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(Photo by Lee Fray)

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

APRIL 1975 VOL. 24 NO. 4


Homebuilder's Corner. . . by Paul Poberezny . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Aero Sport Pixie Round-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Did You Say "Casket"? . . . by Donald Sizernore ........................ 13
Book Reviews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Page 14
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Instrument Panel Overlay . . . by Larry Stabler .......................... 22
From Such As This Comes Our Future . . . by Paul Hopkins ............. 23
The Rebirth Of An L-4J . . . by Bob Townsend ........................... 26
Insights Of A Volmer Builder . . . by Russ Fatzinger . . . . . . . . . . . . . . . . . . . . . 29
Guest Editorial . . . by Robert T. Smith . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
The Designee Corner. . . by Antoni Bingelis ............................ 31
Presidential Visit To England . . . by Harold Best-Devereux ............... 35
The Hoffmann Variable Pitch VW Propeller. . . by Gerd Miihlbauer ...... 37 Page 26
Flying The Pober Pixie . . . by Mike Heuer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Sun 'N Fun Fly-In . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Sun 'N Fun Grand Champion . . . by Val C. Bernhardt .................. 54
Will The Small Airplane Survive? . . . by Robert K. Wattson, Jr. .......... 60
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Directory Of Aircraft Under Construction or Restoration . . . . . . . . . . . . . . . . . 66
Calendar Of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Page 39

Paul H. Poberezny Jack Cox

Publisher Editor-in-Chief Pober Pixie.
Bernice Scholler (Photo by Lee Fray)
Ray Scholler Bonnie Soucy
Assistant Editor Advertising Manager Publication Layout



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.



SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc. and is published monthly at Hales Corners. Wis Second Class Postage
paid at Random Lake. Wis. 53075 and at Hales Corners. Wis 53130 Membership rates are $15 00 ($2000 alter February 1. 1975) per 12 month period
01 which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES
Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY
The Experimental Aircraft Association, inc. cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas
The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will
be of help to the majority ADVERTISING EAA does not guarantee or endorse any product offered through our advertising We invite constructive
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Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. 0. Box 229, Hales Corners, Wis. 53130


BURTON, MICH. 48509 ROCKFORD, ILL. 61107 ST. PAUL. MINN. 55110 OSHKOSH, WIS. 54901








E. E. HILBERT, 8102 LEECH RD.. UNION, ILL. 60180 M. C. "KELLY" VIETS, RR 1, BOX 151, STILWELL, KS. 66085


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McHENRY. ILL. 60050 NO. GRANDY. CONN. 06060 LYONS, WISC. 53148 ] ,.



4 APRIL 1975
interest. I do not believe the Congress ever Again. Mike, keep up the good work and let

LETTERS intended the tax to be applied this way

As a member of Congress, you are in a posi-
tion to introduce corrective legislation. Would
me know if there is anything I can do to en-
hance your work and make it more rewarding.
you be willing to do this? Gliders (sailplanes) Charles Schuck
TO THE and balloons are already exempt, and I think
antique and homebuilt aircraft should be too.
FAA/EAA Liaison
Washington. D.C. 20591
Neither group is involved in interstate com-

EDITOR merce nor have they anything to do with the

postal service or the national defense. The air-
craft are not used for the transportation of
Dear Jack:
I would like to reply to Paul Walton whose
Editor's Note: The following letter is self- persons or property, but for education and letter appeared in last month's "Letters to the
explanatory. If you agree with its contents, recreation. To subject these aircraft to a Use Editor."
you should contact Congressman Spence urging Tax is to discourage education and recreation Paul, we are sorry you feel the way you do
his introduction of a bill to exempt homebuilts whenever aircraft are involved. about the EAA. We have failed you in many
and antiques from the user tax. Coke Darden If you would be willing to sponsor corrective ways apparently. For this we are sorry. We are
(EAA 14846 - Lifetime) is a nuclear physicist legislation, I would be willing to help in any- sorry, too, you feel compelled to drop your
and a well-known collector of antique aircraft. way I could. For example, I might be able to membership. We need you. and many more, to
He is a past president of Chapter 395 and cur- find other members of Congress who would be join us.
rently is vice-president of Chapter 242 in willing to co-sponsor such legislation. We are sorry you derived only the magazine s
Columbia. SC. In any event, I would appreciate anything benefit from your membership. We are sorry
you could do to help rectify this unfair situation you were not exposed to the magic of EAA
Honorable Floyd Spence that has no assessable value. We failed you,
120 Cannon House Office Building as would others who are similarly forced to pay
for services and facilities they don't want and no doubt about it. You're right. "Flying"
Washington. D.C. 20515 magazine is cheaper because they have more
can't use.
Yours truly. advertising revenue.
Dear Mr. Spence: We are sorry also. Paul, that it costs money
In 1970 the Congress passed the Airport and Colgate W. Darden. Ill
Box 597 to belong to a local chapter. You're right, we
Airway Development Act to modernize and are money hungry. We need every cent we can
improve the nation's airways and airports and Cayce, SC 29033
get to run the organizations involved. We have
a companion act, The Airport and Airway to pay our way.
Revenue Act, to provide the funds with which Dear Sirs:
I do not know whether you could possibly We are sorry you do not feel democratically
to do this. These funds were generated by a represented. Paul. I do feel we are: very much
federal tax on aviation fuel and an annual help me, but from my knowledge of the EAA it
seems that you take an active interest in the so I can pick up the phone and talk to Head-
tax on aircraft. quarters and know someone will listen to what
The reasoning behind this latter tax was disseminating of information on homebuilts.
I am interested in building a homebuilt over I have to say. And I also have a vote which is
apparently that aircraft owners were also users all any stockholder can expect.
of the system and. therefore, beneficiaries of the upcoming summer. My criteria are as
We are sorry you feel that SPORT AVIATION
it and should bear part of its cost. follows:
1. Low cost. I'm a college student and on a is the Readers Digest of aviation in the sense
While this is so in many cases, it is not true you mean it I have no time to read everything,
in all cases. In particular, there are at least limited budget.
2. Low construction time. The plan should so I like Readers Digest. I like SPORT AVIA-
two groups I know of who make little or no use TION a lot more and really look forward to get-
of the system but who are taxed as if they did. be simple enough to construct over the sum-
mer or it is no good to me ting it every month. It's worth a lot more than
These are the people who build aircraft for a buck to me, Paul. It's worth more than any
recreation and education, the so-called home- The process can be difficult as I've had an
average amount of experience in rebuilding magazine you can buy if you really hadn't
builders and the people who restore antique been deprived of the EAA spirit. I really am
aircraft because of their interest in aviation fabric airplanes.
If you have suggestions and addresses sorry about that failure on our part.
history. I'm sorry you did not learn to spell Paul
In neither case is the ownership of aircraft of plans or information for my project I would
appreciate any assistance that you could of- Poberezny's name. Apparently you have never
related to air commerce. Most of the aircraft met him either. Again. Paul. I'm sorry about
involved have no use for large airports, no fer. If you could suggest certain plans for me
to look at that would be the most helpful. that. You have missed out on so much in the
need for airline terminals and are not equipped EAA. How about the Museum? Did you miss
to use the air traffic control system. Most do not Thank you for any help you can possibly ren-
der. I hope sometime to be able to join the that, too? Gee. I'm sorry. It's great. How about
even operate at night and certainly not in bad Oshkosh? Have you been there? Local fly-ins?
weather, yet the way the act is worded, they ranks.
Sincerely, Did you meet new friends? Learn more about
are required to pay the use tax just as if they aviation?
were involved in air commerce. Chad Huston .
680 Lomita Dr. We are sorry you misunderstand the workings
This is so clearly unfair that I can only of the Oshkosh event. The income is fantastic,
guess that the Congress as a whole was una- Stanford. Calif. 94305
you're right. We're sorry you don't under-
ware of the existence of these two groups at stand that the expenses and reinvestments
the time the legislation was passed. Dear Mike:
Congratulations on the December 1974 are fantastic, too.
Let me cite one example of how this tax Paul, we are sorry you have missed the whole
works. Six years ago I bought and restored Designee Newletter. Among the many infor-
mative articles is the plea for information idea. We have only ourselves to blame for your
to flying condition one of five remaining feelings, no one else. We accept the respon-
examples of the Douglas DC-2, the airliner regarding malfunctions and defects experienced
by EAAers sibility. We want, however, to leave you with
that proceeded the famous DC-3. This aircraft this thought before you go. "We make a living
has no commercial value but is extremely This is a most important phase of "our"
safety work, and I say "our" as it is not only by what we get; we make a life by what we
interesting from an historical point of view. give."
Were I to fly it to the fall meeting of the FAA's desire to reduce accidents, but the
biggest dividends go to the aircraft owners Joel Confair
North Carolina-South Carolina-Virginia president. Chapter 92
Antique Airplane Association. I would depart who stand to lose not only material and financial
assets but often their lives and the lives of Orange County, Calif.
from a privately owned and maintained grass
strip near Lexington and land at an airport others.
that has no control tower after a 25 minute EAA has been a leader in offering to collect, Dear Sirs:
flight. I would not normally be in radio contact digest, and disseminate this information re- Let me congratulate you for your new "false
with any FAA facility, would not file a flight lating to amateur-built aircraft. To get good cover" as fitted to the current issue of SPORT
plan, and the FAA would exercise no traffic "feedback" to the members requires-a real AVIATION. While I have never had a damaged
control. As a result of this one flight, however. effort on the part of the user in supplying re- copy the way it was. I can see that this new
I would incur a $355.00 tax liability, and this ports as they occur. With the cooperative spirit packaging will assure each issue arriving in
does not include the federal tax on aircraft that has made EAA a success, I look forward the best of shape. I don't know how you do it
fuel. to a program which will reap groat dividends 'cause I feel that everything is so good that it
While the example I have cited is not hypo- to EAA "stockholders." couldn't be improved upon and then you do
thetical, it is unusual. Most individuals attend- Another effort which ties into the same pro- something that makes things even better. Just
ing the meeting in smaller aircraft would gram is the publishing of capsulized accident keep up the good work and realize that you can
incur taxes closer to the minimum of $25.00. reports. We read too many familiar names never please everyone. I am very proud to
But $25.00 is still a lot of money to pay each in these reports. Hopefully, publishing these belong to such a progressive organization.
year to support fancy airline terminals and reports will be an alert to others that it can Yours Truly.
elaborate radar traffic control systems un- happen to you. so do not let down your guard W. N. Thompson. EAA 5773
related to the construction and operation ol and become complacent but' rather take the , .' Box 108
aircraft for education and recreation or to the extra precautions that protect you and your Valemount. B.C . Canada VOE 2ZO
restoration and display of aircraft of historic loved ones. , , (Continued on Page 72)
BACK COVER PAINTING FOR APRIL Secretary Coleman has already been invited by EAA
This month's back cover painting is by Gerald M. to attend the 1975 Oshkosh Fly-In Convention. EAA
Lipor (EAA 71875), 4541 22nd Ave., Kenosha, Wisconsin would like to expose the new Secretary to sport aviation
53140. The painting is a beautiful scene featuring a early in his term of office so that subsequent actions on his
Grumman Widgeon Mr. Lipor observed on a fishing trip part relating to aviation will reflect the unique needs of
in Canada. our sector of the flying world.
Gerald Lipor is an artist for American Motors in
Kenosha. He has had a great interest in aviation since PAZMANY PL-4 NEWSLETTER
childhood and was an Air Force pilot during World War Major J. C. Treager, who originated the PL-4 News-
II. At present he does not do free lance painting. letter, has been assigned to a tour of duty in Saudi Arabia,
so his fine work is being continued by John D. Kernodle
EAA AIR MUSEUM TO GET PARTS OF (EAA 61269 Lifetime) of P.O. Box 20422, Dall is, Texas
SPRUCE GOOSE 75220. The PL-4 Newsletter is published quarterly for
EAA President Paul Poberezny has been informed $4.50 (U.S., Canada and Mexico, $6.50 all other coun-
that the Summa Corporation (formerly Hughes Tool tries) and anyone may subscribe. Ladislao Pazmany uses
Company) has selected the EAA Air Museum as one of the PL-4 Newsletter as his sole means of distributing
eight museums in the U.S. to receive portions of the Engineering Notices (plans changes, additions, correc-
fabled Spruce Goose. tions), so it is invaluable to PL-4 builders.
In storage since its first and only flight on November
2, 1947, the HK-1 (Hughes/Kaiser I) has been owned ORIGINAL TAILWIND
during this period by various agencies of the federal Steve Wittman's original Tailwind, N-5747N, is now
government, most recently the General Services Admini- on display in the EAA Air Museum. It has undergone a
stration. In a somewhat complex pact, the HK-1 has been complete restoration by the Museum's staff, with a strong
acquired by the Smithsonian from the GSA. The Smith- assist by Steve, himself. The aircraft was donated by
sonian, in turn, will retain a 51 foot wing section and re- Eugene J. Zepp (EAA 77747) of Dearborn, Michigan.
turn the rest to its builder, the Summa Corporation, in
exchange for $700,000 and the historic Hughes H-l racer EMBRY-RIDDLE TO CONDUCT
which broke the world's speed record for landplanes in FUEL STUDY FOR FAA
1935 with an average of 352.38 mph. And, finally, the FAA has asked Embry-Riddle Aeronautical University
Summa Corporation has selected "eight prestigious pub- of Daytona Beach, operators of one of the nation's largest
lic museums" to acquire, at their own expense, parts of fleets of flight training aircraft, to conduct a study to de-
the HK-1. Those selected are: the California Museum of termine the effect of 100/130 octane fuel on airplane
Science and Industry at Los Angeles; the San Diego engines designed (and certified) for use of 80/87 octane.
Aero Space Museum; U.S. Air Force Academy Library With 80/87 no longer available at an increasing number
at Colorado Springs; Museum of Science and Industry of airports, many owners are forced to take on 100 octane
in Chicago; the Air Force Museum at Wright Patterson to continue their flights. Fouled plugs and burned valves
Air Force Base in Ohio; the Franklin Institute in Phila- have been reported after continued use of 100 octane in
delphia; the Naval Aviation Museum in Pensacola, engines designed for 80/87.
Florida and the EAA Air Museum. Obviously, it is quite A committee has been appointed to organize and study
an honor for EAA to be selected along with these famous the data which will be collected at Embry-Riddle. It con-
institutions and is an indication of the esteem in which sists of Richard Eakley, Embry Riddle; Dick Foster, Gulf
our museum is held throughout the nation. Oil Research; Robert Ingram, Avco Lycoming; Art LeBel,
Daytona Beach Aviation; Robert Moore, Teledyne
COLEMAN SWORN IN AS NEW HEAD OF DOT Continental; Russell McKean, AC Spark Plug and Frank
As expected, William T. Coleman, a Philadelphia Monts of Cessna. The committee will report its findings
attorney, was confirmed and sworn in as the new Secre- to FAA which, in turn, will make any worthwhile findings
tary of Transportation in early March. Secretary Coleman available to aircraft owners and operators.
is expected to immediately become involved in several There are a couple of questions EAA would like to
areas affecting aviation the new User Tax proposals hear someone answer with regards to the withdrawal of
being drawn up by the Ford Administration for sub- 80/87 from the market: How is it that the government's
mission to Congress and the nomination of a new FAA fair trade practices require manufacturers to keep spare
Administrator to replace Alexander Butterfield. parts and supplies for all sorts of discontinued appliances,
6 APRIL 1975
vehicles, machines, etc. available for a reasonable number
of years to protect consumers while the oil companies Ray Gordon (EAA 49965) of Whittier, California is
are apparently being allowed to cut out production of editor of Chapter 7's monthly newsletter, one of the finest
80/87 at will? Even while aircraft with engines certified in EAA's burgeoning Chapter system. Ray has printed a
for use of 80/87 are still in production? number of safety related articles and research into the
Also, we would like to know if one is in violation of causes of light plane accidents. Recently, he was cited
FARs if 100 octane is run in an engine certified by FAA by FAA for this fine work, as follows:
for use of 80/87 octane? Dear Mr. Gordon:
It is EAAs considered opinion that FAA and the On behalf of the Federal Aviation Administration
federal government have the legal authority and moral and the General Aviation Accident Prevention Pro-
responsibility to force the oil companies to continue to gram, we would like to extend our sincere apprecia-
produce and offer 80/87 octane for sale at normal retail tion for your efforts and cooperation in support of
outlets. We believe this is necessary because 80/87 is aviation safety.
lower in lead content thus lower in its production of Your continued research in accident cause factors
pollutants and because by far the majority of the and editorials in your safety-oriented EAA Chapter 7
166,000 plus piston-engine aircraft in the U.S. civil Newsletter have materially contributed to the success
aircraft fleet are powered with engines certified to use of the Accident Prevention Program.
80/87. We take pride in awarding this Certificate of Merit
A lot of people seem to be ignoring the fact that to you and wish to thank EAA Chapter 7 for their
85, 691 aircraft in the present U.S. civil aircraft fleet were cooperation in making it possible.
built prior to 1964 . . . and that almost all of these can be Sincerely,
operated safely only on 80/87 octane aviation fuel. John L. Winder
Chief, General Aviation Branch
FAA, Regional Office Western Region
Los Angeles, Calif. 90009
Attention Homebuilt, Factory Aircraft and Warbird In March of 1974 EAA petitioned the FAA to permit
owners in order to enter the U.S. under EAA's Grant pilots who fly only single place aircraft to take the
of Exemption for the 1975 Oshkosh Convention, the biennial check ride with the check pilot remaining on the
following information is needed: ground and observing the flight. No check out on a dual
1. Type aircraft and registration letters. place aircraft would be required but then pilots would be
2. Owner and address, pilot and address, if different. restricted to flying single place aircraft.
3. One of four entry cities Port Huron, Michigan; No action has ever been taken on this petition due
Sault Ste. Marie, Michigan; Pembina, North Dakota; to its having been assigned a low priority, according to
Duluth, Minnesota and date of entry. FAA.
4. It is necessary for this information to be in to EAA Constant prodding by EAA's Washington Representa-
Headquarters by the end of May 1975. There is a rule tive, David Scott, has, however, finally resulted in a
change being considered that may eliminate the need promise from FAA that along with a number of other
for filing individually for Oshkosh but this may not minor amendments to Part 61 of the Federal Aviation
be in effect in time for Oshkosh 1975. Regulations, the single place check out will be proposed
as an NPRM in about 30 days. If proposed, it would
normally be 60 to 90 days before it appears in the Federal
CANADIAN AIRCRAFT TOURING THE U.S. Register, at which time the public would be allowed to
Mr. Richard P. Skully NOT NOW POSSIBLE . . . FAA has only promised to
Director, Flight Standards Service propose such a procedure for rule making. Judging by
FAA, DOT past experience, even if the proposal meets no opposition
800 Independence Ave., S.W. it will be at least a year before the rule would go into
Washington, D.C. 20591 effect.
(Ford Archives Photo)
A FORD IN EAA'S FUTURE The 3-ATTri-Motor, Bill Stout's ill-fated design which failed
its flight tests and was destroyed in a fire on January
The picture of the one and only Ford 3-AT Tri Motor 17, 1926.
shown here is one of 84 rare photographs of Ford Motor
Company aircraft to be found in a booklet entitled
"A Ford In EAA's Future." This work by George Hardie, OSHKOSH STQPOVER INVITATION
Jr. details the history of Ford Tri Motor N-8407 (Ser. No. The Minn-Dak Chapter 317 of the Fargo, North Dakota
4-AT-69) from the time it rolled off the factory production area extends an invitation to all EAA members from the
line in Dearborn in August of 1929 until it was severely northwest United States and western Canada heading for
damaged in a windstorm in June of 1973. A bibliography Oshkosh this summer to plan a stopover at the Detroit
of Ford Tri-Motor literature and a list of the remaining Lakes, Minnesota airport. Free camping and aircraft tie
Fords are included, as well as a complete, illustrated downs are offered and a beef barbeque will be held on
history of the Ford Motor Company's venture into the Sunday, July 27 from 10:00 a.m. to 2:00 p.m.
aviation industry. Here you meet the great man himself, Detroit Lakes is located 45 miles east of Fargo, North
Henry Ford, and William B. Mayo, Edsel Ford and William Dakota on U.S. Highway 10. The airport is two miles west
B. Stout; you'll read about the Stout "Bat Wing", the of the city on Highway 10. Detroit Lakes is in the heart
"Air Sedan", the Ford "flivver planes" and, of course, of a resort area and has 412 lakes within a 25 mile radius
the production of the famous Tin Goose, itself. of the city. The airport has a 13 acre wooded park between
"A Ford In EAA's Future" was produced to be pre- it and a nearby lake that EAAers will have to themselves.
sented, along with an attractive certificate, to all who Rest rooms and water are available at the airport lounge.
contribute $10.00 or more to the EAA Air Museum's The Detroit Lakes airport has a 4500' hard surface
"Save The Ford" campaign. The money thus accumulated runway (13 and 31) and a N-S good 2200' grass strip.
will be used to restore N8407. Won't you help save this The field is lighted, has VASI and REILS. Omni is 111.2
historic old machine, one of just 13 remaining today? and Unicom is 122.8. 80 and 100 octane and oil are
Send your tax deductible contribution to: Save The Ford available from the operator.
Fund, c/o EAA Air Museum, Box 229, Hales Corners, Chapter 317 would like to make a stopover at Detroit
Wis. 53130. Lakes an annual tradition for all our northwestern U.S. and
OSHKOSH ACTIVITY western Canadian EAAers on their way to Oshkosh . . .
also on their way back home.
Although a good layer of snow still covers the EAA If further information is needed, contact Duane
Convention site at Wittman Field in Oshkosh, a stirring Wething, Secretary of Chapter 317, 1003 Lincoln, Detroit
of activity has already begun that will culminate in late Lakes, Minnesota 56501. Phone 218/847-7336.
July in what is expected to be still another successful This sounds like a great idea to us at EAA Head-
EAA Convention. quarters. Wouldn't it be a lot of fun if EAAers driving
Plans are to relocate the main gate arch further to the and flying to Oshkosh had stopovers, such as Chapter
west and a new campground will be built on EAA property 317 will provide at Detroit Lakes, all along their routes,
just across the street to the west of the Antique-Classic so that each night on their trip they could camp free and
display area. be in the company of fellow EAAers? Any other Chapters
Also, it appears that EAA will have to get into a little interested?
farming on the side. In order to help pay the taxes on
the EAA property adjacent to Wittman Field, hay will
be baled and sold this summer right up to Convention STAMPE S.V. 4 SAFETY BULLETIN
time. Taxes were over $6,000 for 1974.
Back at EAA Headquarters, preliminary contact with Owners of the Belgian/French Stampe S.V. 4 (Nord
the vendors who supply the weeklong fly-in indicates Stampe) biplane are advised that an in-flight failure of
that prices of everything will be substantially higher for a rear cockpit rudder bar has occurred. In cooperation
1975. Each year the task of putting on the world's largest with the FAA, EAA is making this notice in the interest
and finest aviation event becomes more challenging . . . of aviation safety.
but with the aid and cooperation of the membership It is recommended that before further flight, the
Oshkosh '75 will be another great one. following inspection be performed: Visually check the rear
8 APRIL 1975"
rudder bar tube for cracks over the outboard three inches,
including the foot rest attachments at each end of the CORONA EAA FLY-IN
tube. Pay particular attention to the cable horn area.
Follow with a dye penetrant check. If found defective, The greater Los Angeles area has always been a hotbed
the rudder bar tube should be replaced. of EAA activity the very first EAA Chapter was
Letters have been mailed by the EAA to all known established in Riverside not very long after the founding
owners of Stampe S.V. 4's in the United States. Owners of EAA, itself. All the area has ever lacked is an annual
of Stampe S. V. 4's in other countries should contact fly-in commensurate in size and quality with the numbers
the appropriate aviation authority if a defective part is of EAAers and projects that LA boasts. 1975 will see a
discovered. change in this situation.
If rudder bar defects are found subsequent to reading This year six Chapters are getting together to put on a
this notice, EAA would appreciate a note describing the big regional fly-in at the Corona Airport. Chapters 1 of
defect. Riverside, 7 of Fullerton, 11 of Los Angeles, 92 of Orange
County, 96 of Torrance and 494 of Corona are the spon-
Ronald K. Courtney, President of American Anodiz- The dates are Saturday, May 3 and Sunday, May 4,
ing, 1820-38 West Lake St., Chicago, Illinois 60612 has 1975.
volunteered to offer free advice to any EAA member on Camping facilities will be available in Butterfield Park
such items as: aluminum anodizing for corrosion resis- next to the Corona Airport and free transportation to
tance and beauty, hard coating for wear surfaces, hotels and motels will be provided by the Corona
conversion coatings, alodizing for preparation to painting Chamber of Commerce. A dance and awards banquet will
or covering, polishing and chemical brightening for cutting be held on Saturday evening.
corrosion and reflecting surfaces . . . plus any other An acrobatic show will be part of the activities as
questions concerning aluminum coatings. well as contests open to all participants ribbon cutting,
We are grateful to Mr. Courtney for this fine gesture. spot landings, short take-offs, fly-bys, flour bombing, etc.
(American Anodizing's phone number is 312/421-6000.) For those able to stop admiring the airplanes long
enough to eat, a restaurant is located on the field and
THE CUBY FLIES concession facilities will also be available. Airplanes
need fuel, too, so two dealers will be vying for your
"Now it can be revealed . . ." as they say in show
biz. On Wednesday afternoon, March 12, Dick Wagner, business but with just a minimum amount of 80 octane
president of Wag-Aero, Inc. of Lyons, Wisconsin, flew his expected to be available. Corona Airport is normally
new homebuilt, the Cuby, for the first time. A dead ringer equipped for Unicom on 122.8, however, this fly-in
for a Piper J-3, the prototype Cuby is powered by a weekend will see a temporary FAA tower (tower - 120.0,
Continental C-85. To emphasize its "all is not as it seems" ground 121.8). In case anyone needs any repair or main-
nature, the right side of the Cuby from the centerline tenance work during the weekend, three shops are located
of the fuselage out is painted the familiar Cub yellow on the airport one with an A.I. authorization.
with the black lightning stroke down the side of the fuse- Southern California is home for the likes of designers
lage. The left side is a bright green with a yellow John Thorp, Bill Warwick, Bud Evans, Vernon Payne,
lightning stroke. You won't have any trouble identifying Anton Cvjetkovic, Ladislao Pazmany, Ray Stits, Ken
the original Cuby and you can bet it will be photographed Rand, Lou Stolp, Burt Rutan, P. H. Spencer, Volmer
at least twice by everyone . . . which was the idea behind Jensen, Harold Wendt and so on ... and on ... and on.
the unusual paint scheme. Due to a six inch snow cover New designers and designs are emerging in this area all
on his private strip, Dick Wagner made the first flight the time. The Corona Fly-In is planned as an annual event,
with the Cuby equipped with skis. a worthy showcase for the talents of these designers and
By the time you are reading this, the Cuby's flight the craftsmanship of those who build theirs and other
restriction time will have been flown off and plans and aircraft.
i kits will be available from Wag-Aero. We will have the For further details contact: Terry Davis, 13905 Envoy
full story in SPORT AVIATION next month. Ave., Corona, Calif. 91720. Phone 714/735-8639.

(Photo by Jack Cox)

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


(Photo by Lee Fray)

Paul Poberezny and his Pixie.

-L HE EAA AIR Museum's Aero The first, of course, was N-21WC It was at Oshkosh and was a much
Sport, Super Aero Sport and Pixie built by Warren Curd and Dick admired bird. This aircraft is equipped
are being built in considerable num- Browne of Raytown, Missouri. This with a 180 hp Lycoming, a full elec-
bers and as of March 1, four plans- red, white and blue beauty was trical system and a fixed metal prop.
built Acros are flying in addition to featured in color inSPORT A V1AT1ON N-21WC's maiden flight was on June
the Museum's two prototypes. in the October 1974 issue, page 47. 10, 1974.
10 APRIL 1975
The second Aero Sport to fly was He takes a personal interest in these Lapeer, Michigan 48446) built his
built by James Inman (EAA 59427), kits and really over-extends himself Aero Sport from plans number 351
50 Ocean Drive North, Stamford, to help the builder in every way. and equipped it with a 150 hp Lycom-
Conn. 06902 who has this to say about Beyond the pleasure of building ing, constant speed prop and a full
his N-869M: and flying an airplane such as this is electrical system. As of February 9,
Dear Paul: the realization of the meaning and he had twenty hours flown off and
When I first saw the Aero Sport worth of the EAA movement. Without has been getting a 140 mph cruise.
at Fond du Lac in 1973, I thought the EAA, I believe no one could ever Norman started work in January of
it was the finest airplane of its type hope to build and fly airplanes of 1974 and flew it in September 8
that I had ever seen. their choice. May I say that when I months work. He says it flies and
In October of that year I bought say EAA I mean Paul Poberezny handles nicely. N-5897 is orange with
the whole kit from Dick Wagner and for I believe that we would not have white trim a very sharp bird, as
on Labor Day of 1974 we flew it for gained this recognition without your the picture indicates.
the first time. Since that time I have personal enthusiasm and hard work. The fourth Aero Sport flew right
accumulated some 70 hours on the Thank you for your efforts on my be- in EAA Headquarters' back yard
plane, installed a radio and com- half. at Waukesha County Airport, Wauke-
pleted the paint job. Yours very truly, sha, Wisconsin. Wally Roder (EAA
I still think it's the finest thing James Inman 74721), 425 Gascolgne Dr., Wauke-
around. sha, Wisconsin 53186 flew his N-
The airplane has flown every ma- 250R on September 13, 1974. It is
neuver, both inside and outside, and powered with a 150 Lycoming and
performs beautifully. I was fortunate Jim's Aero Sport is powered with sports a wood propeller. Wally's
in having some excellent pilots, in- a 180 hp Lycoming equipped with a dark b l u e and silver Aero Sport
cluding Fred Wilner, Harry Sheppard starter, inverter and fuel inverted does not have an electrical system and
and Leo Loudenslager, fly the plane systems. It also has complete wiring perhaps for this reason comes closest
and they all were impressed with its and brackets for cameras. As the pic- to the empty weight of the prototype.
performance. ture shows, N-869M has a p a i n t As of this writing 703 sets of Aero
I would like to tell you how much scheme similar to the prototypes Sport plans are in the hands of builders
this airplane has meant to me both but in red rather than blue. A unique and undoubtedly many more than the
in the building process and in final blue and white sunburst on the wing four described above will be flying
form. The plans were beautifully done and horizontal tail set this plane off by Oshkosh time. We hope to see a
and without error. For the record, I as a real beauty. Look for it at Fond good line-up of designer Paul Pobe-
bought everything from Wag Aero du Lac and Oshkosh this summer.
and never had a better business ven- Next to fly in fact within days
ture in fact, I enjoyed talking to was Norman E. Atkins' N-5897. Nor-
Dick Wagner throughout the project. man (EAA 80798 of 1938 Mayfield,

Norman Atkins' N-5897.

rezny's progeny on hand.
The Pober Pixie is also well on its
way to becoming a standard of the
homebuilt world. Plans set No. 136
has been mailed already and we will
be surprised if a member-built version
does not show up at Wittman Field
this summer. A great many schools
have received Pixie plans, most
attracted by the little bird's neat lines
and the VW engine. President Paul's
latest design is proving to have inter-
national appeal as well seven sets
have gone to Canada, two to Japan
and one each to West Germany and
And, as the saying goes, you ain't
seen nothin' yet! A two place, tandem
version of the Pixie the Pixie II,
of course, is well underway and the
fuselage of a two place Aero Sport
is being welded up as you read this.
(Photo Courtesy Wally Roder)
Wally Roder and his Aero Sport, N-250R.

(Photos Courtesy Jim Inman)

Jim Inman's N-869M

12 APRIL 1975
By Donald Sizernore (EAA 69503)
Rt. 7, Box 6K
Ledyard, Conn. 06339

-L HIS CHRONICLE SHOULD logically begin in John and offered to let me build it in his shop, so I sold my Stin-
Shelton's maintenance hangar on Summerville Airport in son and started searching.
Summerville, South Carolina. I was home ported in Char- I decided early to get an abandoned project to save
leston at the time, aboard USS Lafayette SSBN 616, a nu- time. (By now there were only 18 months of overhaul time
clear powered Polaris submarine. My Stinson Voyager was remaining.) The right project turned up in Memphis,
in John's shop being fitted with a new set of Cleveland Tennessee and one Friday morning in July, after having
wheels and brakes. I wandered out to check on the pro- had duty the night before, my wife Pam and I hit the road.
gress of the work one afternoon and there it was in the The following Monday afternoon we moved the project
corner, a resplendent blue and gold. I had seen pictures into Ford's loft. That loft was to become my home away
of Cassutts in magazines but this was the first genuine from home for the next 10 months. At 9 feet wide and 30
article I'd come across. N767NJ. NJ . . . ? Nick Jones. I'd feet long it was a bit cramped, the roof leaked a little
met Nick before but for some reason I hadn't connected when it rained, the biting wind found its way in here and
Lockheed 10 Nick Jones with "The" Nick Jones. The size there, the electricity was a here-again-gone-again affair,
and lines of MOTHER HOLLIDAY really impressed me and it was 21 miles from my home . . . but 8 airplanes had
but I was in no position to build anything. My work as a either been built or rebuilt there and I am eternally grate-
Polaris Missile Technician took me out to sea for 3 months, ful for Ford's kindness and generosity in allowing mine to
in for 3 ... etc. Besides, I could see that my 6 foot, 200 Ib. become number 9.
frame and the Cassutt would be a rerun of the 5 Ib. chick- The project was about 85r/> complete, structurally. I
en laying the 8 Ib. egg routine. And, of course, everyone swallowed that one whole and confidently predicted a fly-
knows that it takes a real hot rock to handle any racing ing airplane by Thanksgiving. Ford just cut his eyes and
plane, much less this lean, treacherous-looking beast. smiled his wry smile when I mentioned that. I soon found
A few months afterward the ship was transferred to that 100^ of the structure amounted to approximately
Groton, Connecticut to undergo an extensive overhaul and lOW of the actual work involved in building an airplane.
conversion to the Poseidon weapon system. Now for all No significant modifications were to be made but I had to
of you non-nautical types, that means a couple of years at least be able to get into the thing. To accomplish this
holed up in dry-dock. But I still had no shop to build any- we raised the turtleback 4". A corresponding increase in
thing in. vertical stabilizer and rudder was deemed necessary to
Shortly after I moved to Connecticut I joined Chapter preclude any possibility of decreased rudder effective-
334 and struck up an immediate friendship with Ford ness at lower airspeeds. I spent time on the project be-
Martyn. Now Ford and his airplanes could be the subject fore work, after work, and on weekends. I wangled days
of an entire series of articles, but for now suffice it to say off and took leave. In short, I spent every available min-
that he rebuilt the Fryklund Amphibian, built the Ben T. ute at Ford's. My duty aboard ship, besides the normal
Epps biplane replica (see SPORT AVIATION, June '68) workdays, came up every fourth day. The "dirty duty" was
and built a modified, clipped-wing Headwind for $450. a 24 hour stay aboard period in which watches were stood
Ford rekindled my interest in Cassutts with stories of and shipyard work progress monitored. This inconveni-
Tom Cassutt bringing his own airplane into Waterford ence cut still further into my Cassutt time.
Airport, the 1900 foot strip where we both kept our air- I soon had the fuselage covered with Poly-Fiber and
planes. Another former resident, Dave Carpenter, had Poly-Brushed. The problem of finding a suitable engine
started a Cassutt in "Ford's Civil War Armory, Venetian began to loom larger and larger on the horizon. The Cas-
Blind Factory, and Home for Wayward Aircraft" but was sutt is, of course, primarily a racing design. I realized,
transferred out of the area before he completed it. Truth however, that because of my hectic schedule, coupled with
be known, I still had fears of my landing a Cassutt re- the far-flung race sites, building a really competitive
sembling the trail of sparks left by a 1952 vintage motor- Formula I racer would be eminently impractical; what I
cycle hoodlum dragging his steel soled boots on the high- could do though was come up with a good high speed acro-
way. Ford convinced me, however, that I could handle it, batic mount. Well, now, an acrobatic airplane without
(Photo Courtesy Donald Sizemore)
Donald Sizemore (EAA 69503) and his beautiful black Cassutt.
Back in the loft a few days later, a teardown and quick
inspection revealed the problem and its cause. A tach
inverted systems is kinda like a big kiss from your sister drive housing stud had been inserted a bit too far, con-
definitely something missing. That little stipulation tacting one of the oil pump gears, breaking a tooth, and
effectively limited my search to a fuel-injected 85 or 90, scoring the seat of the pump cavity. The attendant loss of
since the Cassutt is designed around that series of small oil pressure galled a rod bearing. The rod, of course, heated
Continentals. I scoured Trade-A-Plane for weeks without and broke. Obviously, a complete major overhaul was in
any luck. Everything was either carbureted, or was priced order. A new crank and accessory case were the most ex-
out of reason. I was just about at the end of my rope when pensive items here. With all the parts in hand my first
another friend, George Curran, remembered that Grover move was to a local machine shop for static and dynamic
Mitchell had a fuel-injected 85 on his magnificent am- balancing of all the moving parts. I couldn't believe it!
phibian "Kitalina". Grover had had an engine failure and An incredible amount of material had to be removed to
the airplane sustained some light damage. A quick call get everything to the same weight, plus or minus .1 gram.
was placed and the next weekend found George, Ford and
(Photo by Donald Sizemore)
me on our way to Manchester, Connecticut to get the en-
That stripe down the side is 24 kt. gold leaf . . . but the
author doesn't recommend its use.

