THE HOMEBUILDER'S
Corner bgPMLH.POBfPUNY
(Photo by Verne Jobst)
-L HE PROPOSED USERS fees that could have a drastic effect on the future growth of sport/general aviation are a very real and much discussed subject among pilots and aircraft owners. However, a small survey among people whose livelihoods depend on sport/general aviation seems to indicate a near total lack of concern over the proposed fees, and in an alarming number of instances, a lack of knowledge of what the user fee proposals are really all about. These persons seem to be blissfully unconcerned about their own futures and have little idea how important it is for all of sport/general aviation to stand together in this threatening time. It seems that the burden of justifying sport/general aviation through writing to elected officials and those in FAA and DOT, who are charged with the responsibility of finding sources of money from the aviation community, is the task of a comparatively few dedicated aviation enthusiasts and organizations. This past month has offered me the opportunity to again broaden my education by means of a variety of personal observations . . . as well as the chance to express some of what I have learned through travel both here in the United States and in England. For instance, I recently listened to a presentation by a public official who eloquently described all his office was going to do for us — installation of more radio beacons, more VORs, more ILS's, lengthening of runways to 5,000 feet, new control towers, new airports — as if there would be no tomorrow and no bottom to the money barrel. On the several occasions I posed the question, "Where will the funds come from?", I got the same answer: "A small amount from the states and the majority from the Federal government." My next question, of course, was, "And where will the states and the Federal government get the money?" The answers included references to increased hangar rents, local fuel taxes on top of existing state and Federal taxes . . . "After all, the pilots and aircraft owners are the ones to benefit." It is time NOW to put a halt to this so-called aviation "progress" before our whole sport/general aviation community collapses. We have people planning aviation's future who are so far removed from the real-life problems of aircraft ownership that I question their ability to lead or to realistically plan for this afternoon, let alone the future years. We must move away from the idea that because one owns an airplane, he or she has nearly unlimited resources — that these owners can just keep on laying out great sums of money each year for any and all ideas and whims. The time is NOW — not to educate the public, but to educate and unify those directly concerned with aviation and those in government who have decision making power to affect each of us, but who have never really been a part of sport/general aviation. I have been receiving a few phone calls and several letters lately regarding the General Aviation Manufacturers Associations new slide show entitled "The General Aviation Story". Recently, I had a chance to see it along with about 300 other people while in New Orleans for a meeting with EAA Chapters in that area. Everyone present was surprised to see that, according to GAMA, only 5% of the nonairline flying done in the United States is classified under "sport". The remaining 95% was credited to business and transportation. This was quite a contrast to the next film we saw — a wonderful half hour movie sponsored by Champion Spark Plugs and Pennzoil entitled "The Dream of the Eagle". This latter film was made at Oshkosh last year and is already being shown on TV — with a very large number of stations scheduled to air it in coming months. The GAMA slide presentation certainly has its merits if sport/general aviation has to continue to justify its existence to elected officials and governmental employees who are uninformed on matters relating to our area of flying . . . although I can see places in the GAMA presentation that a wise person will see right through. (Continued on Page 68)
SPORT AVIATION Official Publication of the Experimental Aircraft Association International Inc. An International Non-Profit Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION INCORPORATED
VOL. 24 — NO. 3
MARCH 1975
TABLE OF CONTENTS Homebuilder's Corner . . . by Paul Poberezny ........................... 2 Letters To The Editor ................................................. 5 Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 User Charges . . . From The Prime Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Ham Radio Activities At Oshkosh . . . by Elmer C. Erickson . . . . . . . . . . . . . . 11
Page 31
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
The Story of the Scheutzow Bee, Part V . . . by Webb Scheutzow ......... 18 Warnke's Wooden Wonders . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Pusher versus Tractor. . . by George B. Collinge ........................ 23 The Ric Jet ... by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Plastics for Aircraft Homebuilding . . . by Val Wright.................... 34
The KR-2 . . . by Jack Cox ............................................. 39 The Wicks Organ KR-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 1975 EAA International Fly-In Convention Guide . . . . . . . . . . . . . . . . . . . . . . . . 45 The Resurrection of a Spartan . . . by Jack Cox ......................... 50
Page 39
El Gringo . . . by Cletus Brow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Variviggen Vignette . . . by Jack Cox ................................... 58 The Designee Corner . . . by Antoni Bingelis ............................ 59 The Interstate and the Odyssey . . . by Timothy L. Talen ................. 62 The Koch Mark 4 . . . by Bill Blake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Washington Report . . . by David Scott ................................. 91
Paul H. Poberezny
Jack Cox
Editor-in-Chief
Publisher Ray Scholler
kTION EUM
Assistant Editor
Page 54
Bonnie Soucy
Bernice Scholler
Advertising Manager
ON THE COVER ... The Wicks Organ Com-
pany KR-2 piloted by George Gibbons. Photo by Robert Hegge
Publication Layout
EAA AVIATION MUSEUM 11311 W. FOREST HOME AVE. FRANKLIN, WISCONSIN 53132 (A MILWAUKEE SUBURB)
Aviation Museum hours of operation are 8:30 to 5:00 on Monday through Friday — Saturday — 10:00 A.M. to 5:00 — Sundays and Holidays — 1:00 to 5:00. It is closed on New Years, Easter, Thanksgiving and Christmas.
EAA AVIATION MUSEUM FOUNDATION, INC. PAUL H. POBEREZNY, DIRECTOR
GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn., inc and rs published monthly at Hales Corners. Wis Second Class Postage paid at Random Lake. Wis 53075 and at Hales Corners. Wis 53130 Membership rates are $15.00 ($20.00 after February 1. 1975) per 12 month period of which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY — The Experimental Aircraft Association. |nc 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 ol help to the majority ADVERTISING — EAA does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measure can be taken
Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130 SPORT AVIATION 3
ORGANIZATION THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. PRESIDENT PAUL H. POBEREZNY 9711 W. FOREST PARK DRIVE HALES CORNERS. WIS. 53130
VICE-PRESIDENT
SECRETARY S. H. SCHMID 2359 LEFEBER AVE. MILWAUKEE, WIS. 53213
RAY SCHOLLER
453 FIFTH STREET RANDOM LAKE, WIS. 53075
TREASURER
ARTHUR KILPS 10205 KAY PARKWAY HALES CORNERS, WIS. 53130
DIRECTORS HARRY ZEISLOFT 2069 CRESTLINE DRIVE
ROBERT J. GYLLENSWAN GUSTAVE A. LIMBACH S. J. WITTMAN 2 EAST PLEASANT LAKE RD. 1606 RONCEVALLES BOX 2672 BURTON, MICH. 48509 ROCKFORD, ILL. 61107 ST. PAUL, MINN. 55110 OSHKOSH, WIS. 54901 RONALD G SCOTT R. M. PURYEAR VAN WHITE 1005 COPENHILL DR. 291 MARTIN RD. BOX 5255 SANTA CRUZ, CALIF. 95060 WAUKESHA, WIS. 53186 LUBBOCK, TEX. 79417 EAA WASHINGTON REPRESENTATIVE
EAA OF CANADA PRESIDENT HERB CUNNINGHAM 16 ACRE HEIGHTS CRESCENT
DAVID SCOTT 1346 CONNECTICUT AVE., S.W
WASHINGTON. D. C. 20036
EXECUTIVE VICE PRESIDENT
SCARBOROUGH, ONTARIO, CANADA
EAA CHAPTER EXECUTIVE SECRETARY
BUSINESS MANAGER
TOM POBEREZNY
GOLDA COX
JERRY STRIGEL
EAA DIVISIONS EXECUTIVE SECRETARY DOROTHY CHASE
EAA INTERNATIONAL OFFICES ARE LOCATED AT 11311 W. FOREST HOME AVENUE, FRANKLIN, WISCONSIN. A MILWAUKEE SUBURB. THE PHONE NUMBER IS AC 414/425-4860. PLEASE USE EAA'S MAILING ADDRESS FOR ALL MEMBERSHIP, CHAPTER, AND GENERAL CORRESPONDENCE . . . WHICH IS:
EAA, BOX 229, HALES CORNERS, WISCONSIN 53130
EAA AVIATION MUSEUM FOUNDATION, INC. OFFICERS SECRETARY
VICE-PRESIDENT
PRESIDENT
PAUL H POBEREZNY
DAVE JAMESON
9711 W. FOREST PARK DRIVE
4322 BELLHAVEN LANE
HALES CORNERS, WIS. 53130
OSHKOSH, WIS. 54901
TREASURER
DR. LYLE MC CULLOUGH 11222 W. FOREST HOME AVE FRANKLIN. WIS. 53132
TRUSTEES
THOMAS POBEREZNY 4075 S. 84TH ST.
