular (Above Items Postpaid) Men's Sizes Only — 36-50 Long Note — Orders for lackets, 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
JUMPSUITS
* PUBLICATIONS
You've been asking for it for years — an EAA Jumpsuit. Now they are available in knit, polyester cotton and Nomex fire retardant material — also a wild antique airplane pattern. These jumpsuits are tailored and fit beautifully — no baggy look. 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
Men —36-50 Regular Men — 38-50 Long
Ladies — 6-20 Regular Ladies — 8-20 Long
__ __ __ __
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 Custom Built Sport Aircraft 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
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)......... $ .75 EAA - Medium (Vh" x 4'/2".. $1.95
E A A - Large (5" x 6") .......... $2.25 EAA Wings........................ $1.50
Aircraft Builder.................. $1.75 Antique/Classic Division ..... $1.75 I.A.C. Division................... $1.95
EAA Vinyl Decals EAA Standard (round)......... $ .50 EAA Winged...................... $. 50 Antique/Classic Division ..... S .50 I.A.C. Division................... S .50
SPECIAL EAA OFFER! EAA JACKET REDUCED
The EAA Jacket (not shown) with the triangular white panel is being closed out. Save on the unlined
75
Unlined — medium and large only . . . . . . . . . . . . . . . . . . . $12.95 Lined — medium and large only . . . . . . . . . . . . . . . . . . $19.95
Each special offer item, enclose $1.50 additional for postage and handling. Plans
Flight Bags (14" x 5" x 11'/i") $7.50
EAA Aero Sport................ $60.00
Garment Bags (1 suiter) ...... $2.25 EAA CAPS
Super Aero Sport Wing Drawings...................... $15.00
EAA (white mesh, blue visor) . . . . . . . . . . . . . $3.50
Aero Sport Info Kit ........... $ 4.00 EAA BiPlane P-2 . . . . . . . . . . S27.00
"Fun in the Sun"
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.
Other Metal Aircraft Placards........ $2.50
Men's sizes . . . small, medium, large x-large Ladies . . . one size, adjustable to fit all
__ __ __ __ __ __ __ __ __ __ __ __ __
Pober Pixie . . . . . . . . . . . . . . $40.00 Farm Type Hangar . . . . . . . . $ 5.00
. . . . . . . . . $5.00
{sailor type - small, medium, large, x-large)
Skool . . . . . . . . . . . . . . . . . . . . $3.95 (knit cap, navy and gold)
Miscellaneous EAA Lucite Key Chain .........$ 1.25 EAA Letter Opener........... $ 1.80
EAA Sport Shirts Knit pull over types with zipper at
neck. EAA emblem. Sharp in red or blue! Specify color. Small, medium, large, extra-large....................... $12.50
Add 30c postage first publication, 10c each additional manual.
How to Build the Aero Sport .. . $4.50 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
EAA Air Show and Fly-In Manual $2.80 Golden Age of Air Racing ...... $2.80 Wings of Memory . . . . . . . . . . . . . $2.80
Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30 Flying Manual, 1 9 2 9 . . . . . . . . . . . . $2.30 Flying & Glider Manual, 1932 ... $2.30 Flying Miscellany, 1929-33 . . . . . . $2.30
EAA Log Book for the Custom-Built Airplane . . . . . . . . . . . . . . . . . . . . $1.30 Theory of Wing Sections . . . . . . . $5.50 Hang Gliding (by Dan Poynter) . $5.25 (All books lower section — Postpaid)
EAA Coaster Set (4)........... $ 1.55
(Order Today — All items this Section Postpaid)
Send check or money order to:
EXPERIMENTAL AIRCRAFT ASSOCIATION P.O. Box 229
Hales Corners, Wisconsin 53130 SPORT AVIATION 95
umsiw
join the
EAA
STEARMAN! DIVISION * * * * * * * * * READ THE
VINTAGE AIRPLANE EVERY MONTH
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
Read how Air Facts Evaluated the Great Aircraft of 1939-47 When They Were New! Pilots'reports of nearly 50 airplanes from 9 golden years of aircraft design and production. Read about the WACO N, the Taylorcraft 65, the Rearwin Ranger, the Funk, the Interstate Cadet, the Langley Bi-Motor, the Culver V and other great birds. Get the feel of the times,
the dreams, the way the factory and pilots felt about the future of these aircraft. 500 Air Facts size pages lifted from the files and assembled in a single paperback. Written by men deeply concerned with aviation. Some, like Leighton Collins, Robert Buck, and Wolfgang Langeweische are among
the most respected pilot opinion makers today. See what they thought of your bird when it was new. Or, if you are about to rebuild one, see what was said and thought about that aircraft when it was new. Order from the coupon below.
itiem rs COMMUNICATING TODAYS AVIATION TODAY
110 East 42nd Street New York, New York 10017
.copies of THE AIR FACTS READER at $7.95 each. New York Send me. State residents please add 7% Sales Tax.
D Check Enclosed. CD Bill me ($1 service charge added)
Name____________________ Address____________________ City/State/Zip_ 96 JUNE 1975
HOMEBUILDING & SPORT AVIATION SUPPLIES
MATERIAL KITS, 4130 STEEL, AIRCRAFT SPRUCE & PLYWOOD, INSTRUMENTS, HARDWARE, STITS PRODUCTS, RANDOLPH DOPES, FABRICS, RADIOS, HEADSETS, & MORE. PLEASE INCLUDE 25c POSTAGE & HANDLING
J&IY1 Aircraft Supply Inc. DEPT. S • P. 0. BOX 7586 SHREVEPORT, LOUISIANA 71107 PHONE 1318) 222 5749
A Picture STUDIOS JD& worth A Thousand Dreams
rvan
A unique new concept in sport aircraft construction drawings combining the precision
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 mat! white stock 18" x 24" nSTARDUSTER TOO CPITTS S IS OSTEPHENS AKRO Price including postage and sturdy mailing tube s $12 for one drawing. S22 for two and S30 for the set of three. (Calif, residents add 6% tax) Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118
SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . . 12 ISSUES FOR $7.50
310HP Lye. 10-540 w/ALL access.
1340TT Excellent ............$3250. 200HP Lye. IO-360 w/access. 1378TT .. ...................... ......$2750.
180HP Lye. IO-360 w/access. 1940TT .. .............................. 2695. 150HP Lye. 0.-320 w/access. 1836TT ... ............................. 1695. 12SHP Lye. 0-290-G As removed. Only one left ..................... 395. RANGER SALE (Only one each left) 175HP 6-440-C2 On a PT19 Mount ......
.............................
395.
200 HP 6-440-C5 w/Mags ........ 495. NEW ELECTRIC AND MAGNETO POWERED AIRCRAFT INSTRUMENTS
Aircraft Electrical system Not Required All new manufacture, low cost, lightweight instruments for homebuilts; 2% accuracy dust and moisture proof, lighted, JVi" and 3l/s" standard sizes. Send large self-addressed, stamped (20c) envelope for FREE CATALOG of INSTRUMENTS, ENGINES, and MOST of the items needed to make your airframe into an airplane. NOW WE HAVE A COMPLETE STOCK OF AIRCRAFT HARD-
WARE including: Bolts Nuts, Washers, Pins, Nutplates, AN Fittings, Thimbles, Pulleys Nicopress, Turnbuckles, Cable, Etc., Etc.
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 19721 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 making 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 quantities 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 • July, August, October 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975
-
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. January, February. March, April, May, June, July, August, Sept., Oct.,Nov., Dec. 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, November January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec. January, February, March, April, May
Make check or money orders payable to (213) 427 47O3 • 36O5 E. SPRING ST. * 218
LONG BEACH (AIRPORT). CA 9O8O6
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P. O. BOX 229 HALES CORNERS, WISCONSIN 53130 SPORT AVIATION 97
PL-4
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. Keep your flight proficiency for less than $2.00lhour. Introductory Package ........................................$ 3.00 Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $80.00
Construction Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $70.00 Exploded Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $12.00 Drawings •+ Construct. Manual - Exploded Views ............. $95.00 Materials, Hardware, Pre-fab. Parts Kits Available
PAZMANY AIRCRAFT CORP.
Box 80051-S, SanDiego, Calif. 92138
SPAN EMPTY WEIGH! GROSS WEIGHT ENGINE ....
. 20'2" TOP SPEED 420 LBS CRUISE SPEED 800 LBS STALL SPEED VW 1600 SEATS . .
BARKER
. . 12 U.S. GAL 150M P H . . . . 140M.P H ... 42 M.P H 2. SIDE BY SIDE
VW Engines - Parts - Fittings Ted Barker Experimental Engines Palomar Airport - Bldg. 5E Carlsbad, California 92008
FREE INFORMATION
Telephone (714) 729-9468 ot 729-9033
(Send stamped, self addreiied envelope)
RAND/ROBINSON ENG., INC
ALL NEW (including case)
6171 CORNELL DRIVE HUNTINGTON BEACH. CA 92647
HAND BUILT ENGINES
—
VW
5 5 - 1 0 3 H. P. Ready to install.
DETAILED PUNS & INSTRUCTIONS '45.00
CONVERSION PLANS
Comtrociion Kits also available
by TED BARKER (VW)
—
$5.00
INFORMATION PACK
AND CATALOG
—
$1.00
THE NEW EAA ACRO SPORT-A SPORT BIPLANE FOR EVERYONE!
22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •
NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS, AND "EXPLODED" VIEWS.
•
COMPLETE PARTS AND MATERIALS LIST.
•
INVERTED FUEL SYSTEM DIAGRAM
•
FULL SIZE RIB DRAWINGS
•
METAL OR PLYWOOD TURTLE-BACK COMPLETE CONTROL SYSTEM AND LANDING GEAR DRAWINGS. PROFUSELY ILLUSTRATED BUILDER'S MANUAL.
NOW AVAILABLE Super Aero Sport Wing Drawings
ACRO SPORT PLANS Info Pack .............
$ 4.00
EAA AIR MUSEUM FOUNDATION Box 229
$60.00
Hales Corners, Wisconsin 53130
COMPLETE PLANS
and Builder's Manual 98 JUNE 1975
$15.00
ML360 Full 360 Channel Comm Transceiver
$630.00
(One Size $21 14 1569 17.68 1855 3733
40.35 32.45 3335 1972 2059 2297 2592
ML200 NAV/Comm Transceiver 100 Channels Comm & 100 Channel NAV
'$565.00
OLC30OMNHocalizer OBS
*$315.00
4094 41 32 2892 2951 SPECIAL CORPORATE TIRES 18 x 5 x 5 Tubeless. 10 ply 26 x 6 x 6 Tubeless. 10 ply
WAG AERO -
Box 181, Lyons, Wisconsin 53148 • 414, 763-9588
ENGINEERED
$695.00
•BolhML200&OLC30 For
IF PRICE ISN'T A GOOD ENOUGH REASON TO BUY OUR RADIOS, THEN RELIABILITY & EXTENDED WARRANTY SHOULD BE. Our New Year's resolution? We want everyone to fly our radios, so we're
offering them to you directly, at as low a price as we've ever advertised. And
PROFESSIONAL DESIGNS FOR THE SPORTSMAN
the reliability is so good, we're
offering a two year warranty. Sport planes, gliders, racers,
balloons, experimental — whatever — TERRA is what flyers are turning to
— after all, what could be better than a reliable radio costing less than all the others? For more information on Ihe complete Terra Corporation line of communication and navigational equipment. write to
All WOOD ENGINEERED STRESSED — FLIGHT TESTED
VW POWERED
SIMPLY BUILT: Only one verticil and horizontal tail
1 piece benl-un jlum. tear. Simple 3-bulkhead wood DETAILED PLANS (70 sheets 11 x 17") fuselage with no mem Mtims or cloth cover. No en- 2-Place VP-2 . . . . . . . . . . . . . . . . . . . . . . *$55.00 , tack-sawed 1 Placfi from i, ply vw engine requires little more than adding iii,.ft,Itm* a i." " prop and magneto. Evans VP highway tows without Illustrated Brochure
•57.00 Outside U.S.