14 APRIL 1975
With that out of the way the engine went together pretty ropes. The point of all this gore is if you decide to use poly-
quickly. The inverted oil system I used is a copy of one that urethane, don't fail to invest in a good mask, one approved
Ed Batty has on a Clipwing Cub. It's limited to a minute for organic vapors. Also there's no such thing as too much
or two, but it's cheap, easy to build, and I'm not out to set exhaust ventilation. With the paint applied, our atten-
any long distance inverted speed records. The drawing tion turned to the trim. I had originally planned to have a
should answer any questions you may have about its con- fire-like stream down the side . . . red to orange to yellow
struction. to white. Well, to make a long story short, we came up with
By this time the cowl, pants, spinner and prop exten- gold leaf as a substitute. I'd seen it as lettering shimmering
sion had come in. They're all Rattray products. Some on the doors of fire trucks, and figured it would look tre-
modifications had to be made on the cowl but let me tell mendous on the basic black. It took about $60 worth of the
you how smart I was to get all of the parts basically ready stuff. The real deal this was, 24 kt., and ridiculously dif-
to go. Rattray's parts are absolutely beautiful and must ficult to handle. I don't know how it's manufactured or
have saved me at least 150 hours or more. Of course, all processed but it comes in sheets about as thick as lens
the nut plates and dimple washers had to be installed and paper and before it is applied it is so delicate it'll disinte-
that seemingly insignificant chore turned out to be what grate in a breeze. After we got it applied my wife pains-
you call your basic pain in the beee-hind. My wife, bless takingly gave it an engine turned effect by rotating a flat
her, did virtually all the putty and sanding not only on the tipped stiff bristle brush in a regular pattern along the
cowl but on the entire airplane. I may be prejudiced but I entire length of the stripe. When everything was finally
think she did a terrific job. finished and we rolled out this thing we'd done into the
One job in particular had me so apprehensive even spring sun, I was terribly pleased by its beauty. The gold
from the beginning that I put it off until last and even leaf continued to look great for 2 or 3 weeks. Gradually
refused to think about it until it could wait no longer. Ir- though, where the fabric would vibrate, it began to peel
rational perhaps, but my every encounter with Plexiglass and flake off. I'm currently planning to take it off this
had been miserable failures. I'd mention the canopy to winter and revert to my original idea.
Ford occasionally and in his own inimitable way he'd Assembly, weight and balance, engine run-in, and
shrug it off and say, "Nothin" to it, it's a snap." That didn't taxi testing had consumed another couple of weeks when
do much to soothe my nerves because he said the same it finally dawned on me that this shiny mistress of mine
thing when he found some obscure piece of an ancient Civil was ready to meet mother, so to speak. The appointment
War vintage carbine and not only proceeded to manufac- was set up. When the time came, the Funny Airplane
ture an absolutely authentic gun around it, but shoots it Agency inspector for the area pronounced her fit, slapped
regularly. I hammered out ducted engine cooling baffles. her flank, and issued the all important document.
I made and installed upholstery. I built main and inverted I mentioned earlier in the article my job as a Poseidon
fuel tanks. I installed and hooked up instruments. Finally, Missile Technician. Let me tell you about one aspect of
there was nothing left. The Plexiglass was purchased. the work. Uncle Sam and a bunch of little guys from AEC
Ford explained to me how to build the form but wouldn't with white lab coats, thick glasses, and even thicker Ger-
help me. Made me do it all myself. The basic framework man accents got together and decided that in view of the
of the form was made of plywood and this was covered with reputation that submariners have as a pack of depraved
thin aluminum. Flannel was then taped over the entire animals, something must be done before this band of
form. That done, the oven had to be built. What a bizarre rowdies was turned loose to patrol the ocean with nuclear
contraption it turned out to be! Fundamentally, it was a weapons. So they came up with a program whereby ever-
crude box of 4' x 4' panels of "4" asbestos sheet. The inside one who actually works with nuclear weapons watches
was lined with aluminum foil and one side left open. The everyone else for strange behavior, excessive drinking,
Plexiglass was then clamped to the form at its centerline bad debts . . . ad infinitum. When I announced that I had
and slid into the oven. The heat was supplied by ... are
you ready for this? . . . a kerosene space heater! After it
was lit off we closed the ovenl?) off with another sheet of
asbestos and the long wait began. After what seemed like
about 2 hours, (actually only about 25 minutes) the stuff
had fallen down around the form perfectly. We let it cool
for an hour or so, then took it out and removed it from the
form. I'll be darned if it didn't fit perfectly and was dis-
tortion free!
The loft would have been a very poor place to paint so
the next month was spent in Ed Pease's shop. Ed is another
extraordinarily interesting story. He worked and flew
with the Granvilles, taught aviation cadets with Barney
Oldfield at Tex Rankin's school in California, flies his
Stearman to Oshkosh every year, had a BD-5 on order,
and is building a Miniplane. In this area you could say
Ford is the Dean of Builders, and Ed is the Dean of Pilots.
Pam and I spent about 16 hours a day in Ed's shop until
the painting was finished. We would sand all day and in
the evening after he got off work, Brian "Flip" Perkins
would come by and shoot the next days coat. You see,
"Flip" is the chapter painting expert and since I had de-
cided to use Stits Polyurethane I wasn't about to trust the
gun to anything less than an artisan. The fumes and long
hours began to take their toll. We wore masks and had an
exhaust fan going continuously. Still, by the eighth day
the headaches that were only occasional when we started (Photo by Donald Sizemore)
were round-the-clock affairs. Our throats were raw and The hoses run to the Corvair oil cooler located behind
the way we were hacking, you'd think we'd been smoking the engine. This solved an oil over-heating problem.
started building an airplane a few eyebrows were raised the power back some and start descending. Over New
and a few eyes rolled. But now that the first flight was London at 1500 and over the river at 800. The guy in the
close at hand and I fully intended to do the honors my- tower said to look for the light but I doubt if he's expect-
self, my sanity came into serious scrutiny. They all ing me after only about 15 minutes. Well, I'm putting this
thought I'd gone off the deep end. My associates asked me beast on the ground, light or no light. No traffic in sight
subtle questions like, "Are all your insurance policies except a Twin Otter way out. That controller must really
paid up?" While the week dragged by until Saturday I be on the ball 'cause there's the light. Easy now, down the
tried to assure everyone that their precious instruments hill . . . nice approach, ol' buddy, over the threshold at
of rapid urban renewal were in good hands. That week 80 feet, chop the throttle. I don't know how fast that ap-
seemed 2 months long. proach was, but the houses and stuff went by like a picket
Of course, I read and reread everything I could find fence. My God!! The engine quit! Settle down. You're com-
about flying Cassutts on Friday evening. After a rest- mitted now, so do it. Hold it off, hold it off; this is no time
less night for my part, Saturday dawned bright and clear. to be heavy handed. You can't pin the mains on like some-
Ha! Wish I could say that it did. Really there was an over- thing else, prop's too close to the asphalt. Still floating,
cast at 6000', around 65, with a 2-3 kt. wind. Friends and hold it off, it's bound to drop pretty soon and if worse comes
skeptics began to show up armed with cameras, Cheshire to worse, you can always ground-loop it. Keep the wings
Cat grins, and rosary beads. I began to wonder which were level and hold it off. TEEK! TEEK! Good, now hold it
the friends and which were the skeptics. Everything had straight, stick back and be careful of the brakes. Hot dog!
been checked twice and three times when I walked straight No sweat, we got 'er made. Now coast off the runway onto
to the phone and declared an emergency. Possibly a bit the grass and roll to a stop.
unorthodox but a 1900' strip with obstructed approaches, I had done it! I had built and flown my airplane. I
and an untested high-performance homebuilt didn't quite used 4500' to get it down and stopped but it was none-
fit my mental picture of an uneventful landing. The 6000' theless on the ground undamaged. To be completely frank,
runways and clear approaches of Trumbull seemed much my principle feeling was not the one of accomplishment
more practical. The phone call was necessary because the so prevalent in SPORT AVIATION articles of this type,
Feds had found another place where they could kick sand but one of relief. I made a mental list of all the problems
into a rathole and had erected a tower at Trumbull to han- in order of priority of repair. First of all, find out why the
dle the chaotic congestion of maybe 200 movements a day. engine quit when I reduced throttle. Next, check out that
That little chore attended to, there was nothing else to do oil leak. Then, inspect the throttle linkage, airspeed indi-
except go! cator and pitot system, and finally, the firewall leak. I
I can't begin to relate the myriad incongruous emo- didn't realize it at the time but I had quite a job ahead of
tions as I settled with a practiced motion into the seat me to straighten out all these things.
and tried to act comfortable. How strangely uncomfortable When I majored the engine, the one thing I didn't
this seat had suddenly become. "Flip", my continuous mor- touch was the injector unit. Grover and the engine log
al support and perennial ground crew, helped me snap in assured me that it had been overhauled only 22 hours be-
and I closed and locked the canopy with a decisive "chonk". fore he got it. That sounded great to me so I left it alone.
A couple of blades and the now familiar stacatto bark of However, back in the hangar with the cowling off, more
7XX was reverberating off the hangars. Excitement, app- accusing fingers were being pointed at the injector. The
rehension, resolution, doubt, and pride swirled through oil tank was leaking around the gasket and the drain plug
my head as I grinned and winked at my wife and son. She pretty badly. When I pulled it off I was absolutely flab-
gave me the thumbs up and I taxied to the apron for bergasted! The tank was brimful of fluid and gasoline ran
warm-up. out of the crankcase. Something was definitely wrong
Everything in the green, mags only drop 25 rpm, taxi here. A few questions revealed that there was an Excello
to the active. Line 'er up, wipe the sweat off your palms, injector expert named Walter Scheibe in Warwick, R. I.
take a deep breath now and firewall it! 85 horsepower is The next day the entire unit was on its way to Scheibe. I
really not supposed to accelerate like this. There's not waited about a week to call Mr. Scheibe but when I did,
enough P-Factor to worry about. Stick neutral . . . easy . .. things began to make sense. Apparently the fellow who had
just let her fly off in her own good time. Jeeze, this beast is last overhauled the unit didn't know what he was doing.
twitchy! We're off and climbing now and, man! is it ever It seems that the shaft seal which is intended to keep the
hell to keep the wings level. What the . . . no airspeed indi- oil in the crankcase out of the injector had been installed
cation. Oh well, worse things than that have happened. upside down and was virtually useless. To date, I've had
We're already at 1000' and it's really getting hot in here. no further problems with the injector . . . or with the fuel
Most likely a firewall leak. Press on, press on. What's entering the crankcase.
that?! OH NO! Oil coming out the access cover for the fil- I figured things would go better after the injector was
ler neck. Probably didn't get it on tight enough. There's back in place. Unfortunately, however, that wasn't the
not much out there but the flight is only about a minute cause of the engine stopping. As a matter of fact, the next
old and it's already noticeable. 2000'. Rest your arm on 5 times I flew the airplane the engine quit on final when
your leg, Sizemore, relax that death grip on the stick. I'd pull the throttle back to idle. You know, I actually got
Well, I'll be damned, all of the bank to bank oscillations used to it! This really wasn't as idiotic as it sounds. Paul
were really me. Wow, still pretty tail heavy but it doesn't Oilman (A&P and our Chapter Designee) and I tuned, re-
take much pressure to hold it level. I suppose I might as tuned and tried virtually everything. It would idle per-
well reduce power and feel her out. Oh, oh, throttle stuck fectly on the ground, even after several minutes of full
wide open. Sweet Mother of God, what next? I don't want power running, but it absolutely would not idle at all on
to yank the throttle too hard and risk breaking something. final or rollout. I was ready to pull my hair out when the
Try a few quick tugs. Ah! There we go, now reduce power solution finally surfaced. One weekend a Cassutt owner
to 2600 rpm. Turns right and left. . . you know this thing from Plymouth, Massachusetts got socked in at Water-
flies just like an airplane, but everything takes place ford. I related my predicament to him and he said he knew
twice as fast with half the effort. It's getting way too exactly what it was. Seems like a dubious distinction
hot in here. I'd better get this thing back down before but my cylinder cooling baffles were too efficient. He
something else goes wrong. With no airspeed I've got explained that at high power settings all was as it should
nothing to gauge this approach except an altimeter and be. The front cylinders were a bit too cool but would still
the seat of my pants. My mouth sure is dry. Well, ease
16 APRIL 1975
fire. When reduced to idle though, those front cylinders help of Chapter 334, EAA "How-To" books, Tony Bingelis'
got so cold that the plugs would foul immediately. The articles, and my loving wife. Thank you one and all. And
solution, he assured me was as simple as changing to hot- thank you, EAA.
ter plugs in the front cylinders. It seemed a bit far fetched
but I was at the point that if anyone had told me to hang
garlic cloves around my neck and perform a heathen ritual SPECIFICATIONS N7XX
before each flight I'd have given it a try. The plugs in front Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ft.
were d u t i f u l l y changed to REM 38's from REM 40's. Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ft. 9 ir..
Would you believe it? That simple swap was the cure. I've H e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ft. 6 in.
had no more engine failures since. Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568 Ibs.
Gradually I became more comfortable with the Cassutt. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 875 Ibs.
Each flight and its subsequent find-it, fix-it session solved Wing Loadings . . . . . . . . . . . . . . . . . . . . . . . . 58.3 Ibs./sq. ft.
more of the nagging little glitches. The first time I took it Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2 Ibs./hp
back into Waterford went without incident. The second Top Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 mph
time I got the prop, admittedly pilot error. I simply car- Cruise Speed at 2750 rpm . . . . . . . . . . . . . . . . . . . 180 mph
ried too much airspeed and overshot. Not much, but just Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 fpm
enough to get into bumpy, uneven sod about 30' past the
(Continued on Page 18)
runway. We didn't go over or even scratch anything but
the prop was a shambles. You can probably guess my
feelings, but the slight mishap proved to be a blessing in
Luftschrauben it said. Custom made 2 and 3 blade
props it said. Ground adjustable it said. An all wood,
ground adjustable prop? Why, I never heard of such a
thing. Still, it was worth checking out. I had a long talk
with Bernhard Warnke, owner of Luftschrauben, about
the construction, strength, and merits of his prop and
came away satisfied that this was a man with a good idea
who knew what he was doing. I told my buddies about
what I'd ordered and they were about as anxious to get a
look at it as I was. Mr. Warnke had not produced one of
these units for a Continental before though, and mine was
the subject of a few tests of his own before he shipped it.
After what seemed an interminable wait, the prop arrived.
I honestly hated to put it on the airplane. It was abso-
lutely gorgeous! Broyhill should take a lesson or two from
this fellow Warnke. Even close scrutiny could not turn up
a single blemish. With great care I set the blade angles
using a bubble protractor, and when they were exact, I
tightened the clamps, installed it and tracked it. Resolv-
ing to slow the approach by at least 10 mph I went out to
test it. With the initial pitch setting I got the same static
rpm as the old prop. When I took off, however, the accelera-
tion was noticeably more brisk. Climb was better and
cruise was up by about 7 mph. Remember that static rpm
was the same as the old club. But I was getting more revs
at full throttle. The only possible reason was this prop.
Acceleration, climb and cruise increases with nothing but
a prop change is certainly noteworthy in my opinion. The
biggest surprise however was yet to come. If significant
performance increases were attained at the same rpms, (Photo by Donald Sizemore)
I reasoned, there might be even better results in store with The Warnke ground adjustable propeller for the author's
a finer pitch. Sure enough, a slight decrease in pitch Continental C-85.
brought more increases. I'm still changing the pitch oc-
casionally to find the best compromise. So let me pass on a
little advice. Don't guess at the pitch for your new home-
built and end up buying several props to get things right.
Get one of these. "Try it, you'll like it."
Another restrictive condition began to appear. After
15 to 20 minutes aloft, depending on air temperature and
power settings, the oil temperature was pushing 230.
Strange, I thought, that oil temp should soar while the
cylinders stayed so cool. Obviously, the solution was an
oil cooler, but mounting one proved to be somewhat diffi-
cult what with my baffling arrangement and the space
limitations. Nevertheless, a Corvair unit was located to
fit the available space and Aeroduct hoses completed the
installation. I also added crankcase baffling and the com-
bination of the two has taken care of the problem com-
pletely. (Photo by Donald Sizemore)
So there you have it. Miscellaneous, incoherent babb- Installation of the Warnke prop including spinner
ling about how I built an airplane all by myself with the mounting plates.
(Continued from Page 17)

Oil Returns
To Tank Normally

Oil Pickup Through

Bottom Holes


To Pump

Larger Than
Plate Hole
Caution: Not To Scale


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

18 APRIL 1975
New from Pazmany is Pazmany PL-4A Exploded
Views. Remember the superb cut-away drawing by Joseph
A. Zinno of the Pazmany PL-2 (SPORT AVIATION, Oc-
tober 1971) and the Taylor Coot (SPORT AVIATION,
If you are building a Pazmany PL-4 you will, of course, April 1972)? Well, Joe Zinno has been commissioned to
draw exploded views of every component in the airplane
avail yourself of the excellent PL-4A Construction Manual
(examples shown with this review). There are 45 draw-
available from Paz. Everyone knows Paz is one of the ings in all many of which are oversize, foldout pages.
most meticulous and thoroughgoing of designers and it Each page has a small view of a PL-4 A showing the loca-
naturally follows that his manuals would also be meticu- tion on the airframe of the component(s) drawn on that
lously and thoroughly done. PL-4A Construction Manual page. Anyone who has ever had trouble making heads or
is 104 pages and is illustrated with 394 figures, more than tails of engineering drawings will take one look at this
half of which are photographs. You are taken step-by- book and think he has struck gold. Of special value to
step through ths building of your PL-4 . . . and nothing all homebuilders are the exploded views of things like
is left to chance. Names and addresses of suppliers of the electrical and fuel systems drawn the way the
parts and materials are woven right into the rich fabric systems actually fit in the airframe instead of those maze-
of the text, as are tips on how best to accomplish the many like schematics one usually sees. There is even an ex-
manual tasks involved in constructing a modern all- ploded view of the installation of sound proofing material
metal airplane. As with Pazmany's earlier books, Light in the cockpit. The price of Pazmany PL-4A Exploded
Airplane Design and Light Aircraft Construction, a Views is $12.00, and I have a feeling that a lot of build-
great many EAAers will want to add PL-4A Construction ers tackling an all-metal airplane for the first time are
Manual to their libraries even if they are not building going to consider this book the bargain of the century.
a PL-4. All these are classic "how to" works, whether one Both books are available from Pazmany Aircraft Corp.,
is a builder or designer. The price is $10.00, California Box 8005IS, San Diego, California 92138.
residents add 50c for state sales tax. Jack Cox

P INStftUMfMT -V* "St.?'""

I putn. mY___ L-*r4->o q

the 1930 Driggers Sunshine Girl, a 1923 Folkerts Gull-
wing, the 1935 Fike C, The Kaminskas RK-3 (Jonathan
PROJECT CROSSROADS Livingston Seagull), Bill Warwick's Hot Canary racing
plane, the Goodyear Drake amphibian, the 1948 Petit
Special, the 1936 Keith Rider Jack Rabbit, Steve Witt-
The EAA Air Museum Foundation either owns or has man's 1935 Bonzo and the 1934 Brown B-2 "Miss Los
on loan 130 aircraft, 65 of which are currently on display Angeles" replica.
in completed form with thirteen others in the Museum in The responsibility for accepting and maintaining these
various stages of restoration. The Museum is in a rather rare airplanes is one which the trustees of the Air Museum
unique situation in that on display are probably more Foundation believes is an experience in which all of us
prototypes than in any other aviation museum in the world. who are so interested in aviation appreciate sharing.
Of the sixty-five aircraft on view, thirteen fall into the Evidence of enthusiasm for becoming a partner in the
category of being first in their line of a series of home- Museum Foundation arrives everyday in the mail in the
builts. In this group of prototypes are the Wittman form of contributions to "Project Crossroads." On March
Tailwind, the Smith Miniplane, the EAA Biplane, the 17th the $100,000.00 mark was reached and exceeded.
Bensen Gyrocopter, the Stits Playmate, the Honey Bee, With such outstanding cooperation from the members of
the Lovings Love, the EAA Aero Sport, the Evans Volks- EAA the continued growth of this exceptional Museum is
plane, the Bede BD-5, the EAA Pober Pixie, the Hugo- assured. We still have a considerable distance to travel
Craft and the Whing-Ding. to meet the initial goal and it will require the participation
To the above list can be added eighteen aircraft of everyone who takes pride in the accomplishments of
which fall into the category of either one of a kind or the their Museum.
only surviving example. In this group we have Al Williams' The names on the following pages are those from whom
1936 Grumman Gulfhawk, the 1928 Church Midwing, gifts have been received between February 1, 1975 and
a 1930 Folkerts Henderson powered high-wing, the 1959 February 19, 1975. All donors prior to this period have
Pober Sport, Ray Stits' 1957 Skeeto and his 1952 world's been acknowledged in the pages of previous issues of
smallest, the Sky Baby, a 1929 Hendershott monoplane, SPORT AVIATION.

Arthur Boren Colin J. Phipps Jacob Rick Robert E. Owens

Thornwood, NY Rothesay, N.B. Milford, NJ Ottawa, Ontario
William H. Durand CANADA Ed Ripplinger CANADA
Omaha, NE Edward Pickart Mt. Clemens, Ml Bill Paterson
N. L Heintzman Garrison, IA James C. Robertson Miami, FL
Oak Ridge, Ontario Mark E. Pittenger No. Little Rock, AR Robert A. Paulk
CANADA San Luis Obispo, CA Mark Robinson Jacksonville, FL
Robert E. Hugus Jonathan Pohlman Salt Lake City, UT C. F. Pease
Harvest, AL APO, New York Joseph G. Rogers Houston, TX
EAA CHAPTER 266 George W. Pozeck Des Plaines, IL E. A. Pease
Montreal, Quebec Chicago, IL Neil Rogers W. Mystic, CT
CANADA Bob Pringle Saranac Lake, NY Robert J. Prest
James M. Landeen Edmonton, Alberta Robert S, Ross Carlisle, MA
Laurel, MS CANADA Cleveland, OH Brace N. Procter
Glenn Larson Marshall I. Puckett Danny Embree S. Weymouth, MA
Waukesha, Wl Joliet. IL Poplar Bluff, MO Florian Rodtke
R. D. Morre Marshall C. Randall Bohdan Lawruk Neenah, Wl
Glen Ellyn, IL San Diego, CA Montreal, Quebec Grover Rahiser, Jr.
W. R. Neuby Robert L. Ratliff CANADA Evans City, PA
Campbell, CA Boring, OR George Lazik Millard J. Raney
Russell Nottsker Paul Rawn Bedford, MA Newport AR
Van Nuys, CA Alameda, CA John Lupton Van E. Ranson
Steve Park Nolan G. Reid, Jr. Ishpeming, Ml Grand Prairie, TX
Springfield, IL Newport News, VA Ernest McCormick Robert P. Reid
Goodwin G. Petersen James L. Rice New Castle, DE Brentwood, CA
Sycamore, IL Montague, CA Jack Rhodes
Portage, Ml

(Photo by Lee fray)

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

20 APRIL 197
Elden A. Lorah
Robert E. Richards Gordon W. Rosenberg Loomis, CA Charles J. Sharrar Paul Schuyler
Bamngton, NJ San Ardo. CA Robert A. Mueller Erie. PA Saratoga, CA
Jon C. Rogers Robert D. Roush Windsor, CT Frank G. Sherwood Jerome F. Sears
Kenosha. Wl Council Bluffs. IA Clisten V. Murray Philadelphia. PA Pioche. NY
Kent Rogers Thomas Ruplin Mascoutah. IL Albert L. Grell W. B. Seely
Visalia. CA Milwaukee, Wl John H. O'Neill Tangent, OR Sunnyvale. CA
John W Rohrer Chester S. Salacinski Miami Lakes, FL Clare Hatt, Jr. Clarence M. Selberg
Yuma, A2 Augusta. GA Al Payne London, Ontario Los Angeles, CA
C. E. Rollms James 0. Sanders. Ill Covina, CA CANADA George Senechko
Mashpee. MA New Orleans. LA Bill Pelger Joseph H. Parysek Toms River, NJ
William H. Rose James L Savage Lombard. IL Santa Clara. CA R. K. Seng
Miami, FL Attierton, CA Rudy Phillips Zelmar B. Payne Garden City. KS
tarry Rosenson Theodore Scheevel Van Nuys. CA Vancouver, WA Thomas G. Seversen
Kittanning, PA Minneapolis, MN Howard Piper Robert J. Perigo New London. Wl
Herbert E. Ross P. Tucker, B. Haley, Jr. 4 Wichita. KS Lake Zurich, IL Gerald F. Severson
Stockton. CA L. Beard Eugene Pischel Thomas M. Perkins Roca, NE
lain Ross Los Angeles, CA Los Altos, CA Tullahoma, TN Richard E. Shaffer
Honolulu. HI J. W. Cook M. J. Powell Tom & Jean Riddle Churubusco. IN
Robert J. Rouse Phoenix. AZ St. Petersburg, FL Independence, MO Gerald T. Sharp
Beaumont, IX John C. L. Fitts, Jr. Arthur J. Power Larry Romero Sturgis. Ml
Scott 4 Robert Rower Aguadilla, PUERTO RICO Albany, CA Williams AFB. AZ Craig C. Shaw
Blissfield, Ml Robert C. Kiefer R. M. Reid Greg Roman Dallas. TX
Brian Ingraham Houston. TX Alamo, CA San Leandro. CA James L. Shearer
Dyess AFB, TX K. J. Klein C. R Rhoades Richard Rufledt Dayton, OH
Maurice D. Mark Fairview. PA Naples. FL Bloomer, Wl Keith Shepardson
Lincoln. IL Sal Labate Tex E. Rieke R. A. Russell Dowagiac. Ml
Byron 0. Montgomery Solebury, PA Billings, MT Shawnee Mission. KS Patrick Shiel
Birmingham. Ml Fred Moms, Jr. Joseph P. Robert Michael Ryer Lancaster. CA
Alien L. Owen E. Hanover. NJ Davis. CA Boulder, CO Garold R. Shipley
Belleville, IL Don C. Murphy Don Roseburg W. R. Sattler Vevadale. WA
Robert Pearce Pefu, IN Lafayette, LA Nashville, TN joe Simandl
Cranbrook, B.C. Roy McLam John C. Roth William A. Schauer. Jr. West Allis. Wl
CANADA Cotton. CA Cornelius, OR FPO. New York EAA CHAPTER 15
Robert F. Plattner Roger T. Perreault Thomas J. Ryan Fred Scheel Oswego. IL
Spring Lake. Ml Royal Oaks, Ml Alexandria. VA Fargo, ND R. E. Fowler
Joe Poynter Lawrence G. Perry Paul Schaeffer Ken Schmetter Muskegon. Ml
Ml Omens. Ml Mclntosh, FL Schoharie, NY Bellaire, TX Pottstown A/C Owners
Henry A. Quarterman Duane G. Petitclerc Barrel! Scheidegger Lary Schmidt 4 Pilots. Inc.
Daytona Beach, FL San Jose. CA McKinleyville. CA Miff, CO Pottstown, PA
Gary M. Redmond Edward F. Pruss Orra J. Schluter R. E. Schroeder L E. Persson
Lakewood. OH Laramie, WY Westminster, CO Carson City, NV Far Hills, NJ
William F. Reeves James A. Purcell Alan E. Schmidt Jack Scimone Alvin E. Renninger
Columbus. IN Santa Barbara. CA Nashville, TN Middle Village. NY Gilbertsville, PA
Archie M. Riviera F. Ray Rayner Gary Schmidt J. P. Scott John C. Shunney
Alien Park, Ml Palo Alto, CA Potter. NE Bridgeville, OE Woonsocket. Rl
J. Roskam E. H. Replogle Fred Schroetef Jerry K Selman Julius Waslewic;
Lawrence. KS Buffalo. NY Berwyn, IL Jasper. AL East Chicago. IL
E. T. Ruhle Don L Reuszer E. Alvin Schubert Alien E. Seymour Charles Moran
West Allis. Wl San Mateo. CA Gatesville, Wl Cornelius, OR Clifton, NJ
Charles R. Sanford Don Rhoades Larry Schwanzer Paul E. Shanahan Paul Murrell
Kansas City. MO Albuquerque, NM New York, NY Laura, OH Wichita. KS
Paul H. Saupe Daniel E. Ritter Raymond A. Sears Paul F. Siegel Ole D. Nielsen
Monticello. IA Roswell. GA Greenbelt, MD Cincinnati, OH Berkeley. CA
Rmold E. Scheibner Cecil R. Rogers Kenneth Serzynski R. Ace Avakian Ronnie Orr
Sterling Heights. Ml Eunice, LA Waukegan, IL Euless, TX Belen, NM
Bert 0. Arsego W. Don Rogers Robert Loren; Kenelm J. Digby Oshkosh Daily Northwestern
Brownsville, TX Los Angeles. CA Oshkosh, Wl Plamwell. Ml Oshkosh. Wl
Stanley Hacha Michael J. Rosen Pete Olson Frederick Lowry Stan Price
College Point. NY Miami. FL Dana Point, CA Liberty. SC Albany, GA
Philip C. Hax Thomas R. Rosenberger LaGene M. Quay C. G. Marquardt. Jr. Roy E. Rodgers. Jr.
Wallingford, CT Fredonia, Wl Sparta. Ml Chatham, Nj Lyndon, KS
Kearney 4 Trecker John W. Ross Robert Ridihalgh Wilbur Marshall William C. Rogers
Tech Forum Clifford, PA Oelwein. IA Earlville. IL Harper Woods, Ml
West Allis. Wl James G. Rossetti Royce R. Rutter Clem B. Myers. Jr. Henry R Rosenblum
George Kosovilka Whitehall, PA Hialeah. FL Glendale, A2 Hubbard. OH
Stamford. CT Wm. L Rutherford Richard E. Scheuer George R. Pemberton Everett M. Sager
George B. Lane Peoria Heights. IL Chicago, IL Anacortes, WA Lawrenceville, IL
La Grange. IL John W. Rothrock. Jr. Robert F. Schmidt Carl Rhiner Paul Sayre
George J. Linkis Winslow, IN Santa Ana. CA Ames. IA Gig Harbor. WA
Hickory Hills, IL C. F. Ruttencutter L. J. Schutte David E. Roadpouch William L. Schaeffler
L. W. Mantie Warson Woods. MO Batavia, IL Mineral City, OH Arcadia. CA
Richmond, B.C. John Salamankas Joseph J. Schwartz John M. Rogers Roland W Schetller
CANADA W. Hempstead, NY Livonia, Ml East Troy. Wl Carmel. CA
Virgil E. Miller Gerald G. Sanders James E. Florence George C. Rogucki Webb Scheutrow
Vancouver, WA No. Little Rock, AR Corpus Christ!, TX Seymour. CT Berea. OH
Howard M. Moore Wm. A. Sandusky Carl I. Hansen Gary D. Rolih Richard Schram
Blacksburg. VA East Point, GA Melvin Village. NH Tempe. AZ Virginia Beach. VA
Patrick McLaughlin Jerrold Sathra Anthony A. luo Jack Rose Terrance J. Schwarb
Oak Harbor. WA Williston, ND Plamfield. CT Spangle. WA Fairbanks. AK
E Ohryn Martin Sautler Dan McKeith Rotorway. Inc. Charles E. Scnpps
Gillam. Manitoba Yaphank. NY Quesnel, B.C. Tempe, AZ Cincinnati. OH
CANADA Carl Sawyer CANADA T. Claude Ryan John L. Self
Charles D. Peters Santa Rosa. CA Harold Passow San Diego, CA Kansas City. KS
Rockwood. Ml Dick Schalon Milwaukee. Wl Herb Schaffner Arnol Sellars
Carl E. Reichert Dowagiac. Ml Lyle C. Peck, Jr. Hummelstown, PA Tulsa," OK
Mt. Holly. NJ Al Scheck Houston, TX Frank R. Schellmg Jerry M. Shade
Edward J. Remeika. Jr. Hastings. Ml Thomas W. Samuels. Jr. Alameda. CA Ogden, UT
E. Palestine. OH Frank J. Schmitt Decatur. IL Louis Schmkel Frank Sicheneder
Wesley J. Rhodes Eagle River. Wl Douglas J. Savage Browns Mills, NJ Wacoma. MN
Suffield, CT Gary R. Scott Canton, OH Carl Schmieder Woodrow W. Simmons
Clmt Ritchey Rockford. IL Fred Schafer Phoenu, AZ Frankford, IL
Metaine. LA Van White New Baltimore. Ml Paul A. Schnack Kenneth Sink
John R. Ritchey Lubbock. TX Lawrence Schell Cushmg, OK Berrien Springs. Ml
Stafford, VA A. Stark Wolkoff Holts Summit. MO Dennis Schoonbaert William L. Skliar
Paul E. Robison Shawnee Mission, KS Carl A. Schroeder, Jr. Rossburn, Manitoba Edwards. CA
Salt Lake City. UT Bennett Glenn Aurora. CO CANADA G. L. Sleeth
Richard J. Rose Northfield, IL Ray Schwmd Edward A. Schulmeiss Los Angeles, CA
Topanga, CA Louisville. KY Abingdon. IL
By Larry Stabler (EAA 40542)
Montoursville, Pennsylvania 17754

(Photos by the Author)

Overlay in place on panel. Finish is leather grained vinyl Panel without instruments. The socket part of the snap
on water resistant card stock. (T & B, AS and C are from a sets can be seen in place. The back of the overlay lies,
WW II PT-19, altimeter from a P-38, R/C from a WW II in front of the panel and shows the matching half of
German sailplane, OP & OT from an auto store and the the snaps cemented in place.
tach from a friend. The rectangular opening will even-
tually accommodate a Nav/Com.)

used GE's Silicone Seal) and press the socket part of the
snap in place just 'til the flat side is flush with the face
H, .ERE'S AN IDEA that was tried on the instrument
panel of my Taylor Titch and found to work quite well.
of the panel. Repeat steps 3 and 4 'til all the socket halves
of the snaps are cemented in place in the panel. A word of
Perhaps other builders would like to try it. It's easy and caution here: The wire spring that holds the other part
well worth the effort. of the snap in place must be free to move so don't use an
In this case, an instrument panel overlay was wanted adhesive that gets hard when it cures. With all the first
that would be easy to make, functional, provide some halves of the snaps in place, set the panel aside 'til the
shade from side lighting which causes glare, attractive adhesive has time to set.
when finished and could be removed or changed quickly 5. Lay a piece of wax paper over each snap socket in
without the use of tools. The problem: what kind of fas- the panel and press the other half of each snap set through
teners could be used that wouldn't mar the appearance of the wax paper and into the sockets in the panel. The wax
the overlay, would be reliable and available? Dress snaps, paper is needed to serve as the parting agent between the
the kind used on clothes, provided a likely answer. two halves of the snap sets while the adhesive sets on the
These snaps come in various sizes, are easy to obtain, second half.
inexpensive and a snap to use no pun intended. They 6. Apply the same kind of adhesive to the back of all
also come in stainless steel as well as plain steel, nickel the exposed snaps sticking in the wax paper.
plated but sizes may be limited in stainless. 7. Position the panel overlay, face side up, over the
Here's the general outline of the procedure I followed, panel. Weight it down so that it's in contact with the ad-
though it can be modified to suit a particular situation. hesive on the back of every snap. As a final precaution,
It should work as well on a metal instrument panel as it check the alignment of the overlay with the panel before
does on wood but step three may require a few minutes the adhesive sets. Leave it until the adhesive sets.
more time to do. 8. Unsnap the overlay from the panel; unsnapping one
1. Select the size snap you want to use and determine or two snaps at a time. Remove the wax paper and prime
the number you'll need. You can find a selection of sizes both halves of the snaps to discourage corrosion, let dry
at most of the modern version of the 5 & lOc stores. The and the job's done.
middle sizes cost about 10 for 29c. They're about %" in Overlays can and should be kept light. You can use a
diameter and require about a two pound pull, in straight fancy veneer on thin plywood, veneer on foam plastic
tension, to separate the two halves of the snaps when (with a thin backing that won't be degraded by the adhe-
pushed together. sive used to fasten the snaps in place), leather covered
2. Spot the positions for the snaps on the face of the plywood, pressed paper or aluminum, etc. There are
instrument panel. many materials to choose from.
3. Drill and counterbore each spot to take the socket Additional overlays would require only steps 5 through
part of the snap to the depth wanted. The face of this 8. If desired, the overlay can be made in sections, per-
part of the snap should be flush with the surface of the haps making some noticeable distinction between them
instrument panel itself and it should fit loosely in the to set off the flight group instruments from the engine
hole. Try a couple holes on scrap first. An old drill of the group. The overlay, with selected instrument holes left
proper diameter can be modified by grinding so that it out, could be used as a means of blanking out specific
will do the drilling and counterboring at the same time. instruments during some phases of dual IFR flight prac-
4. Partially fill each hole with a flexible adhesive (I tice.
22 APRIL 1975
From Such As This
Comes Our Future!

By Paul Hopkins (EAA 73822)

310 West 17th St.
Hialeah, Florida 33010

(Photos by Lynford and Brenda Sullivan - EAA 73827)

H< .OW CAN A mulligan stew of apparently unrelated

occurrences crest an atmosphere that may change the
lives of many people? Let us begin by enumerating the
ingredients of our stew.
Number one I believe has to be the very formation of
the EAA; one of whose primary goals is education. And
as surely as we love "Mother, apple pie and sometimes
the flag", education is the item that has brought our or-
ganization to where it is today.
Shall we call the desire to help and teach others the
potatoes of our now simmering pot? If so, the meat of our
story reaches back to the Wright brothers. The dream of
man to fly, and more recently, the hope of the average
man to be able to afford the thrill of flight gave birth
to this staple. The genius of Jim Bede has been the catalyst
that made our story possible. The efficient aerodynamics
and low cost construction kits provided by the BD-5 pro-
gram are the hardware.
Carbohydrates, protein, and now a few vitamins and
a bit of roughage; Chapter 37 EAA in Miami, Florida was
growing quite rapidly a couple of years ago, and we needed
a vehicle with which to expand our horizons and give this
growth real meaning. What better way of accomplishing
such a goal than by sponsoring a homebuilding project
in a local high school? We could easily bring this thought
to fruition. Did not we have an ardent aviation enthusiast
within our group who was a department head of vocational
instruction in a large, new and very well equippped school?
Mr. Jim Crisswell has been involved in aviation and
education since before the "second war to end all wars",
and he had already initiated private pilot ground school
courses for both students and adults within the frame-
work of Hialeah-Miami Lakes curricula. Jim has taken
many a budding aviator on introductory cross-country But wait too far too fast: could our treasury with-
flights as well the only way to put life into two di- stand the escalating prices of increasingly rare aircraft
mensional classroom theory. Jim is truly a fine gentle- quality termite fodder? Did anyone know of a friendly
man and a wonderful friend. Voila! thought we, our plan millionaire who needed a tax deduction badly enough to
is assured of success. We have found a medium in which to provide us a powerplant? And worst of all, who was going
suspend the grit of our endeavor to lure our wayward to convince a doubtful high school principal that his char-
youth away from marijuana and hard acid rock music. ges should have their minds warped by a bunch of lunatic
And had not our chapter recently won a set of Turner fringe, suicidal, backyard flying machine screwdriver
T-40 plans as a reward for adding a few more names to mechanics? A real dilemma, but nevertheless we were on
the roster of EAA sympathizers? the right track more or less.
A cook who can properly season the broth will soon
attract a faithful cadre of satisfied customers. And a small
group of Professional Race Pilots Association members
provided just the right variety of spice for our own little
concoction. It seems that these erstwhile pylon cutters,
while quaffing a few draughts and lying about their com-
bat conquest of both enemy air-might and friendly female
types, soon turned their destructive bent to the demoli-
tion of all of the tablecloths in the emporium of pleasure
on which their wrath has descended. You know the scene.
Doodles of weird airplanes everywhere. The unlimited
category must find a replacement for their high powered,
high priced, unavailable machines. Suitable racing sites
are becoming difficult to find. Promoters cannot raise
the required purses. Nothing would do but to create a new
type of racer. And then the same old problem that has
plagued the Formula V class arose. Who would build such
a group of specialized vehicles with no guarantee of an
event in which they could be used; and what promoter
would sponsor a race for a class of which no existing
specimen had become reality?
Into this breach stepped a white knight in shining
armor. Our resident hot shoe with the built-in left turn
became the hero of our whole story. Mr. Dave Garber, a
respected member of the round and round set and also an
EAA'er of note, who drives a big aluminum blow-torch
for Pan American in his spare time, became so intrigued
with the BD-5 concept that he purchased enough kits
for an entire squadron; ten in all. Short wings for rac-
ing and aerobatics long wings for cruising flights
why not. Deciding correctly that he could not fly them all
at once, Dave sold all but two. Of these two, one would be
built up as stock so that he could go back to see with
what he had started. The second kit was to have become
the first homebuilt unlimited since 1938. With a 400 hp
engine on each end, this baby would be a giant killer. But
alas, our modern day Matty Laird soon discovered that
with all these mechanized whizz-bangs filling the little
BD's interior, it would just have to be radio controlled
very much afraid the boys in Reno wouldn't under-
stand that. As a result, a larger airframe with turbo
charged Madza's is rapidly nearing completion, but that
is another story. This turn of events left Dave with an
unused kit for a two hundred mph model airplane. Our
plot thickens.
Knowing of the chapter's thoughts about a school pro-
ject, Mr. Garber phoned Mr. Crisswell with the offer of
the excess kit with which the boys could start work. The
only strings attached called for Dave to either take the
finished aircraft and pay the boys for their work, or
be reimbursed for his actual cost when the little flying
lawnmower is sold. In the meantime Jim had formed the
Hialeah-Miami Lakes Aero Club within the student body
of the school. These highly motivated young people were
meeting on their own time in order to further their know-
ledge of things aeronautical. A more natural environment
in which to interject a bit of metal bending would be hard
to find. And so it was that our school project became
reality during the fall of 1973. But progress was slow.
Although another Chapter 37 homebuilder provided form
blocks for the fabrication of wing ribs, the boys had a
learning process to go through, and the after school, one
day a week work periods left a large gap in continuity.
The necessity of storing all of the work material after
each session further delayed matters. A new approach for-
tunately was already in the planning stages.
A new statewide concept of industrial arts education
has led to a research and development classification into
which the little BD fits like a glove. Thirteen boys are
presently enrolled in the daily class along with two
groups of aviation ground school students; all of them re-
ceiving elective credits toward graduation. The first few
24 APRIL 1975
weeks of the '74-'75 year were lost to a facility building
program that provided a dust proof and secure shop en-
vironment, but now everything is "go". The shop is equip-
ped with a strain gauge to test the strength of adhesive
bonds, bolts, fittings, etc., heat treat ovens, presses, and
sheet metal machines as well as all normal machine shop
gear. The showing of the aircraft project in a county-wide
youth-science fair has brought much favorable comment,
but the real clincher came when the Bade County indus-
trial education supervisor (Dade County, Florida has the
sixth largest system in the United States) viewed a fine
pair of BD-4's at a local fly-in. Turning to Jim Crisswell
he casually asked the price of a kit, and was told that it
would run over eight thousand dollars.
"Why not? We'll look into it for the next project."
Just imagine a class of future aviation students taking
indoctrination flights in a machine that they themselves
had constructed.

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

(Photos Courtesy of the Author)

J-JIKE SO MANY other pilots of the late 30's and 40's, I went down to Hangar 12 and pushed back the doors
I learned how to fly and got my license in the J-3 Cub. and looked at the Cub. Pretty sad. Flat tires, fabric split
Then the years of making a living and raising children from age it could no way pass a flight test. I looked up
left little time or money to fly. By the fall of 1968, my wife, Otto and asked him if he would sell N-33561, but he was
Rita, could see me getting restless, and for my birthday, in no mood to talk. Otto had been asked that question
she gave me a nice birthday card. Inside it said, "Sweet- many times, and he thought it must be worth a lot of
heart, you have a block of time bought and paid for at the money so he put the price out of sight when he did price
airport. Go fly." it.
It was great, and I did go fly, and got proficient again. Well, I liked the Cub. For some reason, it was differ-
I bought more instruction time. ent from most, but I didn't know what was different. Time
One day I said to Bill Weeden, the airport's F.B.O., passed, and in the fall of 1971, Otto had a heart attack
"I haven't seen any J-3 Cubs around the airport." Bill and died. His brother Lee wanted to stop expenses, so he
said. "There is one in Hangar 12. It has been in there for called me and asked me if I was still interested in the
years. I think the last time it was flown was in '64." Cub. I was. He asked me what I would give, and I told
"Who has Hangar 12?", I asked. "Reinhold Deines. He him. Shortly I owned a Cub that needed everything.
keeps barbed wire and stores his spray equipment in it. My son, Mark, and a friend of mine, Charlie Pearson,
But the Cub belongs to Otto Ballinger." Boy Scout Executive, helped me take the wings and tail
26 APRIL 1975
feathers off, and we trucked the plane into town and
stored it in my plant.
It took about a year and a half of research before I got
on the downhill side of rebuilding the Cub. I found out
that it had been scheduled for the Army as an L-4J, but
the government contract had stopped just 5 short of
mine. My serial number is 14038, and the last military
was 14033. The airplane was sold to Mahon Flying Ser-
vice in Dodge City, Kansas and they owned it until 1953.
Otto Ballinger bought it, and he and Harold Krier fixed
it up, and it flew about 200 hours while owned by Otto.
I was the third owner.
The Cub had 1950+ hours total time, about 1000 on
the engine, and 450 since its last major overhaul, which
was in 1951.
The day I trucked the Cub to the Syracuse, Kansas
Airport to finish it, I thought a long time about all the
people who had made it possible for me to restore the J-3/
L-4J to the way it originally looked when Piper pushed it
off the line back on August 28, 1945. They had painted a
yellow stripe down its olive drab sides, but I was putting
the star and bar with red trim around it. The tail got the
same yellow numbers, NC33561, just like the original,
but since it was an antique now, it didn't require the fuse-
lage lettering, or wing lettering, on the military version. The author and his newly restored L-4. A freshly over-
John Mayers of Syracuse called me December 8, 1973 hauled engine has since been installed.
and said the Cub was ready to fly, and to come over. John
and I worked closely together . . . he did the blood, sweat
and tears part, and I did the $$$, tears and buying of the
John said the engine checked out good with the lowest
jug at 60#. I checked with Teledyne Continental Mo-
tors, out of Wichita, Kansas, and Mr. Ken Gardner said
to fly it around the airport for about 10 hours and see if
it held up. If it did, I just might have a good engine.
John and I took the maiden flight December 9, 1973,
and all worked perfectly. I flew it home about a week later,
back to the Garden City Municipal Airport. I flew it the 10
hours and changed the oil. The oil screen showed some
shellac scale, but no metal.
I flew it 15 more hours and checked it again. Still no
metal. After another 25 hours, the engine was still work-
ing perfectly. I now have 57 hours on the Cub since re-
building it, and every hour has been a pleasure.