APARTMENT 8 GREENFIELD. WIS. 53228
RAY SCHOLLER, 453 FIFTH STREET, RANDOM LAKE, WIS. 53075 RAY STITS, P. 0. BOX 3084, RIVERSIDE. CALIF. 92509
JAMES BARTON, 262 CAYUGA AVE., ELMHURST, ILL. 60126 EVANDER M. BRITT, BOX 458, LUMBERTON. N. C. 28358 ROBERT H. FERGUS, 3060 OAKRIDGE RD.. COLUMBUS, OHIO 43221 JIM C. GORMAN, P. O. BOX 1217. MANSFIELD. OHIO 44902
DICK STOUFFER, 65 MILLER ROAD. LAKE ZURICH, ILL 60047 BILL TURNER, 4110 MARSTEN. BELMONT. CALIF. 94002 M. C. "KELLY" VIETS, RR 1, BOX 151. STILWELL, KS. 66085
E. E. HILBERT. 8102 LEECH RD., UNION. ILL. 60180
GAR W. WILLIAMS, JR., 9 S 135 AERO DR.. RT. 1, NAPERVILLE. ILL. 60540
MORTON LESTER, P. 0. BOX 3747, MARTINSVILLE, VA. 24112 JOHN PARISH, 209 WEST WARREN. TULLAHOMA. TENN. 37388 ROBERT PURYEAR, 291 MARTIN RD., SANTA CRUZ, CALIF. 95060
HARRY ZEISLOFT. 2069 CRESTLINE DR.. BURTON, MICH. 48509
EAA DIVISIONS ADDRESS ALL DIVISION MAIL TO: (NAME OF DIVISION), BOX 229, HALES CORNERS, WISC. 53130
INTERNATIONAL AEROBATIC CLUB, INC.
ANTIQUE AND CLASSIC DIVISION
WARBIRDS
OF AMERICA, INC.
PRESIDENT DON PLUMB 765 CHAMPLAIN CR. WINDSOR, ONT., CANADA
PRESIDENT
VICE-PRESIDENT MIKE HEUER 10137 FOREST HOME AVE., APT. 105 HALES CORNERS, WIS. 53130
VICE-PRESIDENT RUDY FRASCA 805 SO. ELM CHAMPAIGN. ILL. 61820
VICE-PRESIDENT J. R. NIELANDER. JR. P. O. BOX 2464 FT. LAUDERDALE, FLA. 33303
SECRETARY SHARI JOBST 1910 NORTH ORCHARD BEACH RD.
SECRETARY
SECRETARY
TREASURER BOB DAVIS 910 WOODLAND DR. WOODSTOCK, ILL 60098
TREASURER
PRESIDENT VERNE JOBST 1910 NORTH ORCHARD BEACH RU. MCHENRY. ILL. 60050
MCHENRY, ILL. eooso
4 MARCH 1975
LEN TANNER 55 DONAHUE RD. NO. GRANDY, CONN. 06060
GUNTHER BALZ c/o ROTO FINISH CO. 3900 MILHAM RD. KALAMAZOO, MICH. 49103
E. E. HILBERT 8102 LEECH RD. UNION, ILL. 60180
RICHARD WAGNER BOX 181 LYONS, WISC. 53148
TREASURER GAR W. WILLIAMS. JR. 9 S 135 AERO DR., RT. 1 NAPERVILLE. ILL. 60540
LETTERS TO THE EDITOR Gentlemen:
I am fascinated by the possibilities inherent in ultra-light aviation. On a recent trip to England, I was able to see the Shuttleworth Collection of Historic Aircraft. They have the only
by the EAA. I feel with the vast amount of expertise available within the EAA, this type of aircraft could be developed in a relatively short period of time. Our members need not be reminded of the soaring fuel costs and scarcity of some materials. We were not meant to be "Ground Bound" organization and some of us need this design
Dear Mr Taylor: We urge you to oppose the Ford administration's recommendation of imposing a "de-
parture fee" on general aviation to finance the operation and maintenance costs of the
now. I feel the monies saved with the folding wing feature could mean the difference of flying or not flying for some of our members. The general outline for the design should be ease of building, a power package not to
Federal Aviation Administration, or to "raid" the Airport-Airways Trust Fund as expressly forbidden by the Congress for such expenses. Fifty-nine percent (59%) of the revenue base of the Springfield Municipal Airport is supported by general aviation. The imposition of a $5.00 or a $10.00 federal "departure fee" would, overnight, eliminate this financial
exceed 100 hp. large cockpit to accommodate
support. We feel that general aviation should
the tall pilots, a good useful load and an excellent set of plans which I know our organization can produce.
not be penalized in supporting the questionable expenditures for FAA facilities, which are
Paul, how about a fold like the Nicholas Beazley for the two place Pixie?
not demanded by this segment of aviation. We consider the proposed action of the
existing English Electric Wren, a 2% hp aircraft which flew in 1922 and is still flown today.
Donald R. Paric. EAA 36795
FAA. through the administration, to be discriminatory. Imagine the public outcry if similar federal charges were proposed for the own-
32 West College Ave.
With the coming energy crunch, ultralights
er of each automobile in the United States, in
Yardley, Pa 19067
order to finance the highway system! We are of the opinion that the general public benefits
Yours truly.
and motorgliders have a real purpose.
I am designing a small motorglider and would be interested in communicating with anybody who is concerned with possibilities of aircraft weighing Its* than 200 pounds
and/or flying on less than 20 hp. I foresee a future development of 25-30 hp, 400 pound two-seatersl Motorgliders are
coming close to this with phenomenal glide ratios in the bargain. Yet weights are still too
high and airframes are generally too costly. When the clamps are put on, we might find anything bigger in flying machines to be too costly to be saved. The EAA owes its members a push in low-cost, ultralight flight as an alternative to speed and power.
Respectfully, Dean R. Sigler. EAA 8499 3054 N. E. Davis Portland, Ore. 97232
Gentlemen: As a bit of news (perhaps), this years World Air Show is to be held here in Johannesburg on one of its surrounding airfields called "Lanseria". Should somebody like Jim Bede. Ken Rand or anyone bringing a modern progressive Original design, I would be too pleased to be his host. That is in September. I myself am showing a rotorcraft of my own design. I remain yours sincerely, R. Poppelreuter 20 Pine Ave.. Fordsburg Johannesburg, 2001 Republic of South Africa
Dear Paul: Having just returned from my first visit to the EAA Museum, I would like to express my
appreciation to you and your Staff at the museum for a most gratifying experience. I'm sure many visitors comment to you each
Following is a copy of a letter written by an
day about the fine exhibits and I would heartily
EAAer:
agree, but I would like to make special mention of all the fine people who work there.
Federal Aviation Administration Washington. D. C. 20591 Re: Docket No. 14130, Notice No. 74036
was amazed at the quality and quantity of work performed in addition to all the "little things"
Sirs: The United States of America is not now
involved in maintaining the museum and exhibits. And still each and every one there found
considered to be a "Police State", but is well on its way toward becoming one if the regulations now being proposed are given approval. The whole requirement of large numbers anywhere on an aircraft is needed only for the purpose of governmental SPYING on the citizenry.
Much is heard now about equal rights. How about some for those of us who choose to travel by private airplane instead of by other means? It is said that the large letters and numbers are needed because some individuals MIGHT break the law. If such is true, then why not large identification on every car. motor bike, truck and boat? I say, in the interest of fair play and equal rights, that neither the present nor the proposed system of marking are fairl I suggest that we do away with all large identifying marks and require only four inch numbering on the vertical tail surfaces.
Why should beautifully painted aircraft have to be made to look like an unsightly billboard? We are taking the billboards off of the highways. It is high time that we take them out of the sky too.
would be fortunate to have a few such people. Only EAA could have so many. That's quite a crew! Sincerely, Gary L. Richmond, EAA 85156 2023 Park La. Holt. Mich. 48842
Dear Sirs: I am trying to locate a source for lift struts for a Luscombe 8A. It has been grounded in Nairobi with a bad case of corrosion of the lift struts. This aircraft has had quite a his-
tory out here and at one time was flown, with help from thermals, over Mount Kenya, 17,000 ft. msl. The particulars are: Model 8A. Serial Number 946 Fabric covered wings with metal spars One left and one right needed, struts are 104'/4 in. long and the part number is 58290 Any help that you can give us would be greatly appreciated. Sincerely yours. Paul R. Keller. EAA 60789 Box 314
sue of SPORT AVIATION — I must concur with
Mr. Lawrence Kolze completely. What IS needed is a docile two place, economical TRUE
folding wing aircraft developed and sanctioned
Director of Aviation and Airport Manager Rt. 6, Box 384
Springfield, Missouri 65803 Dear Jack: Just a quick line to tell you that I like and appreciate receiving S/A with the new outer jacket. It assures a much cleaner arrival and also eliminates my pet peeve — an address sticker right smack in the middle of a beauti-
ful airplane on the back cover. I hope it is here to stay. Sincerely. Lloyd S. Gates. EAA 34430 Box 96. Greenwood Rd. Norway, Maine 04268
time to answer questions. Any organization
Yours truly,
Dear Paul: In "Letters to the Editor", January, 1975 is-
transportation, and should have to assume part of the bill for it. Thank you. Springfield Municipal Airport Robert D. Hancik
In the few hours I was able to be with you I
Wesley M. Bell. EAA 40982 P. O. Box 118 Lewistown, Mt. 59457
from aviation, just as it does from all means of
Mangu High School
THORP CHEETAH
Dick Cavin (EAA 2904) of Dallas, Texas is
having John Thorp design him a 2-place. VW powered, twin engine homebuilt which will be called the Cheetah. To be powered initially by two Limbach engines, the Cheetah will be all metal and will have a manually retractable tricycle gear. Span will be 25 feet (4 feet more than the T-18) and the empty weight will be slightly less than most T-18's.