Evans Aircraft Box 744, La Jolia, Calif. 92037
CORPORATION 3520 PAN AMERICAN FREEWAY ALBUQUERQUE, NEW MEXICO87107 (505)345-5621 _________________________ _^ SPORT AVIATION 99
4130 AIRCRAFT STEEL Round tubing - square tubing - streamline tubing - bushing stocks - steel sheets aluminum sheets, .25c FOR PRICE SHEET
CLASSIC (813)
AlR
* All Metal * Easy to build for beginner and veterans alike * Plans — only $39.00 * Brochure — $1.00
SPRUCE AND
Madison County Highland, III. S2249 618/654-2191 No Collect Calls, Please RIVETS
USMC
KIT AVIONICS Build your own Audio Panel, Marker Rcvr, Test Equip. & more.
PACIFIC AIRCRAFT P. 0. Box 2191
La Jolla, California 92037
PLYWOOD
WICKS AIRCRAFT
686-1285
723-S Saratoga Ave. - Lakeland, Fla. 33801
BUILD THE LITTLE D-8 SAILPLANE:
AIRCRAFT
Spars, Stringers, Cap-Strips * Surfaced either two or tour sides. * Plywood and spruce in stock for immediate delivery. * Dynel Fabric Polyurethane Foam and Epoxy Resins for KR-1 Aircraft.
".'ON! .
BEST PRICES
POP" Rivets * HO 402 Pullers SIAlNIFSS
ALUMINUM
Cl OSHJ t NO
Rivet Kils PL 4 eic • Fast Mail Service SPORT AIRCRAFT SPECIALTIES •or-.ery WSL ul Md'Dieiiedd NEW
ITEMS
AN n v p l s 4?6 & 4 7 0 A D 1
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P.I ^.f"^ SASS- ,.• ,OL,' olflne
RST POB23233B San Diego, CA 92123
4
O«co5
r.i( . . < ;
SAS - Bo> 363 Wenham. Mass
01984
(714) 277-1917
Sport Aviation Supply Ltd. 1104 Carnbie Rd., Richmond Vancouver, B. C-, Canada V6X 1L2 604/273-8501 1st Finished. ART CHARD, Bronson, Mich.
CERTIFIED AIRCRAFT BIRCH PLYWOOD
In stock in thicknesses from .6mm 3-ply thru 6.0 mm 5 ply. Various size sheets.
VAN'S RV-3 1973 & 1974 EAA Flight Efficiency Winner The total perfomance homebuilt, Tops 195 mph on 125 hp. Lands 48 mph. STOL. Acrobatic. Aluminum structure. Easy to build and fly. 85 - 150 hp. Parts Available. Brochure $3.00 Plans $85.00
AIRCRAFT
"STROBE"
Great for KR & foam planes. 24 oz. wt. Dual system. 1.25 amp. Build for under $65.00. Plans and part list included. Send $3.00 and self-addressed envelope.
VAN'S AIRCRAFT
NOW IN STOCK SITKA SPRUCE (MIL 6070S)
3
/i", 1", 2" x 6'", dressed to 20' long. HOMEBUILDERS SUPPLIES, AN, BALSA, AEROLITE GLUE
Write For Free Quarterly catalog
M & J SALES
1410
22730 S. W. Francis, Beaverton, OR 97005
Western Ave.
Las Vegas, NV 89102
COMPLETE HARDWARE SUPPLIES Aqua Glider Kingfisher Baby Ace Mustang Baby Great Lakes Pazmany PL 1 &. 2 ED-4 Sidewinder Coot Starduster Bakeng Duce Starlet Dyke Delta T-18 Fly Baby Turner T-40 Heath Bantam Others in Process
FIRST IN SPRUCE Second to none in building supplies of all kinds including spruce kits, steel tubing kits, covering materials, instruments, accessories and hardware.
EVERYTHING IN HARDWARE SEND YOUR REQUIREMENTS
KILN DRIED SPRUCE TO SPEC. S-6073
SPENCER AIRCRAFT INDUSTRIES
Finished spars, stringers, capstrip — All sizes available 3
,i" x 6" lengths 10-14'
$1.65 lin. ft.____________ HUGHES FPL-16A
AEROLITE*
Epoxy Wood Glue
Wood Glue
1 Ib. Kit S Ib. Kit 8 Ib. Kit
1 qt. Kit - 5 Ibs 1 gal. Kit - 15 Ibs.
$ 4.25 9.95 15.05
8410 DALLAS
MAKE BUILDING EASY MATERIAL KITS FOR EXCEPTIONAL DESIGNS ACRO SPORT KR-2 KR-1 Spar Kit $175.00 Spruce Kit $145.00 Tubing Kit 141.20 Styrofoam 90.56 SKYBOLT Epoxy Kit $24.00/gal $108.00/5 gal.
VJ-22
Spar Kit Tubing Kit
$1.80 yd.
Polyurethane foam available *
Amphibian 70 aircraft now llyini
$151.00 $350.00 VJ-11
"Solo" Hang Glider Easy to build
$230.00 $380.00
biplane glider World's litst 3 control hang flider
PAZMANY PL-4
Write for detailed listings approved by the designer of this award-winning aircraft.
Brochure
AIRCRAFT PLYWOOD
4'x8' sheets to Spec. MIL-P-6070 Mahogany Thickness
1/32" 1/16" 3/32" 1 /8"
3 ply 3 ply 3 ply 3 ply
3/16" 3 ply
SEATTLE, WA. 98108
"Sportsman
F. 0. B. Fullerton, Calif.
* Trademark of Ciba Co. Ltd.
Dynel Fabric 48''
$11.00 $29.90
90* 1.53 1.21
45*
1.26 1.31 1.36 1.63 1.76
2.07 2.1 B
Prices per Sq. Ft. Birch 45 •
90*
2.27 (Poplar only) 1.94 2.26
1.26 1.31 1.37 1.51 1.57
2.11 2.16 2.20 2.61 2.83 3.08
2.94 3/16" 5 ply 3.01 1.68 1/4" 5 ply 10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available. NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase)
BOX 424, FULLERTON, CALIFORNIA 92632 100 JUNE 1975
714/870-7551
Box 3222, Oept. E
U547 Arminta St., Unit E
Glendale. CA 91201
Van Nuys. CA 91402
ASK THE PILOT WHO OWNS ONE When you communicate you'll be thankful for the dependability of your MENTOR, proven in hundreds of sailplanes and crew cars around the world and backed by a reputation for excellence - big in value and performance - small in size and current drain.
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MENTOR —i—\——t—i—
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too' The A vial ion Mechanic* Journal contains monthly maintenance tipj new product news, tool evaluations parti information, |ob opportunities, and much more 1
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Books By
THE FLYING COLES $8.50
THIS IS EAA $8.00
TO A PILOT $5.00
20,000 hours of adventure in no-radio
A narrative history of the EAA. For new members and old Duane tells the story from its beginning. A candid year by
A heart warming memorium to the author's son Roily. It is the story of a boy
tail draggers, the 20's, the great depression, CPTP, the war years, air show
years, oerobatic competition, and run-ins with the Feds set the stage for the drama of THE FLYING COLES.
year account of the humor, tragedy, disappointments, and successes that molded the heritage of every EAAer.
WHAT THE READERS SAY —
WHAT ONE READER SAYS —
ERNEST GANN —
"Thanks, Duane, for a great story." Paul Poberezny EAA #1
"THE
FLYING COLES is a barnstorming
masterpiece. I heartily recommend it to all true airmen." RICHARD BACH —
"He writes his life as sure and honestly as he flys his airplanes This book at last is our own private view into the storms and adventures of one of the most famous pilots in all aviation. I loved the book."
VAGABOND CUB $5.00
growing up in aviation - It's the story of the Cole Brothers Air Show - Of a young
man giving up his life for sport aviation.
CONQUEST OF LINES AND SYMMETRY $5.50 The most comprehensive book written
The first person autobiography of o J-3 Cub. Twenty years of romantic events — sometimes funny, sometimes sad.
Through foul weather and fair, the tale
on oerobatic instruction from basic to advanced maneuvers.
ROLL AROUND A POINT $4.00
ROBERT STANFIELD, Exec. Ed. AOPA PILOT —
carries on from factory to museum. FBO's bush pilots, cowboys, farmers,
"Duane, I liked the book thus I did a review."
stunt pilots, and a sheriff share in the
Basic aerobatics from spins to inverted
story.
flight. Aresfi Key.
Mail orders to . .
DUANE COLE
201 E Lester Street
ADD 50c FOR POSTAGE AND HANDLING (7Sc
Burleson, Texas 76028
FOR CANADA) SPORT AVIATION 101
BARKER VW Engines - Ports - Fittings Ted Barker Experimental Engines Palomar Airport • Bldg. 5E Carlsbad, California 92008
Telephone (714) 729-9468 or 729-9033
ALL NEW (including case)
BUILD THE ALL-METAL T-18 SPECIFICATIONS & 3-VIEW... $3.00
PLANS... .$180.00
THORP ENGINEERING CO. P. O. Box 516
Sun Valley, Calif. 91352
MONARCH ULTRALIGHT SAILPLANE Ions and kits information pack......$2.00
MARSKE AIRCRAFT CORP. 130 Crest wood Dr. Michigan City,
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
OWN ANY AIRCRAFT ! !
Now, every pilot, not just those with money to burn—can easily own the aircraft of his choice. No cash investment, no monthly payments! Sound impossible? Definitely not. It is being done more and more, eve:y day, by thousands. General aviation is booming and so is the need for aircraft. New, unique puichasing and operating methods give every average pilot the chance to own the aircraft of his choice and make good money at the same time. Tremendous tax advantages for eve r y pilot—not just the ones in a "tax bracket". Get the facts today by sending for this simple, brief, and proven system of aircraft purchase, operation, and ownership. Provides all the info you need to analyze the economics of any aircraft purchase. Shows you step by step how to end up owning your own plane for no cash down and no monthly payments. A proven system in use by thousands. Send S3.50 (fully refundable) to M. D. Wilier & Company, Box 3040E, Long Beach, Calif. 90803
Indiana 46360
COOPER
aviation supply co. 2149 E PRATT BOULEVARD ELK GROVE VILLAGE. ILL 60007 AREA CODE 312 439 2050
Your No. 1 Supplier of Aviation Products
POBER PIXIE MATERIAL ASSEMBLY KITS
Specializing in Recovery Materials and Supplies for Classic, Antique, Homebuilt and Standard Category Aircraft. Immediate delivery from the country's largest stock of
Grade "A", Ceconite and Dacron Fabrics, Tapes, and Recovery Envelopes — Time-Tested and Proven SuperFlite Finishes and the revolutionary Super Shield Process.
Super Shield Process Recovering and Finishing System for Ceconite and Poly-Fibers (Dacron). . Most Outstanding Finishing Achievement in the Last Ten Years.
Great Labor Savings — Six Coat Application! Lightweight — Less Coats! High Gloss Finish — No Visible Fabric Grain' Positive Adhesion — W i l l Not Peel or Crack, Ultra Flexible! Base Primer — No Odor, Fireproof. Water Clean-up! Aero Acrylic Color Coats — Use over Fabric, Metal and Plastic Alike for Uniform Finish' Free Catalog For complete information, send for our latest Aircraft Parts and Supplies Catalog for the Amateur and Professional Builder. Includes technical information and procedure manual.
Specialized Quote Service: Be sure to write or phone us for dope and fabric material requirements for your specific aircraft. Advise name, year, model and serial number of aircraft and type of fabric you wish to use. For immediate reply, address attn: SuperFlite Division 102 JUNE 1975
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.
WAG-AERO, INC. Box 181, North Road,Lyons, Wise. 53148
PLANS FOR ALL-WOOD FLY BABY
PLANS NOW AVAILABLE
FOLDING-WING SINGLE-STATER WINNER OF 1962 EAA DESIGN CONTEST.