An inch of dust and split fabric greeted the author when

he inspected his new purchase but the airframe was
basically good.

This is the way the poor little Cub looked the first time
the author saw it. At least it was stored inside.
D. R. Bowling, a friend and local sign painter, put all
the goodies on the plane. Star and bars, lettering, even
the little cartoon character on the engine cowling. He is
called " Smump", and is my son Mark's creation. We are
very proud of the "Smump". I will never be able to thank
everyone for their help, but I must say that Bill Black
of Piper Aircraft did more than anyone in supplying
blueprints and designs. I would like to thank the Piper
As you can see by the photographs, we spared nothing
to restore the Cub. New windshield, glass, metal to hold
the glass down over the fuselage, covering, leading edge
to wings, instruments reworked, new panel, overhauled
brakes, new tires and tubes, (even though they aren't on
yet, because the 1951 ones are doing fine), new gasco-
lator with drain, shock cords, new seat covers, and I am
sure I have forgotten something. But we all tried to do it
right. The plane flies beautifully and, like all Cubs, is
Everyone around Garden City is familiar with it by
now, and even some jet pilots. One day, I had fun coach-
ing a 5000 hour jet pilot about in the Cub. He made a ter-
rible landing, and we both had to laugh about it. His sec-
ond try was much better. Most of my passengres are child-
ren whose fathers bring them out for a ride in a real Cub.
Being almost 30 years old has helped the romantic The "Smump(?). Note the military stencils.
side of this airplane. Off-airport landings are easy. Wes-
tern Kansas farm and ranch country is perfect for Cub-
bing when the wind isn't too strong.

(Editor's Note: Since this article was written, the author

has had a Cont. C-65-8 completely rebuilt and installed
in the aircraft. Look for NC33561 at Oshkosh.) The military greenhouse is the major difference be-
tween an L-4 and a civilian J-3.


28 APRIL 1975
Insights Of A Volmer Builder
By Russ Fatzinger (EAA 50901)
4218 Cardwell Ave. cable-operated and spring return. This was quite a job in
Baltimore, Maryland 21236 itself. I did not think they would hold up but they have and
they do a terrific job on rough-water landing and takeoffs.
The next change was a somewhat radical one. The

E I VERY HOMEBUILDER LOOKS forward to testing

his creation. Early in October 1964 I was ready to test 98
angle from the step to the end station, or rudder post, was
changed. To do this the end station was mounted two
inches higher on the jig log than the blueprints showed. A
Romeo, my Volmer Sportsman, and must confess the first line was then stretched from the step to the station. This
tests were very discouraging, especially to one who was threw all the intervening frames out of alignment and a
used to Cubs, Taylors, and Luscombes. The pod-mounted great deal of shimming and shaping became necessary.
pusher just did not seem to fly right. I was sure I had built The result is, the nose of the ship is in higher takeoff
it all cock-eyed. After rerigging and rebalancing a few attitude before the after end of the hull touches the water
times, it started to perform somewhat better, and I got the to create drag and slow her down. Next the trailing edge
feel of this crazy duck that flew like a boat sails in a fol- of the wing butt mock-up was pulled down about an inch
lowing sea. We flew off the fifty hours through that win- to increase the angle of incidence. The engine was then
ter, and in May had her relicensed. From then on we tried mounted at two degrees and one degree right. The rudder
to turn her into the fishing boat we intended her to be. was made higher and the top of it was seven inches high-
Several times my fishing buddy had to hitch-hike er into the slipstream than was ship number one.
home when I found it impossible to get her back on the At this point I would like to mention what the change
step. I finally ordered a Flottorp controllable prop from in the hull line might have done. We were flying 3328 for
Univair Company. This gave her the extra power to get some time when we discovered quite by accident, that she
her on the step, but the pitch had to be increased then or would come up on the step by herself. That is, with hands
she would never get enough speed up to get into the air. off the stick. We now make all water takeoffs in the fol-
We never experienced any failures after that. For the next lowing manner. When the ship is aimed, we shove the
four years we had a ball fishing and playing around on throttle wide open. The stick is two inches ahead of the
the Chesapeake. instrument panel, elevators hanging. As she accelerates,
At the end of three years the axles had to be replaced the nose comes steeply up and the stick slowly moves aft
as they were pitting through at the mount brackets. The to a near neutral position. The nose then starts descend-
Aeronca tail frames were falling apart inside the Ceconite ing as she starts to level herself onto the step. At this
covers 4130 steel rusts almost as bad as mild steel when point you grab the stick and ease it back to correct the on-
subjected to salt water. Some of the pulley brackets were coming porpoising. As it is corrected the stick is then
scaling away and rust was in evidence everywhere. steadily eased back until she breaks from the water. So
Being quite positive that no other kind of flying would far I have not met anyone else who has flown an amphibi-
appeal to me, I was determined to build a Volmer that an that will do this. 3328 is powered with a 90 hp Conti-
salt water could not hurt and so began 3328. When I be- nental ground power unit converted to dual ignition but
gan building the metal parts, I consulted a metallurgist with down-draft carburetor. I am now sporting a Schauss
who recommended I speak to a certain Martin engineer. prop and am well-pleased with it.
He told me I was out of my cotton pickin' mind if I used As for the changes mentioned earlier, the one degree
304 stainless for a landing gear and engine mount. This right on the engine helped the torque problem for me but
upset me because it meant I was faced with giving up my Walt Struze of Lakewood, Ohio has proven it is not neces-
sport or putting up with the danger and expense of replac- sary as long as the fin and rudder are high up into the
ing the 4130. I did not get much help from other home- slipstream. Walt added a full twelve inches to both fin
builders most of them sided with the engineer. I finally and rudder on his Volmer and is now well-pleased with
decided that jet age technology need not be applied to a his ship's performance. He recently told me his ship got
Kitty Hawk type aircraft and the Volmer is surely in that off the water beautifully with 360 pounds of pilot and
category. I recently backed down from the temptation to passenger weight and twelve gallons of gas. His ship had
race alongside one of the Goodyear blimps. Frankly, I was a tendency to yaw to right or left before he changed the
afraid it would win. rudder and fin. Walt's ship is the standard 85 hp and we
And so the work went on. The landing gear, mount, both agree that no more than 100 hp is necessary pro-
controls, and pulley brackets were all made of 304 stain- vided everything else is right.
less which is more nickel than steel and softer than 4130. Incidentally, 3328 has a guest log in it with the names
Wing struts were ordered new from Univair. They were and comments of 78 passengers who have had a ride in
then cad-plated and chromated. The interior is coated her. These range from airline pilots to four year olds on
with Paralketone. The struts were made longer to pro- their first time off the ground. The stainless steel is
vide two degrees of dihedral. still holding up fine but that Martin engineer has not
The wing bows were removed and spill gates attached been around for a ride yet. Hoping the information con-
to the wing tips. Split-type flaps were built into the under- tained herein will be helpful to the rest of the water-
side of the wings. These are twenty degrees or nothing; bugs, I remain, addicted to water well, most of the time.
The question of user charges should, in my opinion,
GUEST EDITORIAL be answered and dealt with in light of the fact that gov-
ernment is charging or proposing to charge people for the
By Robert T. Smith (EAA 1685) use of a public system. The people did not want the inter-
2939 Highland Dr. S. E. states to be toll roads and they are not. Neither do I be-
Smyrna, Georgia 30080 lieve the people would want toll airways. My next door
neighbor doesn't care if I have to pay a fee to fly my air-
plane he doesn't have one and couldn't care less. And
I think the hour has come for us to answer the funda- that is my fault because I have not insured that he knows
mental question of whether or not the airway system is a the airways in this country are a public system available
public system for the use of ALL the people or for a pri- to him just as much as to me. We have failed to take our
vate segment of our population. case to the people and we have allowed them to believe
As it presently exists it is available to ALL the people the myth that aviation is just for a special few. Our tech-
in this country. And a great many people take advantage nology has outstripped our statesmanship and we are
of it by buying personal transportation on the airlines, about to have that technology jammed down our throats
commuter air carriers, and air taxis. Others use it by by a bureaucracy with no personal interest in the thing
buying their own airplane and hauling their friends or either!!!
business associates. Still others use it only for pleasure. The government is not all sold on the airway system
But, the system is there for the availability of ALL. It being a truly public system available to all. They would
is not there just for all those airplane pilots who go out and like to ease their jobs by excluding all the "troublesome"
have "fun" flying if anything, the system is a hindrance elements like general aviation, and user charges is one
to the "fun" flyer. way to attempt to do it. And they can gain support of the
In my opinion, the government has to acknowledge general public and the Congress if they can sell the idea
the fact that the FAA exists to operate a public transpor- that all those little airplanes are flown by a bunch of play-
tation system. I think we should stop allowing them to call boys out there endangering the airways and just having
us a private sector of the American public and that we are "fun". If they succeed it will be at least partially our own
using this public system strictly for private purposes. It fault.
is available to ALL the people the same as our roads Maybe we can change this user charge battle to our
and highways and inland waterways. All these things are own benefit by creating a large enough stink over it to get
paid for by the American people because they want these it into the public eye so we can tell our story as we're
systems available to the public at large the fact that fighting the battle. Every EAAer should write his local
not many people are pilots is not, in my opinion, germain newspaper editor with the story of general aviation. A Mr.
to the issue at all. I don't own a boat and don't use the In- Taylor at Cessna wrote a very excellent speech on general
land Waterway, but I want it available if I ever decide to. aviation and I have written for a copy of it that is the
I won't travel on all the interstate highways in this coun- sort of thing we need. We need material to send to the local
try in my lifetime either, but I want them there for those news media to tell our story, and we need to develop local
who will. I want an airway system in this country for the stories of how general aviation is helping the local com-
public good, which it is, and not for any private sector of munity. This is a tough job, but if we don't do this job,
the population. Every service the FAA provides is availa- eventually, our freedom in the sky is going to be snuffed
ble to the general public if they desire to use it. out entirely.

6.5 by 1.0 inch each and can be made
WHEEL CHOCKS in one evening.
The following material and parts
By Martin Hollmann (EAA 77760) are needed to make one set of wheel
3790 Flora Vista chocks.
Santa Clara, California 95051 - nine feet of % by % by Vs inch
aluminum angle, 6061-T6 or equiva-
Many small homebuilt aircraft lent
do not possess the luxury of having - 7'/2 by 5% by 0.040 inch thick
an electric engine starter. These air- aluminum sheet, 6061-T6 or equiva-
planes must be propped and hand lent
started which, according to the Feder- - four NAS1217-3-4 pan head bolts
al Aviation Regulations, requires or equivalent
that chocks be placed in front of the - four AN365-3 self locking nuts
main wheels and a person familiar or equivalent
with the controls of the aircraft sit - 44 MS20470AD4-6 rivets
in the cockpit during the starting of When preparing the bend relief
the engine. Once the engine has been radii, be careful to file the relief
started and the wheel chocks re- smooth and make all bends in the
moved, there is the problem of, "what aluminum angle around a wooden
do I do with the wheel chocks". block with a bend radius of 0.16 inch
To solve this problem, collapsible, or larger. When you have completed
lightweight, and aircraft stowable your wheel chocks, you will not only
wheel chocks have been designed as have a set of chocks that are very
shown in Fig. 2. The complete chocks practical but ones that will last for
weigh 14 oz. each and fold to 6.5 by many airplanes to come.
ANGLE .75X.75K 125. 6061-TG ALUMINUM
30 APRIL 1975
By Antoni (Tony) Bingelis
TO PANEL EAA Designee Co-Chairman

8509 Greenflint Lane

Austin, Texas 78759


balanced instrument panel by first
working out different instrument A half round file will remove the . . . even though he has no intention
arrangements on a full sized card- remaining excess metal down to the of qualifying the airplane for IFR
board pattern. Use cut-out cardboard exact scribed outline. Needless to say, flight.
circles (3'/g" & 2'4" diameter) to simu- this is doing it the hard way. Of
late different instruments. These course, if you can obtain the use of Locating The Instrument Panel
mock instruments can be labeled, an instrument shop's hydraulically Locate your instrument panel too
taped in place with masking tape, and operated i n s t r u m e n t panel hole far out into the cockpit and it will
the various combinations studied cutter . . . that would be the easy add to the difficulty of getting into
until you get the arrangement that way to do it. Those dies come in two and out of the airplane. Likewise, if
pleases you. After checking to see regular sizes. One is for the 3Vs" size the panel is improperly positioned,
that each instrument, as located, and the other for the 2(4" instruments. getting your legs under the panel
does not interfere with any framework If you are using automotive oil may become a problem.
or structure behind the panel, you pressure, oil temperature and am- Sufficient hookup space behind
will be ready to cut metal (or ply- meter gages . . . take care, these are aircraft instruments is often lacking
wood). Even large instrument panels, only 2" in diameter and you may zecause a fuel tank has been located
if properly supported, could be con- have to resort to one of the manual immediately behind the panel. Some
structed of .060" 2024 T-3 aluminum cutting processes to accommodate instruments require a lot of space.
or Vs" plywood. Although a single them. Two of these, the vertical velocity
instrument is fairly light in weight, indicator and the rate of turn
several of them together make a Instrument Grouping indicator, for example, are each 5'/4
pretty heavy load. So, make sure that It is common practice to group to 6 inches in length. An additional
the panel material does have enough the flight instruments apart from the two or more inches is needed behind
rigidity to do the job. If the aluminum engine instruments. In the simple these instruments to allow space for
is thinner than .060", or the plywood VFR panel, you would consider the the installation of the fittings and the
less than V4", avoid cutting the instru- airspeed, altimeter, and the magnetic attachment of hoses or tubes. This
ment holes too close to each other, compass as flight instruments. They means that a total open area of 7 to
to better retain rigidity in the panel. are, therefore, located together except 8 inches is required behind at least
In addition, the instruments should in the case where it would be pre- a portion of any well equipped panel.
not be located so close to the top of ferable to mount the compass above Sometimes space behind the instru-
the panel that they will be partially the panel. Some pilots like to include, ment panel can be gained by mount-
obscured by the coaming and panel along with the m i n i m u m instru- ing the instruments on the front side.
padding. mentation, a vertical velocity If you do install the instruments this
A panel constructed of .125" 2024 indicator as a desirable addition to way, don't forget to allow an extra
T-3 a l u m i n u m would be stout all the VFR flight group. length of connecting hose behind each
right, but it would also be heavy in instrument to allow easy removal.
spite of all of those large holes cut in When Are Shock Mounts Needed? Another way to gain that needed bit
it for the instruments. It is not generally understood that of extra space, especially for that
The holes for the instruments may there is really no need to shock extra long instrument, is to construct
be cut out with a circle cutter (also mount most instruments. About the a small false panel that projects
known as a "fly" cutter or a "sweep" only instruments that are sensitive from the face of the regular panel.
cutter (available from SEARS). to shock and vibration are the gyro The magnetic compass and the
Always clamp the panel to the drill instruments. Since the airspeed other instruments are normally fast-
press. Not to do so is a dangerous indicator and the altimeter are not ened directly to the instrument panel
act! Never use a hand held drill with gyro instruments, it is not neces- using No. 6-32 or No. 8-32 black
a circle cutter. Use a slow speed if sary to concern yourself with oxide finish brass (instrument)
the hole is being cut in metal and a building the more complex shock machine screws. They are about 1"
relatively high speed for plywood. mounted panel for a "VFR ONLY" in length. If the instrument screws
In the absence of a drill press and airplane. cannot be obtained, use regular
a fly cutter, you could drill a series Small aircraft, single sealers in brass machine screws and paint the
of small holes ( 3 /ie") closely spaced particular, have very little space for heads black. Somehow, however,
around the circumference of each instruments and are therefore ideally these slotted screws don't look as nice
scribed instrument hole. A small cold suited to a simple VFR panel. The lack as the cross points. Some instruments
chisel would then be used to cut be- of space is more of a problem with have built-in nuts while others require
tween perforation-like holes to the builder who is not content with the use of a separate nut for each
remove the metal circle cut out. just the minimum of instrumentation screw. Naturally, you must have
access to the backside of the instru- is the size commonly installed for course, I suspected the validity of that
ments for removable nuts. It is a wise gyro instrument lines. terrific cruise when I became aware
builder who installs nutplates If you are already familiar with that the rotation speed for take-off
wherever access is difficult. them, learn to recognize the two types was a sizzling 55 mph.
Don't embarrass yourself by over- of threads used on the various con- You may, therefore, find it difficult
tightening the screws as the mounting nectors. The pipe thread (PT) end of to decide just where to locate the
ears on the instruments can be broken the fitting is the one that looks slight- pitot/static pick-up point. After all,
if overstressed . . . more easily than ly tapered with a flat or squared off haven't you seen these pick-ups lo-
one would suspect. end. This end usually screws into the cated in the leading edge of the wing,
instrument or other component which under the wing, on a strut, on top of
Easy Access For Maintenance will have a Vs" female pipe thread. the fin, and who knows where else?
There is no such thing as easy The other end of the fitting may have Almost anywhere the flow of air is
access to an instrument panel . . . a variety of forms. It could have a undisturbed is acceptable.
from beneath. An encounter with (slip-on) hose connection, or an A pitot head projecting from the
any automobile instrument panel external threaded end. These with the leading edge of the wing is vulner-
should convince you of this. Yet, you threaded ends are intended for use able as it is subject to much abuse
will need to assure access for future with a sleeve (AN 819) and a coup- on the ground by people (including
maintenance. So, why not consider ling nut (AN 818) which are slipped the owner). It is always being bumped
m a k i n g a completely removable over the end of the tubing. The tubing into, bent or broken. A safer location
coaming cover over the instrument must then be flared with a flaring for a low wing aircraft and mid-wing
and gas tank areas? tool. types is recommended . . . under the
Perhaps a fold-down center panel No matter whether you use the wing, for example. There, the p:tot
section that is hinged on the bottom flared aluminum tube or the slip on tube assembly can be mounted aoout
by a piano hinge would be the easiest hose for the installation, you must 8 to 12 inches below the wing sur-
solution? still obtain the proper fitting to screw face and positioned so as not to
Or, maybe you should make the into the instrument to establish a protrude beyond the leading edge.
entire panel easy to remove by instal- starting point for the pitot and static Adjust the assembly so that the tubes
ling it with nut plates. This type of system hook-up. are aligned parallel to flight.
i n s t a l l a t i o n must include longer When ordering fittings always use One tube of the pitot assembly has
w i r i n g and p l u m b i n g behind the the specification number for the type an open end and admits and conveys
panel so that you can pull the whole of fitting wanted plus the dash num- ram air pressure to the airspeed in-
thing out far enough to give access ber that corresponds to the desired dicator. The other tube is sealed off
behind it for working. size and material. Figure 1. at its forward end. This closing is
Incidentally, I don't know who accomplished by pinching, welding,
Instrument Connectors originally dreamed up pipe thread inserting a PK screw, or by gluing in
The problem of determining what sizes but they always seemed wrong a plug using epoxy. The closed tube
fittings are needed for the hook-up for what I wanted . . . it was always has 6 to 8 staggered No. 60 holes
of the different aircraft instruments an Vs" smaller than what I thought drilled around it. Thus the tube is
becomes even bigger when you have I needed. If I wanted a fitting to use open to the ambient (static) air pres-
to order them from an aircraft supply with a '/-i" line, I had to remember sure. It too, is connected to the air-
house sight unseen. You simply must that it took an VK" pipe thread. If I speed indicator by a '/4" polyethylene
have the correct "numbers" to get the wanted a fitting for a %" line I or aluminum tubing.
items you need . . . the first time you would have to think twice to con- A "T" fitting is normally inserted
order. vince myself that I really needed a in the static line behind the instru-
There really are only a few types Vi" pipe thread! ment panel and the static pressure for
of fittings worth familiarizing your- All standard aircraft airspeed, for the airspeed indicator is shared
self with when selecting connectors altimeter, and vertical velocity with the other static pressure instru-
for the static and pitot lines, hydrau- instruments accept a Vs" pipe thread ments . . . the altimeter and the ver-
connector fitting, the other end of tical velocity indicator.
lic lines, and fuel lines. AN fittings,
common to these systems, are which is then mated in some man- Some builders (ugh) install the
standard and are obtainable in easy
ner to a '4" line. altimeter and the vertical velocity
to recognize aluminum (blue in color)
Most of us have no idea how to go indicator with absolutely no static
and steel (black). Corrosion-resisting about finding a point on the fuselage line connections. They are merely
steel fittings are natural in appear- where a reliable static pressure may attached to the instrument panel and
ance as are brass and nylon fittings. be obtained that would be accurate the instrument's static opening in
Let's disregard as undersirable all but throughout all normal flight condi- the rear of the instrument is left
the aluminum and the nylon (or plas- tions. So, unless the designer shows open to the cabin or cockpit atmos-
tic) fittings in the interest of weight
a particular location for such static phere. This is sloppy practice even
ports, you may as well run a static for a strictly VFR PUTT-PUTT and
saving and ready availability. Plastic
line to the same location and parallel provides, at best, very nervous and
or nylon fittings are desirable for
static and pitot connections as very with the ram air pressure line. The inaccurate gage readings. For ex-
airspeed indicator is the only instru- ample, in such an installation, when
little pressure is involved.
ment that requires both ram and a cabin ventilator is opened or closed,
Cessna uses stock nylon connector
static pressures. the vertical velocity indicator will
fittings and polyethylene tubing for
Do not locate the pitot tube within immediately indicate an unwarranted
their instrument hookups. Builders
will find these fittings readily avail- the propeller blast area as it will descent or climb.
able in most parts of the country. result in inaccurate airspeed indica-
tions. Hooking Up The Systems
More so, perhaps, than the standard
AN and MS types. Mounting the pitot tube in the nose Before permanently connecting
The '/41' aluminum tubing or the Vi" of my Scooter just under the prop, the pitot and static lines, blow them
plastic hose is standard for most gave me an astonishing cruising out to be sure that there are no ob-
instrument lines, while the %" tubing speed indication of 85 mph. Of structions or workshop varmits hiding
32 APRIL 1975
in them.
Never blow into any instrument as
it may be damaged. So, before blow-
ing out the lines, be absolutely sure
they are disconnected from the instru-
Leaks, obstructions, or even mois-
ture in the pitot system, will generate
false airspeed i n d i c a t i o n s w h i l e
similar problems in the static system
will likewise affect the altimeter and
the vertical velocity readings.
Static pressure ports (holes), where
built into the fuselage sides, should
be perfectly flush with the fuselage
skin as any airflow disturbances in
that area at cruise can cause false
airspeed readings. After connecting
the static lines to the static ports,
route the first two inches of the static
line upwards (vertically) from the
static ports to make it difficult for
water to enter the lines. See Photo 1.
The plastic hose or a l u m i n u m Photo No. 1: A look behind a partially completed panel.
tubing used in connecting your sys- Note how the static line rises from the fuselage static
tem, should be installed in a single ports. This makes it difficult for water to enter the sys-
continuous length. Any required tem. Pitot line is not yet installed.
connections (i.e. wing, fuselage junc-
ture) should be highly accessible.
Secure each line at sufficiently close
intervals to prevent the possible
development of future air leaks from
the abrasive effects of vibration on
unsupported lines.
Ordinarily, in assembling pitot-
static connectors there is no need to
use a thread lubricant or sealer as the
pressures involved are very low. If
necessary use it sparingly and apply
it only to the male threads of the
While all of this cut and try instal-
lation work is going on, do not over-
look the need to protect your instru-
ments. Treat them gently. Cap all
open lines and cover each instrument
opening with a plug, or tape over the
holes with a bit of masking tape
until permanent installation is made.

Venturi Requirement Photo No. 2: Not all instrument panels are basic black.
This beauty is very complete and well organized.
Install just one gyro instrument
and you will have to provide a drive
system to operate it, either electrical
or vacuum. In most cases, that single easily cost you at least 5 mph in wood panel requires some special
gyro instrument would be a vacuum cruise speed for faster aircraft. If attention in the finishing of the hole
driven rate of turn indicator, and that penalty is too stiff to pay, you cut-outs as the instruments will ap-
the vacuum system would turn out to will have to do without the rate of pear to be recessed. The recessed look
be a short tube connecting the instru- turn indicator or consider converting might be just what you want but if
ment to an externally mounted to an engine driven vacuum system the holes are roughly cut, the entire
venturi tube. A standard small ven- and pay the alternative price of effect will appear crude.
turi will operate the rate of turn higher cost and complexity in the Wood grain in a plywood panel
indicator satisfactorily for the VFR aircraft. However, it seems hardly takes on a very attractive hue when
airplane as this instrument requires justifiable to install an engine driven finished with several coats of satin
less vacuum to operate than any vacuum system just for a single gyro sheen polyurethane varnish. Glossy
of the other gyro instruments. instrument in a VFR, Day Only, cate- varnish can also be used and the gloss
The venturi, if used, is mounted on gory sport plane. removed (if objectionable) by rubbing
the fuselage in the path of the pro- the panel with pumice stone or rot-
peller slipstream. It is obvious that Instrument Panel Finishes tenstone. There is no reason, however,
an externally mounted venturi causes Clear grained birch or mahogany that plywood panel cannot be painted
drag . . . but, how much? Well, it plywood makes a nice looking panel. if that is your preference.
has been said that the drag could However, mounting instruments in a
Some builders like the effect
created by a panel overlay as it hides
the cluttered appearance of the
mounting screws. A simple overlay
may be made from imitation wood DESIGNEE NEWSLETTER
grain formica sheet or from one of SUBSCRIPTIONS
the many special decorating materials
now available . . . check with the In addition to Tony Bingelis'
parts departments of the big 3 auto- monthly column, THE DESIGNEE
makers, they may stock instrument CORNER, EAA Headquarters
panel overlay stock. publishes a monthly Designee News-
Traditionally, instruments have a letter containing even more "How
dull black finish and luminous dials. To" material, a compendium of
However, the builders are gradually the previous month's Designee in-
getting away from the dull basic spections and a summary of all
black panel and are beginning to use homebuilt accidents occurring
more pastel shades of gray, green, around the nation the previous
blue, buff, etc. (See Photo 2). An 30 days.
attractive panel can be created by Any EAA member can subscribe
using crinkle paint finishes. Take to the Designee Newsletter for
care, though, as some of these spray $7.00 per year. Make your check
can finishes are very difficult to apply payable to:
uniformly. Often the resulting finish- EAA
ed rough surface makes it difficult AIRCRAFT INSTRUMENT COtmECTERS P.O. Box 229
to attach those non-aesthetic but use- Hales Corners, Wis. 53130
ful embossed strip identification
labels. Such hand made labels, you
should realize, will not stick very well
to a rough textured finish.
A beautiful smooth panel texture
can be obtained by using regular spray
enamel over a properly primed sur-
face. After a couple of good spray
coats of enamel have been applied
and properly cured, the finish should
be rubbed down with a damp rag or
sponge sprinkled with pumice stone
or rottenstone powder. This fine
abrasive rubbing removes the gloss
finish and leaves a smooth satin sheen
finish free from glare.

(Photo by Noah McCullough)

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

(Photo Courtesy Noah McCullough)

(Photo by Noah McCullough)
Mr. Designee, himself, Tony Bingelis (left) makes
an inspection of Noah McCullough's Minicab. Tony Bingelis and his pride and joy, Emeraude N6734A.
34 APRIL 1975
Harold Best-Devereux (EAA 9421)
International EAA European Office Director

Andrew Perkins, first British Tailwind builder, enjoys Famed historian and Keeper of Royal Air Force Museum,
visit from Paul to see his second Tailwind. Note British Jack Bruce, hands Paul author-signed copy of his fa-
requirement for billboard letters. mous book, "British Aeroplanes 1914-1918", one of
world's classics. In background fully airworthy Vick-
ers Gunbus.

s, 4NCE PROMOTING THE idea of an International

Homebuilt aircraft Commission with the Director Gener-
al of the Federation Aeronautique Internationale Chas
and above all was world famous for its annual R.A.F.
pageant. Here the small, but beautifully marked, air
strength of the then seat of Empire thrilled thousands
Hennecart some years ago and pursuing the proposal upon thousands who made the day, always sunny, one of
during two visits with Paul to the Paris F.A.I. Head- London's biggest events with the presence of Kings and
quarters the idea has caught on and now representatives potentates, fighters and bombers, mostly biplanes and
of the National Aero Clubs of several nations have met a all beautifully polished and silver. Many years before
number of times, notably in Paris, Sydney, Australia and W.W. 2 a little Halton homebuilt flew in the big parade of
now in London, England. Due to the rules structure of prototypes, a unique honor. The designer Capt. Hugh
F.A.I, delegates must be nominated as representing Na- Latimer-Needham, EAA Life Member now living in
tional Clubs affiliated to F.A.I, but it is no surprise that Kelowna, B.C., Canada, will remember, but I digress.
most of the delegates appointed are well known in home- Now, Hendon is covered with urban mess, except for
built aircraft circles. one hallowed spot comprising W.W. 1 hangars blended
Fortunately, the last meeting of the Commission into modern architecture to form a museum dedicated to
(C.I.A.C.A. for short) fell on a date coinciding with a busi- the British Royal Air Force, digressing again, this spot
ness visit of EAA President Paul Poberezny to the Inter- is a must for EAA visitors to Europe.
national EAA European Office just near London, Eng- "You all" have seen hunting dogs point, and so it was,
land. as passing along a British suburban street there was a
Paul arrived at London early by our time and after lumbering four engined Blackburn Beverley parked at
breakfast at the Elstree Flying Club at 03.00 A.M. Mil- the roadside. Our worthy Prexy snapped awake from his
waukee time with Tower Chief Peter Wood, EAA 42458, reclining seat at the smell of aeroplane and we were at
was soon engaged in routine accounting and administra- the R.A.F. Museum entrance to be welcomed by Jack
tive paperwork affecting the European theater of EAA Bruce the distinguished historian and Keeper. First item
operations. was for Paul to stand in front of a Vickers Gunbus and
After time for a quick tub and change following the receive the EAA Headquarters copy of the fabulous Put-
squalor which poses as luxury on West-East Atlantic num publication "British Aeroplanes 1914-18". The Gun-
flights and lunch with three British Tailwind owners, bus is genuine and flew recently, it was built at Vickers
Steve's ears must have burned, it was heigh-ho and off factory to Vickers prints and has a genuine Monosoupape
again to keep to the "skedyule", Limey style and pretty engine so is it original or reproduction? It was only built
brisk. during the last decade.
At Hendon in North London is the site of much of the A tour of the museum made a marked impression on
earliest aviation in Britain, before W.W. 1 races were Paul who eagerly examined many of the detailed exhibits.
held every weekend with audiences of thousands. In later Unfortunately, time was pressing and in any case it was
years the aerodrome was operated by the Royal Air Force time for Tea, our national ritual, taken in surroundings
of priceless aeronautical paintings.
Later the Museum entrance hall provided a fine set-
ting for a buffet reception hosted by the European Office
at which the EAA President met and talked with nearly
200 eager enthusiasts. The evening was enhanced by a
movie show at which the Cam Warne presentation of
"Oshkosh 74" was warmly received at its premiere show-
ing. A fine evening indeed for International EAA and a
tired mit for Paul shaking so many hands. After over 30
hours on the hoof the boy from Milwaukee was tiring and
we called it a day.
London's staid Royal Aero Club provided the venue
the next day for a day long working session of the F.A.I.
Commission of which Paul is a V.P., items discussed at
the Sydney, Australia meeting were consolidated into
action and all are hopeful that fruitful results without Harold Best-Devereux points out features of one of the
nationally promoted restrictions will result in world many R.A.F. Museum collection of paintings by famous
wide facilitation for homebuilts, not the least being the artists.
free passage over frontiers.
Although only having three nights in England, much
remained, and so it was that we missed Tea and motored
to Redhill to be most courteously received at Brabazon
House, the seat of the Airworthiness Division of the
United Kingdom Civil Aviation Authority. John G. M.
Pardoe, Director General Airworthiness and Safety,
Chief of Airworthiness in England, received Paul and
myself after which it was a pleasure to meet a large cross
section of the specialist staff in the Board Room including
Paul Whicher and two past Oshkosh visitors Darrol Stin-
ton, light aircraft test pilot and Eric Niedermeyer, struc-
tures specialist.
Movies, both "EAA Magnificence" and "Oshkosh 74"
were again presented with obvious effect and by the ques-
tion and answer session afterwards it was clear that Paul
had a thoughtful audience. Subsequently, a dinner meet-
ing with Mr. John Pardoe and some of his senior staff did
Paul and Harold address EAA film show audience at
much to promote a productive and useful exchange of R.A.F. Museum.
views and information to benefit British EAA members.
It would have been just fine to go on introducing Paul
to homebuilders but in view of the short time available
only a small session of visiting hardware was possible.
However, we were able to shoot the breeze around the
latest Andrew Perkin's Tailwind and Philip Meeson's
four aileron Pitts, as always the visiting fireman was
full of hints and tips on both types and much useful infor-
mation passed both at the field and over lunch.
The last we saw of him was staggering through securi-
ty checks at London Heathrow in his neat Stetson hat,
with a British propeller for the EAA Museum, and a pile
of aviation books we all enjoyed your visit Paul, it was
really worthwhile.

"I shouldn't really be out of bed yet you Limeys sure

eat lunch early!" Like six hours difference.

Paul discusses British built Pitts Special owned by

Philip Meeson, EAA 52472, and built by Andrew Perkins,
EAA 58730.
By Gerd Muhlbauer (EAA 97275)
Manager, Marketing and Engineering
Hoft'mann GmbH & Co. KG
D-8200 Rosenheim 2
Postfach 265
Kupferlingstr 9, West Germany

B 'ACK 10 YEARS ago, as the powered sailplane con-

cept was moving from the experimental stage into one of
large public demand, one day Mr. Rudolph Kaiser of
Schleicher Sailplanes came into our factory and asked for
a small feathering propeller for his first motor glider
project. This was our first step into this business. We de-
signed the two-position HO-V 42 propeller, which weighed
only 12 pounds including the spinner, for the Hirth F-10-K
engines. The performance increase was about two points
of gliding ratio on this single seater ASK-14.
In the two-place field Messrs. Scheibe-Flugzeugbau
and Messrs. Sportavia-Piitzer later introduced new models
with improved glide ratios and new VW based engines.
This was also about the time that Mr. Limbach entered
the aircraft engine field. In 1969 we started development (Courtesy Hoffmann Propellerwerk)
of the second model feathering propeller, the HO-V 62. A Sportavia RF 5B "Sperber" (sparrow-hawk) with its
This design was much more complicated and after the Hoffmann propeller in the feathered position.
first tests required a complete change in the design phil-
osophy. The major problem was the high rpm (3600) for
which the approval had to be obtained. This was the point The natural twisting forces will always turn the blades
where we changed the pitch change mechanism from a into the low pitch position. This happens also when small
continuous connection between the turning and fixed counterweights are installed on the blades to reduce the
parts because it was impossible to get a bearing or an oil pitch change forces if the propeller is equipped for cruis-
transfer unit for the load that resulted from the 3600 ing position (the HO-V 62R model). On the front part of the
rpm. More than 200 props now in service show us this hub the high pitch stop unit will have been installed.
method was the right one. The SF28A, the ASK 16 and Spring loaded latch plates will move outwards, if the cen-
the RF5B are using this prop as standard equipment. trifugal force of the latch plates overcome the spring force.
Let me now tell you more about the HO-V 62. The This condition occurs if the propeller rpm is higher
blades have a composite structure, using different woods than 1800. Due to friction in the system, the spring force
to carry the primary load, exchangeable metal leading will press back the latch plates if the rpm is lower than
edge, epoxy fiber-glass cover and a polyurethane surface 1300. The different height of the low pitch stop is responsi-
finish. A forged aluminum alloy ferrule, fixed with 5 lag ble for the rate of pitch change. Normally, the difference
screws, transfers the centrifugal forces over axial needle will be 5U, but it can be adjusted for less or more. The out-
bearings into the hub. The blade bearing preload is ob- side pitch change mechanism is guided on both hub sides
tained by a specific torque moment on the blade reten- and in the spinner bulkhead. On the rear side of the pro-
tion nut. Axial movement of a fork with pitch change peller you will find the thrust plate, from which the pitch
blocks will turn the blades over an eccentric pin installed change is activated. A fork with sealed ball bearings, in-
in the blade ferrule. stalled on the engine, is pressed against the thrust plate
to change the pitch, if desired. This fork is moved by a
cable going into the cockpit. This means that only in the
moment of pitch change will a connection between turning
and fixed parts exist. There is no stop for a feathering
position on the propeller. This position is obtained by a
pitch lock in the cockpit.
Operation is simple. The following example shows you
how it works. With a stopped engine the prop will go al-
ways in low pitch position (take-off). On the ground, check
the movement of blades by pulling the cable. Start the
engine and after warm up check max. static rpm. Reduce
power to idling, pull the cable only a short way out to re-
lease the latch plates. Apply full power again and check
max. static rpm. After take-off, maintain full throttle and
climb speed until reaching a safe altitude (approx. 450
ftGND). Reduce rpm to 2000, but maintain airspeed. Pull
the cable until the rpm has dropped approximately 500.
Release the cable and apply full throttle again. Cruising
position will then have been achieved. Before final ap-
proach, reduce throttle to idle or a prop rpm lower than
1300. Pull short on the cable to release the latch plates.
On the rpm response you can see whether take-off posi- (Courtesy Hoffmann Propellerwerk)
tion has been obtained again. This prescribed procedure is The Scheibe SF28A, a two place, tandem powered sail-
mainly used with our motor gliders, but can be altered plane, powered by a Limbach engine and Hoffmann vari-
as the operator (owner) likes. able pitch propeller.
The HO-V 62 and HO-V 62 R are completely certified
according to FAR Part 35 on the Limbach Engines SL-
1700 series. Actual TBO is 500 hours or 4 calendar years.
We expect in the immediate future a TBO of 800 hours.
Standard blades (left hand tractor) are available in 150
cm (59 in.) and 160 cm (63 in.) lengths. There are also
two different spinner dimensions in production. The list
price of such a propeller will be approximately U. S.
$1150.00 including spinner. The weight of the unit is
24 Ibs. The pitch control mechanism on the engine and
cockpit is not included and is a part of the airframe. Hoff-
mann will assist in designing this part. A version for the
Limbach SL 1700 El and SL 1700 EBI is available.

(Courtesy Hoffmann Propellerwerk)

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

(Courtesy Hoffmann Propellerwerk)

(Courtesy Hoffmann Propellers) The HO-V 62's high pitch stop unit showing the latch
Actuation of the Hoffmann HO-V 62 propeller hub. plates.
38 APRIL 1975

Mike Heuer

(Photo by Lee Fray)

After the dust settled and we all got a chance to see

T HAS BEEN a year and a half now since all of us in
aviation were given a good scare as the result of
what had really happened, we realized that our way of
life would continue but not in completely unaltered form.
the energy crisis and the psychological blows dealt us in The energy crisis had good and bad aspects. The bad, of
the nightly news as to how our way of life was coming to course, was a near-panic situation among the general
an end. We were all told by politicians and news com- population as well as the government. The good part was
mentators alike that we would have to readjust our life an eye-opening our society very much needed at that
styles and accustom ourselves to a more spartan exis- point. What the energy crisis caused us all to do was to
tence. The general aviation industry was uniquely sin- re-examine our own energy usages and to see how we
gled out in those early weeks of the crisis with fuel allo- could all contribute to more efficient use of energy. In
cations from a fast-acting Federal Energy Office that some cases, this resulted from a simple sense of patriotism
would have cut our flying activities in half. a rare quality in this day and age but for the most
(Photo by Lee Fray)
Here's where it began on the drawing board. De-
signer Paul Poberezny puts the finishing touches on
the Pixie fuselage drawings.