The cockpit area follows the latest European 2-place sailplane configuration by being very wide (4 inches wider than the T-18) but very shallow with the pilot and passenger seated in a semi-reclining position. The cabin area is only 39" x 42". According to
Dick, the aircraft will look much like a % scale version of the "Derringer", an earlier John Thorp design. Dick will be building his
own Cheetah, of course, and possibly 4 others will be built in the Dallas/Ft. Worth area and thoroughly tested before any drawings are offered for sale.
Thika, Kenya (E.A.) Karamaini 248 Editor's Not*: The following letter was passed on to EAA. Honorable Gene Taylor House of Representatives Washington, D. C. 20510 SPORT AVIATION 5
ON THE ROAD WITH PRESIDENT PAUL
As always, EAA President Paul Poberezny has spent a considerable amount of time in the past month appearing as guest speaker or as a participant in some meeting around the world representing EAA and the interests of sport aviation in general. During the Sun 'N Fun Fly-In in Lakeland, Florida (January 24-26) Paul met with Chapter officers of SESAC to brief them on the latest legislative and regulatory problems being experienced by civil aviation. He also met with the Fly-In sponsors to critique the
first annual Sun 'N Fun effort and offer suggestions for next year. ' After returning to Headquarters and participating in the Air Show meeting (see report elsewhere), Paul jetted to London on January 29 to participate in an FAI meeting concerned with the international problems of homebuilding. Accompanied by Harold Best-Devereux, Paul also toured the new RAF museum and visited the British equivalent of FAA. Everywhere, his message was the same: individual citizens, given constructive leadership and sufficient information, can produce their own safe and reliable aircraft and can be trusted to operate them in a safe and sane manner. On February 10 Paul was in Oklahoma City as a participant in an Aviation Safety Review Conference that included FAA Administrator Alexander Butterfield and representatives of industry and many other aviation organizations. Here Paul had an opportunity to impress upon all present the many shortcomings of the FAA's efforts in the area of accjdents and flight safety. He pointed to the fact that the .accuracy of the government's collection of information on accidents leaves much to be desired — as witnessed by the fact the FAA was compelled late in 1974 to revise its accident figures for the year downward, including the number of fatalities. He stated that the frequency of making accident statistics
EAA MUSEUM ADDITIONS
Two new aircraft have recently been added to the EAA Air Museum's collection, a Stinson SR-7B and the North American XP-51. The Stinson, N-16130, is a 1936 model and is a beautiful representative of the first of the "gullwings" in the famous SR series. N-16130 was donated by Rudy Frasca of Champaign, Illinois who previously donated a Ranger powered Great Lakes. The big Stinson will be maintained in flying condition at EAA's Burlington, Wisconsin hangar. The XP-51 was the first Mustang delivered to the U.S. Army Air Corps. The famous line of fighters was originally designed and produced for the British and following a standard practice of the day, the fourth and tenth production ships were delivered to Wright Field for U.S. evaluation. Pilots were so enthusiastic with the performance of the new plane that American orders were soon forthcoming and the P-51 was on its way to aviation immortality. The fourth production model, Serial Number 41-038, was eventually turned over to the Smithsonian and has been in storage ever since. Recently a trade was made with the Smithsonian in
available to the public was too great, causing EAA, for
instance, to have to subscribe to a weekly private accident reporting service in order to keep on top of things. Paul did not miss the opportunity to again hammer home one of his favorite themes — that government regulation runs up the costs of flying to the extent that a great many pilots are unable to fly enough to maintain a high level of competency, a situation that tends to cancel out the possible positive effects of such government programs as the Biennial Flight Review, etc.
On February 14-15 Paul was in New Orleans to consult with and address representatives of Chapters in the Gulf Coast area who are in the planning stages of forming a South Central Council. He and Audrey were most graciously received and enjoyed their visit to the Deep South. 6 MARCH 1971
(Photo by Gene Chase)
The EAA Air Museum's Stinson SR-7B.
(Photo by Lee Fray)
EAA President Paul Poberezny and the fuselage of the XP-51, the very first Mustang delivered to the then U.S. Army Air Corps.
which a Northrop Alpha owned by the EAA Air Museum was exchanged for the XP-51. The Alpha will be restored by TWA for the Smithsonian's projected air transport section of their new Air and Space building. The XP-51 is already under restoration in the EAA Air Museum shop. The Allison V-1710-39(F3R) engine will be overhauled and the aircraft will be rebuilt to flying condition. The Pfalz D.XII long under restoration by the EAA Air Museum has been completed and is now on display. The a u t h e n t i c purple/gray/green/black and white camouflage paint job on this World War I German fighter is certain to make it one of the most admired — and most photographed — aircraft in the museum. The Pfalz is on long term loan to the EAA by the National Air and Space Museum in Washington. PIXIE II UNDER DEVELOPMENT
A two place development of the Pober Pixie is under way in the EAA Air Museum shop. For many years EAAers have been urging designer Paul Poberezny to come up with a two place aircraft and he is finally doing just that. The Pixie II will seat two large men in tandem and will be powered by one of the larger Limbach engines. It will owe much in appearance to the single place Pixie, differing mainly in the dual seating and in having a center section. The single place Pixie is now flying with a fully cowled Limbach engine. Watch for a full flight test report in
SPORT AVIATION by Mike Heuer.
AEROBATIC/AIR RACE CONFERENCE HELD AT EAA HEADQUARTERS EAA hosted a most successful Aerobatic/Air Race Conference at Headquarters on January 28-29, 1975. In attendance were some 64 people, including representatives from FAA in Washington, FAA Regions, various aviation organizations, air show/air race sponsors, air show performers and the military. The meeting was called at the request of EAA President Paul H. Poberezny with the cooperation of James F. Rudolph, FAA Associate Administrator for Aviation Safety. The conference dealt with problems in various phases of air shows, aerobatic competitions, and air races, including issuance of waivers, letters of competency, air show monitors, airport markings and others. In addition, FAA's draft of a new section for the GADO inspector's handbook was reviewed by all of the attendees and suggestions added. All of the persons present agreed that the meeting had been most worthwhile and the single most important thing accomplished was the establishment of lines of communication that were lacking before. Problems were aired and thoroughly discussed, solutions found, and mutual understanding established. It was the consensus of those attending that this type of conference should continue in the future. 1975 CHAPTER DIRECTORY AVAILABLE
The 1975 EAA Chapter Directory has now been published and is available to any EAA member upon request. The Directory has already been mailed to the Presidents and Secretaries of each EAA Chapter and it is included as a part of each new EAA member's New Member Information Packet. The Directory lists the location of each Chapter, the name and address of its President and the time, date (if regularly scheduled) and location of Chapter meetings. The Directory also contains a similar listing of the 27 EAA International Aerobatic Club Chapters and the 3 EAA Antique-Classic Division Chapters. As of the closing date for publication of the 1975 Directory a total of 409 Chapters had sent their completed annual status report to EAA Headquarters, thus making themselves eligible to appear in the Directory. A number of other Chapters did not get their status reports in before the printing deadline, however, they will be included in a supplemental sheet that will be included with Directories mailed during the remainder of the year. Of the 409 reporting Chapters, 366 are located in the United States, 33 are Canadian and the remaining ten are located in Australia (1), Belgium (1), England (1),
Italy (1), Japan (2), Marshall Islands (1), Republic of South Africa (2) and Sweden (1). California leads the
states with a total of 30 reporting Chapters, followed by
(Photo by Lee Fray)
Progress to date on the Pixie II a new two place, tandem design by Paul Poberezny.