$25.00 SEND $1.00 for literature, specifications, material costs,
Simplified step-by-step ossembly drawings
and detailed printed instructions.
POBER PIXIE 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.
PETER M. BOWERS
photo.
HOMEBUILDERS New (Bede 4 Cowl) Tailwind, Cougar, Bushby I &
The Pixie is a very docile little sportsplane designed for the pilot who wants an honest, inexpensive fun airplane for weekend and sparetime flying.
tooling requirements, large flight
13S26 DES MOINES WAY SO. SEATTLE. WASH. 98168
II,
VJ-22, Loving's
Love,
Smith Miniplane, T-18, PL-1,
PL-2,
Pitts, Starduster, Skybolt and others. Marcel Jurca MJ-77 (P-51 \'t scale)
Plans are only $40.00. Mail your check to:
Information Package $5.00 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.
EAA AIR MUSEUM FOUNDATION, INC. BOX 229 HALES CORNERS, WISCONSIN 53130
WRITE FOR CATALOG - $100
GEORGE & JIM RATTRAY AIRCRAFT PARTS 2357 Afton Road
Beloit, Wis. 53511 (608) 362-4611
AL BUTLER will do your 49% with PRECISION!
STITS CATALOG
COMPLETE SERVICE
LISTING
Certified aircraft quality material cut to blueprint sizes full COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce. Pine. Douglas Fir.
All Plywoods - Nails
Wing ribs fabricated j AN hardware packages are complete to conform to plan j down to cotter pins and all details.
AEROLITE 306'
*
ONE SHOP • ONE STOP
4130 TUBING PACKAGE
KITS MADE UP TO THE SPECS OF 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.
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.
POLY-FIBER AIRCRAFT COVERING PROCESS SERVICE PROVEN, NON-BURNING COMPLETE FABRIC COVERING SYSTEM USING NEW MODERN MATERIALS
Complete follow through on your project. We are
a shop, not just a store!
WRITE OR PHONE FOR CURRENT CATALOG AND STITS DISTRIBUTOR LIST
FAA Facility » 103-13 Quality materials and Crattsmans>»P •« ouy-words at BUTLER'S. SEND ONE DOLLAR FOR CATALOG e T M otaBACo
STITS AIRCBAFT COATINGS POST OFFICE BOX 3084 S RIVERSIDE, CALIFORNIA 92509
A.H. BUTLER, EAA 573S3 R 02. Box 174 BLAIRSTOWN. N J 07825 AC/201-362-6333
PHONE 714-684-4280
SPORT AVIATION 103
SPORT AVIATION
P L Y W O O D S
'<•.'
ANNUAL FILE...
AIRCRAFT To MIL-P-6070 MARINE To MIL P 18066
ft;
ith
EAA Aeronautical Engineering Scholarships—•
Set of 5 — Holds 5 Yrs.
HARBOR SALES CO., INC. 1401 RUSSELL ST., BALTIMORE, MD. 21230
Phone 301-727-0106
Write EAA: P. O. Box 229
CB
$4.95 Post Paid
—————J
Hales Corners, Wisconsin 53130
EAA CH. 202. Box 202 Panama City, Fla. 32401
ADJUSTABLE PITCH PROPELLERS
/rf it!
Did you check the tach first?
~~~
VW AIRCRAFT PARTS & Leaf Type
STEEL & ALUMINUM LANDING GEAR
>KE THE GUESS WORK OUT OF PROP. SIL ICTION
vw
1 ILADii
_
3 BLADES
SO HP. TO ISO H.P
PLANETARY GEAR DRIVE
V W V-BELT DRIVE OR lORSE CHAIN DRIVE
• — ' MANUFACTURED
Price List SOc
METAL MASTERS CORVAIR PLANETARY GEAR DRIVE
'•>i CHAIN DRIVES olw Available For
(714) 582-2755
TACH-CHEK is self-contained, nothing to
NOW IN STOCK
connect. Accurate! Easy to use! Pocketsized w/carrying case. $12.95 ppd USA.
Flying Struts and Strut Tubing Stabilator Tabs, Control Sticks, Bushings & Other Goodies Send Copy of Drawings for Quote
ROBERSON & COMPANY, 17 E. Thomas
Road, Phoenix, Ariz. 85012. Dealers Wanted.
Alum. F 85 Old* Alum. Buick Spec. Chevrolet V-8 Alum. Vego Pinto FORD-VB Lorg.Cu.ln. FOR REPLICA FIGHTERS CHAIN DRIVE
5S99 University Avenue San Diego, Calif. 92105
Checks accuracy of tach in panel, shows true prop speed, 1800-2400 rpm, cw/ccw.
Muttong II Fokon And Other,
1975 WARBIRD CALENDAR VWCORVAIH DUAL PLUS HEADS MAG. DRIVES Dlr»et Oriv* Strttm Lin* No*. Con*i -
NO ENGINE MODIFACTION REQUIRED SELF STARTER EQUIPPED ALL ENGINES iUILD THEM TOURSELF - FROM SCALE PLANS OR IUY THEM COMPLETE READY TO INSTALL SCALE PLANS • KITS OF MAT . PARTS. (, CASTINGS
FOR INDIVIDUAL ITEM SEND 13.00 FOR INFO. FOR ALL ITEMS SEND S4.00 FOB INFO. PACKET
PHOTOS • LAYOUTS SPECS • DATA PR.CES SEND SI 00 EXTRA OUTSIDE USA _ INFO PACKET PRKI REFUNDAIU —
VW- BELT DRIVES START AS LOW ASSIW* R»dr To Instoll
GYRODYMMIC SYSTEMS f. O. BOX 55
DCPT. -191
DEDLANDS, CALIF. 92373
High Intensity Strobes
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. 0. Box 229 Hales Corners, Wis. 53130
The TURNER T-40 Series — all wood —
folding wing airplanes T-40 Single Place P l a n s . . . . . . . . . . ^ 75.00 T-40A Two Place Plans ......... .$125.00 Information Packet ..............$ 3.00 E
L. TURNER
21 Mansfield Dr. Chelmsford, MA 01824
Only $2.50 including postage
DUAL WING TIP STROBE 2 • Model 429 strobe lamps, wiring, remote mounting, & power pack.
EXPLOSION PROOF
$189 ,_
DUAL FUSELAGE STROBE
CRASH RESISTANT
Flush mounted strobe lamp assy. , wiring, and remote power supply.
FUEL CELLS
$189
Sport, Stunt. Experimental
THREE LIGHT STROBE SYSTEM Dual tip
EL G R I N G O
Super Sport Take Home Stalls at 40 tops out at 140 Steel tubing airframe. Easy Home Construction. Quick removable wings. Aluminum and steel spars. Adjustable trim and seat. New Techniques in Foam-Dynel Epoxy and Aluminum. Volks Power. Plans,
Any Shape or Capacity
Photos, Instr. $50.00 C. B. ENTERPRISES
Aero Tec Labs Inc. Dept 23. Hewson Ave
2022 N. Acoma
Waldwick. N J 07463 / 201-444-6080
strobes plus
high intensity tail light strobe, wiring and remote power supply.
$268 STROBE-NAV LIGHT COMBINATION High intensity strobe 1or left
and right wings, including left & right navigation light plus tail light, wiring &
power pack.
$199 SEND FOR FREE PARTS CATALOG
WAG-AERO. INC. North Rd., I yens, Wl 53148 - 414-763-9588 104 JUNE 1975
SKYBOLT STAHDUSTER TOO MA-5 CHARGER
COOT
O others
41 JO Steel & Aluminum in tube & sheet Spruce Aircraft & Marine Plywood AEROBOND 1178 (the we know
Hobbs, NM 88240
WENDT TRAVELER Economical fast, comfortable, cross-counJtry. wood Airplane.
'torn either seat. Uses Cont. 65-100 hp. 12 p. brochure, 2 sample drgs
color print, S3. 55 drawings & 26 pp
instructions, S55. (Calif, residents add 6 C 0
Fuel Flowmeter and Totalizer Earl Sharitt used a FloScan*' GPH Meter and Totalizer in his Mooney Mark 20 when setting a new FAI
sales tax). WENOT A C ENGRG., 9900 Alto Dr., La Mesa, CA 92041
Class C1B non-stop flight
FLYING TO OSHKOSH?
record of 1218 miles from Victoria, B.C. to Tiajuana.
REDUCE YOUR FUEL COSTS with AVIENT'S AVGAS GUIDE
Mexico. He used 46 gal. the Totalizer read 47! Write or call for more information to:
Fuel prices can vary by 15c or more per gallon from one field to another. AVIENT'S AVGAS GUIDE lists prices of 80 and 100
octane and jet fuel at 3000 airports in the 48 states. Eastern. Central and Western editions, each updated and published quarterly. (Central includes N Dak, S Dak Nebr, Minn, Iowa, Mo Wis, Mich, Ind' III, Ark, La, Miss.) Listings also indicate'
FloScan Instrument Co., Inc. 3016
N E Blakely St..Seattle. Wa 98105
Telephone (206) 524-6625
airports with RESTAURANTS.
For a one year subscription send $10 for one regional edition (4 issues), $15 for two editions (8 issues), or $20 for nationwide coverage (12 issues), to ...
READ THE CLASSIFIED ADS
CUSTOM BINDERS
AVIENT PUBLICATIONS
P. 0. Box 12088-X, Wichita
Kansas 67212
$4.25 co. or 3 for $11.95
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
Now you can keep all of your issues of SPORT AVIATION together and in perfect condition for easy reference. Designed in beautiful royal blue vinyl with gold letters, each binder has metal spines for holding twelve issues of SPORT AVIATION or EAA "how to" publications. Copies may be easily inserted or removed.
GESCHWENDER
P. 0. Box 281
Postpaid in USA.
Lincoln, Nebr. 68505
Interested i" i.yro c c p t o r ' < sirp up to the real one. The all-aluminum Boomerang
place. 3 view drawings with complete specifications and performance data, assembly and
weight and balance information with list of drawings $5 OO Javelin Aircraft Co. Inc.. 9175 East Douglas. Wlchlta. Kansas 87207
Specify
* Flight Proven1" Durable AIRCRAFT FINISHES for Executive, General and Agricultural Aircraft... POLYURETHANE • BUTYRATE • NITRATE • ACRYLIC • EPOXY • ENAMELS • PRIMERS
NEW BIPLANE FROM WICHITA
2 place side by side. 2 place tandem or 3
BEAUTY
Lapel, Indiana 46051
Indiana residents add 4% sales tax.
AEROMOTIVE, INC.
WICHAWK-BUILD YOUR OWN Can be built
plus
WADSWORTH AVIATION
2300 cc) Capri and Mustang II V-6 (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. Box 5152
FOR SAFETY
uses 65 to 180 hp engines. So rugged it makes a great 2-place dune buggy. Costs no more to build than the little ones. Forget the hard to get high octane gas and the special strips. Take off from and land on almost any terrain and even use car gas in most engines. 1 airframe for one - or two - place construction, ideal for wide range of engines; so adaptable that almost any body can be used.
Contact Randolph Products Company, for name of nearest distributor.
Shown above, the BOOMERANG I, with
NA/AD Wlchawk ha* now b«*n granted Clasa AA approval by th* National Association of Sport Aircraft D«slgn*ra.
a Jerry Barnett body. Kits start at $295.00. Send
$5.00
for
information
package,
$35.00 for complete one or two place plans, to
ROTORMASTER AIRCRAFT 2176 Hancock — San Diego, Calif. 92110 SPORT AVIATION 105
NEED A & P RATING
Guaranteed to pass written, oral, Practical. All Three Exams in 5 to 14 days. Very Moderate Tuition. Examiner on Staff For Full Information Call or Write: FEDERAL EXAMS
5602 N. Rockwell, Okla. City, OK 73Q08
CUSTOM GRAFTED W O O D KITS A/C SPRUCE, PLYWOOD & SUPPLIES
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.