To save time and expense, Paul decided to update the

Heath "Parasol" LN with a number of significant im-
provements and to power the aircraft with a converted
Volkswagen engine built up by John Monnett. The new
P-9 would be adaptable to a variety of powerplants, how-
ever, such as the Hirth and Franklin engines. With the
future of both of those companies in doubt, the converted
VW was the best choice, in retrospect.
The Heath "Parasol" is a story in itself and some facts
are interesting to review today to give some historical
perspective. First introduced in early 1932, the Heath
LNB-4 was unique among lightplanes in the respect that
it was available as both a factory-built aircraft and in
kits which could be certified standard. Is there really any-
thing new, Jim Bede? The LNB-4 was powered by a 25
hp Heath B-4 engine. Weighing in at 450 pounds empty,
the Heath yielded a respectable 62 mph cruise. In 1932,
the factory-built Heath listed for $1074 which was subse-
part it became a financial necessity. Now that aviation quently lowered to $925 in 1933! Heath even had a low
fuel is in the 70c range, it has become necessary to con- down payment and monthly installment plan! The kit
serve no matter what your motives may be. version less engine went for $499 in 1932 and $399 in
During that period of time and still today many 1933!
questioned the need for recreational sports which used For the most part, the Pober Pixie is a completely new
fuel. Again, however, it became obvious that recreation airplane. Bill Chomo, EAA Shop Supervisor, stated,
is a very important part of our economy. It was realized "The only things we used from the original Heath design
that to cut off recreation would badly harm our already were the control column, basic fuselage side layout, the
faltering economy and only meager fuel savings would be non-compression ribs, ailerons, and the general shape of
realized. As Americans have become more affluent over the tail group." The differences are quite obvious when
the years, the leisure industry has come to represent a one looks at some of the old photos and specifications of
significant portion of our gross national product. It was the Heath LN series.
realized by our national leaders that restricting the The first thing that catches your eye as being differ-
recreational industry would harm everyone. ent, other than the engine installation, is the landing
But what has this all to do with "Flying the Pober gear. Instead of the Heath split-axle landing gear, of
Pixie"? A great deal, you shall see. somewhat unusual design, the Pixie features a J-3 style
Amateur-built aircraft have grown in popularity over gear with external shock cords with neat little naugahyde
the years mostly because of one simple factor the ris- boots. Tread is considerably different also: the Heath
ing cost of owning an aircraft. Thousands of aviation en- was 48 inches, and the Pixie is 63 inches. As I found out
thusiasts have turned to EAA for guidance in building later, this contributed to the excellent landing charac-
their own finding this is the only way they could get teristics of the aircraft. Part of the reason for the wider
airborne. Sure, there are those in our organization who tread is the fact that the fuselage in the Pixie is about 4
build for the pure joy of it and others to whom cost is no inches wider in the cockpit area. One early owner of a
object but the majority involve themselves in build- Heath once said, "The only thing wrong with the 'Heath'
ing an aircraft because of a deep love of flying and desire was that the cockpit was too narrow to contain the big
to own their own aircraft. grins of the pilots who flew it for the first time!" This
What the energy crisis has done, in sport aviation's problem was solved in the Pixie, as the cockpit is very
case, is to focus attention on those designs that are eco- roomy with plenty of room for your shoulders and feet.
nomical and easy to build. There is now a real demand for Other comparisons are interesting. The Heath fea-
aircraft that offer performance, ease of construction, and tured two small 4.5 gallon tanks in each wing, near the
economy in one package. One only has to look at the plans root. The Pixie has a much neater arrangement, with a
sales to see that. We hear of such names as the Rand KR-1 single 12.3 gallon tank located in the centersection, be-
and 2, the Volksplane, the Pazmany PL-4, and the Son- tween the butt ribs of the wings. The tank actually com-
erai I and II being talked about all the time. Even though prises the center section painted the same color as the
it is not a plans built airplane, and only offered in kit wing with a small aluminum skin section on the leading
form, the Bede BD-5 is probably the most lucid example edge. With a low fuel consumption, as the VW engine has,
of the market for this type of aircraft. The demand is there this much fuel will carry a pilot a long way.
and this was perceived by EAA President Paul H. Pober- The compression ribs in the Pixie are different they
ezny, when he decided to design his latest aircraft, the are plywood skinned truss ribs. To make the aircraft
Pober P-9 "Pixie". cheaper to build, drag and anti-drag wires are not of the
The Pixie was begun under the auspices of the EAA conventional steel rod construction, but rather standard
Air Museum Foundation in early 1974. The design pro- control cables of 3/32 inch diameter and standard thim-
ject was entitled "Project Econoplane" at that time and bles at the end. Hardware store eyebolts, closed up by
the Pixie was to be the first in a series of economy air- welding, were used as ends and can be tightened to the
craft that would meet this new demand. proper tension. In addition, the aileron hinges are of the
40 APRIL 1975
(Photo by Lee Fray) (Photo by Lee Fray)
Right wing for the Pixie. Note the plywood-skinned Pober Pixie fuselage tack welded up.
compression ribs, full-span aileron bays, and Aero
Sport type aileron hinges.

Aero Sport variety with a uniball rod end cutting down wing was heavy and the cylinder head temperature and
on control friction. oil temperature were running a little high. But other
External sheet metal is completely different and much than that, my first impressions were most favorable and
cleaner. A small headrest and baggage compartment in it truly was a little baby carriage to fly. I did not really
the turtledeck are featured. Aero Sport strap style hin- fly it with an article in view and had a chance to do some
ges are also used on the tail surfaces. The tail group shape more flying later with that purpose in mind.
was slightly altered to give the Pixie a look all of its After the Convention, the Pixie was disassembled and
own. Overall, with the wheel pants and striking paint brought back to the EAA Shop for some improvements.
job identical to the prototype Aero Sports, the Pober During the Convention, Peter Limbach of West Germany,
Pixie is considerably better looking than the Heath. It manufacturer of small aircraft engines (featured in the
has a much more streamlined, upright, and clean appear- August, 1974 issue of SPORT AVIATION) mostly made
ance than the Heath. up of VW parts and certified in Europe, donated a Lim-
Another difference worth pointing out is the lift strut bach Model SL 1700 EA to the EAA Aviation Museum
arrangement. Four standard, streamlined lift struts with and it was decided to install that powerplant in the Pixie.
adjustable clevises at the fuselage are used with an "X" The Limbach engine is a real beauty. Developing 60
of !/s inch control cable providing the bracing. The Heath maximum horsepower at 3550 rpm, the engine is equip-
used N-type wing bracing struts, but the Pixie's are much ped with a single Slick 4030 magneto, a Bosch starter,
less cumbersome in appearance. and Ducati alternator. The carburetor is a Zenith 28
As has been mentioned, the Pober Pixie is pretty much RXZ, mounted on the rear part of the engine.
standard in construction as far as homebuilts are con- Another unusual and neat feature is the fuel/oil heat
cerned. Fuselage is a steel tube truss design. The wings exchanger. Mounted on the top of the crankcase, the
are wood with aluminum leading edges and fabric cover- fuel/air mixture passes through this exchanger prior to
ing. Originally the cowling was all fiber-glass with the reaching the cylinders and is heated up for better atomiza-
engine cylinders exposed to the wind in J-3 fashion, but tion. The offshoot benefit is cooling of the oil simul-
the Pixie now features a pressure-type cowling with fiber- taneously. Engine weight is only 150 pounds, compared to
glass nosebowl and aluminum sides. This was one of a 167 pounds for a Continental A-65-8F. Minimum fuel oc-
series of improvements that were made in the aircraft tane for the engine is 90. Quality of the engine is out-
in the winter of 1974-75. Wheel pants are fiber-glass standing and it was so darn pretty it was a shame to put
and are similar to those used on Pitts Specials, Aero it in an airplane.
Sports, and other homebuilts which feature 5.00 x 5 Limbach's experience with the VW engines started
wheels and brakes. in the automotive industry, rather than aviation. He re-
Fabric covering is the Stits process principally built some 25,000 engines during the time he was in this
noted for quick application and finishing. business and this afforded him some invaluable experience
The Pixie was built in record time. The project was that he has applied to his aircraft engines. Mr. Limbach
started in January, 1974 in EAA's shop and the aircraft probably knows this engine better than any man alive.
flew for the first time in late July, just prior to the EAA Many hours were spent on testing the engine with
Convention in Oshkosh. About seven pilots flew it that various types of cowlings and Limbach will tell you that
first day with designer Paul Poberezny being the first the only way to go is with a pressure cowl, in order to
and all of them were most impressed with the docile eliminate cooling problems. With the cylinders exposed,
flying characteristics. My first crack at it came a day or certain spots on the cylinder heads cannot be cooled, and
two later, when a concerted effort was being made to with this in mind a pressure cowl was installed with the
fly off its flight test restrictions so the airplane could be Limbach engine on the Pixie. Not only does the engine
flown to the Convention. A few problems cropped up dur- cool better but the appearance is much cleaner and per-
ing those first few hours of a minor nature. The right formance better. A Hoffman propeller was originally in-
stalled with the Limbach engine, but this was later re- tion. Another thing that is noticeable is the small diam-
placed with a Rehm 53-30, because the Hoffman would not eter and chord of the prop. Again, one has to remember
turn up enough on take-off. that you are not flying behind a conventional aircraft
Overall, the engine is strictly aircraft quality and, engine which turns in the mid-2000's, but rather a much
unfortunately the price reflects it, A call to Wag-Aero in modified automotive engine which is rated in the mid-
Lyons, Wisconsin, U. S. distributor for Limbach engines, 3000's. Diameter, therefore, is necessarily small to keep
yielded the following prices: 64 hp engine - $2095; 68 hp the prop tips from going supersonic and thereby destroy-
engine - $2225; and 75 hp engine - $2375. They certainly ing its efficiency. At the time of the flight, no spinner was
are well worth it, however, because, after all, the en- fitted but this was being worked on. The oil is checked at
gines are brand new. the front of the engine, through the nosebowl, by means
My second opportunity to fly the Pixie came on a cold, of a small dipstick as you would if you owned a Beetle. Oil
blistery day in mid-February. Not too long before, the air- can be added through a separate filler neck on the front.
craft's modifications had been completed and Paul Pober- Oil capacity is 2.64 quarts.
ezny flew the aircraft for the first time with the Limbach After the side cowls are unbuttoned, the engine sec-
engine. Performance was not up to par, however, because tion was preflighted. There is a considerable amount of
of the Hoffman prop mentioned earlier. Some experimen- room to work on the engine and inspection was straight-
tation with props was done and when I flew it, it had the forward and easy. The cylinder head temperature probe
Rehm 53-30 installed. was located on the right rear cylinder, the hottest of the
On the way down to the EAA Flight Test Center in four. A gascolator was mounted on the bottom of the fire-
Burlington, Wisconsin, Bob Ladd, one of the principal wall and lines went from there to the small APG fuel

(Photo by Lee Fray) (Photo by Lee Fray)

Steady progress engine installed, wheel pants fitted, Old versus new. The upper, plywood-skinned compres-
some controls in. Paul Poberezny shows where the sion rib is the type used on the Pober Pixie. The lower
wing will sit. is the old style Heath rib. The new style Pixie rib is con-
siderably easier to build.

pilots of the Pixie and who was also involved in its con- pump located on the right front section of the crankcase
struction, briefed me on the latest changes, some of the and then back to the Zenith carburetor. From there, as
minor problems that still existed in the aircraft, and what was mentioned earlier, the fuel goes through the oil/fuel
to expect. Most all of the bugs had been worked out, in- heat exchanger and on to the cylinders.
cluding a nose heaviness, but a slight right-wing heavi- The alternator is located on the lower, right front of
ness was still apparent. Bob said that the engine was per- the engine and the starter is mounted on the top of the
forming very well and also outlined airspeeds, engine crankcase and is connected to a starter ring on the crank-
limitations, and other details. shaft like Lycoming engines.
Upon arrival in Burlington, I suited up in the warmest The electrical system is particularly neat. The battery
clothes I could get my hands on and preflighted the air- is a small Exide and is mounted between the rudder
craft in the warm hangar so I wouldn't have a tendency pedals behind the firewall. The regulator an automo-
to rush it. Starting at the cockpit, I checked that the mag tive type is mounted on the forward side of the fire-
switch was off, a newly added master switch was off, and wall. The starter solenoid also automotive is mounted
that the papers were in order. The mag switch is some- on the engine itself, next to the starter. The rest of the
thing to get used to if you're a standard-category air- electrical system consists of the starter/mag switch and
plane driver it is "Off", "On", and "Start", no "Left", master switch and ammeter. Where do you get a switch
"Right", and "Both". For those of you who have never had with "Off", "On", and "Start" positions? From a snow-
a chance to fly behind a single-ignition powerplant, this mobile, no less in this case a Bolens switch was used.
would be your first introduction to it. The rest of the preflight inspection is routine. There
I started the rest of the preflight at the nose. Check- are a number of features worth noting, however. For one,
ing over the wooden prop for nicks and damage, I noted the airplane has a tremendous amount of wing area. With
that this particular brand had no leading edge protec- a 29" 10" span, the wing area is 134.25 square feet, and
42 APRIL 1975
(Photo by Lee Fray) (Photo by Lee Fray)
How's this for simple. These hardware store eyebolts Another improvement on the Pixie the J-3 style land-
were welded shut and standard control cable and thim- ing gear. The gear is fabric covered and naugahyde
bles used for drag and anti-drag wires. Nuts on the boots protect the shock cords from the exhaust and oil.
other side of the spar provide for adjustment of the

Cockpit detail.
Several features are
notable here simple in-
strument layout, throttle on the
left, door on the right, aileron torque
tubes connecting the control column to the (Photo by Dick Stou SPORT AVIATION 43
ailerons, and simple running boards in the cockpit
(Photo by Ted Koston)
Ready for the pre-cover inspection.

with a gross weight of 900 pounds and a subsequent wing A person of my size must have a little bit of gymnast in
loading of 6.7 pounds per square foot, it's obvious that him to get into the cockpit. There is a small door on the
this aircraft should have excellent short-field capability right side and you put your left foot into the cockpit and
and docile flying characteristics. These assumptions were hoist yourself in by hanging onto the cabanes. On this day,
later proven to be true. I sat on the bare plywood seat bottom so I could bury my-
Another unusual feature is the full span ailerons. self as deep as possible in the cockpit to escape the merci-
This is the same as the Heath. The tail surfaces are also less cold wind. It was a bit hard but much easier to take
particularly large. In both cases, ample control surface than the cold. A thin padded seat back provided some re-
area was required due to the relatively low speed of the lief in that area. Conventional shoulder harness and
airplane. When flying it later, I found the control sur- seat belts are installed.
face adequate, but by no means over-powerful. After a cockpit check from Bob Ladd, I switched on the
The tail surfaces are also externally braced. Again, master, gave it two shots of prime, and engaged the start-
to cut costs, control cable, thimbles, and turnbuckles er. It fired after two blades. The Pixie was the first air-
were used. It makes a neat installation without any sig- craft I ever flew with the Volkswagen engine installed
nificant increase in drag. No trim tab is installed, but the and what impressed me most on this flight and on the pre-
horizontal stabilizer is ground adjustable by means of vious one was the extreme smoothness of the engine. This
washers. A small, lightweight tailwheel is used which was is noticeable right after you fire it up. For those of you who
non-steerable, and this necessitated lifting the tail when are used to the vibration of the small four-cylinder air-
backing the airplane out of the hangar. This is no prob- craft engines, this will be a pleasant surprise. After a
lem, however the tail is very light and the airplane is check of the engine instruments and a brief warm-up, I
very easy to move about. taxied out. More surprises! It takes about 2,000 - 2,200
44 APRIL 1975
rpm to get rolling and 1500 to maintain taxi speed! The about 3500 rpm, so we were getting nearly the full rated
engine sounds like its roaring and at first this is a bit 60 hp. I held it on the ground much longer than neces-
disconcerting and your first reaction is, "The brakes are sary and the airplane popped off the ground when I let it
sticking!" That's not the problem, it's just that at low rpm's fly. Take-off roll was about 400 feet. With a little prac-
the engine produces little thrust with this small prop and tice a pilot could get it off much sooner than that.
the engine is a faster-turner anyway. Climbout was made at 70 mph IAS as this seemed a
Because it's single ignition, there is no "mag check". good, comfortable number. While I did not time the climb,
If the engine is running, the mag is working! Before take- I estimated climb rate to be about 500 feet per minute.
off checks consist of a controls-free check, engine instru- Another unusual characteristic forgetting that the prop
ments, fuel on, clear the area, and go. There is no carb turns the wrong way (at least in an American's eyes), I
heat installed, as the carb sits in the rear section of the did not expect the left rudder application that was neces-
engine compartment and takes its air from inside the sary in the climb. It was only slight.
cowling, which is warmer than ambient. No carburetor Because I was particularly sensitive to the wind on
icing problems have been encountered. this cold Wisconsin day, I thought the airplane was a bit
Take-off was easy and uneventful. The tail comes up windier in the cockpit than other open-cockpit types I
quickly and visibility is very good due to the narrowness have flown, but it was considerably better than before,
of the fuselage. The nose droops slightly which makes it as they had installed a new windshield when the engine
even better. During the take-off roll, the engine turned installation was made.
(Continued on Page 48)

(Photo by Lee Fray)

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

(Photo by L Fray)
Bonnie Soucy and her Pitts. A number of dedicated EAAers
were responsible for building the beautiful Pitts Special,
including* Paul Poberezny, torn Poberezny, Bonnie Soucy,
Harold Passow, Steve Rate, and others. After the basic structure
was completed, the airplane was finished by Cliff Ernst of
Minneapolis. The fantastic tooled leather and trim are Ernst's
trademark. A true showpiece, N58P is on display in the EAA
Museum. ' .
FLYING THE POBER PIXIE . . . A number of landings were done. On my first two ap-
(Continued from Page 45) proaches, I under-estimated the gliding ability of the
During the climb and subsequent flight, I stayed right Pixie. With all that wing it's a natural born glider. I found
over the airport in case of any problems. Cylinder head myself coming in much too high, but the airplane slips
temperature in the climb was a relatively cool 200 beautifully and this can kill off any excess altitude quite
Centigrade. Control response was good, the controls were well. 70 mph IAS was used on final as this was a nice, com-
smooth, and surprisingly little adverse yaw was created fortable approach speed with plenty of control. On flare
by the large ailerons. You don't do turns with your feet out, it floated quite a bit, however, and probably a final
flat on the floor, but only minor rudder input is needed speed of 65 would be better.
to properly coordinate the turns. Not nearly as much rud- Landing roll-out is no problem with only minor cor-
der is required as in something like an Aeronca Champ. rections needed on the rudder pedals to keep the bird going
After leveling off at 1500 feet AGL, I decided a maxi- straight. Rudder control is very effective, as the rudder
mum speed test in level flight would be the first item. The is quite large, and tailwheel action is more than adequate.
air was smooth and at full throttle, 3700 rpm, I got 103 Visibility over the nose on landing roll is also quite good
mph IAS. I was quite surprised at this at the time. because of the narrowness of the fuselage and nose. Land-
Cruise speed tests yielded an 82-83 mph IAS at 3300 ing roll is very short because of the low landing speed and
rpm. The airspeed indicator was not calibrated but this in no wind and minor brake application would be less
seemed quite accurate. than 500 feet.
After that, I did a series of maneuvers such as steep All in all, the Pober Pixie is very easy to fly and would
turns, coordination exercises, climbs, and descents, to make a fine airplane for anyone who wants to have an air-
get the feel of the plane. It is very nimble, can turn on a plane that's easy to fly and economical to run. Fuel con-
dime, and visibility is quite good, except in a turn. Early sumption is approximately 3 to 3'/2 gallons per hour which
Heaths had a plexiglass window in the centersection so keeps the costs down. Anyone with minimum taildragger
the pilot could see while turning, but because of the fuel experience could fly it. It's roomy enough for larger pilots
tank installation, this was not done on the Pixie. This and a cruise speed high enough for reasonable cross coun-
was no problem, however, if one clears himself regularly try trips.
and properly in the traffic pattern. In many ways, the Pober Pixie typifies sport aviation.
Stalls were straightforward and gentle. The airspeed It is the answer to many needs not the least of which
went off the scale before the airplane would burble, but I is economy. The Pixie is similar in many ways to the
would estimate stalling speed in the area of 30 mph. The Baby Ace the airplane that got all of this really started
slow speed capability of the airplane was one feature I in 1955. Maybe there's a lesson in that.
particularly liked, as it's fun to be able to do touch and
goes, tours around the countryside at low altitude, and MORE ON THE POBER PIXIE . . .
other things, and not feel like you're burning up the air- The beautifully detailed Pober Pixie plans are availa-
space. ble for only $40.00. They include 15 sheets, professionally
What would I compare the Pixie to? The Aeronca drawn and reproduced, with perspective views and ma-
Champ would probably be the closest. Control pressures terials call-outs. Weight and balance information, air-
are very similar and the landing characteristics are much craft specifications, and a full size wing rib drawing are
the same. also included. For plans, contact:
(Photo by Lee Fray)
The Pixie with the new cowling fitted over the Limbach EAA Air Museum Foundation, Inc.
engine. This neat nosebowl is made of fiber-glass and P. O. Box 229
is commercially available. The side cowls are closed Hales Corners, WI 53130
with camlocks. Phone: (414) 425-4860

(Photo by Lee Fray)

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


Mike Heuer, of Hales Corners, Wisconsin, is 25
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29' 10"
years old and is an Executive Assistant on the staff at
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17' 3"
EAA Headquarters. Mike holds Commercial, Instrument,
Landing Gear Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5' 3"
Multi-Engine, and Flight Instructor ratings and has ap-
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543 Ibs.
proximately 2100 hours of flying time. He also holds an
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 Ibs.
A & P mechanic's certificate.
Maximum Speed (red line) . . . . . . . . . . . . . . . . . . . 130 mph
Cruise Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 mph At Headquarters, Mike is Editor of the "Chapter Bul-
letin", heads up the Designee Program, and edits lAC's
Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 mph
Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134.25 sq. ft. monthly publication SPORT AEROBATICS. He is also
Wing L o a d i n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7 lbs./ft.2 involved in numerous other administrative projects.
Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3 gals. Originally trained as a civilian pilot, Mike graduated
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Ibs. from U.S.A.F. Pilot Training in March, 1973 with top
Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 fpm honors. In addition to his general aviation flying, he also
Range (no reserve) . . . . . . . . . . . . . . . . . . . . . . . . . 290 miles serves as a pilot on KC-97L tanker aircraft with the Wis-
Dihedral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 consin Air National Guard in Milwaukee.
He received his Bachelor of Science degree from
Performance figures were those derived on day tested Lewis University in Lockport, Illinois in 1973. Mike was
with gross weight at 820 pounds, approximately 30 active in aerobatic competition for three years and won
ambient temperature. the coveted L. Paul Soucy Aerobatic Award in 1970 for
being EAA/IAC's top competition pilot.
Mike is also active in the leadership of the Interna-
tional Aerobatic Club, an EAA division, of which he is
currently Vice-President.
u ana uoan Bernhaf
Lauderdale, Florida proud
display their Grand Champi
Homebuilt award.

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


50 APRIL 1975
and wife Dorothy . . . EAA Museum Trustee John Parish
SUN 'N FUN FLY-IN and wife Charlotte . . . EAA Chapter Executive Secretary
Golda Cox . . .
* Sun glasses . . . mini skirts . . . the faint odor of
Jack Cox sun tan lotion . . .
(All Photos by the Author) Oshkosh 74 in retrospect, right?
Wrong. The sights and sounds cameoed above occurred
.LL THE ELEMENTS were there: some 1300 miles SSW of Wittman Field, in the shank
* President Paul Poberezny cruising the grounds in his of January rather than early August and amid the orange
official car . . . stopping to shake hands with EAAers . . . groves and palmettos of Florida rather than the dairy
picking up a stray piece of litter on the flight line . . . barns and corn fields of Wisconsin. "Oshkosh South"
* The echo chamber effect of the PA system rever- some called it, and there were a lot of similarities.
This was the First Annual Sun 'N Fun Fly-In held
berating across the field, exhorting the faithful to stand
clear of taxiways . . . to act as wing walkers for taxiing January 24 through 26 at the Lakeland Municipal Airport,
Lakeland, Florida, hosted by EAA Chapter 454 (Lakeland)
a i r c r a f t . . . to meet Joe so-and-so at the Coummunications
Center . . . to help President Paul keep the grounds spot- and sponsored by the Southeastern EAA Sport Aviation
less . . . that John Dyke was about to conduct a forum on Council (SESAC) with the Florida Sport Aviation
the Dyke Delta at Forums Area 1 ... that EAA merchan- Antique and Classic Association pitching in also. SESAC
dise was for sale at the sales area . . . that Duane and is a council of 58 EAA Chapters in the eight south-
Judy Cole were ready to autograph a copy of their latest eastern states from Virginia in the north to Mississippi
book . . . that Gene Soucy and President Paul were in the west. FSAACA is affiliated with EAA's Antique-
holding an IAC Forum in Forum Area 2 ... that little Classic Division.
Johnny with the red, white and blue sneakers and Band Chief honchos for Sun 'N Fun 75 were Billy Hender-
Aids on both elbows has lost his daddy . . . son, General Chairman and his co-chairman, Martin
* People wagons cruising the grounds with legs
dangling from all sides like a knobby-kneed fringe of a
multi-colored tablecloth . . .
* Workshops, each with its own little knot of intense
EAAers completely oblivious to the BD-5J nipping at the
heels of the two Mustangs thundering past in the fly-by
pattern, the p l a i n t i v e cries of, "Come on, daddy,
let's walk some more!", that lunch time was two hours
ago . . . the state of the economy, wars . . . pestilence . . .
* Food lines . . .
* Flea markets chock full of aeronautical exotica,
slightly shopworn, of course . . . "That? Oh, that's a
throttle quadrant from a B-17 just the thing for your
KR-1!" . . . "And Harold Best-Devereux assures me this
windshield is from either a Martinsyde Semiquaver or
a Reid and Sigrist Snargasher" . . .
* Rows and rows of homebuilts . . .
* Rows and rows of antiques . . .
* Rows and rows of classics . . .
* Rows of Warbirds
* Johnny lines . . .
* Model airplanes angrily chasing their tails 'round
and 'round just at the edge of the camping area . . .
* Familiar faces . . . like Audrey Poberezny . . . Gene Navajos on the production line at Piper's Lakeland,
and Bonnie Soucy . . . EAA Vice President Ray Scholler Florida plant. EAAers were taken on tours of the
. . . Bernice Scholler . . . Antique-Classic Officers Buck plant during Sun 'N Fun 75. ,
Hilbert, President, J. R. Nielander, Vice President and
Dick Wagner. Secretary . . . EAA Director Steve Wittman

Left to right, Billy Henderson, Fly-In Chairman, EAA President Paul

Poberezny and Gene Eubanks at the Silver Eagles open house.
;..; < *T< r

Warbird's President Don Plumb gets a cockpit Dr. Bergen Brokaw and wife Buddy
checkout in a BD-5J. of Leesburg, Florida pose with the
Chapter 133 (Ft. Lauderdale) "Best
Man and Machine" trophy won
for their BJ-520.
Jones, both of Chapter 454, ably assisted by Bill Ehlen,
Executive Director of SESAC and Ed Escallon, President
Although the fly-in did not officially get under way
until Friday, the 24th, early arrivals were encouraged Martin Jones, Co-Chairman of the
and many responded, enticed, no doubt, by thoughts of Sun 'N Fun Fly-In.
balmy Gulf breezes and the close proximity to Lakeland
of such well known tourist watering holes as Disney
World, Busch Gardens, Cypress Gardens and the like.
First arrival honors went to Dick Martin and his wife
who, in an admirable display of their innate good sense,
chose to leave midwinter in Green Bay, Wisconsin for
sub-tropical Florida, arriving on Monday, January 20.
For the next couple of days, in fact, so many early
birds arrived that the evening corn roasts had to be
started early. Then, late in the week Mother Nature
apparently determined she had been holding the flood-
gates of mercy open long enough, so slammed them shut
in the form of a stalled front right along the Florida-
Georgia border. This meteorological outrage stranded
scores of aircraft at Thomasville, Valdosta and Bain-
bridge, Georgia until well after the weekend was over,
forcing their pilots and crews to come on to Lakeland
via rental car. Only a few instrument pilots like Steve
Wittman eventually made it through.
The Friday evening corn roast and beer bust was the
first official get together for those attending Sun 'N Fun
'75. Held right off the end of a taxiway, the informality
of the evening was a tremendous warm-up for the rest of
the weekend. It was interesting to look around and
attempt to spot the Yankees by sight . . . it was easy,
really. They were the ones with the white arms.
Later in the evening everyone drifted over to the Lake-
land terminal building where Ed Escallon and his Antique-
Classic group were holding an open house for the Silver
Eagles. Aviation old-timers from around the nation had see. It was obvious that there are a lot of airplanes in
been invited to attend. EAAers had the pleasure of Florida.
meeting and chatting with the likes of Roger Don Rae, With everyone walking around with a windward list
Mike Murphy, Harold Neumann and Jesse Woods, just to and with one hand reaching up to hold on their hats,
drop a few famous names. many took refuge by attending the forums, inspecting the
Saturday was a trying day, weatherwise. An early static displays and visiting the Piper plant across the
morning fog, so typical of Florida, dissipated quickly airport. An EAAer who winters in Florida volunteered to
enough, only to be replaced by a rising breeze. The use his motor home to run a shuttle service from the fly-in
breeze rapidly became a minor gale, blowing at 25 to 30 area across to Piper's Lakeland plant, which manufac-
mph all day. Fortunately, it was only slightly cross to tures the Navajo. Piper provided tour guides who were
the active runway and did not hinder the incoming most courteous in answering questions and allowing
traffic, although local flying was inhibited somewhat. pictures to be taken. For the homebuilders in my tour,
All morning the final approach looked like Oshkosh every turn produced Pavlovian drools as rows of new
aircraft of all types strung out as far as the eye could engines and props, bins of AN hardware and stacks of
52 APRIL 1975
Left, John Engles, Awards Chairman,
and Duffy Thompson, EAAer and
General Manager of the Lakeland
Chamber of Commerce.

Vernon Ford of Ft. Pierce, Florida

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

Bill Ehlen, Executive Director


tires, wheels and brake assemblies hove into view. To

their everlasting credit, not one had to be physically
restrained or dragged kicking and pawing away from the
goodies. Stout fellows, these EAAers!
Late in the afternoon all activity came to a dash-for-
shelter halt as the thunder-bumpers that had been drift-
ing in during the afternoon let us have it. Rain came
suddenly and in torrents, lasted for an hour or so and
stopped as quickly as it had come . . . just in time for the
undismayed Sun 'N Funners to zip over to Lakeland's
fabulous new Civic Center for the gigantic awards
banquet. This beautiful convention/cultural/amusement
complex had just been opened and EAA was the first to
use the Conference Hall. 850 members and their guests
were seated in the 27,000 sq. ft. hall to enjoy a catered
dinner and hear an interesting address by Mel Goff, who
was with NACA and NASA from the early 1930s until
his recent retirement. Mel related that when he reported
to NACA, his first boss was none other than Fred Weick.
He was immediately plunged into the interesting work
brought on by the CAA's so-called "$700 airplane"
competition and was able to test fly a number of the air-
craft that resulted from this program (which had as its
purpose the production of an "everyman's" airplane).
The Stearman-Hammond, Waterman Arrowplane, Plyma-
coupe, Arrow Sport and others became his aerial guinea
pigs. Mel also emphasized the work that NACA/NASA
had done on angle of attack flying and expressed dis-
appointment that the knowledge has not been put to use
on a large scale in civil aviation. He believes the safety
(Continued on Pag* 56)
looking at older 172 Cessnas and early 140 Cherokees,
but could not find anything we liked. Joan kept telling
me, "You're going to build your own aircraft," and I
kept saying, "Never." At this point in time we had never
SUN 'N FUN heard of the EAA. By Christmas time the idea of building
an aircraft was occupying a small area in the back of
my mind but I still kept saying, "Never," out loud.
GRAND CHAMPION We then had the good fortune to meet Paul Guay
and his wife, Toni, from Miami. Paul introduced us to
EAA and we joined the Miami Chapter. Ben Owen was
president at that time.
By Val C. Bernhardt (EAA 59376) The idea of building an aircraft started to gel and
Joan was quick to remind me that I had replaced the
4800 S.W. 18th
word "Never" with "Maybe."
Ft. Lauderdale, Florida 33314
Our search for the ideal aircraft to suit our needs
ended when I met Mike Schlick who was building a
BD-4 in Miami. Mike was a guiding light in getting us

I N DESCRIBING MY aircraft it is necessary to

start with an electrical fire which burned down our office
hardt's beautiful BD-4.
(Photo by Jack Cox)
Sun 'N Fun '75s Grand Champion Homebuilt, Val Bern-

building in early 1970. This forced us to relocate

temporarily in office space at a local airport. Now I
ask you what would you do, if as a youngster (many
years earlier) you had designed and built gas engine going on our BD-4 project. Actual construction started
powered aircraft and in the back of your mind had this June 12, 1971.
longing to someday become a pilot? Well, you're right! The fuselage, stabilator, rudder, landing gear and
The summer of 1970 was spent earning my private1 controls were easy to fabricate. The wing panels required
license. It now became apparent that renting aircraft considerable jockeying and fittings before final assembly
would not be very practical for our family, because not was possible. The wing was then covered with one layer
only did I want to fly constantly my wife and our of 7 oz. fiber-glass cloth. This produced a very uniform
children, Cassie and Trina, felt the same. We started finish with added strength in the fuel cell area.
54 APRIL 1975
A new 160 hp Lycoming was installed on a Dyna- flying straight and level, hands off, recording my 100th
focal mount purchased from Bede, and everything fit hour as a private pilot. Some turns were made, slow flight
perfectly. At this point one year had passed and I was to 70 IAS, climb to 2000 ft., level off and very slowly
looking forward to flying, however, I still had electrical allow airspeed to build to max. Using full power 172
to complete as well as sanding, priming and painting. IAS. Landing was completely normal except it was too
These last items I thought could be completed in two hot and I floated halfway down the runway.
months or so ... boy, was I wrong. The restrictions were lifted March 21, 1973 and we
November 19, 1972, 17 months after starting con- were "free." We started looking for all the EAA fly-ins we
struction, we assembled our "4" at the airport and pre- could find and the trophy shelf started to fill up.
pared for taxi tests. On the first taxi run I let the speed The high point of our family's flying occurred at Oshkosh
slowly build to 40 IAS, raising and lowering the nose 1973 when our aircraft was chosen for "The Best BD
wheel a few times. A second run was made to 50 IAS; Award."
control response was excellent, however, I did experi- The aircraft now has 300 hours logged and I have
ence nose wheel shimmy. 400. It is a rather forgiving bird, a joy to fly, very respon-
A shimmy dampener was added and final inspection sive. I would sum it up this way:
was scheduled for Monday, December 4, 1972. Rotation speed: 60-65 IAS with 2 notches, this works
On that morning to my astonishment the FAA inspector well right up to gross weight.
informed me that the Environmental Protection Agency Climb: 120 IAS gives 100 fpm.
had ordered the FAA to stop issuing airworthiness Speed:
certificates to all aircraft. I immediately called EAA 2300 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 IAS
Headquarters to inform Paul Poberezny of my situation. 2450 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 IAS
Paul in turn contacted FAA in Washington. I can only 2700 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 IAS
guess at the high level meeting and conversations that Aircraft is equipped with fairings and speed pants.
followed. During the next few weeks Charlie Schuck from Stall: Power off: 57 IAS, 2 notches at gross 62 IAS,
FAA in Washington and Paul from Headquarters called clean at gross.
3-4 times to keep me posted. Ben Owen said that I was Aircraft falls straight forward, wings level, with excel-
the first builder to be refused an airworthiness certificate lent control throughout stall.
under this EPA ruling. On December 17, 1972 I was at Power on: No real stall, it just hangs on the prop and
last granted a certificate by the FAA. sinks.
On December 30, 1972 I made two more taxi runs to Aircraft slips extremely well.
50 IAS to get the feel of the controls. All gauges were Landing: I like to slow the "4" down to 110 IAS before
normal. I lined up on No. 13 at Ft. Lauderdale Inter- turning base, because once the nose is pointed down it
national Airport and applied full power . . . Wow, did that becomes more difficult to reduce speed. Final is at 90
bird go ... I was in the air and flying before I realized it. IAS with two notches of flap slowing to 85 IAS just
We then cut power for landing straight ahead. Airspeed before touch down, this applies to gross weight, when
was 80. It now became apparent that the new large rudder flying somewhat lighter I reduce all figures by 5 mph.
on my aircraft was very sensitive because the aft end of Specifications:
the aircraft was all over the sky. I did manage a fair Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1090 Ibs.
landing. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1850 Ibs.
I had learned my first BD-4 lesson . . . go easy on the Power . . . . . . . . . . . . . . . . . . . . . . . . 0-320 Lycoming 160 hp
rudder pedals. P r o p . . . . . . . . . . . . . . . . . . . . . Sensenich 74 dia. x 64 pitch.
After re-checking the aircraft it was time for the big We would like to say that our association with EAA
event. Again we lined up on No. 13 and applied full and aviation these past 5 years have been the most
power rotation was at 65 IAS, and climb-out was 1000 fruitful for we have made many friends and have
fpm at 120 IAS. I leveled off at 1500 ft., reduced power associated with the best group of people on the face of
to 2400 rpm and trimmed her up. I then realized that this earth.
here I was in a brand new aircraft, one we had built,


The Arena of the new Lakeland Civic Center, site of

the Sun 'N Fun awards banquet a fabulous facility.
record of general aviation could be significantly improved
if angle of attack indicating devices were installed on all
lightplanes as they are on military aircraft. Mel encour-
aged EAAers to build their own angle of attack indicators
and to use them.
It was the privilege and pleasure of the writer and
his wife, Golda, to dine with Mr. Goff and his wife and
their guests, Mr. and Mrs. George Haldeman. While best
known as an early Bellanca test pilot and for his aborta-
tive trans-Atlantic flight with Ruth Elder in the Stin-
son Detroiter, "The American Girl" (they ditched at sea
alongside a Dutch freighter), George Haldeman spent a
long career with the CAA-FAA as an engineering test
pilot. He was aboard Howard Hughes' "Spruce Goose"
when it made its one and only flight. It goes without
saying that this was an evening that ended all too soon.
The Civic Center activities were concluded with the
awarding of trophies presided over by Awards Chair-
man John Engles. Winners called to the stage walked
past the fully assembled but uncovered airframes of a
VP-2 and a Woody Pusher to receive their awards . . .
quite effective and appropriate decorations for an
aviation event.
The Lakeland Civic Center is a three building complex
consisting of a theater, an arena and the conference
hall. Aviation events were on the minds of the planners
from the beginning evidenced by a line in the city's
brochure on the Civic Center that reads, "A circus-full
of elephants or an exhibit of small airplanes can
pass through the Arena's 'elephant door'." The fact that
Duffy Thompson (EAA 75124), a founding father of Ed Escallon, president of the FSAACA
Chapter 454 and past secretary-treasurer, is General . . . and ace PT-26 driver.
Manager of the Lakeland Area Chamber of Commerce
just MAY have had something to do with it. At any rate,
the Civic Center is a real plus for the Sun 'N Fun Fly-In Max Hoffman of Ft. Collins, Colorado took the Grand
and has several potential uses for future fly-ins. Champion Warbird Award with his super sanitary P-51D
And just to show that these Floridians never miss a Mustang.
bet, the directions for driving from the Holiday Inn that Vernon Ford, FBO at Fort Pierce, Florida, won the
served as fly-in headquarters to the Civic Center went Grand Champion Antique Award for his newly minted
like this: "Drive north on Florida Avenue, past Lime and D-17S Staggerwing. When this truly magnificent airplane
Lemon Streets and when you get to Orange, turn left." lifted off headed for Lakeland, it was making only its
Never give a sucker or a still unthawed Yankee an third flight since its restoration was completed. Vernon,
even break, eh, guys? a veteran antique rebuilder, made this yellow Stagger-
On Sunday morning the fog did NOT come in on little wing a championship caliber airplane in just 19 months
cat feet . . . more like slogging in with a pair of leaky hip and 2300 hours of very carefully preplanned labor.
waders. It was thick, it was clammy and it refused to Chapter 133 of Ft. Lauderdale sponsored a special
burn off until noon. The fog was apparently a local condi- "Best Man and Machine" trophy which was awarded
tion, however, as all morning we could hear the sound of to Dr. Bergen Brokaw of Leesburg, Florida and his very
engines orbiting directly above us. A fine guessing fast BJ-520.
game developed whenever the nostalgic rumble of a round Another diversion of the morning was watching Corky
engine rattled down through the fog a Stearman? Fornof giving cockpit checks in the BD-5 Jet to pilots
Waco? Staggerwing? who have one on order. After firing up the throaty little
But it's a foul fog, indeed, that bodes no one good . . . Sermel, each man was given time to taxi around the
The forced inactivity merely allowed everyone time to fan ramp to get the feel of the J.
out across the field to look over the trophy winners A surprising number of the homebuilts at Lakeland
announced the previous night, a retrospective judging of were original designs. One of the most interesting was a
the judging, as it were. side-by-side, open cockpit biplane called the Tomalesky
The Homebuilt Grand Champion Award went to Val Tomcat. Powered by a 160 Lycoming, the Tomcat has
and Joan Bernhardt of Ft. Lauderdale for their superb very nice lines. It has four ailerons and judging by the
BD-4, N-464VB. Winner of the Best BD-4 Award at Osh- Aresti sequence taped to the panel, is used frequently
kosh in 1973, this little four-placer is powered by a for aerobatics. Just on looks alone, we're predicting this
Lycoming 0-320 and is fitted with a fixed pitch metal design will become a popular homebuilt if plans are
propeller. Val Bernhardt is still another example of an offered.
EAAer who has come up with an award winner on his Antiquers had a lot to look at three straightwing
first attempt at building an airplane. See his story else- Wacos, Red Nichols' four place Curtiss Robin, Jack
where in this issue. Brown's long nose American Eagle, Dick Bach's De
The Grand Champion Classic was a beautiful Taylor- Havilland Rapide (just one of four planes he had at the
craft BC-12D owned by Gene Townsend of Decatur, Illi- fly-in), the Araldi Air Force father Joe's Waco VKS-7,
nois. A regular at Oshkosh and other mid-western fly- son Danny's Aeronca C-3 and son Mike's Inland Sport,
ins, Gene and his T-Craft are usually the first to arrive Hank Palmer's Curtiss Fledgling, a couple of nice Culver
and the last to leave. Here's one guy who knows how to Cadets, several Fairchild 24s and a smattering of other
enjoy retirement. types.
56 APRIL 1975
Classics were at Lakeland in force, just as they are at
Oshkosh and every other fly-in around the country. A
near surfeit of Swifts, Cessna 195s and tail dragger
Bellancas greeted enthusiasts of these marques. Two
Swifts were in full camouflage, with Luftwaffe markings
on one and RAF roundels on the other. We can easily
imagine what happens when these two get together. A
Luscombe 8A flew in on Saturday that had the wildest
paint job this writer has ever seen. An incredible amount
of taping and air brush work must have gone into the
paint scheme.
Lakeland was largely a P-51 show as far as Warbirds
were concerned. Warbirds President Don Plumb was down
from Canada with his highly polished '51 and led the
troops out each day on a mission to various points around
the state. One day they were invited guests at Mac Dill
AFB in Tampa and reportedly had many of the old crew
chiefs and not a few pilots all choked up recalling
the days when the Mustang was top gun in the USAF. A
civilianized Pinto was there and the little straightwing
jet was most impressive in the short amount of runway
it used for take-offs and landings.
Dale Browder had his "Taintsville Air Force" much in
evidence at Lakeland. This is a group of pilots from the
Orlando/Central Florida area who own and fly beautifully
restored Fairchild PT-19s, 23s and 26s. They get together
on weekends and practice formation flying and generally
have fun with their good flying ol' birds.
The Flying Farmers and the Florida Aero Club came
to enjoy Sun 'N Fun '75 and several members of the Wheel
Chair Pilots were also there, including their president,
Howard Treadwell, in his Ercoupe which has an STCed
door on the right side. Billy Henderson, President of
Finally, around noon the fog layer began to lift and Chapter 454 and Chairman of the
break up and a few aircraft began to come down through Sun 'N Fun Fly-In.