Ohio with 25, Illinois with 24 and Michigan and Texas with 21 each. A grand total of 526 Chapters have been formed since EAA's inception in 1953. A few have disbanded over the years but most of those missing from the 1975 Directory are not there because of a failure to submit their annual status reports on time. SPORT AVIATION 7
EAA HAM OPERATORS UPDATE
Elmer Erickson, 455 Birch Street, Omro, Wisconsin 54963, who heads the very successful Ham radio activities at Oshkosh each year has advised Headquarters that the EAA Net is expanding. Anyone wishing to join should get on 3985 at 9:00 p.m. CDT on Wednesday nights and on 7285 at 10:00 a.m. CDT on Saturday mornings. Elmer's call sign is W9KKK. NEW EAA BUSINESS MANAGER
On February 11, 1975 Mr. Jerry Strigel joined the EAA staff in the position of Business Manager. Mr. Strigel comes to EAA with a wealth of experience in the accounting and management field. Gene Chase, who previously held this position, will be working with President Paul Poberezny on the EAA Annual Convention and EAA Air Museum Foundation activities.
COLLEGE CREDIT AVIATION COURSES
Again this year a number of college credit courses are available for teachers. Some are scheduled before Oshkosh and some are during the Convention itself. Items: Pre-Oshkosh At the University of Wisconsin-Stout at Menomonie, Wisconsin: 1. "Aircraft Design Fundamentals" — 1 week (Basic light aircraft design) 2. "Aircraft Materials and Components" — 1 week (A review of types of materials and sources of supply for light aircraft parts)
3. "Building an Esperanza 4" — 3 weeks (Building the full size airplane with actual "hands-on" experience in all phases of construction) At Wayne State College, Wayne, Nebraska: 4. "Building a Light Airplane" — 2'/2 weeks (Building a full size airplane with actual "hand-on"
experience in all phases of construction) MUSEUM NEEDS
The EAA Air Museum's Curtiss JN-4D "Jenny" restoration project is progressing nicely and as airframe components are completed, they are placed on public display in the museum so that World War I era construction can be studied. Several items are needed to complete this project: wing struts, wing fittings and flying and landing wires. Contact Bill Chomo at EAA Headquarters if you know where any of these items
are available. The Museum is still looking for a Curtiss D-12 for installation in Steve Wittman's famous racer, Bonzo. The D-12 is a V-12 aluminum engine with 4 valves per cylinder. In stock form the engine developed 325 hp at 1800 rpms and weighed 704 pounds dry. In a Curtiss Racer, the D-12 was the first engine to propel an airplane past 200 mph — in 1922. Over a decade later Steve Wittman souped up a D-12 to around 475 hp, installed it in his tiny Bonzo and hit 325 mph in straight and level flight. Bonzo led the Thompson on several occasions and finished second in 1938 at a speed of 259.20 mph. It would be a tremendous addition to the museum's presentation of this historic racer to have a D-12 installed in it again. Can anyone help? REDFERN FOKKER DR. 1 PLANS ADDITION
Walt Redfern, designer of a popular homebuilder's version of the World War I Fokker Triplane, has a drawing of a newly developed elevator trim system available to all those who have purchased his plans. Send a self addressed, stamped evelope to: Walt W. Redfern, Rt. 1, Athol, Idaho 83801. DIAMANT PLANS CHANGE
E. Littner, who sells Claude Piel's popular aircraft plans in Canada and the U.S., advises Diamant builders
that Mr. Piel has redesigned the aircraft's vertical tail to improve stability. For a copy of the change Diamant builders should send $1.00 to: E. Littner, P.O. Box 272, Saint-Laurent, Quebec, Canada. SPORT AVIATION COVERAGE
Recent issues of several newsstand aviation magazines have featured EAA activities. Sport Flying's February 1975 issue has a ten page spread on Oshkosh and a number of other articles of interest to both homebuilders and antique airplane enthusiasts. Plane and Pilot's latest specialty publication on homebuilts has an article by Don Dwiggens on the Pober Pixie — plus stories on many other interesting designs. 6 MARCH 1975
At Oshkosh
5. "Experimental Aircraft Construction Workshop for High School Teachers" — 1 week. Dr. Schmidt 6. "School Aircraft Construction Program Seminar" — 1 week. Dr. Thomas (Classes 5 and 6 are very similar. There are two classes due to the great demand. Both explain EAA's Project Schoolflight, how to set up an actual aircraft building class in the schools, etc.) For classes 1, 2, 3 and 6 contact: Dr. Charles L. Thomas, Coordinator School Aircraft Construction Series University of Wisconsin-Stout Menomonie, Wisconsin 54751 For classes 4 and 5 contact: Dr. Howard Schmidt, Associate Professor Applied Sciences Division Wayne State College Wayne, Nebraska 68787 Note: Classes for teachers only; credits vary with each course. Please check with the instructor for further information. WILMINGTON COLLEGE AVIATION INSTITUTE
Wilmington College of Wilmington, Ohio is offering a college credit aviation summer institute available to anyone who has completed their junior year in high school. Involving classroom work, a building project and flight training, the 8 week institute begins June 23 and ends August 15, 1975. 15 quarter hours of college credit are offered. For further information write: Director, Summer School, Wilmington College, Wilmington, Ohio 45177. FCC FEES
The Federal Communications Commission has adopted
new fees for all its services that reflect the ruling handed down by the Supreme Court to the effect that the FCC
fees must include only actual costs of each service and no general overhead costs. The most important fees as far as general aviation is concerned are the $4 fee for radio transmitting stations and the $4 fee for restricted radio
telephone operators permits. These new fees go into effect on March 1, 1975. TRANSMISSION LINES ON SECTIONAL AND TERMINAL CHARTS
Starting promptly the government will show power transmission lines on all sectional and terminal area charts. The National Ocean Survey which now is responsible for the production of aeronautical charts says this addition will be helpful to VFR pilots in identifying
their position since all major power transmission lines have easily discernible rights of way, particularly visible when they pass through wooded areas. Also the depiction of power lines helps to identify them as a hazard to low level flying. MEDICAL HANDBOOK FOR PILOTS
FAA's Office of Aviation Medicine has just issued
a new publication, "Medical Handbook For Pilots". Subjects covered include the FAA Physical Exam, Hypoxia, Hyperventilation, Ears, Alcohol and Drugs, Carbon Monoxide, Vision, Night Flying, Cockpit Lighting, Vertigo, Motion Sickness, Fatigue, Noise, Effect of Age, and Psychological Aspects of Flying. This is recommended reading for all pilots.
- The engine suddenly lost power, whereupon he immediately switched tanks but the engine would not restart. The engine's starter functioned only a matter of seconds before running down the battery. - The pilot picked out a farm field and flew his approach, lowering the gear and flaps when the field appeared to be made. Before touchdown, the pilot saw he would overshoot, so retracted the gear and flaps and glided over obstructions to a new field — unfortunately, a plowed one. At touchdown a wingtip
dug in and cartwheeled the BD-5, damaging it substantially. The pilot suffered a severe cut on his head and was hospitalized. - Post crash investigation revealed that: - The engine stopped in flight because one wing tank had been run dry.
NEW CONTROL TOWER
The FAA will take over the operation of the present tower at Carbondale, Illinois, which has been operated by the University of Southern Illinois. The FAA takes over on March 11, 1975 and will operate the tower seven days a week from 7:00 a.m. to 7:00 p.m. There is no airline service at this airport. IF PROPOSED NEW USER CHARGES ARE ENACTED, PILOTS WILL HAVE TO PAY $5.00 PER LANDING AT CARBONDALE. SIZE OF REGISTRATION MARKS
The FAA has extended the deadline for comments on NPRM 74-36, Docket 14130, Size of Registration Marks, until March 19, 1975, in accordance with EAA's petition. An examination of the docket so far discloses thousands of replies already filling three file binders.
The comments are overwhelmingly against wing markings and most of them indicate a preference for 3" marks on the tail only. There are a scattering of comments in favor of the proposal. Volume three of the comments contained a favorable comment from a town in Connecticut, a town on Long Island, the Aeronautics Commission of California, and two from individuals — a man from Detroit and a woman from Seattle. All of these favorable comments reflected the view that wing markings were necessary to identify low flying aircraft from the ground. BD-5 ACCIDENT REPORT
The first BD-5 to be completed and flown by anyone other than Bede Aircraft has, unfortunately, also been involved in an accident. Builders Daniel Hanatio and Walter Liebfried (EAA 67045) of Acton, Massachusetts (Boston area) completed their BD-5 in late January after receiving a 650cc Hirth engine (55 hp, derated to 46 hp), which had been run in on a test stand by Bede Aircraft. The aircraft, N-746BD, was flown for the first time on Wednesday, January 29 by Dale Findlay, a Bede dealer, from Hanscom Field in Bedford, Massachusetts. The flight was successful. The first flight had been made with the BD-5 in prime coat only, so it was taken back to the shop for painting. On Friday, it was returned to the field, the wings were re-installed, and two more successful flights were made. On Saturday, February 1, N-746BD was to be flown again and aerial photographs were to be taken. Phone conversations with the FAA, the builders and
Jim Bede have revealed the following: • On the day of the accident, Saturday, February 1, the BD-5 was flown for approximately half an hour
and . . .