405/787-6183
Western Division 4137 Donald Douglas Dr., Long Beach Apt. Long Beach, Calif. 90808
213/429-3315
TRIMCRAFT AERO
4839 Janet Rd.
Sylvania, OH 43560
419-882-6943
Catalog 25c
CORVAIR HI-PERFORMANCE EQUIPMENT • ULTRA-COOLEH OIL PAN I ROCKER COVERS • ROCKER g COVER BREATHERS • ALUM. BRONZE V A L V E GUIDES* f S U P E R - F L O W I P R O - F L O * OIL PUMP KITS • HEAT $ TREATED, FLANGE HEAD NUTS • QUICK SHIFT KIT • IIG j BORE HEAD GASKETS • C A T A L O G FREE » ORDER FOR | H.P. BOOK.Hn* to Hotrod CORVAIR ENGINES 55.bt P. PO. • 5
TOR REVISED '74 CATALOG SEND SI.N DUX till
H SO. EL MONTE. CA 91733
SAL 2/3 Mustang Miniature Fighter
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. 0. Box 3084 Riverside, California 92509 (714) 684-4280
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, Kits for above will be available. Let us know your needs. A & B SALES
36 Airport Road Edmonton, Alberta, Canada
403/453-1441
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. ICT DI A kic 180° Carmelo Drive (E)
Jtl
fLANi CARMICHAEL
Homebuilt 80-Inch Bandsaw Build it in a few evenings for about $100 using materials you can buy at the
lumberyard and hardware store. It also has a high that
zips
Engineered For Safety And Simplicity — VW Powered
CA 95608
Solve Your Metal Cutting Problems
speed wood.
Real Performance In A Proven Design
through
i( green 'uleis. gradu
.illcl lines ul iranjuaient blue seiiarjie the four speed 7OnH on Men iila rulei Tru-sets are mjiie in rither statute miles or in naulic*! mites, and t vi hdi a speeO 'd-kjf of 80 thru 156 le.lher MIPH or knots).
MocDonald Aircraft Co. P. 0. Box 643-S
Sonoma, CA 95476
np actual ground speed by marching it die and V measuring ahead with MINUTE-SCALE. Also n MINUTE-SCALE. MINUTE-SCALE
imely Products Company.
Plans and step-by-step instructions $6.00 - check or money order.
FLYING BOAT A Challenge to The Home Builder I
HOMEBILT TOOL COMPANY
Box 2136,
Brochure . . . . . . . . . . . . . . . . . .$3.00 Plans (168 sq.ft.) ......... .$75.00
West Lafayette, IN 47906
AIRCRAFT FOR SALE (sealed bid)
1. 1955 Cessna 180 2. 1947 Republic Seebee 3. Harvard Mark IV AT6
Successful bidder will accept each aircraft "as is" in writing.
"OSPREY 1" FLYING BOAT
• Wood Construction • Folding Wings • 60 to 100 H.P. • Stores in Garage • 250 ft. Takeoff
Build and fly the boat that does not use or need ailerons, eleva-
• Complete Plans SE5
tor or rudder. Information free.
• Easy to Fly
• Photo Brochure $3
GEORGE PEREIRA, DESIGNER/BUILDER OSPREY AIRCRAFT 3741 El Ricon, Dept. SA52
SPRATT CO., Inc. BOX 351
•
MEDIA, PA. 19OS3
Sacramento, Calif. 95825
SMYTH SIDEWINDER 1969 EAA "OUTSTANDING DESIGN"
GYROCOPTER
OWNERS
FLEXIBLE SHAFT PREROTATOR Complete const" uct ion plans, pjrts l i s t , operatipq and installation instructions
Bids will be accepted until July
$5.00
18, 1975.
Also available finished
Finished and un-
castings,
parts, complete
unit - ready to install.
More details concerning the aircraft and procedure for the 'sale' can be obtained by contacting the Aviation Dept. Hawkeye Institute of Technology, Water-
loo, IA. 319/296-2320. Aircraft may be seen at the above location through arrangements 106 JUNE 1975
High performance, all sportplane.
metal, two-place
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
DICK WUNDERLICH GYROCOPTER
Sales and Service 1504 Conner Ave.. Locknort Illinois 6044 1
Phone
1815!
838 5833
LETTERS . . . (Continued from Page 5) I found an aerospace engineering student
who was bored with doing the usual supersonic-jet-and-space-vehicle problems that are the bulk of the projects here at Virginia Tech However even he has his limitations, because ultra low speed flight is a big unkown as far as research
So. we are working on some breakthrough designs Wish us luck. Part of the present concept is to keep our airfoils aerodynamically clean so we're considering wing-warping for control. Do
you know of any good sources on warping control
9
Also, can you give me a list of local EAA members within a 100 miles radius of Blacksburg' I've really enioyed SPORT AVIATION Even
though most of your articles are oriented toward speed and family flyers, almost every issue has had something that helped my thinking on design problems
I'd also appreciate it if you d let me contact other 'birdmen interested in manpowered flight by publishing this letter in one of the next issues of SPORT AVIATION Thanks, Christopher A Pine. EAA 89052
1015 Giles Road Blacksburg. Va 24060 Gentlemen: I am trying to locate any available information on McDowelt Manual Safety Starters for light aircraft These are found on some Aeroncas using Continental 65 h.p. engines.
The starter consists of a ratchet/pawl device actuated by a lever located in the cockpit It has a recoil device similar in operation to present day lawn mower engines
Acrobatic Adventure with proven products from Christen Industries
Any information, especially concerning availability, will be appreciated. Thank you Very truly yours. Douglas L. Motley. EAA 88876 Box 2278 Danville. Va 24541
SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and
Tubing. All sizes, any length. No minimum charge Distributor for all STITS Products. AN Hardware. Etc.
Dear Jack: This is in response to the letter from Mr G. H. Bryan of Concord, Va in the April issue in which he describes destroying by fire the
KNAPP AVIATION P. 0. Box 764, Miami, Fla. 33148
(Continued on Next Page)
305 ,888-6322_____________305/887-9186
Christen 801 Series Inverted Oil Systems for all directdrive Lycoming aircraft engines
|^ WHEELS AMD BRAKES CERTIFIED
P
L
1/32" 1/16"
A I R C R A F T
Y
W
O
E^V New, manufactured to F.A.A. •^1 Standard:. Will fit sld. ailes •JlC.1 * includes sealed Denting. * I 2.80/2.50x4 ................ ja.so - 5.00x5 ............................109.50 6.00x4 ..........................J 19.50
BIRCH
O
D
$8.40 3/32" $1360 3/16" $19.80 9.20 1/8" 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.
MASTER BRAKE CYLINDERS leservoir style with park ing brake and sealed acrobatic type. New. Mfg. far Cessna, letch, Piper A A.C. I ECT. .
THROTTLE QUADRANTS Push-pull controls, ignition switches, vol»e«, primers, rudder ptdalt, control wheels, etc. Sff YOU* OISTKIBUTO* FOX
THCSC PRODUCTS
PRODUCTS CO., INC. P. O. BOX 175 VANDAIIA, OHIO X3377
Christen 844 Manual Fuel Pump System lor reliable fuel control. A miniature selfcontained fuel control unit with pump, selector valve and filter-drain.
Christen 820 Seat Belt/Harness System for positive support during unlimited-class
YOUR A I R C R A F T NEEDS: VX-6
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 341/3" 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 i?3 Mostly 5/32 mixed 50c per pound Be sure to include ample postage, excess 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
BATTCHY ADDITIVf •
Fights Sulphation . . . THE "CRIPPLING CANCER" OF ALL BATTERIES!!
• • Restores "dead" batteries I back to life again! (Those batteries that are mechanically sound - but have failed because of excessive sulphation deposits) Helps your battery to perform Better in frigid conditions of 60
below freezing, or under roasting heat conditions of 160! Improve the electrical storage capacity of your battery. You get brighter lights, faster starts, more power, better performance! Carries an unconditional S year guarantee to prolong the life of
your battery, or your money
back in full! DON'T TAKE CHANCES . . .
Add VX-6 to your battery today and enjoy that "safe" feeling of important "VX-6 Batttery protection! Send $3.98 To: THOMAS R. DOUGLAS & SON 29 Kenneth Ct., Florham Park N. J. 07932
National Dynamics Corp.
competition aerobatic flight Christen 814 flight goggles for wide angle vision and comfort during open cockpit aerobatic flying Send two dollars f i r s t - c l a s s postage and handling (refundable with order) to receive new full color product catalog Christen Industries, Inc. 1048 Santa Ana Valley Road Hollister, California 95023 Telephone: (408) 637-7405
Quality products for sport aviation SPORT AVIATION 107
LETTERS . . . (Continued from Preceding Page) defective fuselage of a Taylor Monoplane with it's foam-Dynel-epoxy skin. He concludes advising against the use of foam because of inherent characteristics. I'm writing to put a few facts into proper perspective, not to defend the foam industry nor the foam-Dynel-epoxy method, and am writing as an "experimental aircraft builder," not as an expert in aircraft construction (which I am not). After reading Mr. Bryan's letter I tested a chunk of the tan urethane foam (not green) I'm using in my KR-1. As there are many kinds of foam I'm not using white Styrofoam (it dissolves in gasoline) nor the light green polyurethane foam (not available in my town) but rather the light tan urethane foam that is available. It is fire retardant and not dissolved by gasoline. I inserted a 1" x 2" block of urethane foam 6" long into a gasoline filled tin can for 5 minutes. Then I removed it and touched a lighted match to it. It burned a little until the gas had exhausted itself from it, then it went out. After a few minutes I lighted it again and again it burned a few minutes before going out. This piece of urethane foam did not burn "faster than an oil soaked cloth" as did Mr. Bryan's green foam. It did char a little around the edges, however. Urethane foam is not the same as polyurethane foam and one has to read the manufacturers information to really know
what he has.
Building a small fire in my fireplace I laid some strips of my urethane foam on the burning wood. The foam burned and melted readily which I expected it to do, since the manufacturer of the foam reports that this foam "will burn when the exposed surface is subject to a fire having sufficient intensity and heat." Would you like to hear what happened to the strip of old doped fabric from the J-3 wing I laid onto the fire next? To be fair to the foam I had to test "Brand X" method as well, and it too failed the "fireplace test." Observation: Doped Grade A cotton and foam are very compatible with buring wood. While I respect another man's observations and opinions and would urge him to use the construction method he feels safe with, I would also hope that fair comparisons would be made in contrasting a new construction method with the old standbys. Do we recognize the inherent hazards of proven methods we already have come to accept as normal risks of the art? (e.g.: doped fabric burns readily, gas lines can leak, metal fatigues, wood burns, fabric deteriorates, welds can break, etc.) I'm not suggesting we blithely accept new risks unquestioningly but that we understand inherent characteristics of new ideas, use them carefully and wisely, compensate for their weakness, consult with more experienced persons, test materials and designs adequately and in general, exercise common sense to an uncommon degree. Consequently, I choose to use urethane foam in my KR-1 as specified in the plans and
anticipate no fire destruction on the tail surfaces and wing areas. Within the engine compartment I will use a minimum of foam and seek to fireproof the area adequately using accepted norms. Since mine is an all wood plane I will exercise much care in rigging gas lines and will preflight the engine especially well. However, I will continue to experiment with new ideas as they apply to my situation, following the guidelines suggested above. This is the mandate to the imaginative, experimenter drawn into the EAA. Do your thing, take the calculated risk, learn from the mistakes of others, since you'll not live long enough to make them all yourself. But move ahead in faith in your abilities and TRY. To be free to indulge an aspiration, a new goal, a new idea; that is true freedom. And this is what the EAA is all about. Cordially, Jim Snyder, EAA 21833
Box 696 Hesston, Ks. 67062
Dear Sirs: Shame on you — total shame! How can you refer to the "HERCULES" (April issue page 6) with the hated title of "Spruce Goose"? Its name is, I repeat, "Hercules." Forgive them, Howard, for they know not what they do. Regards. Dave Mangum Torrance, Calif.