The Tomalesky Tomcat

photo a ...
Richard Bach's Sportavia SFS-31 Milan.
the holes. By one o'clock the Chamber of Commerce types,
like Duffy Thompson, were all smiles because for the photo b . . .
remainder of Sunday we enjoyed a perfectly beautiful A Taylor Coot project.
day. Every plane capable of flight was in the air and
many stayed until very late in the afternoon before photo c . . .
heading for home. That evening after the fly-in was Roger Don Rae.
officially over, Chapter 454 members who stayed behind
to clean up the grounds and pack away all the usual photo d . . .
fly-in paraphernalia were treated to a taco cook out . . . Al Hawver's KR-1.
and the rising of a glorious full moon. It seemed that
the farewells were especially drawn out and it was photo e . . .
obvious that something made it hard for all of us to Jack Bowling's all metal "X-Wind".
leave. Perhaps it was the reluctance to dim the still fresh
memories of the beautiful airplanes that all had enjoyed photo f . . .
seeing over the past few days, the good fellowship, the The late Wayne Thomas' Corsair.
warm weather. Maybe it was the moon . . . anway,
everyone left vowing to be back next year for the entire photo g . . .
week. "Duffy, baby!"
In the 1930s the famous Gulf Tours were looked for-
ward to each winter by lightplane owners. The Gulf Oil photo h . . .
Company established three routes over which pilots could Mike Araldi's Inland Sport.
fly to the mid-winter Miami air races down the east
coast, from the mid-west and along the Gulf from Texas. photo i . . .
Selected airports along the way those selling Gulf Martin Hill's Tiger Moth.
products, of course were designated as official stops.
To participate in the Tour one simply sent an application photo j . . .
to Al Williams, Gulfs Aviation Division manager, who Bob White's 1929 Waco BSO.
would send out a coupon book that entitled the pilot to
free fuel and oil at the designated stops! The coupons photo k . . .
were good for a period of two weeks or so in case of weather Ron Dahly's BD-4.
delays or if one simply wanted to linger awhile in sunny
Florida. It would be the understatement of the century photo I ...
to say the Gulf Tours were merely popular. Thousands The eagle flies! Jack Brown's American Eagle, that is.
participated and several groups of owners of popular light-
planes, such as Cubs, T-Crafts, etc., arranged to meet at photo m . . .
some point along the way (usually Jacksonville) for a Richard Bach's Pitts.
mass gaggle flight down the Florida peninsula. Never
since have so many lightplanes of a single type been in Left to right, EAA Vice President Ray Scholler, Gene
the air together. We can forget about the free fuel, but Soucy, Dick Wagner and Richard Bach. Bach's D. H.
wouldn't it be a tremendous amount of fun to get some- Rapide towers over the quartet.
thing along the lines of the old Gulf Tour going for Sun 'N
Fun 76?

58 APRIL 1975
Will The Small
Airplane Survive?

Although the situation isn't yet clear enough for good

by predictions of what the airplanes of the year 2001 will
Robert K. Wattson, Jr. (EAA 75616) be like, we can take considerable encouragement from the
Associate Chairman (AE) fact that people in general have never been willing to
AE/ME Department give up any aid to speed or comfort even to apparent
Tri-State College speed or comfort of their operations until something
Angola, Indiana 46703 that seemed better came along. In my lifetime I have
seen the workaday horse disappear from the city streets
A NUMBER OF years ago about eighteen, I
believe I was at Wright-Patterson Air Force Base
and country roads and fields, replaced by the automobile,
truck and tractor, which while apparently more expensive
even extravagant have multiplied the benefits of the
talking with an acquaintance of long standing in the old work of our hands and heads out of all proportion to
Aircraft Laboratory. We were commiserating over the their cost. There is no reason to think that this pattern
then-current trend toward shutting down the big wind will change. Confronted with obstacles to achieving this
tunnels at Wright and otherwheres, and toward making psychic need for speed and comfort, man has always
ominous-sounding statements that "aerodynamic testing found detours.
of airplanes is through there's no more to be done." Somebody said once that it takes a real genius to
I myself wasn't so sure where the future lay, and I said design a poor propeller. To a degree the same statement
so, to which Joe replied, "Look, we've been travelling can be applied to the rest of the airplane: well and
through the air for almost fifty years in airplanes. Ten thoughtfully utilized, the airplane is an amazingly efficient
years from now we'll be travelling through the air in and effective people-mover. It gets the jobs done that
airplanes" airplane development, in other words, can be done in no other way. A consulting engineer
would continue. It did. friend of mine has a clientele scattered over half the
Now the airplane seems to face another threat to its nation, and serves it using his airplane. If he did not
future the fuel crisis, of course. World reserves of have the airplane he would not have the clientele. You
petroleum amount to somewhere between seven and can recall examples from your own acquaintance. The
twenty-some-odd years, depending on how usage and point is that in the very nature of the airplane we have
results of exploration are forecast, and on whom you're a lot going for us, and rather than resign ourselves to
talking to. Pronouncements of the various prophets of what looks like a gloomy future, we must see in what
gloom and doom have been well publicized. Whether one ways we can make the airplane even more efficient and
feels that any one such prophet is right or wrong, or lays more obviously useful, and therefore harder to kiss off.
the blame at the door of the government or of industry,
the crisis itself still stares us in the face. All general Short-Range Remedies
aviation was jolted at the government's proposed drastic
cuts in aviation fuel availability last winter, and the fact The name of the game is not simply "fuel conser-
that we didn't suffer as badly as we feared shouldn't vation." But over the very short term, of course, we'll
obscure the outlook: something similar is dead certain to have nothing but good operational practice to help us. In
occur in the future, and the bite will be progressively an excellent little booklet called "Aircraft Fuel Conserva-
bigger and more frequent. tion", the American Institute of Aeronautics and
One single salutary effect of the first national alarum Astronautics points out the possibilities:
was that the scheduled airlines responded by altering 1. Minimize reserve fuel requirements. Obviously
schedules and equipment allocations so that their average we're not expected to blunder off into the blue with no
passenger load factors went up a very few percentage reserves on board, but we do know that reserves cost us
points. This could be expected to receive some support payload carrying capacity or range, and we may be able
from an adult public sixty-odd-percent of whom by now to do at least somewhat better than topping the tanks
have flown somewhere mostly by scheduled airline: for a 200-mile trip.
if this was what it took to keep the big birds flying, 2. Schedule climbs and descents for maximum fuel
then so be it. economy wherever possible. We may need more Owner's
General aviation, however, has no strong advocates Manual information to do this than we have now, and if
outside its own family. For whatever reasons, Everyman's we do need it there's little doubt it will be provided.
Airplane has not appeared, and the lay public has thus We're also limited in what can be accomplished up in
stayed, substantially, uninvolved. The small airplane has the aluminum sky over O'Hare or Washington National,
remained, in most people's eyes, a pleasure vehicle. The but we can still operate thoughtfully in and out of, say,
fact that we ourselves may be able to point out that much Smith Field in Fort Wayne, Indiana.
pleasure flying is mixed with business, or that business 3. For aircraft equipped with flaps, the lowest flap
flying is a significant aid to the conduct of the nation's deflection possible until as late as possible will frequently
commerce, counts for little; general aviation must face save significant fuel during approach and landing. Pilots
the problem almost alone. Given this increasingly hostile are quite aware of this, but I well remember the commuter
environment, will the small airplane survive? airline pilot who proudly demonstrated the short landing
60 APRIL 1975
capabilities of his Twin Otter and then taxied about a mile are going to have to be arranged for in such a way that
to the ramp, there to be gloriously chewed out by the we use as little non-renewable energy as possible to
president of the company. obtain them. The materials used in the hardware through
The remainder of the possibilities relate mostly to the which we receive these benefits must come, as far as
big airplanes and scheduled airlines, but here they are in practicable, from renewable sources.
4. Increased use of direct routing Materials
5. Review of airspace restrictions Before you finish the last paragraph you will already
6. Use of area navigation have pointed out to yourself that the small airplane
7. Enroute speed control is a setup for this sort of approach within your memory,
8. Use of optimum flight levels, aided by improve- as it is in mine, may be the time when most of almost
ment of instrumentation to reduce required vertical any airplane was built from renewable materials sources;
separation. spruce, mahogany, cotton fabric, casein glue. Only the
9. Certification of additional alternate airports to re- dope and the metal parts came from non-renewable
duce diversion fuel requirements sources. But during the late twenties and throughout the
10. Greater use of "reclearance" flight planning thirties some plywood-skinned airplanes were built,
techniques whose aerodynamic characteristics were as good as
11. Improved fuel allocation to reduce need for pre- those of any comparable sheet-metal airplane of today.
ferential refueling There is not likely to be any retreat from the use of
12. Aircraft loading closer to aft e.g. limit (I'm inclined advanced materials for the big birds, but there is nothing
to be a little dubious about this one) that says the small ones have to use them. Although we
13. Use of optimum holding speeds (not possible in can't all rush out and plant spruce forests and cotton
some aircraft without deteriorating handling qualities patches, there is a contribution we can make; we can
margins) assure that the technology of wooden and fabric-covered
14. Guaranteed landing slots. airplanes is conserved and promoted.
15. Increased use of simulators for training
16. Reporting capability data (Cat. II or Cat. Ill Engines
equipment) as part of flight plans.
In addition to these there are several possibilities for We are fortunate that the powerplant of the small
improvement of ground operations and facilities, and air airplane is the old-fashioned piston engine. Much-
traffic control. There must be about as many personal maligned as it has been in comparisons with the turbine
catalogs of such items as there are pilots experienced family and the Wankel rotary, the reciprocating engine
in operating at large airports. Some of these are short- is still king of the world both in initial cost and in fuel
term; many are long-term and must await the develop- consumption. The turboprop is creeping up on it,
ment of new equipment and improved airport designs. but only because of the years of intensive development
expended on the turbine. And the turbine shows no signs
Aircraft Design of yet being able to compete, on a cost-per-horsepower
Improving flight operations and airports and airways basis, with the piston engine. The Wankel story is not
alone is a largish task, but by itself it's a little like build- all in. Models tested so far in airplanes have shown
unexciting fuel consumption and have required extra
ing magnificent freeways and then using nothing but
gearing or belt drives to slow the output shafts to
6000-pound Chryslers on them. The significant, perma-
speeds the propeller enjoys. This may mean nothing in
nent improvements will have to be in the design of the
the long haul.
vehicles themselves, and the following areas, in general
may be considered: There have been advocates of the use of shrouded
propellers with small diameters to dispense with the
- Materials
extra gearing or belting required by the Wankel engine.
- Engines and Fuels
- Configuration
The shrouded propeller underwent a period of intensive
Before discussing any of these, it might be advisable investigation about fifteen years ago, and the results
indicated that while at its best it could come within,
to point out that the objectives of development of
improvements should not be short-range. We know about
say, five percent of the best efficiency of a good free
propeller, it was finicky its off-design performance,
what we'll have available to us over the next few years:
hydrocarbon fuels and a l u m i n u m , steel and wood even operated controllable-pitch, averaged well below
that of a free propeller. The shrouded propeller is a
structures. The pressure is already on hydrocarbon fuels;
fascinating gadget (at least I t h i n k so, having been
world resources of iron ore, bauxite and alloying elements
are not limitless, and for many alloying elements we even involved with it for a time) but for all-around excellent
now rely heavily on foreign sources. performance it cannot beat what we already have.
To choose wisely what courses of action to take, we
might first think about how we got where we are. Since
the industrial revolution of the last century the trend We have all undoubtedly read of the promise of
has been toward the exploitation of non-renewable hydrogen as an aircraft fuel. Hydrogen is one of a number
resources oil, coal, iron, aluminum, alloying elements. of "new" fuels being talked of; some others are methane
We can scarcely start an inventory of the materials used (marsh gas, CBi), propane, methanol and boron. The
or consumed in our airplanes today without running into promise of hydrogen lies in its high heat value per
the consequences of these trends: we use steel and pound (51,500 Btu. versus about 19,000 for Avgas) as
aluminum instead of wood, synthetic fabrics instead of well as in the fact that its combustion with oxygen (get
cotton, and so forth. Also, the new materials w i t h that with oxygen, not air) produces only water. I doubt,
which we work have been secured for us at steadily however, that we'd want to consider undertaking to equip
increasing energy costs they are "energy-intensive". for handling it (it boils at minus 423 degrees Fahrenheit;
It doesn't take much thought to reach the conclusion also it delivers only 222,000 Btu/cu. ft. versus about
that any benefits we hope to enjoy in the future 1,000,000 for Avgas, and so is very bulky even as a
including, or perhaps especially, the use of airplanes liquid). Propane has poor long-term availability; methanol

is even worse than soft coal in heat value. Methane is and that eighty-five percent of all airports (ninety)
a cryogenic like hydrogen (boiling point minus 259F), percent of public airports) had runways longer than that.
with storage problems similar to hydrogen, though less While this result would seem to tell us "stop work on
severe. Boron is high in heat value on both a per-pound STOL's", its actual significance was that STOL
and a per-volume basis, but is limited in availability, technology's proper use was in reducing, not field
toxic, expensive and unstable. Oddly enough, indications lengths, but airplane sizes and, ultimately, airframe
are that hydrogen shows great possibilities as a jet fuel costs.
for very large airplanes, from a number of standpoints. This doesn't require anything really exotic: most of
It can be produced, furthermore, using "free" energy "STOL technology" is simply a collection of well-proven
the energy of the wind. Our interest in it is tied to the devices for high lift and thrust and for low-speed control
potential it shows for taking the pressure off more Fowler flaps, slats, Kruger flaps, spoilers, deflected
conventional fuels, and thus benefiting us indirectly. slipstream, careful tailoring of wing designs, attention
There has been no suggestion that small general-aviation to trim lift and drag. There's nothing new about these,
airplanes will be driven to the use of hydrogen or some but all of them used together can make startling improve-
other "exotic" fuel. ments in airframe cost and cruising range. Professors
There is no question, then, that the fuels the aircraft Dave Kuhlman and Jan Roskam of the University of
piston engine likes best are hydrocarbons, and it's worth Kansas are demonstrating this on a Cessna "Cardinal,"
remembering that there are other sources for hydrocarbon under NASA contract. Their airplane has about two-thirds
fuels besides liquid crude oils. Those you've read about in the wing area of the standard product, cruises faster
the newspapers are shale oil and coal. Both these must be with better specific range, and can operate out of whatever
regarded as short-term sources (perhaps 100-200 years' fields the "Cardinal" can use. Everything they've done has
total supply), but it's possible, at least in theory, to been well documented long since in literature available
synthesize hydrocarbon fuels from carbon and hydrogen to us. But from time to time we need a demonstration
separately, the carbon coming from atmospheric carbon of what the "state of the art" really is. The KU demon-
dioxide, limestone or dolomite, or vegetable matter, and stration is made in hope that the time to apply the art
the hydrogen from water. That's just one step short of has really come.
the realization of my childhood fancy about engines that I should mention one or two things which can be of
used dirt for fuel. interest. The first is the so-called "super-critical airfoil."
Nobody says these alternate sources will give us cheap The term "super-critical" simply designates the latest
fuel the point is simply that suitable long-term fuels in a series of airfoil designs with high-Mach-number
can be manufactured. And if we need them bad enough, drag advantages over the so-called NACA "laminar flow"
our history has shown that someone can be found who sections. It happens that the maximum lift of such an
will devise a way to make them reasonable in cost. airfoil is reasonably high, and that its profile drag at
high lift coefficients only is lower than that of con-
Configuration ventional airfoils of the same thickness ratio. Thus if we
I wonder to how many of us it has occurred that the use STOL technology to enable us to "shrink" the wing
"conventional" small airplane of today is, to a degree, size, we may be able to cruise at high angles of attack
designed to a set of implied requirements some of which with no penalty in wing profile drag the lift-drag may
are long obsolete or should not exist at all (I'm not be better than that of a conventional winged airplane
referring to the FAA airworthiness regulations, but to of the same wing area. This, again, buys additional
operational requirements). Let me give just one example: range. Most data on supercritical airfoils are still classified,
field length. but the possibility was recently shown of being able to
Back in about 1953 I got interested in short- and approximate their low-Mach-number characteristics by
vertical-takeoff fixed-wing airplanes, and I hung the tinkering with the mean camber lines of standard NACA
better (?) part of an eight-year research career on airfoil sections. So maybe if we're willing to apply our-
that interest. One of the things my colleagues and I kept selves we won't all need "Confidential" clearances to get
rediscovering was that STOL and V/STOL airplanes were the benefits. The place to find out is in the wind tunnel.
very obstinate no matter what we did, they insisted
Parasite Drag
on being more expensive to operate than conventional
airplanes. They wouldn't go very fast and they drank A great deal has been written, but very little done,
fuel in great gulps. Somewhere along the line we also about reducing parasite drag, the drag of the non-lifting
had it beat into our fat heads that there were no real, parts of an airplane. Still some examples are available
valid signals (with a few special-case exceptions) coming to us to illustrate what can be accomplished. Charles
from the users saying "we need STOL or V/STOL Lindbergh's "Spirit of St. Louis" showed as much
capabilities." At that point it occurred to us to turn the attention to detail as the art of the time allowed if
problem around: instead of fighting for shorter field you are ever in the Smithsonian Institution take a look
length performance, why not find out how long a field at the big spinner, the enclosed shock absorbers and
we dared design for? Obviously if STOL airplanes were fabric-covered wheels, the fairings at the ends of the big
slow and thirsty, "LTOL" airplanes should be the streamlined wing struts (those struts are steel tubes but
opposite. The question was simply "how long was short- the streamlining is wood), the use of the forward wing
enough?" strut to share the landing gear loads, the fairing of the
The answer was developed from an airport survey wing-fuselage junction at the leading edge, the general
a random 426 airport sample from the (then) about absence of external lacing common to conventional air-
10,000 airports in the contiguous 48 states. We used a planes of the day. Among newer examples of thoughtful
data-analysis technique whereby all runway lengths were aerodynamic design are Jim Bede's BD-5 and BD-5J,
reduced to sea level equivalents; thus an airport with a the Midget Mustangs^ and so on.
runway 3000 feet long and a field elevation of 6000 In general, parasite drag can be reduced in the fol-
feet would turn up in the processed data as a "sea level" lowing ways
airport with, say a 2500 foot runway. It turned out that 1) by paying close attention to the general shape of
"diminishing returns" on short-field airplane design set in the major airframe components, and by tailoring the
at about 1800 feet of equivalent sea level field length, shapes of their intersections.
62 APRIL 1975
2) by attention to details of small parts wires, cover even more. This means that on an energy-to-produce
plates, antennas, strut ends, door handles, zippers, hinges, basis, its airplane-cost-per-seat-mile-used may work out
horns, control surface gaps, drains, airscoops and exhausts. far more favorably than that of a typical well-kept
3) by assuring that structural design necessitates as few automobile (for you who double as airline pilots, I know
drag-risers as practicable spanwise rivet lines and lap that the average jet airliner starts getting out of hand
joints, square corners, large unsupported panels and maintenance-wise after about fourteen years, but look
transverse breaks between supported and unsupported how many million actual passenger-miles it flew. On that
fabric surfaces. basis your car can't hold a candle to it).
4) "Active" boundary layer control, by use of propeller With alittle more pains than I've taken here the case
inflow fields (BD-5, Cessna 337) and by powered for the airplane can be documented with numbers. The
means of sucking the boundary layers through holes in only reason I haven't done it here is that next month's
the aircraft skin, or re-energizing it by small amounts inflation may make this month's numbers look silly,
of blowing. This last is generally considered to be a large- but remember the automobile numbers would look silly
airplane fix. too, in about the same proportion. The whole point is
Most of the above is just good common sense, and the that we have, on an energy-effectiveness basis, a very
conventional wisdom says that the gain to be realized remarkable vehicle even in the commercially-built
from any single item is too small to be measured by flight small airplane, and the homebuilt airplane is truly
test. The total, however, including "interference" (result astounding (unless, of course, you're taking time off
of the fact that wing-along drag plus body-along drag your job to build it, and are thus charging your own
does not equal wing-body drag) can amount to as much as energy to it).
10-15 percent of the total parasite drag.
So Where Do We Go From Here?
As I said at the beginning, there will be recurrances
The Aircraft As Energy Saver
of the energy crunch, and they will get worse, not better.
There's been a good deal of talk about "energy- Uninformed people both in government and out will raise
budgeting", a special way of looking at the worth of any cries about these characters flying around in their little
new product by totaling estimates of the energy required airplanes, and a few of these people may seek the
to develop, produce, operate throughout its life, and junk opportunity to do considerable damage. What is to be done
it, and then try to answer the question "Are the benefits about this? My strictly personal view is this:
made available by the product worth all this energy?" 1. We can start with the realization that the small
Aside from the fact that many "benefits" are hard to airplane need not be an energy-waster, but instead has
evaluate in numbers, we can still get a fair idea of where the potential to be a great energy-saver.
the airplane stands in the spectrum of effective energy 2. We can say so, and say so, and say so. Not to
users. each other, but to all the people we can buttonhole
The late Tom Salter, long-time chief engineer of outside the aviation community. There are a lot of
Cessna Aircraft, had a favorite saying that the cost of an people in EAA who know how to do this far better than
airplane is proportional to the number of rivets driven. I do, and the rest of us can learn how.
Granted that other things besides rivets are involved, 3. We can show by the designs of future airplanes
the saying was still a pretty graphic way of pointing out that we are dedicated to increasing the effectiveness
that the energy expended to produce and assemble the with which energy is used for personal air travel.
materials of and components could be fairly-well 4. We can concentrate on energy-conserving opera-
expressed in a dollar figure, the cost of the airplane tional techniques.
(with or without markup makes no difference; the dealer's These are things we can't hire done. It's up to us.
costs are energy-intensive too).
Now, your car probably weighs somewhere between
2000 and 6000 pounds, costs perhaps $1.50 a pound, and
will last you and its subsequent owners about eleven
years on the average, after which it will be junk no
matter how carefully it is maintained, within reason.
An airplane of any size costs considerably more per
pound than your car (for a from-scratch homebuilt the
cost can be roughly compared with a commercial product
by putting a dollar value on your time per hour, multiply-
ing it by about 2.5 times the time you spent, and
adding in the material and parts costs). But if the air-
plane flies only 100 hours a year, and averages only
100 mph block speed, it will put on about 10,000 miles,
only a little short of the average for an automobile. It
will do this about three times as fast as a car making
the same trip, thereby making available 60 hours of your
time and the time of your passengers. It will require
about the same fuel per mile as your car, if it is, say, a
four-place airplane. On an average, small general
aviation airplanes carry about 2.3 total occupants day
in and day out, somewhat more than do automobiles.
The direct operating cost per actual passenger mile (not
per available seat mile) should therefore compare
favorably with the automobile if the cost of the
Howard G. Kairath (EAA 28624), 14934 Tupper St.,
machine were neglected.
Sepulveda, Calif. 91343 built this Cavalier and powered
But a well-kept airplane of modern design doesn't it with a Franklin Sport 4.
go to the junkpile after eleven years it keeps on
flying! It may sti'l be flying after twenty years, or
What Our Members

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

Left: Another beautiful Thorp T-18 this one by Peter K. Beck (EAA
19566), 2226 White Cornus La., Reston, VA 22091.

Lower Left: A Davis DA-2A built by Brice Rohrer (EAA 39880), Box 152,
Montague, Calif. 96064.

Below: This four aileron Pitts was completed in January 1975 after four
years work by John C. Lind (EAA 59342), Rt. 2, Hector, Minn. 55342.
Powered by a 150 Lycoming.

64 APRIL 1975
M. Levesen (EAA 59659), 122 Vogel Place, .Middle-
sex, NJ 08846 and his wife finished this Bede BD-4
late last fall and hope to have it at Oshkosh this
summer. It is powered by a 150 Lycoming. A modeler
in his youth and in naval aviation in WW II, Mr.
Levesen considers building his own airplane to be
the ultimate experience in aviation.

Left: Gene Barnes (EAA 9256), who

is a Lockheed Service Representative
currently assigned to a C-130 project
for the Indonesian Air Force, sent
along this picture of a Pazmany PL-2
built by Lipnur Industry of Bandung,
Indonesia for the Air Force there. This
is the first of approximately 50 that
will be built, primarily for flight train-
ing. Powered by a Lycoming 0-320-

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

... Are Build! SPORT AVIATION 65

Directory of Aircraft Under
Construction or Restoration

Russell B. Musta 203 Key Garden Dr.. Coraopolis, Pa. 15108
ACEY OEUCY Stuart D. Nelson Camden Ave. Ext, Eden, Md. 21822
Thomas R. Hall 5515 Dogwood Dr., Winston-Salem, N. C. 27105 Richard E. Ouigley 23100 S. W. 152 Ave.. Miami, Fla. 33170
Raylon R. Rogers 9116 Jennifer PI., Midwest City, Okla. 73130
ACRODUSTER TOO Ren Sagaert 5091 Lorin Dr., Utica, Mi. 48087
Carl Fratus 434 N. Millwood, Wichita, Ks. 67203 Kenneth R. Shuman 33321 Winchester Dr.. Westland, Mich. 48185
Gerald Gibson 1010 McClendon, Irving, Tx. 75061 Harry Sieckmann 823 Keeven Ln.. Florissant. Mo. 63031
Robert L. Hayes R. 1. Box 341-0, Morrilton, Ark. 72110 Barrett Stolte 4318 N. E. 6 Ave.. Fort Lauderdale. Fla. 33334
J. L. Meyers 25315 LaEstrada Dr., Laguna Niguel, Calif. 92677 Reinhold A. Springer 48 Concord St., Ormond Beach, Fla. 32074
William A. Moose 10819 S. E. 25th PI., Bellevue, Wash. 98004 Robert Thompson 14735 Amberwood Ln., Morgan Hill, Calif. 95037
Dwayne J. Struck Box 76, Fraserdale, Ont., Canada John O. Toliver 4605 Devonshire, Detroit, Mich. 48223
Jerry Vanden Bosch Box 2161, Hq. 17AF. APO New York, N. Y. 09130
AEROSPORT QUAIL Ben T. Wade III 1332 W. Davis St.. Burlington, N. C. 27215
William H. Blythe 1205 Sharon Rd., Marion, S. C. 29571 Wayne Walraven 2101 Botulph Rd., Rt 3. Santa Fe, N. M. 87501
J. R. Hawes 7742 Lake Tahoe Ave., San Diego, Calif. 92119 Arthur W. Walsh, Jr. 37944 Hazel, Mt. Clemens. Mich. 48043
Harold L. Shehane 608 E. Maynard Rd., Cary, N. C. 27511 Nathan G. Watts 5505 N. Brookline, Apt. 909. Oklahoma City, Okla. 73112
Lawrence O. Webster 1408 Alabama Ave.. Holly Hill, Fla. 32017
BABY ACE William J. Wells 1707 33 Robinson St.. Hamilton, Ont, Canada L8P 1Y8
Raben H. Cook Box 802, Beckley. W. Va. 25801 Mike Wentworth c/o Vulcan-Cincinnati, Inc., Arlington St., Cincinnati,
James N. Duke 16 Richardson Dr., Daleville, Al. 36322 Ohio 45225
Eugene R. Hilbert 220 Mellon St., Beckley, W. Va. 25801 Jack E. Wolf Rt. 1, Box 32, Chesterfield. Mo. 63017
J. Reid Lassetter 504 Thomas Dr., Rossville, Ga. 30741 Jack Yovanov 4313 E. University. Phoenix, Ariz. 85934
Eugene Lemieux Road 617. Bayford. Va. 23305 BREEZY
R. T. Perreault 1630 Roseland, Royal Oak, Mi. 48073 Edgar J. Hammond, Jr. Baddacook Pond Rd., Groton. Mass. 01450
George Renquist 75 Shaw PI., San Ramon, Cal. 94583 John N. Hassengen R. 2, Box 179, Constantine, Mich. 49042
Pablo A. Useche C.A. Vencemos Lara. Apt. 577, Barquisimeto, Venezuela
James R. Fields 3721 Savannah Rd.. Fremont, Calif. CASSUTT
Joel P. Geist 204 Malibou, Houma. La. 70360 Dennis A. Day RR 2, Vincennes. Ind. 47591
James M. Moore RD 1, Box 111. Medusa, N. Y. 12120
Wilbur Draves 8874 S. Main St., Hometown. III. 60456
Minot Piper 1389 S. Pioneer Dr.. Abilene, Tx. 79605 James Harley 128 Timothy Dr.. Tallmadge. Ohio 44278
Robert Rees RD 1, Sprakers. N. Y. 12166 Al Main 813 Thompson Ave.. Sioux Falls. S. D. 57101
Nicholas M. Smith 20 Front St., Southampton, Ont., Canada NOH 2LO
BAKENG DUCE Larry S. Blank RR 3, Princeton, Ont., Canada NOJ 1VO
Gerald D. Jones RD 2. Linda Lane. Averill Park. N. Y. 12018 Charles S. Bonfield Box 1208, Medford. Ore. 97501
Richard H. MacAllister 22 Hollycrest Rd.. Scituate, Mass. 02060 Michael W. Canion 5014 Tom Stafford, Kirby, Tx. 78219
Jack Rollins 2500 Timberlane, Muncie, Ind. 47302
BANTAM G. M. Barber 267 Southall, Winnipeg. Man.. Canada R2V 1V2
Ralph Blackstock 22 Murray Hill Dr., Charleston. S. C. 29407
BEDE BD-4 Karl D. Franke 79 Fuller St., Buffalo, N. Y. 14207
Ardis V. Almond Rt. 1, Box 411, Coushatta, La. 71019 Nicolas Leonard 1438 N. Shields, Ft. Collins, Colo. 80521
J. R. Armstrong 2712 E. Southlake Blvd.. Grapevine, Tx. 76051 "J" Hartley Locher 69 Murray St., Norwalk. Conn. 06851
Sam Campola 521 Orange 146, El Chula Vista. Cal. 92011 Don Ostrem 17107 S. E. Cougar Mt. Rd., Issaquah. Wash. 98027
Eldon L. Carlisle 614 Mercury Ave., Henderson. Nev. 89015 R. P. Ryan 4969 Effingham PI., Dayton. Ohio 45431
Alien E. Daniels 722 N. Westview, Derby, Ks. 67037 Enver J. Silkman 1137 Hooksett Rd. 1, Hooksett, N. H. 03104
Harry E. Dunivant 104 Woodbine Circle. Fort Walton Beach, Fla. 32548 Thomas J. Steinbrenner Brooklane Village L-1, Ellensburg, Wn. 98926
Robert W. Esau 4959 Kingshill Dr. 303, Columbus, Ohio 43229 Maurice J. Topf 125 Airview Dr., Box 288, Sergeant Bluff. Iowa 51054
Robert Hamilton 17264 Penrod, Fraser. Mi. 48026 Jess Young 25712 18th Ave. S., Kent. Wash. 98031
Roland Hayet 5050 Place Giroux, Charlesbourg. due..
Canada G1H 4L1 COUGAR
Howard E. Jenkins 18819 Cabral. Saugus, Calif. 91351 Timothy A. Lunceford 810 Waverly, Albany, Ore. 97321
Paul E. Kauffman 420 S. Division, Traverse City, Mich. 49684
Donald H. Madsen RR 3, Ft. Dodge, Iowa 50501 CVJETKOVIC CA65
Gerald P. Olsen 20467 Woodside, Harper Woods, Mich. 48225 Eugene Akers Oceana. W. Va. 24870
Allan C. Parker 8825C 106 Ct. S.W., Tacoma. Wash. 98498 Gerald G. Sanders 4311 Haywood St., N. Little Rock, Ark. 72117
James E. Rader 8411 Leader St.. Houston. Tx. 77036 John Sereikas 803 Rose Ave.. Prospect Heights. III. 60070
George Vickers 17640 Gilmore St., Van Nuys, Calif 91406
BEDE BD-5 Andrew Philipczak 1014 Crestview Ave., Montrose Manor, Reading, Pa.
Norman G. Alumbaugh 6 Scots Ct., Walnut Creek, Calif. 94596 19607
John Anderson 40 High Meadow, Walden, N. Y. 12586
Robert L. Arthur 23718 Soresina. Laguna Hills. Calif. 92653 DAVIS DA-2A
Thomas J. Baxter, Jr. 14713 Batavia Dr., Centreville. Va. 22020 Dennis W. Hester 123 Ammons Dr.. McMurray, Pa. 15317
Andy Borysko 33 Central Ave. 5H, Staten Island. N. Y. 10301 Fred B. Jacobsen 1739 W. 26th St., Lawrence, Ks. 66044
Alfred B. Carpenter 10008 Westleigh Dr., Huntsville, Ala. 35803 Real Trudeau 5032 Des Galets, St. Leonard. P. O.. Canada H1R 1S9
Michael S. Cohen 1098 Richton Place, Richton Park. III. 60471
Bryan Collinsworth 8541 Osteen St.. Jacksonville, Fla. 32210
William G. Cook Box 6074, Daytona Beach. Fla. 32022 James S. Petralba, Sr. 914 Denver Place. Oxnard. Calif. 93030
John Cowan Rt. 4, Box 905, Panama City, Fla. 32401
Thomas H. Denison 15004 Belvoir Dr., Minnetonka. Minn. 55343 DYKE DELTA
Robert E. Dennison 36 Hudson Dr., Hyde Park, N. Y. 12538 Jerry and Charles Spry 2160 So. Garnett St., Tulsa, Okla. 74129
Maurice R. DePrez 5656 Towers St.. Torrance. Calif. 90503
Harry R. Dittmyre 247 Beech St., Kearny, N. J. 07032 EAA ACRO SPORT
Richard Gaglianone Birch Dr., Mickleton. N. J. 08056 Sally Alien 220 Walden, Santa Paula, Calif. 93060
Ted A. Gardiner 5019 N. Second St.. Phoenix, Az. 85012 Pete Blatt 6902 E. Belleview, Scottsdale, Ariz. 85257
Robert Giesey 9400 Hartland Rd., Fenton, Mich. 48430 Malcolm Burton 19 Moore Ave., Brunswick, Maine 04011
Herman M. Hall. Sr. Box 66, Glasgow, Va 24555 Lee Dennis 2034 W. 235th St., Torrance, Calif. 90501
Maurice W. Hall 108 Hemlock. Warner Robins. Ga. 31093 George A. Fuller 56 Highland St.. Hudson, N. H. 03051
Barry Harper 403 Rightor St.. Houma, La. 70360 Ernest L. Hand 5026 Olympia, Corpus Christi, Tx. 78413
Marmond H. Hempec 761 Camino Cos Conches, Thousand Oaks. Calif. 91360 Tim Whittaker 306 E. 11th St., Apt. C, Hanford, Calif. 93230
J. B. Hickey 115 So. Franklin St., Tampa, Fla. 33602 P. L. Windh 382 Clarksville Court. Mississauga, Ont, Canada
Paul J. Houghton 943 Miller Ave., San Jose, Calif. 95129 L5A 1G8
R. A. Hulme 7562 Seine Dr., Huntington Beach, Calif. 92647
Joseph M. Jania 229 Seabury Rd., Bolingbrook, III. 60439 EAA SUPER ACRO SPORT
William M. Johnson Rt. 3, Box 248, Leland, N. C. 28451 Ralph W. Cashen, Jr. RFD 1. Harwich. Mass. 02645
Robert L. Kapp 33 Chester Pike, Apt. D-4, Ridley Park, Pa. 19078 Bill Chester 2907 N. Jefferson Blvd., Lorain, Ohio 44052
Rod McKenzie 2625 Berry Dr.. Fairfield. Calif. 94533 Don Gulihur 2465 Felspar. San Diego, Calif. 92109
Len Marzewski 30194 W. Chicago. Livonia. Mich. 48150 Jim Pollauf 3013 Sherbrook Rd.. Toledo, Ohio 78660
66 APRIL 1975
William Hatch 3371 Bucyrus Rd.. Marion. Ohio 43302 R Butterfield 3119 N. Auburn Rd . Indianapolis. Ind 46224
James C Corbitt, Jr 5806 Rockwood Ln , Orlando. Fla 32809
FLY BABY Dennis Irwm 16 Lakewood Cres . Naughton. Ont, Canada
Bill Browning 1206 Morrow. Austin. Tx. 78757 Daniel J. Wnght 80 Evans St Osterville. Mass 02655
Paul A. Ennis Rt 6. Box 88. Parker Rd . Salisbury. Md 21801
Bruce Heiner 585 Ceder Dr.. Bow. Wash 98232 MUSTANG II
Les and Gwen Hems 8 Sapling Court, Etobicoke. Ont.. Canada Ralph Hardeman 4950 Norman Rd . Stone Mountain. Ga 30083
Jack M Hurdle. II 120 Nelson Dr. Baton Rouge. La 70808 Ted C Harper 2527 Cranford Rd.. Columbus. Ohio 43221
Don M. Jenkins 1273 Rivermont Dr . Melbourne. Fla 32935 Ed E Hebert 707 Madone St Mont Launer. Que Canada J9L 1T2
Cal and Kevin Knsten 1001 S W 136th St . Miami. Fla 33156 James E. Knight 8440 Yarrow St.. Arvada. Colo 80005
Earl W. Magnus 16152 Debra Dr.. Oak Forest. Ill 60452 Paul D Jackson 521 N Gerry. La Habra. Calif 90631
Robert J Mork 912 Plaza Dr. Joiiet. III. 60435 Jesus D Lara 327 S. Avenue 60. Los Angeles. Calif. 90042
David Orange. Jr Box 8245. University. Ala 35486 J. F Rushing 1909 Rustic Dr.. Piano. Tx. 75074
David R Quick 147 Newton Ave.. Jamestown. N. Y 14701 Tom Walpole 203 E. Washington Ave.. Biloxi. Miss 39531
Michael L Schulz 604 E Prospect. Norfolk. Nebr. 68701
J. E Thompson 1578 Elm St., Denver. Colo 80220 ORIGINAL DESIGNS
Steven H. Womack 104 Farmhill Dr.. Summerville. S C 29483 Gil Baker 508 N Vermont. Royal Oak. Mich 48067
Paul M Barton 751 Gradient Dr.. St. Louis. Mo. 63125
FLAGLOR SCOOTER Glenn R Baynes 13331 Woodm Rd.. Chardon. Ohio 44024
Jim Coflin 4604 Hillbrook D r . Annandale. Va. 22003 William Broadley 78 E Stewart Ave.. Lansdowne. Pa 19050
Kenneth J Detjen 2000 Marquita. Waco, Tx 76711 Julius G. Cook Rt 2. Box 78. Branson. Mo 65616
Pat Donahue 4645 Haverhill. Detroit. Mich 48224
GREGA AIR CAMPER Greg Hanegraaf Box 64. Rt 4. Appleton. Wise 54911
Jose Ma Davila Fuentes 235 Pedregal De San Angel. Mexico. D F 20 Richard V. Harnngton Box 72. Red Hook. N Y 12571
Bill Ortmann 523 N 14th St.. Niles. Mich 49120 George R Henderson 622 N Eastside Dr.. Lakeland. Fla 33801
Millard Raney 1001 McLam. Newport. Ark 72112 J L. Clark 201 E Washington Ave . Biloxi. Miss. 39531
William Strother James 7757 California Ave.. Riverside. Calif 92504
HANG GLIDER Bryan Kreimendahl 2216 W Chandler Blvd.. Burbank. Calif 91505
Ken Lenz 9662 Dodson Way. Villa Park. Calif. 92667 Donald W Long 4623 Gage. Boise. Idaho 83704
Robert J Matthews 8814 Bellwood Rd.. Bethesda. Md 20034
HATZ Martin Pntzl 10601 Washington Way 4. Everett. Wash 98204
John A Anderson Rt 2. Box 3146. Palmetto. Ga 30268 Freddy E Roberts 4871 Washington. Kansas City. Ks 66104
R B Andrews 10505 94th Ave E . Puyallup. Wash 98371 Charles Sullivan 2457 Fowler St.. Ft Myers. Fla. 33901
Bob Buck 1407 Mini Dr. Valleio. Calif 94590 Harold J Wamser 1774 E. 31st. Cleveland. Ohio 44114
Al Butler Rt 2. Box 174. Blairstown. N J 07825 Don A Williams 3805 W Rogers Ave . Tampa. Fla. 33611
Robert F. Dangelo Washington St.. Franklin. Mass. 02038 Kestutis L Zigaitis 6820 S Maplewood. Chicago. Ill 60629
Harlan E Darr 541 Kelly Dr.. Golden Valley. Mn. 55427
Edward A Evans 2838 Drake. Costa Mesa. Calif 92626 OSPREY
Donald L Hanelme 1114 2nd Aye.. Nebraska City. Nebr 68410 Ron Clarke 6 Zaph Ave . West Hill. Ont. Canada M1C 1M6
Richard D Hongan. Jr 9706 Wichita Ave . College Park. Md 20740 Fred E Uinch 80 Harris PI . Apt 45. Fremont. Calif. 94536
Harold W. Lmdquist 1308 Christian Hills Dr . Rochester, Mich 48063
Harold A Lossner 4115 8th St Place. Des Momes. Iowa 50313 PAZMANY PL-1
Arnold McKeeman 406 Napier St E . Walkerton. Ont Canada Don Hill 11777 S 87th Ave.. Tulsa. Okla 74008
William Natale Brookview Trailer Park. Lot 25. Greenfield. N Y 12833
Martin OndruS 11431 W. 22nd St.. Hinsdale. Ill 60531 PAZMANY PL-2
Henry S Proescher. Jr 4613 Twin Lane. Virginia Beach. Va 23455 Eugene Kowalski 237 Burtman Dr.. Troy. Mich. 48084
Richard H Stover 38 Farm Rd . Sherborn. Mass 01770 Bryon D. Montgomery 18275 Birwood. Birmingham. Mi. 48009
Stanley Zapalik 3820 W 28th St.. Chicago. Ill 60623 T J Theunissen 10 Daniel S t , Rhodesfield Ext., Kempton Park 1620.
South Africa
HEADWIND Eli Wmtteld 1439 E 86th St.. Brooklyn. N Y 11236
J T Eggei Rt 1. Box 186A. Gurdon. Ark 71743
R S Isaak 705 G Ave . Eureka. S Dak 57437 PAZMANY PL-4
James L Brown 525 Benmngton Terr , Ridgewood. N J 07460
JODEL Glenn Miller P. O. Box 12. Orem, Utah 84057
Norm P Batlot Box 101A4. Rhmebeck. N Y 12572 Thomas L Nitz 3 Oak Road. Muncie. Ind. 47303
A R Beasley 375 Johnston Ave . Courtenay. B. C . Canada V9N 2Y2 Patrick Raciti 28 High S t . Poughkeepsie. N Y 12601
H S Hickman. Jr 703 W Gayle. Edna. Tx. 77957 Allan Paul Seipman 2314 W 18th 91. Houston. Tx 77008
John M Macauley 960 Claggett St.. N. E . Salem. Ore 97303 Donald E Walsh 7 Denmson. Bourbonnais. Ill 60914
Gerhard Novotny 10975 158 St.. Edmonton. Alia . Canada T5P 2Y8
JUNGSTER David J. Clark 81 Cambridge Dr . Red Hook. N Y. 12571
E Lugo 697 Calie Grace. Rio Piedras. Puerto Rico 00924
JUNIOR ACE Paul Castme 102 W Balboa D r . Tempe. Ariz 85282
EAA Chapter 402 Newark, Ohio Thomas W Hulm General Delivery. Lac Du Flambeau. Wise 54538
Ralph B. Mott 1816 Marion Ave North Augusta. S. C 29841 Chuck Larsen 8130 Pt Douglas Dr. Cottage Grove. Mn 55016
Steven Turoski 565 W Del Rio. Chandler Ariz 85224 George H Loeb. Jr 7037 Suburban Arch. Norfolk. Va 23505
Gary L Richmond 2023 Park Lane. Holt. Mich. 48842
KNIGHT TWISTER L R Trager Acme Skyport. Williamsburg. Mich 49690
Garry L Pope 12280 S. W. 31st. Miami. Fla 33175 A C Wood 2126 30 Ave. S W , Calgary. Alberta. Canada T2T 1R4