- The fuel pump was unable to pump fuel from the other wing tank to the engine during the short period the starter was usable. - The engine's alternator had not been functioning properly and was not recharging the battery in previous flights. - A number of starts had been made on the battery prior to the final flight and the radio had been drawing directly from the battery.
- The pilot was not wearing a crash helmet during the final flight.
- Examination of the 650 Hirth immediately after the accident revealed it was free and it has been subsequently run on a test stand. No malfunction of the engine figured in this accident. - Damage to the BD-5 airframe was extensive but not complete. Virtually all the aluminum fuselage sections were wrinkled, but the cockpit area remained intact. The wing skins and most outboard ribs were heavily smashed but the tubular spars were undamaged and can be re-used. The pusher prop was broken but, inexplicably, the vertical tail was untouched! One tip of the horizontal tail was bumped but the other was undamaged. The landing gear, retracted during the crash landing, was not scratched and is also reusable. A new fuselage will have to be built, but, according to Walter Liebfried, N-746DB will fly again. - The aircraft had been flown a total of about 3 hours at the time of the accident. The pilot is reported to have been very much impressed with the good handling characteristics of N-746BD and particularly with the high speeds attained with the 650cc engine. - The pilot, Dale Findlay, has a commercial license and had been checked out in the BD ground trainer prior to his first flight in N-746BD. He has been released from the hospital and at press time was reported to be recovering from his injury. In checking out the facts on this accident, SPORT AVIATION has also learned that Bede Aircraft has made the decision to go ahead with the Japanese Xenoah engine as the standard powerplant for both the homebuilt and production models of the BD-5. This means the engine will have to be certified by FAA and work has already started toward this goal. The advantage to homebuilders would be reduced flight test time (currently 50 hours rather than 75 for a non-certificated engine). The Xenoah engine is a three cylinder, inline, air cooled unit which
develops just over 70 hp, according to Jim Bede, and with dual carburetion can be tweaked up to around 90 horsepower. A widespread report that Bede was going to switch
• When the pilot was unable to visually locate the
to a water cooled, two cylinder Xenoah is unfounded. Jim
photo plane with which he was to rendezvous, he left
says this engine has been tested by him, but the larger air cooled Xenoah has run so well that it will become THE BD-5 engine.
the airport traffic pattern and flew out some ten miles
west looking for it. He was at 2500 feet and at cruise
power when . . . SPORT AVIATION 9
User Charges,,. From The Prime Source Faced with the threat of new user charges, all of civil aviation is up in arms. The Ford administration and members of Congress, who must ultimately pass the President's budget recommendations into law, are being deluged with mail urging that the new charges be dropped from consideration. EAA Headquarters, a great number of individual members and most of our U.S. Chapters are writing letters, sending telegrams and making phone calls to protest the proposed charges. President Ford and members of the U.S. Senate and House of Representatives are the prime targets, however, a significant number of EAAers realize that public opinion must also be aroused and sensitized to our cause. Local newspapers are being written and a number of EAAers have appeared on TV and have spoken on radio explaining the discriminatory nature of the proposed new aviation user charges. Lest there be anyone left who doubts the seriousness of this latest threat to civil aviation, we reprint the word from the horse's mouth, so to speak. EAAer Carl Bury of Hudson, Ohio wrote President Ford and his letter was referred to the FAA for answer. The reply he received from Milton B. Meisner, Acting Director, Office of Aviation Policy, FAA is presented in its entirety below: Dear Mr. Bury: Your letter to President Ford dated December 10 expressing concern about proposed Federal taxes has been referred to this office. In light of severe economic problems and in an effort to reduce Federal budget deficits, the President has requested that Congress legislate additional user charges on general aviation to recover more of the costs incurred by the Federal Government in providing airport and airway services. Proposed charges consist of a $10 departure fee at airports providing FAA radar equipped traffic control service and $5 at airports providing FAA traffic control without radar support. The departure fees will be applicable only to normal general aviation departures. They exclude "touch-and-go" operations and air carrier, air taxi, and air commuter flights. In general, the proposed charges are well below the actual average costs of providing air traffic control services. Anticipated annual revenue from the new fees — $78 to $88 million — will only partially cover the deficit between revenues from general aviation and costs of airway services which this segment of aviation uses. The Cost Allocation Study, completed by the Department of Transportation, estimated the deficit to be over $442 million in FY-1975. In addition, substantial costs — $30 million in
FY-1975 — are incurred by the FAA in certifying and licensing airmen, aircraft, and aircraft equipment. Historically, the Government has attempted
normal rule-making procedures. In both proposals, the new revenues would take the place of funds that presently come out of general tax revenues. Although the proposed legislation was not introduced by Congress during the last session, it is anticipated that it will be proposed as an Administration initiative for consideration by the 94th Congress. I hope that the purpose of the President's program is sufficient to reassure you that the decision to propose these charges was not made with any disregard for current economic conditions or a eesire to discriminate against general aviation. Please let me know if I can be of any further assistance. Sincerely, Milton B. Meisner (s) Acting Director Office of Aviation Policy
The two key points in Mr. Meisner's letter are what we have been hearing for several years now and are both totally divorced from the realities of today's civil aviation operations. First, Mr. Meisner echos the ill-conceived Cost Allocation Study's claim that "general aviation" does not pay its fair share for the services provided by federal funds of which it avails itself. This claim is based on the patently absurd notion that nearly all of general aviation utilizes the full range of federally financed airport and airways facilities. The fact is that, numerically, only a very small portion of the 100,000+ aircraft in the general aviation fleet (excluding air line and coporately owned aircraft) have the certified instrumentation and electronic equipment to legally fly IFR and/or to penetrate a TCA under current FARs. It would seem a conscious effort is being made to obscure the fact that the alleged deficits of today and those anticipated during the coming decade are for building, adding to and maintaining just a few hundred of the nation's 12,000 plus airports . . . those used in all weather by the airlines and which by the language of existing FARS already exclude most general aviation aircraft. Try landing your non-radio Luscombe 8A at Chicago's O'Hare Field and you will learn in a hurry whether you are being discriminated against, despite the fact that you have filed FAA Form 4638 and have dutifully paid your annual $25.00 federal use tax . . . Mr. Meisner's statement to the contrary, not-withstanding. The second point of contention in Mr. Meisner's letter involves the proposed new charges for certification and licensing. Most significant is his statement: "Historically, the Government has attempted to charge for such
services when they benefit individuals significantly more than the general public."
Right on, Mr. Meisner!
to charge for such services when they benefit individuals significantly more than the general
always been FOR THE PROTECTION OF THE PUBLIC,
public. Thus, fees to cover the administrative costs
not the pilot. On numerous occasions we have heard FAA
of certification, licensing, and related services are under consideration for implementation through
officials state that FARs are not written to prevent pilots from doing bodily harm to themselves and/or their air-
10 MARCH 1975
Licensing of pilots and certification of aircraft have
craft, but rather to protect innocent passengers and the lives and property OF THE PUBLIC on the ground. Using Mr. Meisner's line of reasoning, it becomes obvious that since the public is the real beneficiary of the FAA's system of licensing and certification, the public should pay for their "protection" through the general tax fund. Lloyd Brekke (EAA 56124) of Newton, Kansas wrote to Senator James Pearson (Kansas) and received the following letter: Dear Mr. Brekke: Thank you for your recent letter expressing concern over the Administration plan to establish a system of landing fees and other user charges against general aviation. The Administration proposal has been advanced
to implement the Department of Transportation Cost Allocation Study, a review of airport and airways funding required by the terms of the Airport and Airways Development Act. The principal conclusion of the DOT Study is that general aviation provides no unique public benefit; therefore, all general aviation support operations should be paid
By Elmer C. Erickson IW9KKK - EAA 217) 455 Birch St. Omro, Wisconsin 54963
for by general aviation users of the system.
The Aviation Subcommittee, a panel upon which I serve as ranking member of my party, will conduct a thorough review of the Administration's landing
fee proposal before taking any action. I will certainly keep your position in mind as this process continues.
If I may be of service in any other way, please do not hesitate to write.