Cleaning and Polishing Transparent Plastic (Reprinted from Michigamme)
Plastics have many advantages over glass for aircraft use, but they lack the surface hardness of glass and care must be exercised while servicing
not be rubbed with a dry cloth since this is likely to cause scratches and also build up an electrostatic charge
the aircraft to avoid scratching or
surface. If after removing dirt and grease, no great amount of scratching is visible, the plastic should be finished with a good grade of commercial wax. The wax should be applied in a thin even coat and brought to a
otherwise damaging the surface. Plastic should be cleaned by washing with plenty of water and mild soap, using a clean, soft, grit-free cloth, sponge, or bare hands. Do not use gasoline, alcohol, benzene, acetone, carbon tetrachloride, fire extinguisher or deicing fluids, lacquer thinners, or window cleaning sprays because they will soften the plastic and cause crazing. The plastic should
which attracts dust particles to the
high polish by rubbing lightly with a
soft cloth. If, after removing dirt and grease, the surface is found marred by scratches, hand polish or buff out the scratches. Hand-polishing or buffing
should not be attempted until the surface is clean. A soft, open-type cotton or flannel buffing wheel is suggested. Min^r scratches may be removed by vigorously rubbing the affected area by hand or with a soft, clean cloth dampened with a mixture of turpentine and chalk or an automobile cleanser applied with a damp cloth. Remove the cleanser and polish with a soft, dry cloth. Acrylic and
cellulose acetate plastics are thermoplastic and friction created by buffing or polishing too long in one spot can generate sufficient heat to soften the surface. This will produce visual distortion and should be guarded against.
SWAGE-IT YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves Nicopress Oval Sleeves; Zinc Plated: fi '/,«". 12 for $1; Hi". 10 for $1
" !/,", 20cea.; Hi". 25c ea. K«". 50c ea.: y,". 75c ea
Stainless Steel Thimbles: ) AN 100-C3 (V & &"> 8 for $1; ' AN 100 C4 ('/,") 6 for $1;
AN 100-C5 (&") 20cea. AN 100-C6 (%") 30c ea._______
Galvanized Cable MIL-W-1S11A:
"SWAGE-IT"* TOOLS
#2 for %",&"» W Nicopress Oval Sleeves $12.50 #3 for V4", %". %" and "A"
Nicopress Oval Sleeves $27.50
Tightening bolts applies swaging pres-
sure. Will hold full rated strength of
7x7, >,y, lie ft.; Jjj". Heft.;
7x19, %", 19cft.: y,i. 21cft.; K<". 25c ft.
\
13th Year Nationally Advertised
S & F TOOL CO.
Send check or M.O. with order. Calif, residents add 6% Sales Tax. -E-Box 1546 Costa Mesa, Calif. 92626 I Orders postpaid in U.S.A.- Foreign Orders Add 10%. 108 JUNE 1975
VOLUNTEER YOUR HELP AT OSHKOSH!
Classified Ads ADVERTISING CLOSING DATE
1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE: — Regular type pei word 30t Bold face type: per word 35<. ALL CAPS: p-.'f wor
CASH WITH ORDER Address aflvelismg correspondence to Box 229. Hales Corners Wisconsin 53130
ADVERTISING MANAGER
SPORT AVIATION
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE Aircraft
KR-1 PROJECT — Woodwork 9XW done, hardware, landing gear, canopy, etc. Brookfield, Wisconsin 414/781-6179.
CLIPPED WING CUB — Famous Reed conversion. Manuals, drawings, copyright authorization. Kit includes spar plates and heavy duty strut ends. $50.00. Wag Aero. Box 18. Lyons, Wisconsin 53148.
BD5A kit — electrical system, large engine, extended noseboom. Vertical stabilizer, left wing, and fuselage. Shell completed. Right wing ready to be signed off Good workmanship. Clecos included Best offer over $2650 Don Ausmus, 1714 Enfield, #205, Austin. Texas 78703. 512/478-6112.
BAKENG DUCE — left wing, right wing, center section, ailerons, flaps, plans. First $300.00. Ralph Mitten. Enid. Oklahoma.
BD5B, 70 HP with electric option Basic hull complete, signed off Best offer 216/4863560. ___ _____________
405/233-2836, no collect.
BD-5D, Serial #3495. contracted for the original $4400. Selling for $600, you pay balance of $4000. 10 days before delivery. 3121 395-2392
VP-1, flight tested, award winning school project. Selling to re-coup funds for next aircraft project. 1600cc engine, hangared, $2000. Joe Webber, c/o Willowbrook High School, Villa Park, Illinois 60181. TAYLOR MONOPLANE — 65 Lycommg, 130 TT airframe. open cockpit, sunburst paint scheme, beautiful finish, radio. $3000. Before 8 A.M. CST 309/828-7040 AMPHIBIAN — 70"< complete with rights to sell plans. Builder deceased, best offer over $800. Send $1OO for 20 page booklet describing plane. Kam-Craft. Box 1, Okauchee, Wisconsin 53069. BAKENG DUCE PROJECT — wings ready for assembly Fuselage tubing. Flaps, ailerons, center section glued. $1050 crated. L Combs (eve) 214/242-0290
TEENIE II — 75'7r completed, no engine or instruments, best offer. C. Reardon. 9605 South Albany. Evergreen Park. Illinois 60642 FLY BABY — Beautiful red and yellow, always hangared. dacron covered. C-65, inspected 3/27/75. 242 TTAF & E. Must sell for pusher project Asking $2750. Jerry Ingram, 3612 Quiette Drive, Austin. Texas 78754. 5121 926-8665.
PIPER L4J — C-65. 70 SMOH, rebuilt 1974, linen cover, wing tanks, new wood spars, wired for electric. Buy me. join "Warbirds" at Oshkosh. $4.37500. Sheldon Hein, 605/ 599-2305. 1941 J-3 — 20 hrs SMOM. metal prop, spare engine, sga^e set.off«4nas. new tires. TailfeathersQe£are)etl Damage to vertical fin and to alQjng/ Wfty"$1699. David Basket!, 1005 Tnij_LJHHi nnriiiii Texas 76513, evenings. 817/939-6973. MIDGET MUSTANG MM-1 project. Fuselage, all aluminum parts formed. All 4130 plate, tubing, hardware, aluminum sheet to finish Canopy, gear, tires and spinner FAA OK'd Like to find partner or sell. Steve Stevenson. 25346 Butternut Ridge Road, North Olmsted. Ohio 44070 216/779-8685 after 6:00 P M WITTMAN TAILWIND — N2732. 260 hrs. full
panel MK II. C85-12. Oshkosh best Tailwind trophy, fast miser, immaculate. $7500 Arkansas 501/565-6100.
STOREY AMPHIBIAN — 0-360. 180 HP Lycoming. constant speed Hartzell New PA-18 wings with flaps. Genave Nav-Com. Excellent workmanship. Contact Tom Benedict evenings, 503/646-1547. Write PortlandHillsboro Airport, Hillsboro. Oregon.
BD-SA — 70 HP, other options, wings and rudder 90* complete Best offer over $2000. Glen Bentz. 38 Constellation Drive. Charleston Heights. SC 29405. 803/5527097. ___ T-18 PROJECT — with 0-290G engine, $2950.00. firm. Send for description. Fred Farnsworth, 6322 Solano Drive, San Jose. CA95119. ANTIQUE — 1933 Stinson. Sr . Jr.. partially rebuilt, ready for finishing. 300 hp Lycoming, OSMOH, float kit, many extra parts, and material, extra engine, wing, tail feathers, hydraulic brakes. 907/272-4495 days, 907/279-4620 nights. $9000 BD5D — #3785. below present cost. $800 cash, you finance $4000. K. Eugene Smith. 906 Grant. Apt. 117. Wichita Falls. Texas 76301. 817/723-5933.
SHOESTRING — fuselage assembly; formers and stringers, controls, landing gear, wheels, brakes and tires, and engine mount installed. Landis Ketner. Box 762, Vero Beach, FL 32960. PITTS SPECIAL — tack welded complete with fuselage, vertical and horizontal stabilizer, axlegear assembly, all metal parts to complete, expertly Grafted Includes a new Sparcraft four aileron fully acrobatic conversion wing kit, complete set of Cleveland wheels and brakes, tires and tubes, hydraulic master cylinders - $1500 One damaged engine, broken crankshaft, four rebuilt jugs 0290-G conversion, 12 hrs. TT. as is. $200 Mrs. A J. Sutton. R. R. 9. Box 266, Huntington, Indiana 46750, 219/344-3612 BLUE TEAL AMPHIBIAN — 2 place. 160 HP. Lycoming. 120 hrs since major, cruise 63 knots, top 90. Total hours on aircraft, 180. Stalls at 55 knots. Includes king radio with omni. service jacks and paddle. Always hangared. Razorback covering $4500.00 H R. Crowder. 38 Kennedy Street. Brantford. Ontario, Canada 519/752-0053. TRADE (or sell) SPENCER AIR CAR AMPHIBIAN PROJECT for flyable two-place
amphibian. Cash for any difference. Have all Spence's metal parts; wood, ribs, extras. Hull ready for cover. Gear fitted. John James. #301. 568-2470 evenings; 981-4418 days.
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 "dual port" heads and Posa Injector carbs. Flight proven designs on the Sonerai I & II. Introducing - ready to run converted VW's 100% new parts, Monnett Conversion. Posa Carbs. you add exhaust and gasoline! 1600cc $1350. 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. $200. Carr Conversions, P. O. Box 671, Beaverton, OR 97005. VW ENGINE BUILDERS, low. low prices. Valves - .99c, valve guides - .60c. Send for complete list. CARR CONVERSIONS, P. 0. Box 671. Beaverton. OR 97005. ENGINES WANTED: 0-540 Lycoming engines, all models, any condition, instant cash. Write Panther Air Boats, 300 Wilson Avenue. Cocoa. Florida 32922 or call 305/632-1722. JACOBS R-755-9 (245 HP) complete firewall forward. Including hydraulic GS prop and manuals. L. Combs. 214/242-0290. $675 crated C-85-8 — 14J prop, spii from my 354-3509
w Also McCauley acks. mount, cowl iSIane. Bob Davis 216/
RANGER 6-440 C-4. 200 HP. no logs $400 or best offer. Jenkins. 607/936-4353 evenings. CORVAIR EXPERIMENTAL AIRCRAFT ENGINE TECHNICAL MANUAL, $300 VOLKSWAGEN EXPERIMENTAL AIRCRAFT ENGINE OVERHAUL MANUAL, $ 3 0 0
The
TWO-CYCLE AIRCRAFT ENGINE, $3 00. R. G Huggins, 4915 South Detroit, Tulsa, OK 74105
1936 R1340-C, beautifully preserved engine, trade only for R1340 AN series engines. Col ley Aviation, Nezperce, Idaho. LYCOMING, 160 HP, 0-320, Vi" valves. 733 on chrome major, 2000 hour engine with accessories. Best offer over $2,000. Kam-Craft, Box 1. Okauchee. Wl 53069. 414/593-2578. CONTINENTAL A-65 — complete, firewall forward, runs good, no logs. $250.00. Robert Gould. R #3, Eaton Rapids. Ml 48827. 5171 663-3072. WANKEL ROTARY 115 HP — engine includes: alternator, dual Solex carbs. radiator, instrument panel with tach and complete set of manuals. A new set of rings and seals should put in top notch shape. Will trade for 150 HP Mercury outboard powerhead or take $500. CPT Norman L. Wootan. HO USAMMAE DIC; APO New York 09052. SPORT AVIATION 109
C-85-12 — App 470 SMOH, Bendix (shielded)
mags, starter, generator, mufflers, cylinder bafflings, air cleaner complete, 71-46 metal prop, no logs. $950.00. JACOBS — 245 HP, 187 hours, since top, just with carb. with logs, make offer. C-0300-D accessory, rear case, $65.00. C-0300-D, Bottom case, $50.00. TAYLORCRAFT, landing gears -
tapered axles. For that Tuholer project $50.00. 1 - BENDIX engine starter type G-20, brand new, $50.00. Iggy - 212/743-8364.