John H. Matthews 781 Michael St , N E . Atlanta. Ga 30329 Stu Aleshire 16640 Nearview Dr Saugus. Calif 91350
Godfrey Aquilmo 1646 E 2nd St.. Brooklyn. N Y. 11230
MIDGET MUSTANG Whitney W. Ballantine 340 Wenonah. Traverse City. Mich 49684
Terry G Gardner 22 Arrowhead Est. C t . Chesterfield. Mo 63017 Daniel J Beckman 7078 So. Umta St.. Englewood. Colo 80110
Richard L Woodrufl 129 Elder St.. Birmingham. Ala 35210 C R Cottle. Jr Rt 9. Box 237. Beckley. W Va 25813
Kevin M Cunmngham 703 Kennedy St.. Marshall. Minn 56258
MIGNET W Haywood Davis P O Box 337. Pelzer. S C 29669
Elton Barnum 1082 Oilman Rd . Marquette. Mich 49855 Robert L Heuer RFD 2. Box 157-C. Maple Park. Ill 60151
MINI CAB Leo Mansuetti 3645 E 69th PI.. Tulsa. Okla 74136
Jack D Manning 1513 Caldwell St . Longview. Tx 75601 Jacob F Nielsen 2600 E 5th. Anchorage. Alaska 99501
Ralph R Nielsen RR 1. Box 109. Portland. Ind. 47371
MINI COUPE Jack Payne 6224 E 28th St.. Tulsa. Okla 74114
R A Keating Box 333. Boerne. Tx 78006 David F Sharpe 16801 S W. 77 Ave . Miami. Fla 33157
Ralph Lawhon. Jr 3201 Auburn Rd.. Huntington. W Va. 25704 W R Smith 220 Wnght Road. Beckley. W Va. 25801
Donald E Martin 1171 S Westmorland Ave.. Apt 3. Los Angeles. Calif Dick Winn 6568 Gundry Ave . Long Beach. Calif 90805
O. E. Miller 1812 Melody Ln . Garland. Tx 75041 RACERS
Donald E Schley 226 Belmar Blvd . Avon Lake. Ohio 44012 Vie Milford. Jr. 3867 Steuben Court. Fremont. Calif 94538
Dale D Vesey 329 W St James Circle. Holland. Ohio 43528 Charles G Lamb 3865 Flag Dr. Palm Beach Gardens. Fla 33403


Charles G Walker in Rt 2. Box 243-H. McMmnville. Ore. 97128 E T. Barnes Rt 1, Box 190-A. Prince George. Va 23875
John Bolding 711 Scenic. Baytown. Tx 77520
MONG SPORT Donald Crozier 1233 Dogwood. Chesterton. Ind 46304
Robert Geary R 2. Fairbank. Iowa 50629 Fay J Gibson 1506 Anglecrest Way, Madison. Wise 53716
Edward Saurenman 5904 McMillan Cr . Columbia. S C 29210 Merv Henkes 12535S E Boss Ln. Milwaukie. Ore 97222
J D Keeshan P O Box 192. Manvel. Tx 77578
MONNETT SONERAI I Robert J. Thompson 2820 Prince Rd . Crescent City. Calif 95531
Scott Kesterson 221 W Kcrr. Centralia. Ill 62801
John H Krauer 22626 Petersburg. East Detroit. Mich 48021
Kenneth L Wilson 1008 Witherspoon Dr Kokomo. Ind. 46901
Items to appear in Calendar of Events in SPOHT AVIA-
TION must be in EAA Headquarters office by the 5th of MAY 24-25 SALISBURY, NORTH CAROLINA 5th Annual Fly-In
the month preceding publication date. sponsored by EAA Chapter 378. Contact Jeff Clarke, 3326 Colony
Dr., Jamestown, N. C. 27282. (919) 454-1727.
APRIL 6 MESA, ARIZONA 9th Annual Desert Sportsman Pilots
Association Benefit Air Show. Falcon Field. Contact: Bill Bullock, MAY 24-26 CLARKSDALE, MISSISSIPPI 5th Rebel Regional "5"
3325 E. Turquoise Ave., Phoenix, Ariz. 85028 - (602) 996-3586. Category Aerobatic Contest. Contact Chuck Mann, 3544 Windcrest
Dr. No. 3, Memphis, Tenn. 38116.
APRIL 10-13 APPLE VALLEY, CALIFORNIA 1st Annual 49er Gold
Cup Aerobatic Contest sponsored by IAC Chapter 49. Four category MAY 25 SANDPOINT, IDAHO Pend D'Oreille Flyers 5th Annual
contest. Apple Valley Resort Airport (80 miles NE of Los Angeles). Fly-In Breakfast. Contact Bert Wilkinson, Rt. 1, Box 487, Sandpoint,
Contact Jim Rossi, T8558 Mayall St., Northridge, California 91324, Idaho (208) 263-6670.
(213) 886-7297.
MAY 2-4 BURLINGTON, NORTH CAROLINA Spring Fly-In spon- Museum Annual Air Show and Open House. Rain date May 26
sored by EAA Chapter 395 (Antique). Banquet Saturday night. Con- or June 1. Contact Alexis I. du Pont, P. O. Box 171, Toughkenamon,
tact Ray Bottom. Jr., Box 98, Newport News, Va. 23607. Pa. 19374.

MAY 2-4 PINE MOUNTAIN, GEORGIA 2nd Annual International MAY 25 PORTAGE, WISCONSIN Fly-In Breakfast sponsored by
Cessna 170 Association Southeast Regional Fly-In. Callaway Gar- EAA Chapter 371 and Columbia County Flying Assn.
dens. Contact: Bob Wylie, Box 398, Chester, S. C. 29706. (803) 377-
4613. MAY 29-31 ORMOND BEACH, FLORIDA 1st Annual Coquina Auto
and Air Show. Static displays, aerobatics, air Oriented celebrities.
MAY 3-4 OROVILLE, CALIFORNIA 4th Annual Fly-In. Only joint Plaques for all entries, awards luncheon. Contact William A. John-
land and seaplane event in California. Fuel available. Contact E. H. son, Air Show Coordinator, Box 2153, Ormond Beach, Fla. 32074.
Boggs, 3012 Olive Hwy., Oroville, Calif. 95965.
MAY 3-4 CORONA, CALIFORNIA Southern California Regional EAA Aero Squadron Annual Fly-In. Horn Point Airport located on the
Fly-In sponsored by EAA Chapters 7, 11, 92, 96 and 494. For informa- Frank DuPont estate, WSW of Cambridge. Beautiful grass runways,
tion contact Terry Davis, 13905 Envoy Ave., Corona, California 91720. no registration fees, free camping just a super fun fly-in. Con-
(714) 735-8639. tact Sam Huntington, Fly-In Coordinator Avery Road, Shady Side,
Maryland 20867. Telephone 301/261-5190.
MAY 4 DAYTON, OHIO All day EAA Chapter 48 meeting. Moraine
Air Park. Free breakfast for homebuilt pilots. JUNE 1 BEND, OREGON 2nd Annual Fly-In. Sponsored by Ore-
gon Pilots Association. Contact Sonny Kline, Rt. 3, Box 883, Bend,
MAY 10 KENT, OHIO Air Expo '75 - EAA Fly-In. Kent State Univer- Oregon 97701.
sity Airport. Rain date May 11. Contact Rob Garrett, c/o KSU, Van
Deusen Hall, Aerospace Technology, Kent, Ohio 44242. JUNE 1 EARLVILLE, ILLINOIS 1st Annual Fly-In Lunch. Spon-
sored by EAA Chapter 263. Contact Randy Novak, R & R Airport,
MAY 11 HAVRE, MONTANA Air Show - Havre City/County Air- Earlville, III. 60518 - 815/246-9870.
port. Contact Rod Herrig (406) 265-4579.
JUNE 1 DE KALB, ILLINOIS EAA Chapter 241 11th Annual Pan-
MAY 11 LIVERMORE, CALIFORNIA 6th Annual Livermore Fly-In/ cake Breakfast Fly-ln/Drive-ln. 7:00 A.M. De Kalb Airport - note power-
Air Show. May 11, rain date May 18. Contact AIRSHOW, Box 524, line west.
Livermore, Calif. 94550.
MAY 15-18 KANSAS CITY, MISSOURI AirFair 75. Contact Kay In. Rain Date June 8. Contact William Edwards, 25 Madison Ave.,
Ferguson, (816) 471-0514. Northampton. Mass. 01060. (413) 586-0044.

MAY 15-18 FRANKLIN, NORTH CAROLINA Eastern 195 Associa- JUNE 1 BURLINGTON, WISCONSIN Chapter 18 Annual Fly-In.
tion annual business and maintenance meeting. Contact D. C. Bar- Contact Bob Grimm, (414) 762-3421. Rain date June 8.
bot. Box 1154, Florence, S. C. 29501. (803) 662-8405.
MAY 17-18 CONROE, TEXAS Antique-Classic Chapter 2 (Hous- South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.
ton) sponsored fly-in. Montgomery County Airport. Contact J. J.
Paul, 1518 Ronson Rd., Houston, TX. 77055. (713) 465-5361. JUNE 6-8 MERCED, CALIFORNIA 18th Annual Merced West Coast
Antique Fly-In. Early bird party June 6. Air Show Sunday. Contact
MAY 17-18 HARVARD, ILLINOIS Dacy Chapter Antique Airplane Linton Wollen, Director, Box 3212, Merced, Calif. 95340. (209) 722-
Association Annual Fly-In. Dacy Airport. Contact Loel H. Crawford, 6666.
608 Old Orchard Road, Harvard, III. 60033.
JUNE 7-8 FRANKLIN, VIRGINIA Old Dominion Chapter 339 spon-
MAY 17-18 ENID, OKLAHOMA 3rd Annual EAA Chapter 455 Fly-In sored Fly-In and Air Show. Municipal Airport. Air Show on June 8,
and Air Show. Dinner and Awards, Saturday; breakfast and air show, 2:00 P.M. Contact George Hillier, 1453 Westover Ave., Norfolk, Va.
Sunday. Contact: Ray Cunningham, 2225 E. Ash, Enid, Okla. 73701. 23878. (804) 623-5509.
Telephone 405/234-3014 or Chuck Dulaney, 1735 Pawhuska, Enid,
Okla. 73701. Telephone 405/234-1401. JUNE 7-8 ATCHISON, KANSAS Annual Fly-In sponsored by Great-
er Kansas City Area AAA Chapter. Amelia Earhart Memorial Air-
MAY 18 QUINCY, FLORIDA 3rd Annual EAA Fun Fly-In. Spon- port. Contact Bill Hare, 6207 Riggs, Mission, Ks. 66202.
sored by EAA Chapter 445. Contact: Charles G. Smith, 2065 Eden-
field Rd., Tallahassee, Fla. 32303 JUNE 8 CANTON, OHIO Fly-In and Air Show sponsored by EAA
Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave.,
MAY 18 LOCKPORT, ILLINOIS 4th Annual EAA Chapter 15 Fly-In S. E., Canton, Ohio 44711.
Breakfast. Lewis-Lockport Airport. 8 'til noon. Rain date May 25.
See first complete "V" Star of 12 under construction. Contact: JUNE 8 ALLENTOWN, PENNSYLVANIA Queen City Airport - 3rd
Richard Fry, 8610 W. 92nd St., Hickory Hills, III. 60457. Annual Informal Fly-In. Cash Prizes. Contact Joe Tarofis (215)
MAY 23-26 WATSONVILLE, CALIFORNIA 11th Annual West Coast
Antique Aircraft Fly-In. Antique, Vintage, Classic and Amateur- JUNE 8 ZANESVILLE, OHIO 3rd Annual EAA Chapter 425 Fly-
Built aircraft. Static displays, flying events, air show, trophies, Fri- In Breakfast. Contact: Dave Workman, 400 South St., Zanesville,
day and Saturday night get-acquainted parties. Sunday Awards Ohio 43701.
Banquet. Contact: W. B. Richards, 2490 Greer Rd., Palo Alto, Calif.
94303. JUNE 8 CORRY, PENNSYLVANIA EAA Chapter 160 Annual Fly-
In/Breakfast, Lawrence Airport. Spot landing contest on arrival.
MAY 24-25 TULSA, OKLAHOMA Fly-in sponsored by EAA Chap-
Contact Harry Hipwell, 266 E. Fairmount Ave., Lakewood, N. Y.
ter 10. Harvey Young Airport. Cookout evening of 23. Contact John
14750. Rain date June 15.
Pierce, 184 E. 42nd Place, Tulsa. Okla. 74105. (918) 743-1236.
68 APRIL 1975
JUNE 13-15 DENTON, TEXAS 13th Annual Fly-In sponsored by JULY 29 23rd ANNUAL FLIGHT RALLY TO OSHKOSH. WISC. Spon-
Texas Antique Airplane Association, Inc. Contact Myrna Johnson. sored by AC Spark Plug Division. Starting points: Kansas City. Mo.;
2516 Shady Brook Dr.. Bedford, Tx. 76021. (817) 283-1702. Dayton, Ohio; Flint. Mich.; Minneapolis. Mn ; Omaha, Nebr ; St.
Louis, Mo. Contact AC Aviation Department. Flint, Mich. 48556 for
JUNE 14-15 FREDERICKSBURG, VIRGINIA 8th Annual Antique details.
Aircraft Fly-In. Shannon Airport. Awards Banquet. Contact John
B. Maas. Jr.. Shannon Airport, Box 509. Fredericksburg. Va. 22401. JULY 29 - AUGUST 4 OSHKOSH, WISCONSIN 23rd Annual EAA
International Fly-In Convention.
JUNE 14-15 PORTERVILLE. CALIFORNIA 26th Annual Moonlight
Fly-In and Air Show. Static displays, aerobatics, sky diving and AUGUST 24 WEEDSPORT, NEW YORK Air Show and Fly-In Break-
flying antiques. Contact PAPA. 1893 S Newcomb. Porterville Air- fast sponsored by EAA Chapter 486. Whitfords Airport. Contact
port, Porterville, Calif. 93257. Dick Forger, 204 Woodspath Rd.. Liverpool, N. Y 13088.

JUNE 14-15 CRYSTAL FALLS. MICHIGAN (Upper Peninsula) 3rd SEPTEMBER 5-7 GALESBURG, ILLINOIS 4th National Stearman
Annual Fly-In sponsored by EAA Chapter 439. Static displays, fly- Fly-In. Galesburg Municipal Airport. Contact Jim Leahy, 445 N.
in events. Club Work Day - 14th; Air Show - 15th. Free 25 gallons gas Whitesboro, Galesburg, III. 61401 or Tom Lowe, 823 Kingston Lane.
to all homebuilts flying in. Primitive camping available. Contact Jim Crystal Lake. III. 60014.
Lyle. 141 Albatross. Sawyer AFB, Mien. 49843.
SEPTEMBER 19-21 KERRVILLE. TEXAS Southwest Regional
JUNE 14-15 SANTA ROSA. CALIFORNIA 4th Annual Fly-In spon- Fly-In. Contact Bill Haskell. Box 1235. Kerrville, Texas 78028 (512)
sored by EAA Chapter 124. Sonoma County Airport. Contact Art 995-2791.
Beer. Box 6192. Santa Rosa. Calif. 95406.

built Fly-In/Pancake Breakfast. Trophies. Sponsored by EAA Chap- Richard L. Taylor
ter 486. Whitfords Airport. Contact Dick Forger. 204 Woodspath Rd.,
Liverpool, N. Y. 13088.
276 pages $7.95
Macmillan Publishing Company, Inc.
JUNE 15 UPLAND. CALIFORNIA Aircraft Swap Meet and Pancake 866 Third Avenue
Breakfast sponsored by EAA Chapter 448 Cable Airport Contact
Don Barber. 917 Alta Loma Or . Corona. Calif. 91720
New York, N.Y. 10022
How would you like to have an airplane much better
JUNE 20-22 PAULS VALLEY. OKLAHOMA Greater Oklahoma City than the one you now fly without spending another nickel?
Antique Airplane Association Fly-In Contact Jerry Horn, 2008
Nail Parkway, Moore, Okla. 73160. Richard L. Taylor tells you how to get more out of your
airplane, not by purchasing more "black boxes" but by
JUNE 21 MIDDLETON. WISCONSIN Wisconsin 99 Proficiency making 100% use of your capabilities, the potential of
Air Derby. Morey Airport P.I.C. must be female. Co-pilot required the airplane, and already installed nav-com gear. And,
- male or female (need not be a pilot). Send $2 00 for race kit. Pat
Weir, R. 5. Box 162. Marshfield, Wise. 54449 for added safety at no extra cost how about sharpening
those skills learned in flight training such as power-off
JUNE 21-22 SALEM. ILLINOIS Fly-In Salem-Leckrone Airport. approaches and soft-field take-offs?
Sponsored by EAA Chapter 16. Contact Robert E. Tarrant, Box 474, In the chapter "Killing the Sacred Cow" you will find
Effingham. III. 62401.
your "new" crosswind gear. Who says you have to follow
JUNE 21-22 HAMILTON. ONTARIO. CANADA Air Show sponsored the centerline of the runway in every wind condition? Us-
by Canadian Warplane Heritage. Contact Dennis J. Bradley. Canadi- ing the ideas here could mean the difference between an
an Warplane Heritage. Inc., 550 Kipling Ave., Toronto. Ont.. Canada acceptable take-off or landing during adverse wind condi-
M8Z 5E9
tions on a cross country flight or spending the days ahead
JUNE 21-22 ATLANTA. GEORGIA 6th Annual Aerobatic Contest repairing that sleek homebuilt.
sponsored by IAC Chapter 3 Bear Creek Airport. Practice Day, If you've built a two-place aircraft, sometime the pres-
June 20. Contact Greer Parramore, 4880 Clark Lake Way. Acworth.
Ga. 30101.
sure will be ON to make that flight, when, in fact, you're
really thinking the conditions are not suitable. "How to
JUNE 22 ELKHART. INDIANA Fly-In and Air Show. Sponsored Chicken Out in Front of Your Friends" offers three sure-
by EAA Chapter 132 and Mishawaka Pilot Club. Breakfast at 6:00 fire, and logically acceptable, ways to do so.
The chapter on turbulence defines the various types,
JUNE 22 PLYMOUTH. MICHIGAN Spring Fly-In sponsored by tells how best to avoid them, and, if all is lost, includes in-
EAA Chapter 113 and Plymouth Aero Mettetal Airport. Pancake structions on how to talk to your aircraft. "Airplane, I'm
Breakfast. Contact Lew Marzewski. 30194 W. Chicago. Livonia, sorry I brought you here, but we're in it together and I'm
Mich. 48150. (313) 421-9328.
going to get us out of it." (If the airplane answers, there
JUNE 22 PLAINFIELD. ILLINOIS 2nd Annual Fly-In Flea Market. are bigger problems than can be taken care of by reading
Sponsored by EAA Chapter 461. Clow International Airport. Contact the book.)
Art Froehlich. (815) 436-3930 or (312) 968-7454 Dirty windshields aren't all bad not if you "follow
JUNE 22 RIO, WISCONSIN 5th Annual Fly-ln/Drive-ln Breakfast. the bug" to a perfect landing each time. And when the fiat-
All aircraft types welcome land pilot encounters mountain strips, the "bug" becomes
JUNE 27-29 FRANKLIN. VIRGINIA Annual Fly-In sponsored by Old Are your radio communications sparce but complete or
Dominion EAA Chapter 339. Contact George Hillier, 1453 West-
over Ave.. Norfolk. Va. 23878 (804) 623-5509. is a five word acknowledgment extended into a para-
JUNE 28-29 BURLINGTON, WISCONSIN 3rd Annual Cub Fly-In This book is a well-written compilation of expert han-
Sponsored by EAA Antique-Classic Division All vintage and home- gar talk, spiced with humor. Hopefully, these ideas will
built aircraft invited.
be practiced so that when you encounter situations beyond
JULY 23-27 MINNEAPOLIS. MINNESOTA Annual American Bonan- your actual experience, you can save both your airplane
za Society Convention. Headquarters: Radisson South Hotel. Con- and your neck. In any event, you cannot help but become
tact Ralph G. Haesloop, Chemung County Airport, Horseheads, more knowledgeable by reading this book and a better
N. Y. 14845. Telephone 607/739-5515
pilot by practicing the skills. But, please don't try every-
JULY 26-31 FOND DU LAC, WISCONSIN 10th Annual EAA/IAC thing on one day!
International Aerobatic Championships Sponsored by Interna- FAIR-WEATHER FLYING is one pilot's ideas on how
tional Aerobatic Club. Practice Days July 26, 27 Contest Days to get MORE out of your airplane on EVERY flight and do
July 28, 29. 30. Rain Date July 31. Contact Sam Huntington,
Contest Chairman, Avery Road, Shady Side, MD 20867. it as safely as possible. It is Richard L. Taylor's challenge
to YOU! Ann H. Pellegreno
Brooch - yellow gold sunburst with EAA emblem . $ 6.80
Charm - on white gold plate or yellow gold plate $ 4.80

Earrings - regular . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 9.80

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


New EA \Jackets in our traditional blue with double white stripes. EAA Patch
over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but
made of same material as jumpsuit shown above.

Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . $26.95 Adults Small Children Small (5-8)

Polyester Cotton EAA Jacket ........... $15.95 Adults Medium Children Medium (8-11)
Antique Airplane Pattern Adults Large Children Large (10-13)
(Polyester Cotton Only) . . . . . . . . . . . . . $15.95 Adults X-Large
Liners for above Jackets
(order same size as jackets) . . . . . . . . . $11.95
Smart new double knit blazer in EAA blue with embroidered EAA Patch.
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 Jackets, Blazers and Jumpsuits described on these pages should be
sent to EAA Headquarters. Apparel will be shipped (allow 4-6 weeks for delivery) directly from
the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight
Apparel Lane and Columbia Road RD 4, Hammonton, NJ 08037. Any returns or exchanges must
be returned directly to Flight Apparel Industries.

All Photos by Lee Fray

You've been asking for it for years an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex __ Basic Hand Tools, Vol. 1
fire retardant material also a wild antique airplane pattern. __ Basic Hand Tools, Vol. 2
__ Custom Aircraft Building Tips, Vol. 1
These jumpsuits are tailored and fit beautifully no __ Custom Aircraft Building Tips, Vol. 2
baggy look. __ Custom Aircraft Building Tips, Vol. 3
__ Custom Aircraft Building Tips, Vol. 4
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95 __ Custom Built Sport Aircraft
Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . $27.95 Handbook
Antique Airplane Pattern (Polyester Cotton Only) $27.95 __ Design, Vol. 1
Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95 __ Design, Vol. 2
__ Design, Vol. 3
__ Engine Operation, Carburetion,
SIZES Conversion
Men 36-50 Regular Ladies 6-20 Regular __ Engines, Vol. 1
Men 38-50 Long Ladies 8-20 Long __ Engines, Vol. 2
__ Engineering for the Custom Aircraft
Builder Hoffman
Note When specifying sizes for jumpsuits, indicate __ Metal Aircraft Building Techniques
height, weight and suit or dress size in addition to the above __ Modern Aircraft Covering Techniques
information (i.e., 40 Regular). __ Pilot Proficiency
__ Pilot Report & Flight Testing
(Above Items Postpaid) __ Service & Maintenance Manual
__ Sheet Metal, Volume 1
__ Sheet Metal, Volume 2
__ Sport Aircraft You Can Build
EAA Embroidered SPECIAL EAA OFFER! __ Tips on Aircraft Fatigue
Cloth Patches __ Welding
EAA - Small (cap size)......... $ .75 __ Wood, Volume 1
The EAA Jacket (not shown) with __ Wood, Volume 2
EAA - Medium (3Vi" x AVi".. $1.95
the triangular white panel is being __ Wood Aircraft Building Techniques
EAA - Large (5" x 6").......... $2.25
closed out. Save on the unlined
EAA Wings........................ $1.50
Aircraft Builder.................. $1.75
Antique/Classic Division ..... $1.75 Unlined medium and large 75
I.A.C. Division................... $1.95 only ................... $12.95
Lined x-small, small, medium,
EAA Vinyl Decals
large . . . . . . . . . . . . . . . . . . $19.95
EAA Standard (round)......... $ .50 Each special offer item, enclose Add 30c postage first publication, lOc each
EAA Winged...................... $. 50 additional manual.
$1.50 additional for postage and
Antique/Classic Division ..... $ .50 handling.
I.A.C. Division................... $ .50
Other How to Build the Aero Sport ... $4.50
Metal Aircraft Placards........ $2.50 Plans C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30
Flight Bags (14" x 5" x 11W) $7.50 EAA Aero Sport................ $60.00 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
Garment Bags (1 suiter) ...... $2.25 Super Aero Sport Wing EAA Air Show and Fly-In Manual $2.80
EAA CAPS Drawings...................... $15.00 Golden Age of Air Racing ...... $2.80
EAA (white mesh, Aero Sport Info Kit........... $ 4.00 Wings of Memory ............. $2.80
blue visor) . . . . . . . . . . . . . $3.50 EAA BiPlane P-2................ $27.00 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
Men's sizes . . . small, medium, large Pober Pixie . . . . . . . . . . . . . . $40.00 Flying Manual, 1929............ $2.30
x-large Farm Type Hangar............ $ 5.00 Flying & Glider Manual, 1932 ... $2.30
Ladies . . . one size, adjustable to fit all Flying Miscellany, 1929-33 ...... $2.30
"Fun in the Sun" ......... $5.00 EAA Log Book for the Custom-Built
(sailor type - small, medium, large,
EAA Sport Shirts Airplane . . . . . . . . . . . . . . . . . . . . $1.30
Skool . . . . . . . . . . . . . . . . . . . . $3.95 Knit pull over types with zipper at Theory of Wing Sections ....... $5.50
(knit cap, navy and gold) neck. EAA emblem. Sharp in red Hang Gliding (by Dan Poynter) . $5.25
Miscellaneous or blue! Specify color. Small,
EAA Lucite Key Chain .........$ 1.25 medium, large,
(All books lower section Postpaid)
EAA Letter Opener........... $ 1.80 extra-large....................... $12.50
EAA Coaster Set (4)........... $ 1.55
(Order Today All items this Section Postpaid)

Send check or money order to:


P.O. Box 229 Hales Corners, Wisconsin 53130
To the Editor:
LETTERS . . . The material in question was the urethane
This should be of interest to fellow owners
(Continued from Page 5) foam used to give form to the epoxy/dynel
of the old Lycoming 0-145 series. The former
skin. This was a light green material pur-
secretary of our Chapter 304 (Jackson and
Gentlemen: chased last spring from Wicks Organ Co. I am
Hillsdale Counties), has acquired a number of
Recently I had a disturbing experience that not exaggerating when I say it burned faster
original 0-145 engine manuals, which are
I feel should be shared with the membership, than oil-soaked cloth. The epoxy-dynel was
quite informative and complete. In the interest
as it raised serious doubts about the safety of also consumed, but not as quickly.
of placing these extremely hard-to-get items
certain aspects of the foam/Epoxy/Dynel con- By contrast, I tested a piece of flame-
back into circulation, I'd like to point out that
struction technique. retardent Styrofoam in the same fire. It
anyone interested in such a manual should
A Taylor Monoplane with plastic skin, kindled, but burned more slowly. When I
contact Doug Anderson, 219 N. Elm St.,
started as a high school class project, was removed it from the fire, it extinguished it-
Jackson, Mien. 49202.
pulled out of alignment when the center section self. This was a light blue foam sold locally
Parts for the 0-145 are also becoming hard
spars were installed. It was determined that as perimeter insulation. The white untreated
to locate in some instances. Unfortunately,
the fuselage, which was about 90% complete foamed styrene is not self-extinguishing,
many of the old Lycomings continue to languish
when the error was found, could not be and should not be used for our purpose.
in buildings of people who have no real use
safely used. I stripped it of hardware and re- As a result of this incident I have decided for them. I would appreciate hearing from
useable wood, and burned it on a small pile against using foam in the fuselage of any
anyone in the midwest who has a store of
of brush. The thing that disturbed me about aircraft I build. I feel that the fire hazard of
0-145s or their parts he does not need, or
all this, other than the loss of all that work and urethane and the fact that styrene would be
who has an inventory of 0-145 parts he intends
material, was the rate of combustion. The skin dissolved by a gasoline leak or spill make
to keep but would be willing to sell particular
of the fuselage was consumed in under a both of these materials unsuitable for a safe parts to other owners looking for them. Thank
minute, and gave off a dense, noxious smoke aircraft. you for providing this space.
while it was burning. A pilot would have had G. H. Bryan, EAA 65667 Jerry Ernst
to leave the aircraft immediately to stand any Rt. 2 128 S. Manning St.
chance of surviving a fire in that structure. Concord, VA 24538
Hillsdale, Mien. 49242
(Continued on Page 75)

6 beautiful 11 x 14 color in-
flight photos taken at Oshkosh.
All new manufacture, low
cost, lightweight instru- Included are F6F, P-51, FM2,
ments for homebuilts; 2% P-38, P-40 and AT-6.
accuracy, dust and mois-
ture proof, lighted, 2'/i" Order From
and 3'/a" standard sizes.
Send for brochure and
price list. P. O. Box 229
Hales Corners, Wis. 53130
WIL NEUBERT ' 3605 E. Spring St., Long Beach, Ca 90806
Successor to L & M Industries Dealer Inquiries Invited Only $2.50 including postage

join the

DIVISION Stearman C-3R! One of the great airplanes of the past you'll read about each month in THE VIN-
TAGE 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
READ THE get THE VINTAGE AIRPLANE each month, a membership card, the chance to meet a host of
VINTAGE new friends with similar interests.

A limited number of back issues of THE VINTAGE AIRPLANE are available for $1.00 each.
EVERY MONTH Join today. Make your checks payable to:


BOX 229

72 APRIL 1975
4mm to
+ > > C e r t i f i e d spar quality Spruce +
Wing Kits, fuselage Kits, Fuel Tanks C o v e r i n g Materials
Kit and component prices on request. C A T A L O G $2.00
AEROBOND 2 1 7 8 ( T h e best adhesive we know of) $9.50 ql. SERD SI.N
BOX 3212 - 14 SO EL MONTE. CA 81733

Art Air Aviation

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(415) 591-2229 days, r 355-8076 evenings CUSTOM
$4.25 eo.
or 3 for

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.
To be designed to FAA part 23 requirements
New GA(W)-I Wing with Semi-Fowler Flaps 150 HP Lycoming WADSWORTH AVIATION
P. 0. Box 281 Lapel, Indiana 48051
DESIGN DATA & 3-VIEW . . . . . . $5.00 Indiana residents add 4% sales tax.
From: D. B. THURSTON, 169 COLEMAN AVE., ELMIRA, N. Y. 14905 Postpaid in USA.




n/oy the purest form of flying

you build your own sporty one-man Gyro
ALL WOOD with a small set of hand tools. Time-
proven parts available. NASAD approved
ENGINEERED building Plans $35. ^:-._
FLIGHT TES C o l o r f u l Info Packet
VW POWERED just $5 (Copter) or $3
SIMPlY BUILT: Only one vertical and horizontal ijii. nrTAll rn Plane nn ,K..t, w IMI (Glider). Send now.
1 p.ece bent-up alum. fear. Simple 3-bulkhead wood DETAILED p LANS (70 Sheets 11 X 17")
tutelage with no metal fittings or cloth cover. No en. 2-Place VP-2 . . . . . . . . . . . . . . . . . . . . . . -$55.00
Cine mount. Simple wm. plank spars, rib slack sawed 1 Place VP-1 * M OK RDU Airport. P 0 Box 2746. Raleigh. N.C.
'om i 4 ply vw engine tequ,res little more than adding .", ,,-J, "'
prop and magneto. Evans VP highway tows without Illustrated Brochure . . . . . . . . . . . . . . . . . 3.50
tra.ler. and stores easily in garage. '57.00 Outside U.S. NAME___________________
Evans Aircraft Box 744, La Jolla, Calif. 92037 ADDRESS_________________
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated:
'(,", 12 for $1; V, 10 '<" $1 "SWAGE-IT"* TOOLS
yt", 20c ea.; %". 25c ea.
X". 50c ea.: %". 75c ea.
#2 forX.",%"lVi"
Nicopress Oval Sleeves $12.50
Stainless Steel Thimbles:
| AN 100.C3 (V & V') 8 f o r $ l ; #3 for W, &", Jf6" and 1A"
AN 100-C4 (!/,") 6 f o r $ l ; Nicopress Oval Sleeves $27.50
AN 100-C5 (&") 20c ea. Tightening bolts applies swaging pres-
AN 100-C6 (K") 30cea._____ sure. Will hold full rated strength of
Galvanized Cable MIL-W-1511A:
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Calif, residents add 6% Sales Tax. " E Box 1M6 Costa Mesa' Cal"' 9'
Orders postpaid in U.S.A.- Foreign Orders Add 10%.

SPAN 20'2" TOP SPEED . . .

12 U.S. GAL
420 LBS
800 LBS
140 M P.H
. . . . 42 M P.H
VW Engines - Parts - Fittings
ENGINE .... V W 1600 SEATS . . . . . . 2. SIDE BY SIDE

Ted Barker
Experimental Engines
Palomar Airport Bldg. 5E
FREE INFORMATION Carlsbad, California 92008
I Send stamped self addreued envelope) Telephone (714) 729-9468 01 729-9033
ALL NEW (including case)
5 5 - 1 0 3 H. P. Ready to install.
Construction Km alio available
by TED BARKER (VW) $5.00






Wing Drawings $15.00

Info Pack . . . . . . . . . . . . . . . . . . $ 4.00 EAA AIR MUSEUM FOUNDATION

and Builder's Manual . . . . $60.00 Hales Corners, Wisconsin 53130

74 APRIL 1975
I wonder why there should be such a rooted of ideas which were not antagonistic in nature,
LETTERS . . . but rather constructive and offered in a spirit
(Continued from Page 72) objection to aircraft being identifiable! It can
hardly be a matter of economics, and as air- of honest cooperation.
craft are primarily on the ground when their We are working on the changes to the draft
Dear Mr Poberezny livery is being admired, an underwing identi- handbook and will soon be sending you a
In the November issue ot SPORT AVIATION fication would be largely out of sight. revised copy. Hopefully, this will provide the
you said that because postage, paper and ink Yours very truly. guidance necessary to permit an active season
costs were going up, and you didn't want to C. P. Goodwin. EAA 73050 with a minimum of procedural problems.
compromise the quality of the magazine, Rt 2. Box 86A Paul, thanks again for recognizing the need
that membership dues in the EAA were going Frederick, MD21701 for such a meeting and then carrying through
up. This month. I received my copy of the Jan- in such an outstanding manner. If I can be of
uary issue and found that you have not only assistance to you at any time, feel free to call
accomplished the goal of maintaining the upon me.
quality of the magazine, you improved it. In Dear Paul: Sincerely.
the past the postman was always stepping on Thanks for once again calling together the James F. Rudolph
the cover and the address label was usually industry and FAA to solve problems which Associate Administrator for
covering the best part of the pictures. I like faced both of us. Aviation Safety
those pictures. This month a white cover pro- This seminar with airshow, aerobatic. racing Federal Aviation Administration
tected the photos from stamps and footprints. and parachuting people from both the U.S. Washington, D.C. 20591
This is the first "dust jacket" I've ever seen and Canada and the FAA proved again to be
on a magazine. Keep up the good work. the way to open the communication channels
Thank you, and to bring about a higher degree of standar-
Charles R. Jensen. EAA 66899 dization. On behalf of all FAA. and especially
1162 Briar Ave. on behalf of those who had the good fortune
Prove. Utah 84601 of participating in the session. I extend my
deepest appreciation. The hospitality, warmth
and aviation tradition which prevails at Hales
Fuel Flowmeter
Corners permeated the meeting and provided
an atmosphere conducive to an open exchange
and Totalizer
Earl Sharitt used a FloScan-*
Dear Sir: GPH Meter and Totalizer
I question the statement in your "Hot Line in his Mooney Mark 20
From Headquarters" (January 1975) to the when setting a new FAI
effect that certainly no one in aviation would
HOMEBUILT HANDBOOKS Class C1B non stop flight
support a requirement for 18-inch registra- HOMEBUILT DESIGNER HANDBOOK f L i g u r record of 1218 miles from
Victoria, B.C. to Tiajuana.
tion lettering under the wing of aircraft. Motenoli. Eng, n^s $1 50 ' HQMEBUIL"
Mexico. He used 46 gal. -
How about the aircraft spotter and/or air- ie otrof * Bipianei Ultralight* Rarer % the Totalizer read 47!
craft photographer? That breed may be a poor BOOK Exp'Qiotiom Cof^oonenli Roto'^ Write or call for more
relation compared to those more completely Order A,r(0,li Devgn $1 SO HOMEBUILT HELt information to:
"in aviation", but they are an enthusiastic yours f'cotioi Helicopters. Aufogirov Rotor-
element to whom the EAA should be sympathet- today! LET Moteriol* Hand Loyup. Vacuum Mold-
ic. ing, R*DOiring Jl SO. ACROBATIC HAND-
BOOK Fow'ecr moneuve's ii uitrated d- FloScan Instrument Co., Inc.
icnbed itep by itep $1 5C 3016 N.E. Blakely SI.. Seattle, Wa. 98105
Telephone (206) 524-6625
SAM URSHAN Son 250. Sintee. California 92071


A S S E M B L Y KITS plans and kits
pack... . $2.00


130 Crest wood Dr.
Michigan City,
Indiana 46360

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Components Components
Pre-formed metal & Complete covering &
Aluminum parts finishing materials
Welded Tanks All Basic Accessories
All kits conveniently packaged for individual assembly
purchase. Send for FREE illustrated kit brochure. Plans
and information packet available from EAA Headquarters.
NOW: Prewelded gears, fuselages, tails, rib kits.
Write for details.
WAG-AERO, INC, SPECIFICATIONS 8, 3-VIEW . .$3.00 PLANS... .$180.00

Box 181 - Lyons. Wisconsin 53148 THORP ENGINEERING CO.

P. O. Box 516 Sun Valley, Calif. 91352
Phone 414/763-9588
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
Round tubing - square tubing - stream- * Surfaced either two or four sides.
line tubing - bushing stocks - steel sheets * Plywood and spruce in stock for
aluminum sheets, immediate delivery.
.25c FOR PRICE SHEET * Dynel Fabric
Polyurethane Foam and
CLASSIC Al R Epoxy Resins for KR-1 Aircraft.
(813) 686-1285 WICKS ORGAN COMPANY
723-S Saratoga Ave. - Lakeland, Fla. 33801 Madison County Highland, III. 62249
BUILD THE LITTLE D-8 SAILPLANE: 618/654-2191 No Collect Calls. Please
* All Metal
* Easy to build for beginner and BUILD 18 IN. BAND SAW FROM KIT
veterans alike Precision crowned aluminum wheels,
* Plans only $39.00 SPORT AVIATION M ball bearing drive and blade guides.
* Brochure $1.00 *>".
C ALSO KITS for 12 in. Band Saw. 10

PACIFIC AIRCRAFT ANNUAL FILE... in. Tilt Arbor Saw, 6x48 Belt Sander,
Wood Shaper. Comb. Drill Press Lathe
P. O. Box 2191 Kits from $23.99 to $69.99.
La Jolla, California 92037 Set of 5 Holds 5 Yrs.
es Send $2.00 each for Plans or 25c for
$4.95 Post Paid GILLIOM MFG. CO. Dept. SA 1,
EAA CH. 202. Box 202 Panama City, Fla. St. Charles, MO 63301

Sport Aviation Supply Ltd.

1104 Cambie Rd. Richmond Vancouver,
Spottaite B. C., Canada V6X 1L2 604/273-8501

1st Finished. ART CHARD, Bronson, Mich.