Very truly yours, James B. Pearson (s) United States Senator As of this writing (early February) the Administration's
new use tax proposals have still not been submitted to Congress. Thus, there is still time to contact your two Senators and your district's Congressman to protect. Do
it today — if YOU don't stand up for sport/general aviation, who will? Your Senator's address is: Honorable ——————————————————— Senate Office Building Washington, D.C. 20510 Your Congressman's address is: Honorable House Office Building Washington, D.C. 20515 President Ford's address is: 1600 Pennsylvania Ave., N.W. The White House Washington, D.C. 20500
The success of any convention or gathering is measured by the participation of its members attending and becoming involved in the activities, and this is most certainly true with regards to the Amateur Radio operators involved in keeping the Special Event Station KS9EAA in operation from 7:00 A.M. to usually about midnight each day at Oshkosh. The more than 25 operators made this possible in 1974's event. Last February (1974) it was decided that a special event call sign for the Convention might be a good idea using EAA as part of the call, so a letter was sent to the FCC requesting that such a license be granted on the basis that the operation is a public service and the promotion of Amateur Radio. After • months of waiting, in July we were notified that the call sign KS9EAA was approved for use at the Convention with a starting date of July 29, 1974 and an expiration date of August 7, 1974. Use was limited to the annual Experimental Aircraft Association Convention with the station to be in a fixed operation location on Wittman Field, Oshkosh, Wisconsin. As in the past two years of operations, many questions were answered by the operators as to what the EAA was all about and a word picture of the Convention as well as the day by day statistics were presented to each contact made. Several of the Fond du Lac Amateur Radio Club members were again very active at the Fond du Lac Airport during the IAC contest handling traffic and maintaining communications between there and Oshkosh and they did an excellent job through the use of their repeater station. Walt Pfeifer (K0HLT - EAA 25159) with his 2 meter mobile proved to be a valuable link to us at Ham Headquarters in that he passed information to us that was then relayed to the communications or control center as needed by phone. Walt covered the entire area in his mobile, which included the flight line, exhibit area, camp
Bill Edmunds (EAA 53776), Box 272, No. Conway, N. H.
added a canopy to his otherwise stock Bowers Fly Baby. Powered by an A-65 Continental, the Fly Baby "flies just great, just like Pete Bowers said it would", according to Bill.
grounds, parking area as well as the access road to the Convention site. It would appear that the special call sign was justified as our records show that we handled 125 pieces of traffic that were originated from the station. About 1200 contacts were made on SSB, 500 on CW, and over 400 on
2 meters FM for a total of over 2100 contacts. Contacts were made in all 50 states as well as all continents, making KS9EAA eligible for a WAS and a WAC certificate. SPORT AVIATION 11
The author, Elmer Erickson, W9KKK.
Oshkosh Ham Headquarters. As noted in the Hotline Section of the October 1974 issue. EAA Ham operators and other interested persons are being called on to contribute toward the erection of a permanent Ham Headquarters building at Oshkosh. Contact W 9 K K K for further details.
We expect to also receive the BPL and the Ragchewer as well as honorary certificates from the Wisconsin Sideband Net and the Badger Emergency Net. This year we had 261 walk-in visitors from 30 states and 3 countries, most of which were EAA Hams When a tornado funnel was sighted west of the airport, all normal Ham activities were discontinued and W 9 K K K I the author) as Emergency Coordinator for Winnebago County called the CD net into operation on 2 meter FM and conducted the tornado watch until the all clear was announced. There are about 30 active stations in the county that can be utilized when an emergency such as this comes up.
For the total operation about 25 operators were involved in keeping KS9EAA on the air, the local club as well as visiting Hams from around the country all helped to make the operation a success. We have had to send a report of our activities to the FCC per their requirement for the special call. At the same time we also requested a call for the 1975 Convention. Our EAA net appears to be getting off the ground at this writing on 3985 at about 9:00 P.M. CDT following the Interstate Sideband Net on Wednesday nights. WA9GJU Dick has been handling NC as he has a little power on his end. More Ham Roster coming up: 12 MARCH 1975
K1BBE
Ernest M. Hardy, EAA 59688 840 Smith Neck Rd., So. Dartmouth, Mass.
K1CAW
Maj. R. H. Grenier, EAA 34281 2 M.C.G.P. Box 6564 APO, N.Y. 09633 Ed Burger, EAA 17782
W2GFD
1 James St., Sidney, N.Y. WB2SZW Martin Balk, EAA 84791 353 Webster Dr., New Milford, NJ. K3DDY Irv Lipton, EAA 59821
518 Mooreland Ave., Carlisle, Pa. K3EKQ
Q. J. Bailey, EAA 13028 9329 Doral Dr., Pittsburg, Pa. K4AWV Al Lauer, EAA 85237 (A correction) 306 Nottingham Rd., Williamsburg, Va. K4BFL Royce A. Currie, EAA 78421 R. 6, Box 108A, Pulaski, Tenn. WA4CIL Adolph E. Moebs, EAA 24129 1513 E. Country La., Clearwater, Fla. WN4CTH James A. Mitchell. EAA 21133 5436 Harriet PI., W. Palm Beach, Fla. WB4ECO Bob Yates Jr., EAA 64586 24 Rumson Ave., Newport News, Va. K4JCH Bill Addison, EAA 72044 1197 Norwood Ave., Clearwater, Fla. WA4JSW Gary Janes, EAA 82630 7602 Jarvis Ct., Manassa, Va. K4JZV Tom Mad re, EAA 65747 107 Powhatan Dr., Poquoson, Va. WA4LRT Arch L. Howard, EAA 65861 1251 Summit Dr., Lexington, Ky. WA4LRU Harold N. Downing, EAA 65442 2993 Montavesta Rd., Lexington, Ky. K4VJB Bob Yates Sr., EAA 64586 24 Rumson Ave., Newport News, Va. W4VUO/3 Hal Morris, EAA 81612 354 Krams Ave., Philadelphia, Pa. K5UNT Mal Harper, EAA 56107 P. 0. Box 73184, Metairie, La. WB5BNM Steve Antosh, EAA 82732 1524 N. Oklahoma Ave., Shawnee, Okla. K5ETE J. F. Rushing, EAA 46340 1909 Rustic Dr., Piano, Texas WB5FCE Martin E. Schreiber, EAA 73071 1601 Letitia St., Baton Rouge, La. W5TFH Sam Jobe, EAA 24104 Rt. 3, Box 150A, Bonham, Texas W5QXM Edgar G. Beabou, EAA 39164, IAC 639 P. O. Box 301, Rt. 2, Me Kinney, Texas K6CUK Bob Hayos, EAA 51031 1502 E. Sycamore Ave., El Segundo, Calif. WB6EIY Wm. J. Kendall, EAA 76599
8105 Santa Lucia, Atascadero, Calif. W6RLO
Bob A. Gepford, EAA 50052 8220 Grenoble St., Sunland, Calif.
K6YGO
Weldon (Rich) Richardson, EAA 51542 2819 Mayfield, San Bernardino, Calif. W7IIZ Marv Wines, EAA 74812 Rt. 3, Box 200F, Eugene, Ore. K70YH Wallis T. Fleming, EAA 2992 P. 0. Box 101, Avondale, Ariz. WA7UWW Wm. C. Hiscoe, EAA 84584 205 W. Williams Dr., Beaverton, Ore. K7ZXB Bill Ott, EAA 78131 Rt. 1 Border Rd., Bisbee, Ariz. WB8 BKC Don Wilke, EAA 52893 1014 Woodbridge, Ann Arbor, Mich. W8EOT Jack Lowder, EAA 76983 R. R. 4, Greenville, Ohio WA8MFL M. R. Davidson, EAA 11137 30 Mill Rd., Battle Creek, Mich. WA8 VXE Rosemary Davidson, EAA 11137A 30 Mill Rd., Battle Creek, Mich. W8TAU Jim Alien, EAA 68453 2160 Me Kinley, Ypsilanti, Mich. K8IGG Anne Alien, EAA 68453A 2160 Me Kinley, Ypsilanti, Mich. K9ECT Edward Ferber, EAA 36723 4609 W. 96th PI., Oak Lawn, III. W9MAD Jack V. O'Keefe, EAA 69125 271 Arrowhead Trail, Carol Stream, III. K90IQ Jim Martin, EAA 65898 505 N. Me Lean Blvd., Elgin, III. K9RGH Dick Haynes, EAA 37980
9600 S.W. Highway, Oaklawn, III. W9VCV
T. A. McCombs, EAA 5230 12815 St. Rd. 23, Granger, Ind. W9YDP James A. Green, EAA 38955 Box 126, Butlerville, Ind. WOEVQ Lowell D. Nelson, EAA 34497 Box 493, Springfield, S. Dak. WOGCL Lon J. McKnight, EAA 26532 151 Smith Rd., Lebanon, Mo. WOHNV Earl (Kirk) Kirkeby, EAA 44434 Box 115, Drayton, N. Dak. WOME M. T. (Buz) Baer, EAA 70157 Kansas Tech. Institute, Salina, Kansas WOPIG Emanuel Block, EAA 36952 619 S. Saratoga, St. Paul, Minn. WAORQO Wm. B. Hall. EAA 81088 504 High St., Rushford, Minn. WAOYED Robert C. Cutter, EAA 54644 334 Park Dr., Glenwood Springs, Colo. VE3AMA Russell M. Miller, EAA 24701 Beare Rd., R.R. 1, Markham, Ont. L3P 3J2 VE3BSZ Ronald D. Kramer, EAA 80001 R. R. 2, Port Colborne, Ont. L3K 5U4 VE3EYA Art Charlton, EAA 85948 8575 Riverside Dr. E., Apt. 1208, Windsor,
Ont.