AIRCRAFT PROPELLER MAKER'S TECHNI-
CAL HANDBOOK, $4.00, How to design your
own, including two full size drawings. R. G. Huggins. 4915 South Detroit, Tulsa, Oklahoma 74105. PROPELLER — Model M-74-DM, L-70, P-54,
or will trade for MA3-SPA carb. Edmund
Mason, West Lebanon, New Hampshire
is 75 inches now, Bokodi, 820 North Cline Avenue. Griffith, Indiana 46319.
1424 after 9 EDST.
Hang Gliding
Continental C-85-12 flange type. 75 hours
Lycoming 0-290-02, 400 hours SMOH with carburetor, airworthy, $1050.00 Roy Reabe, Waupun, Wisconsin 414/324-3519. CARBURETOR, oil sump, intake pipes, new, off Lycoming 0-360-A1G (horizontal rear mounted), f i t s 0-360 engines for slimmer
profile. Want trade for bottom mounted carburetor, sump, pipes or sell. John Schip-
Master cylinders, $20. per pair with wheel order. $23. per pair without. Alfred H. Rosenhen, 810 E. 6400 South, Salt Lake City, Utah 84107. FIRESTONE & SHINN wheels & brake parts.
offer: For more information call 215/345-
SMOH. with carburetor, airworthy, $850.00. Roy Reabe, Waupun, Wisconsin 414/3243519
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr. 700x4 (will take 800x4 tire) .. .$110. per pr.
03784. 603/298-8956.
SENSENICH M76EMMS-0-60, $135.00, prop
Lye. HO-360-B1B, OSMOH Sensenich prop 76/60 included (repairable) $3000 or best
WHEELS — Custom made aircraft wheels, complete with brakes and bearings. 500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
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, Box 4232-A, Santa Barbara, CA 93103.
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 f r a m e ; horizontal spar tube assembly; Cleveland 500x5 wheels and brakes; axle stub; Pilot-static tube; wing ribs; Maule tailwheel. Write for catalog. MERRILL W. JENKINS CO . 2413 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.
pers, 8208 Arroyo Way, Stockton, California 95207.
Books
0-200 CONTINENTAL — complete and running. 362 hours total time since new. One Owner, $2100.00. Ray Stits. Box 3084. Riverside, California 92509. 714/684-4289.
MODERN AIRCRAFT RE-COVERING — Complete manual with 50 illustrations on recovering with Grade "A 1 cotton or Ceconite. $2.00 postpaid. Airtex Products, Box 177, Morrisville, Pa. 19067.
DRAG WIRES, FLYING WIRES, BEARINGS,
AIRCRAFT DESIGN, THIRD EDITION (1968)
GEE BEE CANOPIES — T-18 Canopies and windshields fit T-18. Mustang II, Sidewind-
LYCOMING 0-290-G — Just overhauled, balanced crankshaft, new rings, bearings, valves, etc. Garry Fancy, 2073 Kingsley Road, Ottawa. Ontario K2C 2X6, Canada. LYCOMING IO-320-A1C — with logs, magnetos, starter, alternator, fuel pump, injec-
tors, and plugs all in good operating condition. Oil analysis included. Just removed from Twin Comanche due only to TT 1650
hours. Crated and ready for shipment from New Castle, Delaware Call Max or George weekdays at 302/328-1354.
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
ETC. Per AN standards for homebuilts.
Send stamped addressed envelope for illustrated list. A. Wheels, P. O. Box 174. Ambler, Pa. 19002.
er, 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 Pitts Bubble — $95.00. All canopies un-
Books for Aircraft Designers, Builders. Outof-print and current. List 25c. John Roby,
trimmed and in green, gray or clear. "Shipping crate - $30.00" FOB Seattle. Gee Bee,
3703T Nassau, San Diego, California 92115.
18415-2nd Ave., So. Seattle, Wash. 98148. Glen Breitsprecher.
LIGHT AIRPLANE DESIGN — 80 pages. 61
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. 98290. 206/ 568-6792.
PROPELLERS — 23 diversified custom pre-
cision machined models. Propeller Engineering Duplicating, P. 0. 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 CHI-
CAGO, ILL. 60185. Phone 312-JU-4-8787.
PROPELLERS: VW, Corvair, Continental, etc. Ray Hegy, Marfa, Texas 79843. PROPELLERS — V. W., Corvair. Continental, etc. H. A. Rehm, Dousman. Wisconsin 53118. GROUND ADJUSTABLE PROP for VW, Cont.,
Lye., up to 125 HP. All wood, lightweight, VW prop - 8 Ibs., mirror finish, 2, 3 and 4 blades. Bernard Warnke, Box 50762, Tucson, Arizona 85705.
PROPELLERS — maple, oak, walnut, one kind or combination, VW, Cont., etc. Nelson Keith, P. 0. Box 118, Uniontown, Kansas 66779. 316/756-4747. 110 JUNE 1975
figures, 16 photos, 18 tables. Step-by-step guide for amateur designers. No difficult
Dynel, fiber-glass, resins, polyurethane foam. Complete supplies. Catalog 25c. Kick-Shaw,
math, $8.00. LIGHT AIRPLANE CONSTRUC-
Inc., 3527 Hixson Pike, Chattanooga, TN 37415.
TION — 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.
PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and brakes! 500x5 or 600x6 1975 Production
Cleveland wheels and brakes, brake brack-
WOODEN AIRCRAFT DEVELOPMENT HIS-
ets 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 a x l e s $19.50 each. 1975 600x6/6 tires $17.00. Also conversion kits for Cessna, Beech,
TORY — 64p, over 300 color illustrations, $10.50. JOHN ROBY, 3703T Nassau, San Diego, CA 92115.
free list. Hardwick A i r c r a f t , 1612 Chico, South El Monte, Calif. 91733.
PAZMANY A I R C R A F T CORP., P. O. Box
80051S, San Diego, CA. 92138.
Stinson, Swift, etc. Stamped envelope for
O'Neill JAKE — radial engined. clipped wing Aristocraft II, conventional gear, roomy, fast. Brochure, $3.00. O'Neill. 791 Livingston. Carlyle, IL 62231.
T-18 BUILDERS — Save time and material.
WOULD YOU LIKE TO FLY? by Russ Bundy.
varez Drive, Palos Verdes Peninsula, California 90274.
Tells how to get started. Great gift. $1. postpaid. 206 Thunderbird, Marshalltown, Iowa 50158. AERIAL PHOTOGRAPHY - FLY FREE - BUILD OR BUY YOUR PLANE PLUS A GOOD IN-
COME — My book tells how to make $200 $300 weekends, more if you don't do your own selling. Any rating O.K., you don't need your own plane now. Book gives several methods of earning - camera tips, angles, tax info - partnerships and "shoe-string" beginnings. Let your flying pay you for a change! $4.00 to EAA'ers (Ca. res. - 24c tax) CBE, 521 Orange #146. Chula Vista, California 92011.
Miscellaneous SPORT AVIATION BINDER — Now holds 12
plus. U. S. $4.25, Canada $4.50, postpaid. EAA No. 79, Box 917, Spokane, Wash. 99210.
Buy material marked per matched hole tooling. We have 907, of all material, hardware, parts and assemblies. Write for catalog. Ken Knowles Sport Aircraft. 27902 Al-
T-18 MACHINED PARTS — 67 parts exactly per Thorp's d r a w i n g s 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. 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, T18, 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 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 CANADIAN KR-2 ENTHUSIASTS — Why pay more. Eliminate importation problems. Write, phone or visit your ONE STOP KR-2 CENTER, for KR-2 plans and building needs
Wood, foam, epoxy. dynel. professional parts — we have them all. Free price list. CANADIAN RAND AVIATION. Hangar #2, Toronto Island Airport. Toronto M5V 1A1, Ontario. Canada 416/366-4253 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
AEROMARINE SERVICES. Hangar #2. Toronto Island Airport, Toronto M5V 1A1. Ontario. Canada 416/366-4253. AN HARDWARE ft FITTINGS — Send 50c for catalog - refundable first purchase. HB AIRCRAFT STANDARD PARTS. BOX 4358. FLINT. MICHIGAN 48504. 313/239-2992.
SPORT AVIATION ANNUAL RLES! 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 hy-
draulic 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. 1'/<" or 1'/j" flat, or Vt" 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, $35.00 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 protrudina head. V»" stainless steel. $25.30/1000; Va" aluminum, $11.55/1000. G28 Hand Rivet Tool for above plus 120° dimple die $23.00 Send $1.00 for Sonerai information Monnett Experimental Aircraft. Inc. 410 Adams, Elgin. Illinois 60120 PITTS ROUND WINGS (S1S) — Covered, complete, canopy with cowl. misc. parts. 703/
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. 18x46x12-$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.
government surplus inventory. Much ANMS-NAS hardware 50.000 bolts, screws, more. Want to sell almost all. SASE for list I'LL
BEAT ALL GOING PRICES BY '/>.
Hardware. Rt. 6. Box 805M, Lake City. Florida 32055 WOODWORKING — homebuilts and antiques, complete wings or any part, rebuilding or repairing. Francis Dahlman. Rt 4, 6254 Highway 36, Burlington. Wisconsin 53105 414/ 763-3036
___________
SKIN CLAMPS — for half the price of Clecos '/» dia - kit to make 50 clamps. $11 75. 100/ $21.95 Postpaid Data 25c. Swanson Tool. 4018 S. 272nd St.. Kent, Wash. 98031 MISCELLANEOUS BARGAINS — Sensitive altimeter. 12V turn-banks, ball-bank, throt-
tle quadrant, microphones, cloth helmets, Baby Great Lakes plans. .016" aluminum sheet. 75' x V4" x .035"
4130 tubing and 12'
miscellaneous V»" to 1*4" short lengths '/T capstrip. Al Cleave, P. 0 Box 96. Weslaco, Texas 78596 512/565-3855
BUBBLE CANOPIES — twenty sizes, send
stamp. See you at Oshkosh with special
Steel Tube Fabrication — wood work, dope and fabric, engine mounts, fuselages, land-
ing gears, etc. Specializing in custom built aircraft. All work guaranteed 30 years experience lO'J discount to EAA member Eugene Livingston. 4928 Eleanor Drive. Charlotte. N C 28208. 704/392-5981 BD-5 BUILDERS AND BUYERS — Free Club information. James XD-5 Club. Box 151.
Pasadena. California 91102. 2 Ib. URETHANE FOAM, KR-1 & KR-2
CERTIFIED HARDWARE: Acquired through
kits
available. Send stamped, addressed envelope, free sample, price list Low prices.
Jim Snyder, Hesston. Kansas 67062 LAKE FRONTAGE, $20 00 per ft., clear, spring fed water Site for 3000 ft. strip Three miles
of frontage available. Minimum purchase 1000 ft 200 air miles from Milwaukee Write Box 91753, Milwaukee. Wisconsin 53202. SPOKED WHEELS WITH BRAKES — Com
plete set of plans, with parts sourcing information. 16" - 18" rim size. 1VV axle, use on one or two place aircraft, price $4 50 postpaid. R & B Aircraft Company. RD #3.
bargains BOUWENS AEROSPACE. Twing Road. LeRoy, NY 14482 VW CONVERSION booklet: includes plans, instrument markings, serial numbers. H.P., ignition wiring diagram, step by step instructions. $7.00 pp VERTEX MAGNETO, inserts into distributor hole. List $237 50. EAA $19900 pp TACHOMETER, electric.
3", 5000 RPM,
magneto actuated INSTRU-
MENTS: engine and fuel. For price sheets contact BAC. 78 E Stewart Avenue, Lansdowne. Pennsylvania 19050. STITS covering materials in stock; polyfiber yardage, polybrush. polyspray. tapes, etc Write for information. Call orders collect EAA Discount. We will also recover your plane for you Sugarbush Stits, Box 68. Waitsfield. Vermont 05673 802/496-2290 RIVETS-BULB CHERRYLOCK. Universal, countersunk, and Unisink Heads Approved by FAA Hand guns and air tools POP
RIVETS, aluminum closed-end, monel.