VAN'S RV-3 In stock in thicknesses from .6mm 3-ply
thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner NOW IN STOCK
The total perfomance homebuilt, Tops AIRCRAFT SITKA SPRUCE (MIL 6070S)
195 mph on 125 hp. Lands 48 mph. STOL.
Aerobatic. Aluminum structure. Easy to %", 1", 2" x 6'", dressed to 20' long.
build and fly. 85 - 150 hp. Parts Avail- BUILD THIS 3 - P L A C E 5 P O R T P L A N E HOMEBUILDERS SUPPLIES,
Brochure $2.00 Plans $75.00 I N F O $4.0U P L A N S $75.00 Write For Free Quarterly catalog
Construction Manual $5.00.
22730 S. W. Francis, Beaverton, OR 97005 RIVERSIDE. C A L I F . 93507 I7UI 662-6766
Aqua Glider Kingfisher
Baby Ace Mustang
Baby Great Lakes Pazmany PL 1 & 2
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Dyke Delta T-18
Fly Baby Turner T-40
Heath Bantam
Others in Process
Second to none in building supplies of all kinds including spruce kits, steel tubing EVERYTHING IN HARDWARE
kits, covering materials, instruments, accessories and hardware. SEND YOUR REQUIREMENTS
Finished spars, stringers, capstrip All sizes available SPENCER AIRCRAFT
2/4" x 6" lengths 10-14' ______$1.65 lin. ft.____________ INDUSTRIES
Wood Glue Epoxy Wood Glue
1 Ib. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00
5 Ib. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90
8 Ib. Kit 15.05
* Trademark of Ciba Co. Ltd. F. 0. B. Fullerton, Calif.
Spruce Kit $145.00 $175.00 Spar Kit $137.50
Styrofoam 76.12 114.18 Tubing Kit $350.00
Epoxy Kit $24.00/gal $108.00/5 gal. SKYBOLT
Dynel. Fabric
. _ _ . . _ 48"
._ .
$1.80 .
yd. Spar Kit $209.00
Polyurethane foam available " Tubing Kit $380.00
Write for detailed listings approved by the designer of this award-winning aircraft.
4 ' x 8 ' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90 80
1/32" 3 ply 1.31 (poplar)
1/16" 3 ply 1.01 1.70 1.08 1.76
3/32" 3 ply 1.07 1.85 1.12 1.81
1/8" 3 ply 1.16 1.91 1.18 1.8G
3/16" 3 ply 1.23 1.93 1.28 2.18 V J - 2 4 SUNFUN

3/16" 5 ply 1.37 2.63 1.39 2.38 Fully Controllable

Metal Except Fabri
1/4" 5 ply 1.47 2.67 1.49 2.59 Easy To Build
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00 ochu ! $2.00
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available.
(Applicable to $25.00 Purchase) *its & Materials:
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 1457 Arminta St . Unit E

76 APRIL 1975
Taylor Mono. The popular single-place
low wing, all wood, aerooatic model. JO
to 60 H.P. 100 mpn. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
>ju.0u. Tayior inch. super b.ngie place
low wing acrobatic tourer/racer. Simple
to build wood construction tor 40 to 95
H.P. engines. Superb plans for this su-
perb airplane include full size rib sheets,
material list, and numerous advisory
notes. $40.00. send $3.00 tor details,
brochures and colored photo of both air-
planes. Construction pictures, per set
$2.50. These plans are obtainable only
from . . .

Mrs. John F. Taylor

25 Chesterfield Crescent
Leigh on-Sea, Essex, England



$139.50 COMPLETE
Pre-production introductory offer rvan
A Picture

Made for us by an FAA Approved
10 Times FAA Requirement
m worth A Thousand Dreams
A unique new concept in sport aircraft construction drawings combining the precision
Flashes 52-62 Times per Minute
Excellent Haze Penetration 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
Hemispherical Coverage
Weighs only 12 ounces the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify
Two year Guarantee construction details of your aircraft project. Available now with highest quality color
Specify output of generator or alterna- reproduction on heavy weight coated matt white stock IB" x 24': c STARDUSTER TOO
DPITTS S IS D STEPHENS AKRO Price including postage and sturdy mailing tube
is $12 for one drawing. $22 for two and S30 for the set of three. (Calif, residents add 6% lax)
Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118

310HP Lye. TIO-540-A2B Complete

all accessories, turbo & wastegate.
134OTT, 340 STOH with new pistons,
rings valves & guides. Excellent..... SPORT AVIATION BACK ISSUE OFFER . . . .
..................First $3595. Crated
12 ISSUES FOR $5.00
200HP Lye 10-360 TT1780 First Runout
Using no oil when removed.. .$2350. Because of the tremendous response to our special "warehouse bargain price"
sale, this offer has been extended indefinitely! Added to this SPECIAL are
160HP Lye. 0-320-A2D, Late Eng. Good
History ....................... 1695. SPORT AVIATION issues for 1972! Go through the following list, pick out any
12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is mak-
150HP Lye. 0-320 TT440 Perfect.... 2695. ing this offer to clear out badly needed storage space. Take advantage of this
Prop for above TT440 Perfect...... 225. offer while the issues last. This offer is for issues up to and including December.
150HP Lye. 0-320-E2A V2" Valves, Wide 1972 only. 1973, 1974 and 1975 issues are not included. Any quantifies of less
Deck - 1770TT on a 2500 hr. eng with than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973,
access Xlnt ................... 1595. 1974 and 1975. Back Issues Available are the following . . .
125HP Lye. 0-290-G w/Late Cyls... 395. 1960 - July, September, October, November
1961 July, August, October
65HP Cont. ZERO SMOH w/Acess.. 1295. 1962 - May, June
Send large self addressed, stamped (20c) 1963 - September. October. November, December
envelope for FREE CATALOG of the follow- 1964 January, February. March, April, May, June, July. Sept., Oct.. Nov., Dec.
ing: Engines. Carburetors, Fuel Pumps, 1965 - January, February. March, April, May. June. July, Sept., Oct., Nov.
Air Boxes, Magnetos, Oil Coolers, Vacu- 1966 - May, June, September. October, November. December
um pumps & Drives, Propeller Gover- 1967 March, May, July. September. October, November. December
nors & Drives, Alternators, Generators, 1968 - January, February. March, April. May, July, August, Sept.. Oct., Nov., Dec.
Starters, Wheels, Brakes, Tailwheels, 1969 - January, February. March. April. May. June. July, August, Sept., Oct..Nov., Dec.
Tires, Seat Belts, Shoulder Harnesses & 1970 - January, February, March, April, May, June, July, Aug.. Sept., Oct., Nov., Dec.
Reels, Parachutes, Helmets, Fuel Valves, 1971 - January. February, March. April. May. June, July. Sept., Oct.. Nov., Dec.
Gascolators, Solenoids, Sparkplugs, Prim- 1972 - January, August, September, October, November, December
ers, Circuit Breakers, Flying Wires, In- 1973 - July, August, September, October, Ncvemter
struments, Engine Gauges, Stick grips, 1974 - January, February, March, May, June, July, Aug., Sept., Oct., Nov. and Dec.
Throttle Quadrants, Strobes, etc., etc. 1975 - January, February, March
Most of the items needed to make your
airframe into an airplane. Make check or money orders payable to
3605 E. Spring St., Long Beach, CA 90806 P. O. BOX 229
213/427-4703 HALES CORNERS, WISCONSIN 53130

WASHINGTON REPORT . . . 1. He should be appointed for a term of at least six
(Continued from Page 91) years. This will insure that he has enough time to learn
the job and deal effectively with his staff. So often one
Haldeman and probably will go down in history as the
hears the comment from FAA personnel, "I have seen
man who disclosed the existence of the Nixon tapes. With Administrators come and go and can wait out this one
the increasing disclosures of the Watergate scandal plus
an adverse report on airline safety by the powerful House
2. He should have complete control over his own staff.
Committee on Interstate and Foreign Commerce, Mr.
Although the Civil Service rules make it virtually im-
Butterfield's tenure as FAA Administrator was doomed.
possible to fire a man, still and all, people can be moved
Editor's Note: around and new men brought in when needed.
3. The FAA Administrator should have the power to
On Tuesday, March 25th, the national news make all aviation policy decisions without being sub-
media carried the announcement that Alexander ject to vetoes or delays from the middle echelon of the
Butterfield had submitted his resignation to the Department of Transportation. The ideal situation would
White House, effective March 31st. be to make the FAA an independent agency once again.
This was an unfortunate turn of events for a very decent Although this may be politically impossible, the lessons
and capable man who tried very hard to learn about all of the past are plain. When Congress wants the govern-
the various problems of sport and general aviation. He ment to perform special functions especially those with
was an admirer of the EAA organization and participated technical aspects, it creates an independent agency to
actively in two visits to Oshkosh and a "Listening Ses- get the job done. That is why Congress set up an inde-
sion" at EAA Headquarters in Hales Corners. On the pendent Atomic Energy Commission, NASA and the re-
problem of airline safety he was held to blame for FAA cent Federal Energy Administration. The main job of
errors that were made long before he joined the Agency. the FAA Administrator is to use effectively the great
His sluggish FAA staff did not give him the support or talent of aviation knowledge that is within the FAA,
action he deserved and the bureaucracy in the Depart- here in Washington, in the field and abroad. To do this
ment of Transportation made his job not only difficult job the Administrator must have a free hand in the choos-
but impossible to achieve the results he strove for. ing and assigning of his staff.
We have had five FAA Administrators in the space Whether any new FAA Administrator will be given
of 16 years an average tenure of 37 months or slightly the mandates to run the top government aviation job is
over 3 years for each. A new man coming into the FAA questionable. But until Congress and the White House
from outside needs at least a year and a half to learn the recognize the conditions under which the FAA Adminis-
problems of the Agency and how to deal with the old time trator must operate, the job will continue to be an impos-
civil servants who really dominate the day to day opera- sible one. And, most important of all, the government will
tions of the FAA. All of these five men had military avia- not be able to attract the top talent in aviation that this
tion backgrounds. Three of them established their repu- .job requires.
tations in the Air Force. Halaby was a Navy trained pilot
and came to the FAA from a legal firm on the West Coast.
Shaffer had been an Air Force pilot but came to the FAA
with a background in private industry. No doubt future
FAA Administrators will also have strong military ties.
Observing the lessons of the past it can be said that
any new FAA Administrator should be given the follow-
ing conditions under which to operate.


EARL HAYNES (EAA 22111), Jackson, Michigan.
October 1974. Charter member of EAA Chapter

ADA WELLMAN (EAA 759-A), Rockford, Illinois.

January 14, 1975. Wife of Chester (Chet) Well-
man, EAA attorney.

WAYNE THOMAS, JR. (EAA 78389), Plant City,

Florida. February 8, 1975. Warbird of America
A blue and yellow Pietenpol Air Camper, built by G. E.
member 509.
Dukes (EAA 93510) of Central B.C. Air Services, Ltd.,
2735 Tranquille Hwy., Kamloops, B.C., Canada V2B 7W1.
M. D. (STEVE) SCHULKE (EAA 57041), Orlando,
Powered by a Continental A-65 swinging a Flottorp
Florida. February 16, 1975. Warbird of America
72-48 wood prop. Cruises at 75 mph and stalls at 30
member 248.
mph. Empty weight is 600 Ibs.

78 APRIL 1975
An EAA Biplane by Burton Cooper
(EAA 46707), 5226 Honeysuckle,


Corpus Christi, Texas 78415.
Keep your flight proficiency for less than S2.00/hour 3-view & photo
Introductory Package $3.00 - Drawings S8O.OO
Plans $75.00
Construction Manual $10.00-Exploded Views $12.00
Drawings+Construct.Manual+Exploded Views $95.0O DUDLEY KELLY
Materials, Hardware, Pre-fab. Parts Kits Available Rt. 4,
Versailles, Ky.
PAZMANY AIRCRAFT CORP. Box 80051-S,San Diego,Calif.92138
INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50

Includes *Oil changeover valve

*Sump fittings
*Oil Separator tank

Folding Wings *Fuel Tanks - Smoke Tanks * Dyna Focal Rjng Kits
Towable *Floc Tubes Wing Fittings *Dyna Focal Rings
Easy Construction "COOT-A with fiberglass hull. Complete with Bearings Completely welded
* Stainless Steel Exhaust
We have hard to build parts and hull shells SEND *"l" Struts Slave Struts 150-180 and 10-360 200 HP
available. $3.00 * Engine Mounts >Pilct Tubes
Construction Photos 525.00 For Specifications For Complete Listings and Prices
Photo, 3-Views, Write Tc:
Prices and A C R A - L I N E PRODUCTS
MOLT TAYLOR Information Packet
P 0. Box 1274 Kokomo, Indiana 46901 (317) 453-5795
Box 1171 Longview, Wash. (986:2) Phone (206) 423.8260


In answer to your many requests, the single-seat PITTS SPECIAL is
now available in kit form. Most of the fabrication work has been com-
pleted at our plant leaving only assembly, covering, and painting. If you
have ever wanted to own a WORLD CHAMPION PITTS SPECIAL, but
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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.


($6.00 outside continental limits of U.S.A.)
PITTS AVIATION ENTERPRISES Box 548E, Homestead, Florida 33030





Simplified step-by-step assembly drawings SEND $1.00

for literature,
and detailed printed instructions. specifications,
material costs,
PETER M. BOWERS tooling re-
13826 DES MOINES WAY SO. large flight
SEATTLE, WASH. 98168 photo.

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 New (Bede 4 Cowl)
who also did the widely acclaimed EAA Aero Sport plans. Tailwind, Cougar, Bushby I
& II, VJ-22, Loving's Love,
The Pixie is a very docile little- sportsplane designed Smith Miniplane, T-18, PL-1,
for the pilot who wants an honest, inexpensive fun air- PL-2, Pitts, Stardustei, Sky-
plane for weekend and sparetime flying. bolt and others.
Marcel Jurca MJ-77
Plans are only $40.00. Mail your check to: (P-51 1/4 scale)
Information Package $5.00
Full cowls, tip tanks, wing tips, spinners, prop extensions,
wheel pants, engine nucelles, air scoops, Pazmany nose
EAA AIR MUSEUM cowls, wheel pants for tri-gear, and bucket seats, prop flange
reinforcement. Fiber-glass kits and aircraft spruce.
HALES CORNERS, WISCONSIN 53130 2357 Afton Road Beloit, Wis. 53511
(60S) 362-4611

AL BUTLER will do your

49% with PRECISION!


Certified aircraft Quality material LISTING
cut to blueprint sizes full
Sitka Spruce. Pine. Douglas Fir, All Plywoods - Nails HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wing ribs fabricated J AN hardware packages are complete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to conform to plan
trt ^/ir-if*-irm t/-\ nlan II . i . i -.
down to cotter pins and all details. INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
Drag and Anti-drag wires with
V.W. Prop Flanges - Built by Butler SERVICE PROVEN, NON-BURNING
Modern facilities used for welded NEW MODERN MATERIALS
^components, fuselages, gears, etc.
Complete follow through
a shop, not /ust a store/ DISTRIBUTOR LIST
FAA Facility #103-13
Quality materials and Craftsman-
Patmniied by faniciiii BoUen ship are buy-words at BUTLER'S.
A.M. BUTLER, EAA 57353
R D 2, Box 174 BLAIRSTOWN, N.J. 07825 PHONE 714-684-4280

80 APRIL 1975
N-5DD is a four aileron Pitts built by Dick McCormick
(EAA 36783), 14110 Flint Rock Terrace, Rockville, Md.
20853. Powered by a Lycoming 0-320 of 160 hp.


Flight Proven
AIRCRAFT FINISHES Fuselage Material Kit
Hardware Kits complete,
for wings, fuselage/
Cockpit Accessories
Landing gear/prefabri-
cated shock struts
landing gear, tail Tail assembly kit
More than 90 standard colors Pre-formed metal & Wing, turtledeck and
available for fabric or metal aircraft, plus custom Aluminum parts stringer
colors matched to your choice. Formed Fiberglass All Basic Accessories for
components completion of aircraft
Contact Randolph Products Company, All kits are packaged individually for assembly purchase.
Send for FREE illustrated brochure showing kits available.
tor name of nearest distributor. Plans and information packet available from EAA Head-


Specialist in Aircrall Finishes Box 181, North Road.Lyons, Wise. 53148

TERRA beats all radio manufacturers

three ways and one of them is why Art
Scholl choses to fly TERRA radios.
Art is the 1974 National Acrobatics
Champion, and the most important thine to
him is Reliability that is why he nas
chosen to fly TERRA in all his aircraft
because TERRA is the most reliable radio
What other two ways are important to
you? Price and Extended Warranty. TERRA
sells direct passing the middleman's profit
back to you and is so sure or the
workmanship and quality that we offer a
two year extended warranty the first in
the industry check TERRA PRICES,
you want to fly the best, fly TERRA.

87107 (505)345-5621

AIRCRAFT To MIL-P6070 Wood kits for most homebuilts with parts INVENTORY SALE
cut, sanded, ready to assemble. Spar kits
MARINE To MIL P 18066 with spars beveled and tapered. Aero 4130 Tubing, Hardware many
HARBOR SALES CO., INC. Sport milled wing kit $398.39.
1401 RUSSELL ST., BALTIMORE, MD. 21230 TRIMCRAFT AERO parts and accessories at 1973
4839 Janet Rd. Sylvania, OH 43560
Phone 301-727-0106
419-882-6943 Catalog 25c prices. Write or call for free
illustrated inventory listing.
P. O. Box 3084
Riverside, California 92509
AIR SKIMMER (714) 684-4280
Performance so intriguing the U. S. Navy SAL 2/3 Mustang Miniature Fighter
purchased these plans and the proto- Plans - $150.00 Brochure - $4.00
type! Folding wings-Cont. or VW, 60-90HP S-14 High Wing All wood STOL
The orginal plans by the design engineer. Plans - $50.00 Brochure - $3.00
Info. $3, Plans $65. Special to EAA Mem- Also available F-9, F-10, F-ll & F-12 bro-
bers $55 including plans for landing gear. chures $3.00. Add $1.00 extra for Airmail, MACDONALD S-21
CT ui AkJC 1"00 Carmelo Drive (E) Kits for above will be available. Let us
Jfcl ri_ArO CARMICHAEL CA 95608 know your needs.
36 Airport Road
Solve Your Metal Cutting Edmonton, Alberta, Canada
Problems 403/453-1441
Homebuilt 80-Inch Bandsaw
Build it in a few evenings
for about $100 using mater- Real Performance In A Proven Design
ials you can buy at the
lumberyard and hardware AIRCRAFT Engineered For Safety And
store. It also has a high INTERCOM Simplicity VW Powered
speed that zips through
wood. Brochure . . . . . . . . . . . . . . . . . . $3.00
Use with standard aircraft mikes and 600
Plans and step-by-step in- ohm headphones. 12 V Four new models Plans (168 sq. ft.) . . . . . . . . . .$75.00
structions $6.00 - check or to choose from: Model 301-use w/o radio
money order. and hand mike, $39.95; Model 302-usew/o
radio & boom mike, $44.95; Model 303-use
Mac Donald Aircraft Co.
HOMEBILT TOOL COMPANY with radio & hand mike, $49.95; Model P. 0. Box 643-S Sonoma, CA 95476
Box 2136, West Lafayette, IN 47906 304-use with radio & boom mike, $54.95.
Post paid. Satisfaction guaranteed. Mass,
res. add 3% tax
VW AIRCRAFT PARTS Box 47, N. Chelmsford, Ma. 01863
& Leaf Type (formerly Max Meredith Assoc.)

Price List SOc
A Challenge to The Home Builder!
5599 University Avenue
San Diego, Calif. 92105
(714) 582-2755
Flying Struts and Strut Tubing
Stabilator Tabs, Control Sticks,
Bushings & Other Goodies "OSPREY 1" FLYING BOAT
Wood Construction Folding Wings
Send Copy of Drawings for Quote 60 to 100 H.P. Stores in Garage Build and fly the boat that does
250 ft. Takeoff not use or need ailerons, eleva-
Easy to Fly Photo Brochure $3 tor or rudder. Information free.
Complete Plans S65
3741 El Ricon, Dept. SA50 BOX 351 MEDIA, PA. 19063
Sacramento, Calif. 95825

Engine Renewal Kit for all 40
WICHAWK-BUILD YOUR OWN. Can be built to 60 H.P. BTL. & SPR. BTL.
2 place side by side. 2 place tandem or 3
place. 3 view drawings with complete specifi- All bolts, studs, nuts, locknuts
cations and performance data, assembly and
weight and balance information with list of & washers. 155 pieces w/inst.
drawings $5.OO. Javelin Aircraft Co. Inc.,
175 Ent Douglas, Wlchlta, Kama* 672O7 High performance, all metal, two-place $15.95 and $1.00 handling.
sportplane. Designed with the amateur
builder in mind. Three-view, specs, sam-
ple drawing, 15 page illustrated brochure
NA<AD $2.00. Good quality, easy to follow, step-
by-step construction drawings. $125.00.
Plans may be purchased in five - $25.00 METRIC SCREW & TOOL CO.
packages if desired.
Wichawk has now been granted Claw 211 Albion Street
AA approval by the National Association JERRY SMYTH
of Sport Aircraft Designers. Box 308, Huntington, Indiana 46750 Wakefield, Mass. 01880
82 APRIL 1975
EAA Aeronautical Engineering
Scholarships Use like wood, approximately 50% stron-
Write EAA: ger than aircraft plywood. Send $1.00 for
specs and sample.
P. O. Box 229
1521 Breezeland
Hales Corners, Wisconsin 53130 Oconomowoc, Wl 53066


June 23 August 15, 1975
15 quarter hours college credit.
Must have completed junior year
$8.40 3/32"
9.20 1/8"
$1360 3/16" $19.80
15.00 1/4" 25.20
FOB per 4x4' sheet. 20 or more 10%.
Fuel Control
in high school. Cut in half, or smaller for prepaid parcel The Christen 844 Manual Fuel
Classroom Building Project post and faster service.
Pump System introduces a new
Flight Training concept in fuel systems for light
Write: Director, Summer School aircraft. It is a self-contained single
WILMINGTON, OHIO 45177 fuel control unit which provides all
SOUTH FLORIDA fuel management functions for
Homebuilders Supplies, 4130 Sheet and light aircraft without the need
Tubing. All sizes, any length.
No minimum charge
for connection to electrical power.
Distributor for all STITS Products. The pump section of
AN Hardware, Etc. the Christen 844
KNAPP AVIATION System consists
P. 0. Box 764, Miami, Fla. 33148
305/888-6322___________305/887-9186 of a self-priming,
SE 5A N1917S
Completed Nov. 1974. Ready to fly. 0 WHEELS AND BRAKES
Time Franklin Sport 4. All aircraft grade New. monufoclured to F.A.A.
spruce, plywood and metal. Excellent Stondords. Will fit sld. uln
construction. Illness forces sale. Partial I include! seoled beoring.
aircraft trade acceptable. $6,000.00. 2.80/2.50x4 . 69.50
Star Route Road 12 NW 6.00x6
Quincy, Wash. 98848 ..179.50
Reservoir style with pork
ing broke ond seoled ocrobotic type.
New. Mfg. for Cessno, leech, Piper
A A C . ! ECT. .

Push-pull controls, ignition switches, yokes,
primers, rudder pedols, control wheels, etc.

see YOU* oisTiuro FO*

., INC.
P.O. BOX 175
dual stroke pump.
In addition,
ALCLAD 2024 the Christen 844
T3 .016 by 36" wide $1.60 per running foot
System includes
T3 .016 by 48" wide $2.15 per running foot a three-way ball-
T3 .020 by 48" wide $2.55 per running foot type fuel selector and shut-off
T3 .025 by 48" wide $2.75 per running foot
T3 .032 by 48" wide $3.50 per running foot valve, a replaceable filter, and a
0 .040 by 48" wide $2.95 per running foot FORD V-8 moisture sump with a quick-drain
0 .040 - 5052 34y2" wide $1.95 per run-
CONVERSION KITS valve. The Christen 844 System
Add $3 cutting charge for less than 5 ft.
Add $2 cutting charge for less than 10 ft.
COMPLETE READY FOR INSTALLATION functions in all aircraft attitudes and
On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE is particularly suited for installation
B R A N D NEW SHEET FASTENERS ! ! Fighter Replicas. Designed for installa-
3/32" or 1/8" 37c each - 36c each in tion of constant speed propeller. Custom in sport aircraft. Simplicity of
lots of 50 - 35c each in lots of 100. engine building available. For illustrated
brochure, specs, price list, send $5.00.
design assures reliable trouble-
Sheet Holder Pliers used $2.75 pair.
free performance.
Lot HI Mostly 3/32 mixed 95c per pound DEVELOPING TWO NEW ENGINES Send two dollars first-class
Lot #2 Mostly 1/8 mixed 75c per pound
Lot #3 Mostly 5/32 mixed 50c per pound
2-1 Reduction postage and handling (refundable
Pinto and Capri 4 cyl. (2000 cc and with order) to receive new color
Be sure to include ample postage, ex- 2300 cc)
cess will be returned. 100% money back Capri and Mustang II V-6
catalog of sport aviation products.
customer satisfaction guaranteed, if re- (2600 cc and 2800 cc)
turned within 30 days.
These engines could be installed in Christen Industries, Inc.
Send 25c for brochure many popular homebuilts with improve- 1048 Santa Ana Valley Road
AIRPARTS, INC. ment in performance and appearance.
Hollister, California 95023
1430 South 33rd Street For further information contact us.
KANSAS CITY, KANSAS 66106 Telephone: (408) 637-7405
913/831-3903 Box S152 Lincoln, Nebr. 68505
Quality products for sport aviation
HOMEBUILDER'S CORNER . . . be left as it is would have favored 3 inch tail numbers
(Continued from Page 2) if they could have 10 or 12 years or until the next
If the eventual ruling is not in favor of aircraft owners painting/refinishing of their aircraft to make the change-
. . . that is, following EAA's recommendation for 3 inch over to comply with the new proposed regulation.
numbers on the vertical tail, no underwing numbers and It is not going to be an easy task for the comparatively
remarking of the aircraft at the next normal repainting few FAA people to read each of your comments and
or refinishing of the aircraft, then we will start all over attempt to satisfy all of us. They have my admiration
with a new petition. We will adopt a new strategy one and respect.
based on our ten years of effort and expense to make This has been a good day in Washington . . . with
a practical change. This is the great advantage we have in Charlie Schuck and Dave Scott . . . a fast-paced, full
a democratic government though we may be thwarted day of meetings with Dick Scully, Director of Flight
at times, we have no reason to be discouraged. Standards, Jim Purcell, Jim Doherety, Keith Blythe,
Why? The fine group from Seattle, using this same Ray Bauer, Jim Zahringer, Dave Shefted, Jim Rudolph,
system, was heard and though very few in number, Merv Strickler and Ed Morey.
exerted a great deal of influence. Properly channeled, We were privileged to speak to a large group of
the power and influence of the aviation community FAA personnel in their auditorium and show the film
should be able to accomplish much more. "Dream of the Eagle", a 30 minute TV film by Jim
Monday, March 17 While here in Washington, I Jefferies on Oshkosh 1974. It is sponsored by Pennzoil
had the opportunity to visit the document section of and Champion Spark Plug. We thought the enthusiasm
FAA where some 2500 public comments on the small and sincere interest displayed by the some 100 FAA
numbers NPRM are now on file and awaiting final personnel was outstanding. The film is a tribute to all
review. In paging through many of them it was apparent of us who use our aircraft for fun and transportation.
to me that many citizens did not understand the NPRM Special thanks must go to Mr. Scully for the fine
. . . and though most would like smaller aircraft registra- presentation of FAA's beautiful gold Accident Prevention
tion numbers, almost everyone objected to underwing Specialist pin. We will keep trying to make aviation
numbers. The period of time allowed for the changeover safer and more enjoyable . . . and with the team of
to the new marking of aircraft was also opposed. I am wonderful EAA members we have, it will be a massive,
sure many of those who asked that the marking system co-operative effort.

They're building the Pitts everywhere this one in West Germany. Originally a kit
ordered by Dr. Eberhard Ehrle, it was acquired by Manfred Strossenreuther (EAA
92273), P.O. Box 47, 8585 Speichersdorf, West Germany after Dr. Ehrle's untimely
death in an Akrostar. Manfred's reaction after the initial flight of D-EHRL was, "It's
a rocket!" The new West German Chapter is named in honor of Dr. Ehrle.
84 APRIL 1975
Classified Ads
use with incredible Volksplane VP-1 and 2
and other aircraft. Simple, low cost, ex-
CLASSIFIED ADVERTISING RATE: Regular type per word 30c Bold lace type: per wo'd tremely reliable. Flight tested and proven
35c ALL CAPS: per word <0c iMimmum charge SS 00) (Rate covers one insertion one over 300 hours. 28 page brochure $7.00 ppd.
U.S.A. Chas. Ackerman. 1351 Cottontail
issue) CLASSIFIED DISPLAY: S2? 00 per inch |2' width column)
Lane, La Jolla. California 92037.
CORVAIR propeller reduction box plans and
Address advertising correspondence to ADVERTISING MANAGER SPORT AVIATION kits information $1.00 COUGAR tri-gear
Box 229 Hales Corners Wisconsin 531 30 plans $10.00. Bud Rinker, 169 El Sueno
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION 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.