Frank Gilman (EAA 55292), right, and Ted Durost (EAA 52480) of Mars Hill, Maine 04758 stuck very closely to the plans in building this Teenie II. It is powered by a 1600cc VW with Vertax mag and a carb from Ted Barker. Cruise is about 100 mph and top is 110 or better. The Troyer 54" x 30" Propeller allows the engine to turn up to 3200 rpm. Rate of climb is very good, according to the builders.
SPORT AVIATION 13
PROJECT
CROSSROADS
Project Crossroads has now reached a total of $92,735.95. As of February 12, 1975 the total number of contributions is 2531. Following is a list, in order of receipt, of donors whose gifts were received between December 31, 1974 and January 31, 1975. Donations received prior to this period were listed in earlier issues of SPORT AVIATION. Bruce K. Ballman Baltimore, MD William Butti Avon, OH Daniel G. Crawford Dryden, Ml Howard R. Ebersole Starkville, MS H. C. Hubbard Houston, TX Donald R. Mielke Coal Valley, IL Ralph E. Mong, Jr. Hurst, TX Pat Murphy San Marcos, TX Charles C. Myers Manchester, TN Ronald Nutt Louisville, KY Paul Winsor Paoli, PA E. 0. Beilhart Baltimore, MD Don D. Dodge Manhattan, KS Harley W. Elmore Phoenix, A2 Joseph P. Fox, Jr. Norton, IL E. C. Harris Alden, NY John E. Hinebaugh Vienna, VA Sam Haley Union City, CA S. H. Lakatosh Florham Park, NJ Daniel La Lee Lompoc, CA Fred C. Latchaw, Jr. Ft. Wayne, IN Byron J. Meade West Lafayette, IN Glenn Miller Orem, UT C. W. Morris East Jordan, Ml T. W. Morris West Palm Beach, CA Kenneth E. Morn son Dowingtown, PA Mitchel L Morse Kearny, AZ Michael P. Muetzel Norfolk, VA James C. Murphy Auburn, WA John R. McFarland N. Wilmington, PA Dale W. McKee Niles, Ml Norman J. McLeod Walla Walla, WA David L. Nelson Racine, Wl William C. Nichols Marion, NC Al Noviski Edwardsburg, Ml Edwin J. O'Connor Chicago Ridge, IL Dennis Oliver Milwaukee, Wl G. E. Olson Washington, DC John N. O'Neill Rochester, NY 14 MARCH 1975
Walter R. Penney O'Fallon, IL Phillip Bose Pleasant Hill, CA Hal K. Bundy St. Joseph, MO Gordon V. Harris Toronto, Ontario CANADA Titton Haynes Gainesville, IL W. F. Hoskins Kalamazoo, Ml Norm Huber Whitewater, Wl Robert L. Kirk Smithville, OH Ronald L. Kling Lemont, IL Mark L Landoil Oklahoma City, OK Art Leffelman Genoa, IL John P. Linnert Glen Ellyn, IL Robert W. Long Tujunga, CA Kent Lowman Cherry Valley, IL Roy B. Lynch Oak Brook, IL Billy G. Maples Middleton, NJ Joseph R. Maridon Aliquippa, PA Royce H. Martin Kennewick, WA Carlos M. Matienzo Carolina, PUERTO RICO Kenneth E. Modlin Palmdale, CA Bob Morgan Thiensville, Wl Denis Murdock Dallas, TX H. E. Murphree St. Croix, VIRGIN ISLANDS Guide J. Musante Bear, DE William S. Muzzy Richmond Hill, Ontario CANADA Charles W. Myers Prescott, AZ Homer R. McPherson, Jr. Manhattan Beach, CA Roy E. Nelson Minneapolis, MN Tony C. Neuteufel Glen Ellyn, IL Henry L. Newman Fort Worth, TX
Everett L. Noonan, Jr. Guilford, CT Jack E. Norton Grand Rapids, Ml Olaf A., Curtis E. and David A. Oakland Babylon, NY G. D. Oberst Freemont, OH Donald R. O'Dell Highland, IN Don O'Leary
Manawa, Wl Roy Olson Granada Hills, CA William E. Olson Oak Park, IL
Duane H. Oosterhuis Hartley, IA John E. Osbom Oak Park, IL Robert W. Owen Peoria, IL Garland W. Pack Nashville, TN John J. Paddock Dallas, TX J. Pagano Flushing, NY Charles A. Trask Ocean City, MD Frederick G. Weaver Medford, NJ Gordon J. Hamel Sterling Heights, Ml Henry E. Hardin Rome, GA Marvin Hayes Minneapolis, MN Tom Henk Bricktown, NJ H. T. Herr Yuba City, CA C. E. Hornback Boulder, CO Stan H. Lowy College Station, TX Richard A. Lucas Austin, TX C. Lundquist Melvin Village, NH Joe Maliszewski Cleveland, OH Frank T. Mazalan Chicago, IL Richard Mecklenburg Osceola, IN Elvin C. Meireis Huntsville, AL Garth J. Mellick San Jose, CA Brian Mickler Houston, TX Ben H. Middleton Yuba City, CA Alan Mochnick Jeannette, PA James F. Moody Pasadena, CA R. D. Mooney Jamestown, CA Dennis P. Moore Redwood City, CA Gale J. Moore Woodland Hills, CA Kevin H. Morgan Alexandria, LA Ray Morse Lancaster, CA William R. Murray Northport, AL Donald McLendon, Jr. FPO, NY George Naphas Pitman, NJ Ellwood V. Naryoks Cleveland, OH Elmer E. Nelson APO, NY
Eric Nelson Salt Lake City, UT Donald H. Newman Tulsa, OK Michael Chun-Yung Niu Granada Hills, CA
J. L. Nolton Marco Island, FL J. A. Nyquist Richardson, TX Harold T. Okikawa Colorado Springs, CO William Oppenlander Pacifica, CA Frank Otlowski Wilkes Barre, PA Henry R. Palmer, Jr. Stonington, CT Richard N. Pann Augusta, GA A. M. Del Rossi Derry, NH 0. Hochstrasser N. Brunswick, NJ Arthur L. Jordan, Jr. Ft. Lauderdale, FL Stephen Kraychy Northbrook, IL John Lachendro Arlington, VA Bob Lyjak Ann Arbor, Ml Charles W. Megown Youngstown, OH Victor D. Melnick E. Stroudsburg, PA Ted Mishkel New City, NY John A. Montgomery Chicago, IL William R. Morrow Inyokern, CA W. S. "Tony" Munzell Jefferson City, MO W. R. Murray Los Angeles, CA El wood W. McCary Excelsior, MN W. Larry Nelson Belmont, CA Asher Nesin Westfield, MA Thomas O'Connell Durango, CO Thomas S. Orton Savanna, IL Boris M. Osojnak Salt Lake City, UT Glen Owen Janesville, Wl Wesley W. Page Momence, IL Damon A. Paine Geneva, OH Dan Palivoda Miami, FL Fred T. Panagrosso Windsor, CT Mr. & Mrs. Dewey W. Parks, Jr. Greenville, SC James J. Parks Denver, CO F. J. Parsons Juneau, AK Leslie A. Patterson Boulder City, NV William H. Brockmann Milwaukee, Wl Everett Hepler Hilton, NY Robert C. Johnson Jackson, MN Ballard Leins Joliet, IL David M. Meloney Mundelein, IL William C. Miles Indianapolis, IN Eric L Miller APO, NY Donald E. Morre Plymouth, Ml Merle F. Nixdorf Steubenville, OH Tim O'Brien Green Bay, Wl Ronald Otloe Cedar Hill, MO John P. Panchesine Phillipsburg, NJ William D. Pardoe San Diego, CA