Box 446. Flemington, N.J 08822 315/7326513______________________'
threaded ANCHOR NUT PLATES, 6/32 8/32-10/32 threads NUT PLATES RIVETS. See you at Oshkosh fly-in. Booth C-22. Write for FREE information. Fastener Products. 615 West Colfax, Palatine. Ill 60067
DRAGON SKIN — fiber-glass wing and fuselage skins Sheets up to 4 x 8 in four thick-
METRIC SYSTEM — It's here now! Save time and money Know impact on you - What?
nesses Also molded leading edge material. Send $1.00 for sample and specifications The America Company 1521 Breezeland, Oconomowoc. Wisconsin 53066 CANADIANS — Hardware, instruments, steel sheet tubing: Birch plywood; props, en-
gines: Aerolite glue. Lincoln cloth fabric. Price list available Leavens Bros.. P. O
Box 1000. Malton, Ontario. Canada. 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. INTERIORS — new. surplus. 1971-1973 Grumman American. All vinyl or with rich cloth inserts. All colors, all models. Seat covers
When? How? Comprehensive newsletter only $6/yr FREE sample to EAA member. METRIC AVIATION, Box 51A-10. Fort Jones. California 96032 4130
AIRCRAFT STEEL SHEET .080
GYROS — Sperry D.G.
FROM 1946
FAIRCHILD 24 — pair of wheel
pants, $25 and landing light. $25. Jenkins. 607/936-4353 evenings. KR-1 KR-2 NEWSLETTER — want to know what's happening? Swap your ideas, modifications, spare parts, etc. with builders and owners everywhere. Subscribe now! 6 mo at $2 50. 1 yr at $4.50. Ernest Koppe. 6141 Choctaw Drive. Westminster, Calif. 92683
AN 5735-1. used but
excellent condition $75.00. New 5-inch Heading Indicator for T-34. includes eyebrow lighting. Win Dole. 6008 - 8th Avenue, Kenosha. Wisconsin 53140 414/658-3311 evenings.
Parachutes
and side panels. Low. low prices Firebird Aviation, 436 Casement Avenue, Painesville, OH 44077. 216/354-3509.
AN-
NEALED — 24"x36"x 080. $1000. shipping weight 22 Ibs.; 18" x 24" x .080, $6 00. shipping weight 12 Ibs.; 12"x18"x.080. $350. shipping weight 6 Ibs ; 9" x 12" x .080. $2.00. shipping weight 3 Ibs Include postage with order Airedale Service, 3704 Cambridge, Midland. Michigan 48640.
CLOSING OUT SALE — All chutes 1
Services BILL "AVI" Specialist
ATOR — Aviation Insurance Representing large established
companies Competitive rates. Fast. Claim Service. Speciality Homebuilts and Antique Aircraft 211 South Fayette, Jacksonville, Illinois 62650. 217/245-9668.
860-2441. SPORT AVIATION 111
BD-5 BUILDERS. Structure strengthening mods. Flight controls, re-designed for dual path failure mode. Weldments re-designed to "YOU MAKE" redundant sheet metal parts. Fourth edition. Send 20 cent business size stamped envelope for index. KR-1,
KR-2. The missing "HOW TO". Photos
or slides plus instructions. Design Review. Issue One, specify airplane. Index available upon receipt of 20 cent business size stamped envelope. Gillespie Aero Services, 404 South Reese Place, Burbank, California 91506.
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.
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. Northampton, Mass. 01060.
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.
P.D.Q. 2 — A super simple, low cost, ultralight aircraft you can build in 6 months at minimum cost. See S. A. October '73, page 39. Completely detailed plans, $20.00. Information free. Wayne Ison, #7 Alpine Lane, Elkhart, Indiana 46514.
DIAMANT — 3-4 sealer, all-wood: $100 —
COOT A PLANS — all construction photos, all
BUILDING OR DESIGNING your own aircraft
SUPER-DIAMANT - retract, tri-gear: $125.
information and wing ribs, $120.00. 414/
and in need of sound advice? For FREE detailed information about this engineering mail service send a self addressed stamped envelope to:
SUPER-EMERAUDE- 2 sealer, all-wood: $75.
966-7206 between 5 and 6.
AMTECH SERVICES
RD 8, Mansfield, Ohio 44904
Wood Testing Device; plans, detailed instructions - $17.38; description June 1970 Sport Aviation.
BERYL - fully aerobatic, tandem seater: $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. SE5A REPLICA — 85% scale WW I Biplane
Scout featured December 1970 SPORT AVIATION. Sport plane performance with antique appearance. Brochure, specs, and
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.
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. LITTLE TOOT PLANS — Reduced to book form, sixteen sheets 11" x 17", $25.00. Full
size blue prints, $75.00. Illustrated broCOUGAR 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.
BD-5
BD-5
BD-5
chure, $2.00. Meyer Aircraft, 5706 Abby, Corpus Christi, Texas 78413. R. L. 3 MONSOON, low wing 2 seats all wood
BG-7, BG-12D and BG-12/16 plans from 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, Ade-
lanto, Calif. 92301. SONERAI I & II PLACE PLANS — VW pow-
3 300—$6.50
n 600—$11.25
Tl 900— $15.75
Deposit slips, register and checkbook cover are included with every order D PIPER Assortment D Cherokee O Arrow D Twin Comanche D BD-5 D TWA 747 D Continental DC-10
_____
D CESSNA Assortment r. BEECH Assortment H Hawk r Sundowner J 210 Centurion _ V Bonanza D 310 Q Baron D Mooney a United DC-10 3 Eistern 1-1011 G Western DC-10 G American DC-10
"No-Fuss" self mailing envelopes at $1.80 per 100.
surtlncN*. .———————— (101 or higher)
NAME _______________________________________
i UmtM Parcel Service where available - b« * ing th« day to liflo for (he package.
112 JUNE 1975
ton, Texas 77072.
THE KOCH MARK 4! (ref: March 1975 Sport
Aviation) a safe, roomy, stall/spin proof, FOUR PLACE FAMILY AIRPLANE. Easy
and economical to build and fly. Wood, foam and fiber-glass. Information pack $4.00. Koch Aircraft, Dept. S, P. O. Box 994, St.
Charles, Mo. 63301.
KR-1 plans unused for VP-1 plans. James Wells, Box 321, Mt. Mesa, Lake Isabelle, Calif. 93240.
FOKKER TRIPLANE DR-1 — Full size info
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.
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.
WITTMAN TAIL WIND W-8 — Two-place,
JL-4 — four passenger, wood and foam construction, engines to 260 HP, retractable. STOL. 200 T cruise, information kits $2.00.
BANTAM plans. Over 200 sq. ft. detailed
side-by-side. 85-135 HP Cruise (with 0200 Cont.) over 150 mph at 5,000 ft. at 70%
power. Construction plans and photos $125.00. Brochure $1.00. S. J. Wittman, Box 276, Oshkosh, Wis. 54901.
drawings. All metal construction. Fun to fly.
$55.00 for blueprints or $2.00 for
Jim Londo, Rt. 3, Box 83, Arlington, Washington 98223.
specs, and photos. Bill Warwick, 5726 Clearsite, Torrance, Calif. 90505.
TAKEHOME T-18 WING — Airway to Highway
CA-65 — Two place sport plane with retractable landing gear. Plans - $110.00. Brochure
in just minutes. Information $3.00. Plans $35.00. Sunderland Aircraft, 5 Griffin, Apalachin, N. Y. 13732.
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. C. Box 5974, Cleveland, Ohio 44101. Knight Aircraft — Drawings for Knight Imperial, $95.00, Sunday Knight, $95.00. Info
package $3.00. Vernon W. Payne, Rt. 4,
- $3.00. A. Cvjetkovic, Box 323, Newbury
Park, Calif. 91320. SMITH DSA-1 "Mlnlplane" Plans. 17 ft. Biplane. Excellent drawings, $25.00. Mrs. Frank Smith, 3502 Sunny Hills Drive, Norco, California 91760. 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.
Box 319M, Escondido, Calif. 92025.
D 1000 Checks from your B&W photograph $50.00 D 1000 Cks. your "N" number any current production plane $70.00 "N" number —————————
John Lambert, 11307 Evesborough, Hous-
EAA BIPLANE P-2 — A fine sport plane for the
BG-6
Identity Check Co. Box 149-D Park Ridge, III. 60068
STITS PLAYMATE including all updates, $65.00. PAZMANY PL-1 plans, $20.00. CAVALIER SA-102 without tip tanks, $20.00.
SUPPLIES, 623 Markerville Rd., N.E., Calgary, Alberta, T2E 5X1, Canada. Bus. Ph.
$35 to $95.00. Information packages:
Complete the order form, and write out your check. Now, get a deposit slip from the same account, and clearly indicate address changes etc.. on the deposit slip. (These two documents will furnish us all the data we need to make your checks compatible with your bank's computer, and Amer. Bank Ass'n specs.) On gift orders, send your check and mark his check VOID.
plete plans, never used, $40 ea or both for $70. Nolan, Rt. 1, Box 22A, Friendship, Maryland 20758 or 301/627-7322.
kit, $3.00, Plans $50.00. Redfern Replica, W. W. Redfern, Rt. #1, Athol, Idaho 83801.
BG-6,
To make paying bills easier and faster, Plane Checks were styled after the self-addressing business checks. Used with our "No-Fuss" double window envelopes they will save you the bother of addressing envelopes. and assure you that there is never a chance of sending the check to the wrong place.
PHONE 602/586-3836.
STARDUSTER TOO & ACRO DUSTER — Com-
construction Brochure $3.00, plans $75.00. Wood kits available. WESTERN AIRCRAFT
BD-5 403/261-3046.
PLANE CHECKS
TEENIE TWO CHANGE OF ADDRESS PLANS STILL FOR SALE AT $45.00 BOX 181, DRAGOON, ARIZONA 85609. C. Y. PARKER,
JET ENGINE PLANS — and newsletters, info. $1.00. Doyle, Box 310, Montclair, New Jersey 07042. SAILPLANE PLANS — Pioneer II plus complete ribs, $75.00. Tern II plus construction manual, $75.00. Ernie Loesser, 23B Shady Lane, Little Falls, New Jersey 07424. evenings 201/256-7206.
SHOESTRING — Formula One Racer, sport-
plane plans available. 3-view, photos, specs., $3.00. Condor Aero, Inc., P. O. Box 762,
Vero Beach, Fla. 32960.
RAND KR-1 PLANS — $25.00. The VW powered Styrofoam retractable. Ken Rand, 6171
Cornell Drive, Huntington Beach, Calif. 92647.
UNUSED PLANS — SA11A Playmate, $75.00;
Wicnawk, $100.00; Zenith. $100.00 Bellando. 2 Barbara Lane, Titusville. NJ 08560. ANDERSON KINGFISHER SPORT AMPHIBI-
AN — Flight proven, simple and economical. Wooden construction. Piper Cub wings PLANS $150, information brochure $300
Present builders note new address Earl
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
TAYLOR MONOPLANE & TAYLOR TITCH
W. Anderson, P O Box 422. Raymond. Maine 04071
—Taylor Mono. The popular single-place low wmg, all wood, acrobatic model. 30 to 60 H.P. 100 mph. with 1300 c.c. VW
Wanted
Helicopters
Will purchase P & W R1340 and R985 engines Also Ham Std 2D30 and 12D40 propellers
SCHEUTZOW HAWK — ITS REALLY FAST -
Mid-Continent, Drawer L. Hayti, Missouri 63851 314/359-0500. MA3-SPA CARB, exhaust stacks for Lycommg 0-290 Edmund Mason. West Lebanon, NH 03784 603/298-8956
engine. Excellent plans, fully detailed. Sjij.UO. Tayior Inch. « super single place low wmg aerobatic 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. bend $3.00 tor details, brochures and colored photo of both airplanes. Construction pictures, per set — $2.50. These plans are obtainable only from . . .
build an outstanding helicopter; HAWK 90 or HAWK 140; choose single or two place
Information package contains both designs; specs. 3-view drawings, weight and balance, and performance data
Handling charge.