FOR SALE GENEST TRAINER N1911J, 2 place side by

side, C-85-8-8. 25 hr SMOH Flutter-Bug
wings. Hitch towable, signed off to fly,
1325 W Washington Bldg. A-6. Orlando.
Florida 32805
Aircraft never flown, built by retired commercial
builder, $2000 firm. No phone calls. D. R. Easy bolt on! Streamlined prop hub unit,
Miller. 404 Park. Gillespie, IL 62033. rubber anti-vibration mount. Slick magneto
CLIPPED WING CUB Famous Reed con- for aircraft engine look and performance
version. Manuals, drawings, copyright CLIP-WING TAYLORCRAFT KITS FAA S.T.C. Fits type 3 VW blocks. No modification to
authorization. Kit includes spar plates and Approved standard category, inverted existing VW parts necessary! Available
heavy duty strut ends.. $50.0X1. Wag Aero. fuel and oil. 100 hp Continental conver- completely machined or "do it yourself"
Box 18. Lyons, Wisconsin 53148. sion, servo tabs on elevator and aileron, sin- castings. Also new cast manifold system
gle or dual stick control, makes ideal train- for "dua port" heads and Posa Injector
TAYLOR MONOPLANE 65 HP Lycoming, er. Swick Aircraft Corporation. Rt. 3, Box carbs. Flight proven designs on the Son-
custom interior, sliding bubble canopy, fold- 163 B, Lewisville. Texas 75067. 214/248- erai I & II Introducing - ready to run con-
ing wings, hi-way towable, wheel fairings. 6433 verted VW's 10XW new parts, Monnett Con-
VHT-3. skis, extra engine. $2800.00 - or offer version, Posa Carbs. you add exhaust and
TV Reed, 144 W. Klubertanz. Sun Prairie, BUDDY-BUDDY PROJECT Fuselage. 4130. gasoline! 1600cc $1295. F.O.B. 1700cc
Wisconsin 53590. 2-place biplane, same size as Great Lakes, $1395. F.O.B. Send $1.00 for Sonerai infor-
some extras. $1500.00. Rene M. Durenleau. mation. Monnett Experimental Aircraft, Inc.,
EAA BIPLANE 150 TT. 125 hp Lycoming Franklin. Vermont 05457. 410 Adams. Elgin. Illinois 60120.
GPU, PS5C Carb Inverted oil and fuel, full
electric system and starter. $5000. Darrell. STITS PLAYMATE SA-11A PROJECT Lost CARR TWIN Ultra light opposed twin-cyl-
Box 2112. Paso Robles. California 93446 my medical, serial #115. 97% complete, inder four stroke, built mostly from exist-
805/238-3908 or 238-2509 covered and partially painted, FAA pre-cover ing VW engine parts. See S.A. Jan. 1975. Pro-
inspection. All materials on hand to com- fesionally drawn plans, $20.00. Info, $2.00.
THORP T-18 All airframe materials and ma- plete except: spinner, seat belts, and up- Carr Conversions, P. O. Box 671, Beaverton.
chine parts. Ribs, bulkheads, formed. Flaps, holstering materials. Lycoming 0-290G. OR 97005
ailerons and vertical stabilizer finished. 12 125 HP, 185 hours SMOH. New Genave
foot work table and miscellaneous tools. Alpha/2000 radio installed Full panel. VW CONVERSION booklet includes plans,
$1500. Jim Hall. Dalhart. Texas 79022 806/ Strobe, selling price $5900.00, which is my instrument markings, serial numbers VS
249-4938. cost for materials. George Roby. 1149 N. HP, ignition wiring diagram, step by step
Beverley Lane. Arlington Heights, Illinois instructions, $7.00 PP VERTEX MAGNETO
SMITH MINIPLANE Lye 125 TT 202 hrs. 60004. 312/CL3-3986 evenings List $237.50, EAA $199.00 PP inserts into
Best workmanship. Black and white sun- distributor hole. TACHOMETER Electric
burst. $4250. G Roe, 1629 N.E. Taylor, Rose- PIETENPOL modified to resemble SE-5 3" 5000 RPM. magneto actuated. INSTRU-
burg. Oregon 97470. Evenings 503/672-8850 All woodwork done. Some fittings and steel MENTS Engine and fuel. Catalog availa-
plate included. 65 Continental with mount, ble. BAC. 78 E Stewart Avenue. Lansdowne.
Mustang II Wings, fuselage & tail assembly no logs. 600/6's, save yourself two years PA 19050.
95# parts complete all shaped, mostly work. Any reasonable offer, please. Don
formed not bored not assembled not Pietsch, 4019 Sherman Road, Slinger, Wis- RANGER 6-440, zero-time, fresh overhaul.
numbered. 75^ of skin material, all rivets, consin 53086. 414/644-5627. 6 brand new chrome cylinders, ($360 value).
wing bolts, landing gear bolts. Many parts New pistons (standard) rings, pins, valves,
purchased from Bushby Aircraft formed. STITS PLAYBOY SA3A Beautiful flying, al- mags., ignition harness, etc. Log book
Have invested over $1.600. in parts and ma- ways hangared Inverted fuel and oil. auxili- signed off. $2200 value, sacrificed at $1600
terial plus labor. Must sell. Make Offer. W. ary fuel tank for cross-country Lycoming firm. Write: P. 0. Box 1524. Torrance. Cali-
Peel, Box 133, Bancroft, Ontario. KOL 1CO. 0-290-G 140 MPH cruise. Fully aerobatic. fornia 90505. _____
238 TTAF & E. I love this airplane but I must
'73 PITTS S1C 160 hp Lye., fuel injected, sell. $2850.00 firm! No trades. Serious only VW 1834 CC 10 hr since conversion, built
full electrical system, ceconite Red trim please. Earl Ristau. 815/223-9297. for gyrocopter, useable on aircraft with
on white TTA 59 hrs, TTE 1425 All cylinders small modification, dual port, dual carb,
78/80, $799500 firm. 712/523-2385 or 523- vertex mag, $475.00. With new prop. $550.00.
2772, Jerry Schweitzer, Bedford. Iowa 50833. 1947 AERONCA Chief. 1 1BC, less engine.
Good recover and minor repair project, Call PM. New Jersey 201/664-8619.
PAZMANY PL-1A, N1028V 200 hrs TTAF, $850.00
1946 AERONCA Chief 11 AC. Undamaged fuse- C85-12F complete, has chrome 0-200 cylin-
400 SMOH. engine. See May 1973 issue of ders. 60 amp alternator, 0-200 carb, 0-200
SPORT AVIATION for specifications and lage and miscellaneous parts. $175.00.
Benson, Fair Haven. New York 13064. 315/ exhaust, starter. $1450.00. 4849 James Road.
performance, $14,000. Call 206/693-2505 North Ridgeville. Ohio 44039. 216/327-8401.
days and 206/256-0175 evenings before 10 947-5770 evenings
PM pacific time. Vance Mosher. CONTINENTAL W-670, less starter and carb.
HOWARD DGA 1SP 450 P&W. 900 hrs total
time airframe and engine Recovered in $300.00. Hamilton Standard C.S. prop, pol-
BD-5D CONTRACT $400 deposited. Bal- ished, and overhauled, with tags, gover-
ance $4000 00. Best offer over $800 00 88 1974 with ceconite. Complete new interior
new strobe and rotating beacon, will trade nor and large spinner. $1000.00. D. K.
Laird Drive, Toronto, M4G 3V1, Canada. Owens. 140 Second Street. Deposit. New
for PA20, PA12, or Bellanca needing recover
or what have you. Price is $6.000 firm. Bob York or call 607/467-3945.
O'Nelll JAKE radial engined, clipped wing
Aristocraft II, conventional gear, roomy, fast. Spamer. 1400 Baldmill Road, Jarrettsville.
Maryland 21084. 301/557-9136 LYCOMING 0-290-D2B in-a-basket. in-
Brochure. $3.00. O'Neill. 791 Livingston, spected, zygloed and magnifluxed. Write
Carlyle, IL 62231. SASE: Palmer. Box 5667, Little Rock, Arkan-
SPORTSMAN amph-C-90. 300 hr TT. 250 sas 72205 ____
FRAME and landing gear tubing. $300 built 1970 original owner. Seen at Oshkosh VOLKSWAGEN New Tillotson carburetors
firm. Ferris, 297 Turnpike, Apt. 415W. West- every year, $4800.00 or trade Tri-Pacer. or? for VW conversions Updraft with mixture
boro. Mass. 01581. Dick Brown. 2957 Cambridge Lane. Mount. control. For 1300 - 1800 cc engines. $38.00
Minnesota 55364. 612/636-3950. pp. Jay Shaffer, RD 3 Box 128, Indiana, PA
TAYLOR MONOPLANE 65 Lycoming. 130 15701.
TT airframe. open cockpit, sunburst paint BD-4 partially assembled packages. #1.
scheme, beautiful finish, radio. $3000. Be- 4 and 5. Best offer. K. Wensel, 1102 Brook- VW engine. 53 HP needs conversion, $100.00
fore 8 A.M. CST. 309/828-7040 side. Grafton, Wisconsin 53024. 414/377- or best offer, Frank Burkowski, Florence,
8501. New Jersey, 609/499-3084.
GN-1 Aircamper, project, wings, center sec-
tion, tail feathers. Complete ailerons 9QW, 1950 BELLANCA 14-19. Lye 190, SMOH 181. VWs, 2 hard to find 85 HP 412 s. several 1600's
miscellaneous fittings, and hardware, sell TT 2064 Mark III disk brakes, developed gear plus many parts Jim McCabe. Markle. Indi-
for cost of material, $390.00. Call after 6 P.M. doors, being restored presently, $5000.00, ana 46770. 219/758-2242.
201/647-3035. Arizona 602/964-5777.
Lycomlng engine and Marvel carbs. New 0235- AIRCRAFT DESIGN, THIRD EDITION (1968) SPORT AVIATION BINDER Now holds 12
C1B in factory carton was $3,516.00. Your by K. D. Wood. Now available. Revised ma- plus. U. S. $4.25, Canada $4.50, postpaid.
cost $2,812.00. This engine is 115 HP com- terial includes new tables, graphs and EAA No. 79, Box 917, Spokane, Wash. 99210.
plete with all accessories. One MA4SPA photographs. Previous editions used in 30
(A10-3678-32) rebuilt like new for 150 HP colleges. $13.95. M.O. with order. Johnson DRAG WIRES, FLYING WIRES, BEARINGS,
Lycoming list price $542.03. Your cost Publishing Co., Dept. S.A., Box 990, Bould- ETC. Per AN standards for homebuilts.
$175.00. One MA4-5 (10-3878) new for 180 er, Colo. 80302. Send stamped addressed envelope for il-
HP Lycoming list $747.90, your cost $350.00. lustrated list. A. Wheels, P. 0. Box 174,
Tom Rhodes, Box 3331, Tampa, Florida LIGHT AIRPLANE DESIGN 80 pages, 61 Ambler, Pa. 19002.
33601. 813/251-1859. figures, 16 photos, 18 tables. Step-by-step
guide for amateur designers. No difficult GEE BEE CANOPIES T-18 Canopies and
math. $8.00. LIGHT AIRPLANE CONSTRUC- windshields fit T-18, Mustang II, Sidewind-
Propellers TION for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools,
er, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, % and 7/10 scale P-51's.
PROPELLERS, Custom wood, epoxy dynel, jigs. 311 illustrations, 92 pages. $9.00. PL-4 $170.00 each. Large single place bubble -
finish. R. Mende, Rt. 2, Quitman, Ark. 72131. CONSTRUCTION MANUAL 104 pages, 60"x24"x16" high; small single place bub-
501/589-2672. 394 figures, Team-mate of CONSTRUCTION ble - 50"x24'x14" high - $100.00 each. New
book. A "must" for amateur builders. Con- Pltts Bubble $95.00. All canopies un-
PROPELLERS Custom manufacture, plas- struction tips, VW engine installation in- trimmed and in green, gray or clear. "Ship-
tic leading edge, 2, 3, or 4 Blade Tractor structions, Pop-Riveting technique $10.00. ping crate - $30.00" FOB Seattle. Gee Bee,
or pusher. Ted's Custom Props., 9917 Air- PAZMANY AIRCRAFT CORP., P. 0 Box 18415-2nd Ave., So. Seattle, Wash. 98148.
port Way, Snohomish, Wash. 98200. 206/ 80051S, San Diego, CA. 92138. Glen Breitsprecher.
DESIGN DATA All aircraft types. NACA Pub- Dynel, fiber-glass, resins, polyurethane foam.
GROUND ADJUSTABLE PROP for VW, Cont., lications 1915-1958. Reports, Technical Complete supplies. Catalog 25c. Kick-Shaw,
Lye., up to 125 HP. All wood, lightweight, Notes and Memorandums. Catalog, $2.50. Inc., 3527 Hixson Pike, Chattanooga, TN
VW prop - 8 IDS., mirror finish, 2, 3 and 4 AER SOC PUBLICATIONS, 1823 N. Sierra 37415.
blades. Bernard Warnke, Box 50762, Tuc- Bonita Avenue, Pasadena, Calif 91104.
LET YOUR PLANE EARN FOR YOU IN AERIAL on uncertified surplus or used wheels and
PROPELLERS 23 diversified custom pre- PHOTOGRAPHY My book gives methods brakes! 500x5 or 600x6 1975 Production
cision machined models. Propeller Engi- for aerial earnings, camera techniques, Cleveland wheels and brakes, brake brack-
neering Duplicating, P. O. Box 63, Man- step-by-step instructions for earning up to ets NOW ONLY $125.00 plus $6.50 postage.
hatten Beach, California 90266. $1,000 a month working weekends. Gives Wheel dust covers $7.50 set. M. B. C. with
inexpensive equipment fists and suppliers, parking brake $35.00 pair. Bonanza type
aerial photos, illustrations and much more. $35 pair. 500x5 or 600x6 Cessna axles
CUSTOM MADE WOODEN PROPELLERS $19.50 each. 1975 600x6/6 tires $17.00.
Proven design, VW, Continental, Lycoming, You don't need to own your own plane or
even do your own selling. For any rated pi- Also conversion kits for Cessna. Beech,
others. Recommended by Ray Hegy. Stinson, Swift, etc. Stamped envelope for
Wayne Ross, Box 7554, Phoenix, Arizona lot. $4.00 to EAA'ers (Ca. res. 24c tax),
CBE, 521 Orange #146, Chula Vista, Calif. free list. Hardwick Aircraft, 1612 Chico,
85011. 602/265-9622. South El Monte, Calif. 91733.
PROPELLERS Custom modified metal for T-18 BUILDERS Save time and material.
experimental and racing aircraft. Rebuild- Part-7, Kane U. S. Patent 1,965,144 Cook
U. S. Patent 2,201,965, Rundell U. S. Pa- Buy material marked per matched hole
ing, repair, service, all types. Prompt atten- tooling. We have 90% of all material, hard-
tion. ANDERSON PROPELLER CO. INC., tent 3,635,200 and 3,855,980 (50c per patent
DUPAGE COUNTY AIRPORT, WEST CHI- number) from Commissioner of Patents, ware, parts and assemblies. Write for cata-
Washington, D.C. 20231. log. Ken Knowles Sport Aircraft, 27902 Al-
CAGO, ILL. 60185. Phone 312-JU-4-8787. varez Drive, Palos Verdes Peninsula, Cali-
PROPELLERS: VW, Con/air, Continental, etc.
Ray Hegy, Marfa, Texas 79843. GINE TECHNICAL MANUAL $3.00, AIR-
HANDBOOK, how to design your own, in- per Thorp's drawings including canopy
PROPELLERS V. W., Corvair, Continental, latch. Send for list. Dewberry Industries,
etc. H. A. Rehm, Dousman, Wisconsin 53118. cluding two full size drawings $4.00. R. G.
Huggins, 4915 S. Detroit, Tulsa, Okla. 74105. 4751 Hwy. 280 So., Birmingham, Ala. 35243.
PROPELLER One McCauley constant speed NEW WOBBLE PUMPS united aircraft pro-
in good condition. Model D2A34C67B, re- duct, AN4009 type D-2 with handle, $48
moved from Continental IO-360, call 616/
Balloons each while they last. Javelin Aircraft Com-
pany, Inc., 4175 East Douglas, Wichita,
HOT AIR BALLOON Semco factory has a Kansas 67207.
PROPELLERS maple, oak, walnut, one kind used, 3 place wicker basket Challenger for
or combination, VW, Cont., etc. Nelson Keith, sale. Envelope is red, white, black and blue COMPLETE LINE OF CLEVELAND WHEEL
P. O. Box 118, Uniontown, Kansas 66779. with stars. $4,100.00. Semco Balloon, Rt. 3, CONVERSIONS for Cessna, Beech. Na-
316/756-4747. ______________ Box 514, Griffin, GA 30223. 404-228-4005. vion, Swift and Stinson. Write for quote.
Homebuilders 5.00 and 6.00 new magnesium
ADJUSTABLE PROPELLERS for ultralights, wheels, brakes, covers and bearings
airboats, experimental work: converted tail $132.50 and $6.50 freight (USA) Amphibious
rotors, 70", $125.00. Thompson Aircraft, 6.00 x 6 wheels and brakes $223.50 and $6.50
P. O. Box 154, West Chester, PA 19380. Miscellaneous freight. Technical information available.
Barney Oldfield Aircraft, Box 5974, Cleveland,
WHEELS Custom made aircraft wheels, Ohio 44101.
Hang Gliding complete with brakes and bearings.
500xb . . . . . . . . . . . . . . . . . . . . . $110. per pr. VP-1 MOLDED FIBER-GLASS ENGINE COWL-
PLANS AND INSTRUCTIONS Plans for 500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr. ING Upper and lower shell, excellent
the original Quicksilver (monoplane) and 700x4 (will take 800x4 tire) .. .$110. per pr. cooling. $50.00 postpaid. Dick Ertel, RR
Flexi-Flier (rogallo), Guide to Rogallo Master cylinders, $20. per pair with wheel #7, Quincy, Illinois 62301.
Flight, and catalog, $10.00. Information order. $23. per pair without. Alfred H. Rosen-
kit, $1.00. Eipper-Formance, Inc., P. O. han, 810 E. 6400 South, Salt Lake City, ALUMINUM kits; Mustang I, Mustang II, T-
Box 246-E, Lomita, California 90717. Utah 84107. 18, Davis DA-2A, Sonerai, drills, reamers.
Gerdes wheels and brakes. Send large self-
HANG GLIDING Designing/Building/Flying FIRESTONE & SHINN wheels & brake parts. addressed envelope stamped to; SMITH
handbook. 200 pages. New edition. $5.95 1" brake lining kit, $6.60, 1" brake shoes SUPPLY COMPANY, Route 4, Brown Deer
postpaid. Dan Poynter, 2431-304 Calle Al- $8.25 each, brake dust covers $3.85 each, Lane, Janesville, Wisconsin 53545.
monte, Santa Barbara, Calif. 93109. all for model 6C assy's. Mfg. Firestone &
Shinn wheel & brake parts. WHEELER- COOT BUILDERS! The finest in machined
SUPERFLOATER foot-launched sailplane, DEALER, P. O. Box 421, Harbor City, Calif. parts, fittings. All parts now available
32 ft. span, weight 90 IDS., it flies! Intro pack 90710. _____________ many in stock. Also custom work. Forney
$3.00, Superfloater, P. 0. Box 953, Tempe, Precision, Inc., Box 75, Cambra, Pennsyl-
AZ 85281. T-18 BUILDERS Extrusions; sheet metal vania 18611.
and hardware; instrument panel; gas tank;
gas cap; landing gear; engine mount and
ring; aluminum windshield frame; hori- WITTMAN TYPE GEAR LEGS for Tailwind,
Books zontal spar tube assembly; Cleveland 500x5
wheels and brakes; axle stub; Pitot-static
Sidewinder, Davis, Daphne, RV-3, and oth-
ers. Expertly machined and polished from
MODERN AIRCRAFT RE-COVERING Com- tube; wing ribs; Maule tailwheel. Write for 6150 steel. Write H. C. Lange, R. #1, Merrill,
plete manual with 50 illustrations on re- catalog. MERRILL W. JENKINS CO., 2413 Wis. 54452.
covering with Grade "A" cotton or Cecon- Moreton St., Torrance, Calif. 90505.
ite. $2.00 postpaid. Airtex Products, Box ATTENTION CFI's Biennial flight review.
177, Morrisville, Pa. 19067. LARGE STOCK of new and used light aircraft Ground and In-flight check lists. Provides
and engine parts. Lots of parts for home- permanent record. Pad of 40: $3.95. Sample,
Books for Aircraft Designers, Builders. Out- builders. The home of flight tested aircraft .50c. Kick-Shaw, Inc., 3527 Hixson Pike,
of-print and current. List 25c. John Roby, parts. Nagel Aircraft Sales, Torrance Air- Chattanooga, TN 37415.
3703T Nassau, San Diego, California 92115. port, Torrance. Calif. 90505.
86 APRIL 1975
CANADIANS Hardware, instruments, steel BUBBLE CANOPIES 15x44x11. 20x33x13 - ACRO SPORT WINGS ready to finish, cen-
sheet tubing; Birch plywood; props, en- $50 18x46x 12 - $60. 20x46x14 - $70. 23x46x15 ter section finished, includes plans, all
gines; Aerolite glue. Lincoln cloth fabric - $80. 20x60x14 - $90. 23x60x16 - $100. 2/3 fittings, used Wag-Aero kit. professional
Price list available. Leavens Bros.. P.O. P-51. tandem 23x70x16 - $150. 34x70x21 - woodwork, $1100.00. Invested, will take
Box 1000. Malton. Ontario. Canada. $200. Tandem drape 23x55x17. open both $500.00 or trade William H. Doane, High-
ends. $100. Emeraude windshield and side lands Muffler Center, 1097 W Main St..
CANADIAN KR ENTHUSIASTS Why pay panels - $120. Others not listed. Prices in- Avon Park. Florida 33825
more. Eliminate importation problems. clude crating. Excellent optics. Custom
Write, phone or visit your ONE STOP KR work, partial canopies, windshields. Send AN HARDWARE & FITTINGS Send SOc for
CENTER, for all your KR-1 and KR-2 building stamped self-addressed envelope for com- catalog, refundable first purchase. HB AIR-
needs. Wood, foam, epoxy. dynel, engines, plete info. BOUWENS AEROSPACE. Twing CRAFT STANDARD PARTS. BOX 4358.
props, professional partswe have them all. Road, LeRoy, NY 14482. 716/967-8215. FLINT, MICHIGAN 48504. 313/239-2992
Hangar #2. Toronto Island Airport. Toronto FUEL GAUGES P-S1, FOKKER replicas, Plywood, 8 sheets, 4 x 8 x 1/16 mahogany,
M5V 1A1. Ontario. Canada. antiques, homebuilts. Send SOc piece for $200.00, Rattray, Midget Mustang cowl.
information. Ron Sands. RD1-341. Mertz- $125.00. 65 Continental, apart and complete,
FLYTE BOND EPOXY A new. low viscosity, town. PA 19539 no logs, $400.00. Terry Railing 414/648-2273.
high strength, epoxy. Specially formulated
for use in wood/foam/dynel aircraft struc- PERSONALIZED AIRCRAFT PAINTINGS PANEL-N-NUMBERS white on black $2.00
tures. Does not soften polystyrene foam, or From your photo or slides. William M. each. Seville Engineering, 1448 Sylvan Glen,
become brittle on polyurethane foam. Low Hasse, 1755 East 236 Street, Euclid. Ohio Okemos, Michigan 48864.
toxicity. Use this one material as glue, filler, 44117
coating, laminating resin and strengthening FREE for the taking, Teenie II project, partly
filler material. Does not shrink, craze, de- Aircraft woodworking guaranteed. Wings, written off. Will negotiate unused material.
laminate or crack. Water, gasoline and chem- stabilizers and control surfaces. Send for Also good Cont. A-40 engine for sale, even-
ical proof, it is also impermeable to water va- free quote. All drawings promptly returned. ings. Leonard 915/581-1700.
por and so prevents dimensional changes in Eric Jahnke. 509 54 St.. West Palm Beach,
wood with changing humidity. Prevents Florida 33407. ALUMINUM TUBING two 12 lengths. 6061-
wood rot. $32.00 Gal. Send for booklet. T6. 4" O.D. .065 wall. $30.00 each. Nichols,
"WOOD/FOAM AIRCRAFT CONSTRUCTION % SCALE P-51 aluminum cowlings, belly 1114 Emory. Indianapolis. Indiana 46241.
WITH FLYTE BOND EPOXY". CANADIAN scoops, spinners, wing tips. Specialists 317/247-5363.
RAND AVIATION, Hangar #2, Toronto Is- on compound curves in 2024 T3 aluminum.
land Airport, Toronto M5V 1A1, Ontario, Let us know your needs. Unlimited Simu- PITTS WINGS Sparcraft symmetrical wing
Canada. lations. 33805 Viceroy. Sterling Heights. kit for S1C still in factory crate unopened.
Michigan 48077. 313/268-4627. Other homebuilt parts. Also two parachutes.
AN HARDWARE & FITTINGS Send SOc Phone evenings 601/875-3166.
for catalog - refundable first purchase. HB INERTIAL LEAD VERTICAL SPEED INDICA-
AIRCRAFT STANDARD PARTS. BOX 4358, TOR Teledyne Avionics Type D 3 W E 2024-T3 Alclad aluminum sheets: .020 - $20..
FLINT. MICHIGAN 48504. 313/239-2992. $445 or best offer. A. J. Espinosa, Flem- .025 - $25., .032 - $32.. .040 not mailable.
ington. NJ 08822 Basic set 6 certified instruments. $150.00.
SPORT AVIATION ANNUAL FILESI Each con- Prop carving book. Cont. 75-85-90 service
tainer holds 12 copies 5 year supply, includ- Precision metal and wood components made manual, FAA Airframe and Powerplant hand-
ing date labels, $4.95. EAA Chapter 202, Box to order for your homebuilt. Please enclose book, 500 pages, VW service and conver-
202, Panama City. Florida 32401. legible blueprints or drawings. Kipp Aero sion manual, $6.00 each postpaid - insured.
Workshop. Route 1 Box 64. Swannanoa, VP-1 plans. $35.00. KR-1 plans $15.00. C. B.
FLUSH GAS CAP with mounting ring. May be N. C. 28778. Loftsgard. Postville. IA 52162.
riveted, welded or molded to your tank. A
quality product machined from solid alumi- #2 URETHANE FOAM KR-1 kits available BENDING BRAKE drawing (4-7 ft.; steel) free
num. $17.95 postage paid. Free brochure Lowest prices. Send stamped, addressed with orders of quality "One-Sided/Hand"
AVIATION PRODUCTS, INC., 114 Bryant, envelope. Free sample, price list. Jim Sny- rivet dimple dies, hole flanging dies, cut-
Ojai. California 93023. der, Hesston, KS 67062. ters (1" - 3%" dia.); monel "Pop" rivets.
guns. U.S.A. shipments daily. Free bro-
CONTROL CABLES fabricated with AN ter- Steel Tube Fabrication wood work, dope chure(s). Dandy Dimple Die, 172 Boniface.
minals. $2.95 per end for swaging and hy- and fabric, engine mounts, fuselages, land- Kitchener, Ontario. Canada.
draulic proof testing. Components at com- ing gears, etc Specializing in custom built
petitive prices. Free brochure. AVIATION aircraft. All work guaranteed. 30 years ex- SPORT AVIATION ANNUAL FILESI Each con-
PRODUCTS. INC., 114 Bryant. Ojai. Cali- perience. 10% discount to EAA member. tainer holds 12 copies, 5 year supply, in-
fornia 93023. Eugene Livingston, 4928 Eleanor Drive, cluding date labels. $4.95. EAA Chapter 202,
Charlotte, N. C. 28208. 704/392-5981. Box 202, Panama City, Florida 32401.
homebuilts. 4" or 6" diameter wheels. W Cessna 150-172 brake master cylinders, re- POP RIVETS threaded Monel alumi-
or T/z" flat, or %" round spring mounting. conditioned new seal $17.95 each. Nagel num closed end stainless steel. SPE-
$27.95 postage paid. Free brochure. AVIA- Aircraft Sales, Torrance Airport, Torrance, CIAL aluminum and monel kits. Contains
TION PRODUCTS INC., 114 Bryant. Ojai. California 90505. 213/326-9303. 200 rivets, domed and countersunk. 1-KIII
California 93023. ____ Pop Rivet Gun, 2 - #30 drill bits. Aluminum
NEW! METRIC AVIATION. Are you ready? kits, regular $27.87, NOW $23.69. Monel
WHEEL PANTS Lightweight. 500 x 5. as Newsletter keeps you on top! $6/yr. Sam- kits, regular $33.11. NOW $28.14 Add $1
used on Sonerai. $3500 pr. Split racing type ples $1. Box 51A-10. Rt. 1. Fort Jones. Cali- for each kit for shipping. Write for FREE in-
- $45.00 pr. 12" aluminum spinners and fornia 96032. formation. Fastener Products, 615 West Col-
backplates - $25.00 "F I & F V formed alu- fax. Palatine. III. 60067.
minum landing gears. 5" Azusa wheels and KR-1 BUILDERS Packet containing color
brakes, plexiglass canopys. fiber-glass photo, modifications with drawings, en- C.B. Radios by Kris you need communication
nose bowls for VW s, Cassutt canopy caps, gine specifications, plus helpful building in car same as plane. Write, give EAA number
etc. information on Fred Keller's Oshkosh award for price. Aero Components, Box 573,
POSA INJECTOR CARBS The answer for winning KR-1. See January 1974 issue of Newark. Ohio 43055.
carb problems. As used on Sonerai. 29. 32, SPORT AVIATION. $5.00, 1200 W. Dimond
35, 37 mm models available. $50.00. Why #1013, Anchorage. Alaska 99502.
pay more? Include engine type and HP.
RIVETS Cherry commercial "pop type" 7AC fuselage needs welding I don't weld.
rivets. 120 flush or standard protruding
head. V," stainless steel. $23.00/1000; V
Need frame in good shape or will sell dis-
assembled Champ with papers (firewall
aluminum. $10.50/1000. G28 Hand Rivet back) or trade for rebuild or homebuilt pro- SURPLUS Seats Backs for aerobatics
Tool for above plus 120 dimple die $21.00. ject. Jim Rosenow, RR #1, Box 59 B. Ful- Gliders Aircraft Pioneer thin back
Send $1.00 for Sonerai information. Monnett ton. III. 61252. 815/589-2635. $465.00. 313/349-2105 MIDWEST PARA-
Experimental Aircraft, Inc.. 410 Adams, El- CHUTE, NOVI. MICHIGAN 48050.
gin, Illinois 60120. SKIN CLAMPS for half the price of clecos.
Vi dia - kit to make 50 clamps, $11.30, 100/
HOMEBUILDERS are you looking for the $20.64. Postpaid. Data .25c. Swanson Tool.
following - vac pumps, prop governors, 4018 S. 272nd Street. Kent. Wash. 98031.
fuel injected systems, blowers, cranks.
Check with us first. Air Engines. Ltd.. 1325
W. Washington, Bldg. A-6. Orlando, Flori- 1'/2 acres to 5 acres, 2000 ft. sod strip. 15 BILL "AVI" ATOR Aviation Insurance
da 32805 or call 1-305-422-6595. air miles from Hales Corners (Chicago Sec- Specialist. Representing large established
tional) $10.400 up. Call 414/327-3326. companies. Competitive rates. Fast. Claim
WOOD AIRCRAFT BUILDERS We supply Service. Speciality Homebuilts and Antique
kit material to your specification, laminated USM POP RIVET CLOSEOUT SPECIAL V, x '/. Aircraft. 211 South Fayette. Jacksonville.
spars made to your requirements. Epoxy, dome aluminum with steel or aluminum man- Illinois 62650. 217/245-9668.
aerolite glue, balsa, ash. Kits for Pieten- drel $9.5071000. Catalog 25c BJG Aircraft.
pol. Cavalier, Minicab, Taylor Mono, Fly 40 Countryside Drive, St. Peters, Mo. 63376. SAVE MONEY USE QUALITY RUBBER
Baby. etc. Catalogue $1.00. WESTERN AIR- STAMPS 3 line address stamp only $3.00.
CRAFT SUPPLIES. 623 Markerville Rd . Midget Mustang wing fittings, N3N-3 Parts, Satisfaction guaranteed. Order yours now.
N.E., Calgary. Alberta, T2E 5X1, Canada. write, Mrs. K. E. Ryden. 4604 Midmoor Road, Great Circle Manufacturing Company, Box
Bus. Ph 403/261-3046. Monona. Wisconsin 53716. 173, Coloma, Wisconsin 54930.
BUILDING OR DESIGNING your own aircraft SPEZIO "TUHOLER" two place, open JL-4 four passenger, wood and foam con-
and in need of sound advice? For FREE de- cockpit, low folding wing. Full size rib struction, engines to 25 HP, retractable.
tailed information about this engineering drawings, very detailed plans. Info pack STOL. 200 T cruise, information kits $2.00.
mail service send a self addressed stamp- - $3.00. Plans - $75.00. William Edwards, Jim Londo, Rt. 3, Box 83, Arlington, Wash-
ed envelope to: 25 Madison Avenue, Northhampton, Mass. ington 98223.
Wood Testing Device; plans, detailed in- SMITH DSA-1 "Mlnlplane" Plans. 17 ft. Bi- AN Flight proven, simple and economi
structions - $17.38; description June 1970 plane. Excellent drawings, $25.00. Mrs. cal. Wooden construction, Piper Cub wings.
Sport Aviation. Frank Smith, 1938 N. Jacaranda Place, Ful- PLANS $150, information brochure $3.00.
lerton, Calif. resent builders note new address. Earl
LET US HELP BUILD THAT AIRPLANE! We W. Anderson, P. O. Box 422, Raymond, Maine
have facilities for welding 4130, aluminum, AIRCAMPER, GN-1 Complete plans for 65 04071.
and stainless. Sheetmetal working, dope to 85 HP, 2-place Parasol, all wood and fab-
and fabric, painting, engine work, etc. All ric construction. Rib drawing and major SMALL HANGAR PLANS (24' x 24') (for up to
work by A & P Mechanic. We will build any- fittings full size. $25.00 postpaid. Cutaway 21' wing span, 7' height) Engineered semi-
thing from the smallest part to an entire air- and photos, $1.00. John W. Grega, 355 prefab, bolted wood structure. Designed
frame. Write, call or drop by, T. Melsheimer Grand Blvd., Bedford, Ohio 44146. for SOpsf snow, 100 mph wind, seismic
Co., Inc., 2206 Gladwick, Compton, Cali- zone 3. Completely detailed drawings for
fornia 90220. 213/637-6725. SHOESTRING Formula One Racer, sport- the do-it-yourself man. Send $27.50 to: H.
plane plans available. 3-view, photos, W. Kellermann, 8192 Evelyne, Huntington
AIRFOILS Our optics system assists in specs., $3.00. Condor Aero, Inc., P. 0. Box Beach, Calif. 92646.
making wings using airfoils we handle in- 762, Vero Beach, Fla. 32960.
cluding the GAW-1. Your tapered or con- MIDGET MUSTANG - MM I UNUSED plans
stant chord wing will be easier to make, AIR SKIMMER $10.00 buys the hull plans with builders manual, $45.00, W. H. Payne,
we believe, with our system. For further in- for this single place homebuilt Navy Sea- 111 Pratt Street, Madison, North Carolina
formation and price list, refundable with plane. Rest of plans as you build or com- 27025.
first order, send $1 and stamped self ad- plete set of original plans $65.00. JET
dressed envelope to H & K Enterprises, Plans, 1800 Carmelo Dr. E. Carmichael, PL4-A plans unused, with construction
1203 Hale Court, Woodbridge, Virginia CA. 95608. manual, $65.00. Light Airplane Design, $5.00.
22191. Stanley Crist, 3924 Anastasia, San Diego,
FLOAT PLANS Metal. Designed by Stan- Calif. 92111.
BD-5 BUILDERS Structure and control modi- ley Dzik. Information packet, $1.00 U.S.
fications by accredited Engineer/Pilot/ Bill or Money Order. Plans, four sheets, TAKEHOME T-18 WING Airway to Highway
Builders. Instruction and Photo coverage. NOW $25.00. U. S. or Money Order. Post- in just minutes. Information $3.00. Plans
THIRD EDITION paid. L. Landermann, 39 Poplar St., Ste- $35.00. Sunderland Aircraft, 5 Griffin, Apal-
KR-1, KR-2 The missing "HOW TO". Photos Rose, Laval, due., Canada. achin, N. Y. 13732.
or slides plus instructions. Design Reviews
(2). Structural and safety update plus con- .DIAMANT 3-4 sealer, all-wood: $100 PLANS unused, perfect. Baby Lakes, $30.
trols backup (redundancy). Send SSAE for SUPER-DIAMANT - retract, tri-gear: $125. EAA Biplane, $10. Miniplane Springs, $10.
each specified index. Gillespie Aero Serv- SUPER-EMERAUDE - 2 sealer, all-wood: $75. Four 8KW self-exciting 110V AC alternators.
ices, 404 South Reese Place, Burbank, BERYL - fully aerobatic, tandem sealer: $35.00 each. R. D. Osborne, Box 377, Rural
California 91506. $80. COUGAR all wood racer: $75. Retreat, Virginia 24368.
- TOURBILLON - fully aerobatic, all-wood
single seater: $60. - EDELWEISS - all-metal, BABY GREAT LAKES Champagne per-
retrac. tri-gear, 2 seater: $125. - 4 seater: formance on a beer pocketbook! Cutaway
$175.00 - Specs, 3-view, photos, $2 per air- drawing and full reports, $3.00. Complies
PLANS plane to E. Littner, P. 0. Box 272, Saint-
Laurent, H4L 4V6, Quebec, Canada.
with NASAD "AA" quality standards. Dealer
for Great Lakes Sport Trainers and parts.
Send $3.00 for special info packet. Barney
RAND KR-1 PLANS $25.00. The VW pow- Oldfield Aircraft Company, P. 0. Box 5974,
Plans of aircraft advertised In SPORT ered Styrofoam retractable. Ken Rand, 6171 Cleveland, Ohio 44101.
AVIATION must have satisfied the FAA Cornell Drive, Huntington Beach, Calif.
minimum requirements of the Experi- 92647. PRACTICAL LIGHTPLANE DESIGN AND CON-
mental Amateur-built Category and STRUCTION FOR THE AMATEUR has
must have been operated a minimum of SE5A REPLICA 85% scale WW I Biplane plans for the Fike Model "D" and sells for
50 hours when using a FAA certified en- Scout featured December 1970 SPORT just $4.75 plus 35c postage U.S. Fike Model
gine or 75 hours with a non-certified en- AVIATION. Sport plane performance with "E" low aspect ratio STOL airplane plans,
gine and should have satisfactorily dem- antique appearance. Brochure, specs, and $35.00, airmail $2.00 extra in U.S. Brochures
onstrated Its advertised qualities. The photos; $3.00. 30 sheets 22"x34" complete on both $2.00. W. J. Fike, Box 683, Anchor-
FAA Operation Limitation must have construction prints and instruction book- age, Alaska 99510.
been amended to permit flight outside let $60.00. REPLICA PLANS, 953 Kirkmond
the test flight area. Crescent, Richmond, B. C., Canada. Knight Aircraft Drawings for Knight Im-
perial, $95.00, Sunday Knight, $95.00. Info
HEADWIND B The original VW powered package $3.00. Vernon w. Payne, Rt. 4,
airplane with over a decade of success. Ex- Box 319M, Escondido, Calif. 92025.
COUGAR 1 12 sheets, black line, full size cellent plans, $20.00, info, $2.00. Stewart
wing ribs, folding wing modification, $20.00. Aircraft Corporation, 11420 Rt. 165, Salem,
Order from Leonard Eaves, 3818 N.W. 36, Ohio 44460.
Oklahoma City, Okla.
LITTLE TOOT PLANS Reduced to book
FOKKER TRIPLANE DR-1 Full size info form, sixteen sheets 11" x 17", $25.00. Full
kit, $3.00, Plans $50.00. Redfern Replica, size blue prints, $75.00. Illustrated bro-
W. W. Redfern, Rt. #1, Athol, Idaho 83801.
EAA BIPLANE P-2 A fine sport plane for the
chure, $2.00. Meyer Aircraft, 5706 Abby,
Corpus Christi, Texas 78413. WANTED
amateur builder, 85-150 HP, cruise 105-140 R. L. 3 MONSOON, low wing 2 seats all wood
mph. Fully aerobatic. This rugged single- construction. Brochure $3.00, plans $75.00.
place biplane has spruce wings, steel tube Wood kits available. WESTERN AIRCRAFT Will purchase P & W R1340 and R985 engines.
fuselage, very detailed shop drawings, plus SUPPLIES, 623 Markerville Rd., N.E., Cal- Also Ham Std 2D30 and 12D40 propellers.
full size wing rib and jig drawing. $27.00 gary, Alberta, T2E 5X1, Canada. Bus. Ph. Mid-Continent, Drawer L, Hayti, Missouri
to EAA members. $37.50 non-members (in- 403/261-3046. 63851. 314/359-0500.
cludes one year's EAA membership). Ex-
perimental Aircraft Association, P. 0. Box BG-6, BG-7, BG-12D and BG-12/16 plans from WANTED 69 L 42 prop, Marvel MA 2 carb.
229, Hales Corners, Wis. 53130. $35 to $137.50. Information packages: Jim Franklin, Rt. 1, Box 114, Vichy, Missouri
BG-6 and BG-7, $1.00; BG-12D, BG-12/16, 65580. _______
WITTMAN TAILWIND W-8 Two-place, $1.00. Both for $1.75. Sailplane Corporation
side-by-side. 85-135 HP Cruise (with 0- of America, El Mirage, Rt. Box 101, Ade- WANTED R003 Beech Roby propeller or
200 Conn over 150 mph at 5,000 ft. at 7054 lanto, Calif. 92301. parts, especially 232 blades, Jess Beard,
power. Construction plans and photos 219 W. Broadway, Farmington, New Mexico
$125.00. Brochure $1.00. S. J. Wittman, SONERAI I & II PLACE PLANS VW pow- 87401. 505/325-4505.
Box 276, Oshkosh, Wis. 54901. ered, all metal, folding wing, self-trailering.
I - $50.00, II - $75.00. II includes builders WANTED .010 or .020 oversize pistons,
BANTAM plans. Over 200 sq. ft. detailed manual. Components and kits available. looking for RELIABLE SOURCE. Isidore
drawings. All metal construction. Fun to Send $1.00 for information. Monnett Ex- Brule, C.P. 244, Smooth Rock Falls, Ontario,
fly. $55.00 for blueprints or $2.00 for perimental Aircraft, Inc., 410 Adams, Elgin, Canada.
specs, and photos. Bill Warwick, 5726 Illinois 60120.
Clearsite, Torrance, Calif. 90505. WANTED Lycoming 0-145-B2 parts, 4 pis-
TEENIE TWO CANOPY Simple, inexpen- tons, .010 or .020 OS and pins, main and rod
CA-65 Two place sport plane with retracta- sive, built from readily available materials, bearings. O.H. gasket set. Have MA-3 $50.00.
ble landing gear. Plans - $110.00. Brochure $3.50. M. T. Peery, 307 Forrest, Baytown, Jim Franklin, Rt. 1, Box 114, Vichy, Missouri
- $3.00. A. Cvjetkovic, Box 323, Newbury Texas 77520. 65580.
Park, Calif. 91320.
88 APRIL 1975
complete rebuild. Alrframe and engine.
Dual comm, dual nav, dual G.S., 3-light MKB,
ADF, intercom. Custom instrument panel,
strobe lights. IFR certified Alumigrip paint,
many other extras. Absolutely beautiful,
always hangared. Trophy winner. Main-
tained in spotless condition. Asking $29,900
or best offer. Contact, Jim Bohlander, Ma-
rengo, Illinois 815/568-8375.

SOARING magazine comes with SSA Associ-
ate membership. only$12/yr. Or, send $1.50
for sample copy plus literature. Soaring After "eight years of construction pleasure", according to the builder C. H.
Society of America. Box 66071-X. Los An- "Charlie" Shepherd (EAA 30308), 1022 11th St. S., Lethbridge, Alberta,
geles. Calif 90066 Canada, this Stits Playmate finally became airborne and is flying beautifully.
Charlie says he attended Oshkosh in 1971 and wants all the friends he made
there to know his bird is finally completed.
build an outstanding helicopter; HAWK 90
or HAWK 140; choose single or two place marvel at Us POWER. SIMPLICITY.
Information package contains both designs;
specs. 3-view drawings, weight and balance, AIRCRAFT. SINGLE PLATES AND PLATE SETS AVAILABLE
and performance data. Handling charge, 100% Throllleable CONTROL! ^rs-, SEND FOR FREE LITERATURE
Airfoils, dynamics, power requirements. LIGHTWEIGHT. Never wears out! I BOX 142 MAYNARO. MASSACHUSETTS 01754 i
structures, mchanics, test procedures, POWER your Glider Small Pline.
$17.00. Add $2.00 for foreign postage. Webb Ice-Sled. Boil. Go-Kin Test Slind. Etc
Scheutzow, 451 Lynn Drive. Berea, OH USTTOIUILD CONSTRUCTION PLANS
44017. 1i LI THRUST JET WT 5 Ltt PUNS JI2 00
40-11 THRUST S16 M * 10-LI... S19 IS
Build your own Audio Panel,
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Intonnition OraclHltts 4 CalllMt. Plus FMr Bl10 I Pkotol

RST POB23233B San Diego, CA 92123

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(714) 277-1917

Any Shape or Capacity
Cossna 120, 140. 170 pants
Piper J-3. PA-11, 12. 18
Installation kit
$ 59.00
Sport. Stunt, Experimental Installation kit 17.50
Cessna 190, 195 .. 76.50
Aero Tec Libs Inc. Dept 23. Hewson Ave Awonca 11AC. 7AC ... 55.0X1
Waldwio. N J 07463/201-444-6080 Installation kit 13.50
Taylorcraft pants 55.00
Installation kit 13.50
Antique Waco, Stinson, Fairchild 95.00
500x5 whl pants 55.00
Luscombe wheel pants 59.00
T A K I THI 6UI11 W0 OUT Of HQt SlLICTION Installation kit 19.50
Cessna 150, 172, 182 kit Including hardware 169.00
fLANrrAKT ^1A-\?.^.?.: S V-MIT DtlVC
GEAR DIIVI Piper PA-22 and colt kit Including hardware 138.00
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>!* '3^. ^ . ^^ e ^ Stearman Wheel pants . ... . 95.00
Installation kit ' 29.95

Piper J-3 cowling assy. ....................... S94.50

Aeronc* 7AC. 11AC cowl ......................... 65.00
PA-20. PA-22 (with oil cooler cutout) ............ 55.00
PA-12. 14, early PA-18 ............... 55.00
Luscombe 8A thru 8F ........................... 55.00
PA-11. 15, 17 ............................ 49.95
Taylorcraft BC12D ................................. 55.00
Stinson Cowl 69.00
FORO-V8 L.'V.C. I* BUICK-V6- Special
FOR REHICA FIGHTERS CHAIN DRIVE Ercoupe (addition of 1" lip req'd. for certain models) 55.00
Aero Sport Cowl. Pitts ...... 59.00




4r To Imtoll

r o iox is DIPT .191 North Road - Lyons, Wisconsin 53148 Ph. 414, 763-9588

(714) 686-7943
All Metal 85-160 HP $34.95 \ l

RATE OF R O L L 2 4 0 " / S E C . AWARD WINNER 1973
COMPLETE KIT - $4500.00 A safe economical 2 seater. 26 MPG at
130 cruise on 100 HP. Short field per-
former. 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. Mater-
ials, Kits and Parts available. We have purchased a limited quantity of
a single channel pulse proportional super
CHRIS HEINTZ 236 Richmond St.
Richmond Hill Ontario, Canada L4C 3Y8 HET system from a well known manu-
facturer. These were made to sell for
$80.00. This is a fine system for that .020
or .049 powered R/C plane or glider. Comes
STARDUSTER TOO wires up & ready to go. Not recommended
PLANS $60.00
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New manufacture with lightweight
stede lining. Lamhswool ear cush- C H A R G E C A R D S ACCEPTED.
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the finest materials
available . . . . $23.95
Sizes: Sml.-med.-lrg.-exlr|.
Fully Lambswool lined ... $26.95
Suede lined helmet with earphone Hobby Shop Ino.
STARLET inetaiied . . . . . . . $27.95 CHICAGO. ILLINOIS 60630
lamhswool lined helmet with
PLANS $45.00 PHONE 3 1 2 / 2 B 3 - 6 4 4 6
Earphone adaptors
BROCHURE $2.00 i n e t a l l e d . . . . . . . . . $30.95
The new 510. The finest goggle
made. Curved Triplex safety

lass Soft leather lined mask.
'Lightweight headband covered
with nylon . . . . . . . . . . . . $18.95
Extra smoked lent . . . . . . S 7.00
Extra clear leno. . $ 5.00

Wide vision curved laminated NOW FROM EAA

(lass. Can be worn over glasses.
Sturdy lightweight strap. $13.95
VSTAR pr. Extra smoked lenoes $4.00
PLANS $45.00 extra head strap 52.50
BROCHURE $2.00 Limited Supply.

I'm Mk9 MF style jiggles, English

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pr. Extra tinted lenses $4.00,
extra headstrap $1.00.

Please write fer Free Catalogue.

Styled after the Navy and THEORY OF WING SECTIONS

Army A2 flight jacket. Both
ACRODUSTER TOO feature warm quilted lining, By
2-SEATER and knit cuffs and waist Ira H. Abbott
PLANS $60.00 bands. The A2 is made of
BROCHURE $2.00 fine leather with leather and
collar. Navy Style is made Albert E. Von Doenhoff
of fine goatskin with a
The best single volume study available
Bi-swing back and fur like
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collar Satisfaction guaran-
include theory, airfoil ordinates, etc.
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Navy Style ........ $76.95
A2 Style . . . . . . . . . . $69.95 (Includes hook rate postage)
Sizes 48-50, add $8.00
Enclose sufficient amount for postage. Box 229
PLANS $50.00 California Residents add 6% sales tax. HALES CORNERS, WISC. 53130
BROCHURE $5.00 Please write for Free Catalogue
STEEL - 2024-T3 AL.
15320 Willow Drive
I.os Gatos, California 95030
90 APRIL 1975
was needed to get the new agency running and in this
area he was most successful.
N. E. Halaby who succeeded General Quesada was
close to the Kennedy family and was in direct contact
with the President. Perhaps at no time have we had an
FAA Administrator who had such close ties with The
White House. Halaby was fond of greeting his executive
staff on certain mornings by saying that he had just had
By breakfast with the President and they had decided upon
DAVID H. SCOTT, EAA 1004 such and such a policy. Halaby was noted for his Hangar
1346 Connecticut Avc., Suite 915 Sessions that were held when he went out to the field
Washington, D.C. 20036 and talked at first hand with general aviation pilots.
This he did to improve the relationships with grass roots
pilots which he felt had been damaged under the Quesada
THE JOB OF FAA ADMINISTRATOR regime. He listened to their gripes and complaints and
promised to do something about them. Sometimes he was
successful in keeping his promises, sometimes not, due
to the inertia of the bureaucracy which even then was be-
ASHINGTON HAS BEEN full of rumors for the coming evident in the FAA. Under Halaby the Office of
past two months concerning the replacement of Alexan- General Aviation and the Women's Advisory Committee
der Butterfield as FAA Administrator. If this event takes on Aviation were created. Possibly one of the most con-
place in the immediate future it will be unfortunate be- troversial actions of the Halaby years was to de-centralize
cause Mr. Butterfield has had too little time to make his the FAA by giving many decision powers to the FAA re-
potential impression upon the FAA. He has been blamed gions. Some said this created seven FAA's. This policy
for errors and mistakes that took place long before he as- has had some success but it is interesting that now some
sumed office. And he has had to deal with an impossible of the powers formerly delegated to the regions are being
situation in the Department of Transportation by having transferred back to Washington. Halaby's term of office
so many of his programs stalled or tragically modified lasted for 51 month the longest of any Administrator
by middle echelon people in the DOT. to date.
In the event that a new FAA Administrator is chosen President Johnson selected General William McKee
in the near future it would be well to look at the records to be FAA Administrator after "Jeeb" Halaby left the
of previous FAA Administrators and review the plusses government to join Pan American World Airways. Gen-
and minuses of their respective regimes. This will give eral McKee had a fine reputation in the Air Force as an
some hints of the complexities and difficulties of the job excellent administrator and one who could get things
as well as the conditions that should be established so done. On taking over the top job in the FAA his main as-
that the Administrator can be effective. signment was to get the American supersonic transport
Since the FAA was created in 1958 there have been program under way. During the 27 months that he was
five Administrators plus two acting Administrators. The Administrator he ran the SST program that resulted in
dates of their incumbency are as follows: the selection of Boeing for the airframe and General
General Elwood "Pete" Quesada - November 1, 1958 Electric for the engines. The SST program was cancelled
through January 20, 1961. 25 months. by Congress in March of 1971 long after General McKee
James T. Pyle, Acting Administrator - January 21, had left the FAA. General McKee was not a pilot and had
1961 through March 3, 1961. Two and one half months. little interest in general aviation. But he was fair, able
N. E. Halaby - March 4, 1961 through July 1, 1965. and agreeable to deal with on any problem that he felt
51 months. deserved his attention.
General William McKee - July 1,1965 through July 31, Dave Thomas was acting FAA Administrator for 9
1968. 37 months. months and ran rather a holding operation during the
David D. Thomas - Acting Administrator - August 1, presidential campaign of 1968 and the subsequent early
1968 through March 23, 1969. 9 months. months of the Nixon Administration.
John Shaffer - March 24, 1969 through March 14, John Shaffer's term as FAA Administrator lasted for
1973. 48 months. 48 months. This was the second longest in FAA history.
Alexander Butterfield - March 14, 1973 through In addition to the struggle over the SST program he faced
April 1, 1975? 24 months? many difficult problems with possibly the Air Traffic
It has been this writer's privilege to observe the Controllers strike of February and March 1970 and aerial
tenure of office of each of these men from closehand. Like hijacking being the most critical. One of the reasons for
all men in public life they have had their supporters and his selection was that he was given top priority to get the
detractors. But a reasonably fair appraisal of their terms automated air traffic control system operational. In this
would surely include the following highlights. area the FAA made considerable progress during the
As the first FAA Administrator of an independent Shaffer regime. Possibly the greatest cross Mr. Shaffer
agency General Quesada stirred his staff out of the leth- had to bear was the increasing interference in aviation
argy they had fallen into when the Civil Aeronautics matters by the newly organized and expanding bureauc-
Administration was a part of the Department of Com- racy in the Department of Transportation. Mr. Shaffer
merce. The General was a strong and tough adminis- found in the closing months of his tenure that policy
trator and this is probably what the Agency needed dur- decisions were being taken out of his hands and even de-
ing its formative years. Many in general aviation will tailed FAA operational matters had to be approved by
remember General Quesada as cracking down on private medium echelon DOT personnel. Incidentally this re-
pilots with the launching of his "violations campaign". lationship between the DOT and FAA has continued to
He believed that general aviation pilots needed disci- deteriorate and presented an impossible problem to the
pline not only to protect themselves but to make the skies last FAA Administrator, Alexander Butterfield.
safer for air carrier passengers. He took the military Alexander Butterfield came directly to the FAA from
man's approach to accomplish his objectives. Possibly he The White House. He was closelv associated with Bob
was not the most popular Administrator but a strong hand (Continued on Page 78)