$500 SCHEUTZOW HELICOPTER MANUAL
— Airfoils, dynamics, power requirements,
WANTED for IO-470 Continental. McCauley prop governor *290D1-T3-DCFS or DCFU
pair used stacks (C310 - Baron outlet straight to rear) James Smith. 117 South
Mrs.
structures, mchanics. test procedures. $17.00. Add $2.00 for foreign postage Webb
Scheutzow. 451 Lynn Drive. Berea. OH
John F. Taylor
25 Chesterfield Crescent Leigh on-Sea, Essex, England
44017.
Wall. Calhoun, Georgia 30701. WANTED, OLD AVIATION MAPS, charts and
Jeppesens prior to 1941 Send details and
BUILD YOUR OWN AMPHIBIAN
prices B. Tepfer. 2 Lawrence St.. New Hyde Park, NY 11040. WANTED: Abandoned project, trade for RC setup. Bonner Stearman. Veco. Around $500
Joe Locasto, 447 State. San Mateo. Calif
"COOT Two-Place —
Folding Wings —
Towable —
94401
Easy Construction "COOT-A with fiberglass hull. We have hard to build parts and hull shells SEND available. ... $3.00 Construction Photoi — $2Mqw „ \^J.ot Specifications COMPLETE PLANS °"°" «*!•»« ^^^ Pnoto. 3-Views,
, . _ . — — . ... ~~ MOLT TAYLOR
o^^^^^ .. Prices and V. Information Packet
Box 1171 — Longview, Wash. (986:2)
Phone (206) 423.8260
INVERTED OIL SYSTEMS ............... .$107.50 Includes *Oil changeover valve *Sump fittings
PITTS
HATZ CB 1
—
SKYBOLT
—
*0il Separator tank
ACRO SPORT
* Fuel Tanks - Smoke Tanks * Dyna Focal Ring Kits *Dyna Focal Rings *Floc Tubes - Wing Fittings Completely welded Complete with Bearings * Stainless Steel Exhaust *"l" Struts - Slave Struts 150-18C and 10-360 200 HP * Engine Mounts *Pilct Tubes For Complete Listings and Prices
Thrifty 100 h.p.
3-view & photo $3.00 Plans $125.00
Write Tc:
DUDLEY KELLY Rt. 4,
A C R A - L I N E PRODUCTS
Versailles, Ky.
0. Box 1274
Kokomo, Indiana 46901
(317) 453-5795
ATTENTION EAA MEMBERS 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. '•' L
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 113
TAKE A
STOLP STARDUSTER CORP.
TERN
4301 TWINING RIVERSIDE. CA. 92509
(714)
FOR THE BETTER
686-7943
RYAN ST SPAN
ZENITH All Metal
X17"
85-160 HP
$350
ACRODUSTER 1 RATE OF ROLL —240° /SEC.
BROCHURE $5.00 COMPLETE KIT - $4500.00
AWARD WINNER 1973
A safe economical 2 sealer. 26 MPG at 130 cruise on 100 HP. Short field performer. Professionally designed for min. jigs. No air tools required. Building time 1000 hrs. NASAD quality seal for average amateur. Plans $150.00; Info $3.00. Materials, Kits and Parts available. CHRIS HEINTZ 236 Richmond St. Richmond Hill Ontario, Canada L4C 3Y8
STARDUSTER TOO PLANS $60.00
ANTIQUE & AEROBATIC AIRCRAFT PILOTS Leather Flying HELMETS New maufictiire with ligltwei(ht
AERONCA C-3 18" SPAN S350
NOT SHOWN D.H. TIGER MOTH CURTISS ROBIN PORTERFIELD
COLLEGIATE
ADD $1.00 POSTAGE & HANDLING COMPLETE"TERNCATALOG . . . . . . . . . . . . . . . . . 5 0 c SEND 50c FOR C A T A L O G SHEETS 8, B R O -
C H U R E S ON ALL PHASES OF MODEL BUILDING INCLUDING RADIO CONTROL.
C H A R G E C A R D S ACCEPTED.
Stanton
available . . . . . . . . $23.95
STARLET PLANS $45.00 BROCHURE $2.00
iuiiiiid......... $27.95
__ lambswool lined helmet with tarpbone adaptors i n o t a l l e d . . . . . . . . . $30.95 The new 510. The finest goggle made. Curied Triplex safety iglass. Soft leather lined mask,
lightweight headbaid covered lith nylon . . . . . . . . . . . . 518.95 Extra smoked lent . . . . . . $ 7.00 Extra clear l e n i . . . . . . . . t 5.00
VSTAR PLANS $45.00 B R O C H U R E $2.00
Wide vision curved laminated glass. Can be worn over glasses. Sturdy lightweight strap. $1395 pr. Extra smoked lennes $4.00 extra head strap (2.50 Limited Supply.
$3.00
THESE ARE JUST A FEW OF "TERN A E R O " PAPER & STICK KITS. ALL 17" SPAN OR MORE.
suede lining Limoswoil ear cusNion«, ud chin strip. Made from the finest materials Sizes: Sml.-med -Itj-exlrj Fully Lambswial lined ... {26.95 Siede lined helmet witb earphone adaptors
$3.50 $3.50
Hobby Shop Ino. 4734
NORTH MILWAUKEE AVENUE CHICAGO. ILLINOIS 6063O PHONE 3 1 2 / 2 8 3 - 6 4 4 6
AIRFOILS NOW
FROM EAA
Mk9 RAF style goggles. English made witb excellent visibility, adjustable center piece. 511.50 pr. Extra tinted lenses $4.00, extra headstrap $1.00. Please write for Free Catalogue.
ACRODUSTER TOO 2-SEATER
Styled after the Navy and
THEORY OF WING SECTIONS
Army A2 flight jacket. Both feature warm quilted lining, and knit cuffs and waist
Ira H. Abbott
PLANS $60.00
bands. The A2 is made of
B R O C H U R E $2.00
fine leather with leather
collar. Navy Style is made of fine goatskin with a
Bi-swing back and fur like collar. Satisfaction guaranteed! Sizes 36 to 50, brown
only. Navy Style ........ $76.95 A2 Style . . . . . . . . . . $69.95
Sizes 48-50, add $8.00
GLENN BEETS SPECIAL PLANS $50.00 BROCHURE $5.00 LOWEST PRICES ON 4130 STEEL - 2024-T3 AL. SPRUCE, PLYWOOD, HARDWARE, ETC. CATALOG $2.00
114 JUNE 1975
Enclose sufficient amount for postage. California Residents add 6% sales tax. Please write for Free Catalogue
SPLIT S. AVIATION 15320 Willow Drive Los (Jatos, California 95030
By and Albert E. Von Doenhoff The best single volume study available on subsonic wing sections. 693 pages include theory, airfoil ordinates, etc.
$5.50 (Includes
hook rate FROM
postage)
EAA Box 229 HALES CORNERS, WISC. 53130
AIRFOILS
Wisconsin, who were interested in developing new concepts of light aircraft design through individual initiative
4jteDori By
DAVID H. SCOTT, EAA 1004 1346 Connecticut Ave., Suite 915 Washington, D.C. 20036
Airport Development Aid Program Testimony (Editor's Note: On April 10. 1975 EAA submitted a prepared statement and presented oral testimony before the House Sub-Committee on Aviation. Below is the official transcript of the proceedings as they will appear in the committee's records.i 2:35 p.m., the subcommittee was reconvened, the Honorable Glenn M. Anderson. Chairman of the Subcommittee, presiding. Mr. Anderson. The Subcommittee on Aviation w i l l come to order. This afternoon we continue our hearings on the various proposals that will extend and modify the Airport and Airway Development Act. Our witness at this time is David H. Scott, a representative of the Experimental Aircraft Association, to be followed by Mr. Henry Boyd, Jr., who is the Airport Director of the Raleigh-Durbam Airport Authority and Southeastern Airport Managers' Association. Mr. Scott, we welcome you and appreciate your being able to be with us this afternoon and present the views of your association. Mr. Scott. Thank you very much, Mr. Chairman. My name is David H. Scott, and I appear here as the representative of the Experimental Aircraft Association of Hales Corners, Wisconsin. I do have a prepared statement which I would like to submit for the record, but I will give a brief oral summary of the m a i n points, rather t h a n read the entire statement this afternoon. Mr. Anderson. Is that the one entitled "Statement of the Experimental Aircraft Assocation"? Mr. Scott. Yes, sir. That is right. Mr. Anderson. No objection: then that will be deemed to be a part of the record, and you will be able to skip around any way you want. (Prepared statement follows:)
Statement Of The Experimental Aircraft Association Before The House Public Works And Transportation Committee Sub-Committee On Aviation April 10, 1975 Mr. Chairman, my name is David H. Scott and I appear here as the representative of the Experimental Aircraft Association of Hales Corners, Wisconsin. EAA is an organization of some 45,000 members. It was formed by a small group of pilots in 1953 in Milwaukee,
and inventiveness. In the past 23 years, it has grown to an o r g a n i z a t i o n t h a t operates the world's largest privately owned aviation museum, holds the largest
aviation event in the world at Oshkosh, Wisconsin each year, and has a "grass roots" organization of 440 local chapters in all 50 of the United States and in 9 countries throughout the world.
Although originally formed to encourage the development of general aviation aircraft, the Association has expanded its interests over the years to include all forms of recreational flying, personal transportation, proficiency flying, competition flying, the restoring of antique and classic aircraft, and preservation of World War II military aircraft. We therefore appear before you as spokesmen for
those who are primarily interested in aircraft as a recreational vehicle — the majority of the general aviation fleet — in contrast to those who will be speaking for a i r c r a f t operated p r i m a r i l y for business or utility transportation. The Airport Development Aid Program is of interest to us because we have been required to contribute to the Airport and Airways Trust Fund through registration
fees and fuel taxes. We therefore are concerned as to how our monetary contributions are spent. Before discussing specific points of the legislation that your distinguished committee is considering, may we make a few observations about the type of flying performed by a large majority of EAA members. For the most part, we do not have a requirement for the elaborate navigation and communication system established and maintained by the federal government for those who use airplanes primarily for transportation purposes. Many of our aircraft are based on privately owned and small community airfields with sod runways and we have no essential requirement for paved runways, control towers, radar service, or even the basic VOR navigation aids provided by the federal government. It is true that we do use the basic VOR airways system as a convenience. But we do so because it is there and available but not essential to our needs.
May we now comment on specific legislation that has been referred to your committee, namely H.R. 4312, H.R. 4830, and the Administration bill H.R/5017. H.R. 4312 and H.R. 4830 provide for $75 million a year for general aviation airports, whereas H.R. 5017 proposes a figure of $50 m i l l i o n a year for general aviation airports. It would be expected that as a partial user of publicly owned general aviation airports, we would support the higher figure of $75 million a year. But our position must be tempered by the taxes or fees that we would be required to contribute to support a program of this financial magnitude. The Administration bill provides that 75'; of the funding for air carrier and reliever airports should be contributed by the federal government with the individual states t a k i n g over the e v e n t u a l f u n d i n g and a d m i n i s t r a t i o n of all f i n a n c i a l and a d m i n i s t r a t i v e assistance to general aviation airports. It is our considered opinion that the funding and administrative
h a n d l i n g of aid to general aviation airports should remain the province of the federal government. It is true t h a t m a n y state airport programs have been successful in building airports at less cost and in less time than airports constructed under the federal programs. We believe t h a t the federal government's management of the ADAP program could be improved by the streamlining of procedures and the revision of airport engineering standards. We are pleased to note (Continued on Page 84)