Thomas J. Pase Detroit, Ml Fred R. Patrick Independence, MO Ralph E. Howling Windsor, Ontario CANADA Ted Koston Oak Park, IL Alvin F. Lau Portsmouth, OH Julian R. Mawhinney Clearwater, FL John Meador Washington, MA Bill Motsinger Riverton, WY Bernard Neumann Eden Prairie, MN Alvin F. O'Brien Newbury Park, CA Marvin Oldenburg Waukegan, IL Carroll S. Page Hyde Park, VA William E. Page Fallbrook, CA Clarence E. Parker Bloomington, MN James R. Barker Spring, TX Robert D. Billion. Jr. Gueydan, LA Frank Edwards Edmond, OK Alex J. Haag Burlington, Wl Jack D. Lorenz N. Los Vegas, NV William A. MacKenzie Winchester, MA Carroll B. Maynard Truckee, CA Laurel R. Miller Central Point, OR Wayne Moulder Manhattan Beach, CA Terry Muniz Old San Jose, PUERTO RICO T. S. Nelsen Standford, CA James W. Nowlin, Jr. Delray Beach, FL Robert P. Parish Ft. Lauderdale, FL David M. Parasta Butler, PA Dean R. Patterson Sacramento, CA Walt Petersen Green Isle, MN Robert W. Petit Kenosha, Wl Walter A. Richardson Bramalen. Ontario CANADA EAA CHAPTER 455 Enid, OK Stanley V. Gomoll Minneapolis, MN Mel Littlefield West Palm Beach, FL Paisley Livingston Mobile, AL Leland Logan Pittsburgh, NY Tom Lorbeer Riverside, CA M. D. Meier Calumet, Ml Milton Moenich Phoenix, AZ Stanley W. Mooers Petawawa, Ontario CANADA James E. Moore Hasbrouck Heights, NJ Larry Morrison Tupelo, MS Fristoe Mullins St. Louis, MO Barney Murnighan Butler, Wl Norman Neuls Mission Hills, CA
Geoffrey L. Newcombe Catskill, NY Stuart J. Nixon White Marsh, MD
John Uncross Bushnell. IL
Richard H. Birkholz
Brooks Paige San Francisco, CA David L Palmer Redwood City, CA Charles F. Parnell Winter Harbor, ME Bruce Patten Oakland, ME
Van Dyne, Wl EAA CHAPTER 113 Michigan Walter Frank Taylor, Ml Claude L. Gray, Jr. Northndge, CA Robert J. Gyllenswan Rockford, IL E. E. Hilbert Union, IL
Frank R. Pawl
Joseph R. Klaas
Johnny Oakley Farmmgton, NM
Hazelhurst. Wl Ronald G. Payne Elmhurst, IL
Theodore N. Pederson Minneapolis, MN Dallas H. Pember
N. Ridgeville, OH John Peretto Dearborn Heights, Ml W. B, Perkms West Allis, Wl H. C. Perry, Jr
Parsons, KS Cyril A. Pershau Glencoe. MN Richard H. Fawcett Logansport, IN John H. Glasser Dearborn Heights. Ml Stan Kanicilides Niles. OH John M Miller
Poughkeepsie, NY
Roger P. Rose Oshkosh, Wl Jeffrey A. Brehm
Lexington, MA P. Richard Coughlin Syracuse, NY Darrell R, Larkin Dayton. OH Arthur D. Moulton, Jr. Tamworth, NH
Kenneth Ossenfort Amityville. NY
Tom Overton Baker, MT
Tom Page Willoughby. OH Donald R. Pane Yardley. PA
William Patched Warrenton, VA Richard T. Pawlowski Bloomfield Hills, Ml Charles S. Perry Miami, FL
Steve Poleskie Ithaca. NY E. L. Harris
Langley. B.C. CANADA
Louis H. Hubachek Los Angeles. CA Ruedi Kellerhals SWITZERLAND
P. Lovfald, Jr. Goldsboro. NC George S. Metteer Arlington Heights. IL
Edwin W. Merkel Wichita. KS Fred Ibsh Wayzata, MN
Edmund A. Neill S. Hudley. MA
Mike Nichols Indianapolis, IN
Ernest E. Nicolls Diamond Springs. CA Hugh J. O'Doonell Campbell River, B.C. CANADA John M. Patterson Lemngton. KY David B Perry Mars. PA Richard Perry Schoolcraft. Ml Soottvon Phumiruk
Skokie. IL C. B. Loftsgard
Postville, IA
Rtimelander, Wl
L. Lawter Smyrna, TN
Richard Lozier, Jr. Salem, OH Richard G. Millman
Wisconsin Rapids. Wl William H. Morgan Crestview. FL William F. Mueller Chicago, IL Louis F. Navarre Charles City, IA
Richard J. O'Neil Caledonia. Ontario CANADA Peter Orton Ketchikan, AK
Ted J. Palenski Greenfield, Wl Herbert N. Pearce Ledyard, CT Merlin D. Peay Albuquerque, NM Richard Penman Dryden. Ml Arthur V. Pidgeon Shirley, MA John C. Pierce San Jose, CA
V. E. Piolett
Jacob W. Priser
St. Charles, MO James H. Pruet Downers Grove, IL Jefferson J. Gross Chicago. IL Billy J. Huff Tehran. IRAN Victor Jincek Arkville, NY
Robert Martin
Steubenville, OH K. P. Mazurek Oak Brook, IL Roy Misky
Oshkosh. Wl J. H. Muncaster
DeWinton, Alberta CANADA Harold E. Norman Kenner, LA Harold Otterback Madison, Wl George J. Pans, Jr. Brandoo. MS C. W. Peffer Louisville. KY John L. Pollock Red Deer. Alberta CANADA Carl J. Pozgay Shoreham. NY
Frank W. Tomenga Huntington Valley, PA
R. Ace Avakian Euless. TX Robert P. Laibte Kansas City. KS Bob J. J. Lambert Lawrence. MA F. W. Malikowski Newhall. CA Denver F. Meshberger Bluffton. IN
Alto, NM Dale M. Pomdexter
Phil A. Moscaltello
Stratford, CA
Darwin L. McClure Ouincy, IL
Joseph Pollyak Sonoma. CA Lewis C. Pope Riverside. CA Tim & Vance Porter
Lakewood, CO Chester M. "Bud" Ports Shreveport, LA Charles E. Potts, Jr. Morgantown, WV Gary L. Kelley S. Ogden. UT Earl C. Kickley
Lampman, Sask. CANADA Melvin J. Larsen Newbury Park. CA George D. Louden Omro, Wl G. C. Pete Lovely Tocoma, WA Edward H. Mahler Pittstown, NJ George G. Matthews
Palm Beach. FL Ned P. Mills Oklahoma City, OK William B. Mills Thomasville. NC Larry Moore
Lafayette, IN John Nicolaci New Bedford, MA Robert N. Patrick Milwaukee. Wl Donald E. Paul Muncie. IN
Neal D. Patton Clearwater. FL Paul Pechura
Middlefield. OH Welch Pepples. Jr. Morrow. GA James A. Pieratt
Rio Linda. CA Jerry Poole Santa Rosa, CA Gray Pratt
New Caste. IN
Wenham. MA Lmford Neuiahr Gresham. NE Enoch F. Nicewarner Clinton, MD
John A. Paluchniak Dearborn. Ml
Dave Pepple Lewistown, PA Raymond A. Perrin Park Forest. IL Francis M. Pogue Halcomb. IL R. M. Puryear Santa Cruz. CA William Race Clarkston, Ml Harold Gosche Tiffon, OH Frank J Emma Heisler Rootstown, OH tester W. Miller Manheim, PA Thomas H. Miller Elgin. IL
R. W. McCarthy Holla. MO K. E. Nickle Toronto, Ontario CANADA Joseph Papp South Bend. IN George Pasternak Wilhston, ND Dan Patch San Diego, CA
R. A. Patterson Alexandria. VA Andrew Petrovich Trenton. Ml
William W. Phelps N. Springfield. VA Bob Phillips Enfield, IL
Edward A. Phillips Detroit. Ml Bruce Pickering Beloit, Wl
Angelo R. Piermi Modesto, CA Robert W. Pixler Signal Mountain, TN Mr. S Mrs. Ray Porter Oroville, CA
Ralph E. Porto Qakville. CT John C. Powell Middletown, Rl John Prokop Trenton, NJ Ronald L Propes Atlanta, CA Henry W. Putek Marietta. GA Arthur G. Rabidou Spencer, MA Danny M. Ramsay
Johnson, KS
Robert Randolph Miami, FL Jacob A Raven Hawthoren. CA EAA CHAPTER 146 Albany, NY
Ben R. Bradley, Jr Ft. Lauderdale, FL Gerald Breneman Columbus Junction, IA Scott Kern per Sacramento. CA Dayne Moore Holcomb. NY Charles McDonald
Sebastopol. CA J. T. Neumeister Sussex, NJ Gene B. Patrick Iron Mountain. Ml A. J. Pike Detroit. Ml George A. Powell Anchorage. AK Ralph D. Powers Poway. CA Melvin E. Prager Brooklyn. NY
Raymond L. O'Hara Bloomington. MN R. H. Pike, Jr. Barrington, IL Charles F. Pillar Canterbury, CT L. S. Powell, Jr. Walnut Creek, CA J. M. Quann Fredericksburg. VA Eric Redstock Tulsa, OK John E. Reidel Lebanon, PA George Reno Grand Rapids, Ml Don M. Ridder Springfield, IL Art Risse Ames, IA B. C. Roemer Manitowish Waters, Wl John C. Hailing Minneapolis, MN Curtis D. Macomber Big Springs, TX
William Y. Miller Allentown, PA Wallace G. Murfit Foster City, CA David J. Novak Algoma. Wl William F. O'Connor
Chicago, IL Danny Parham Del ray Beach. FL Ben Parker Carson City. NV K. F Post Rapid City. SD Vernon L Prechel
Waseca. MN Edward L Pultz Arlington, VA
Frank C. Pulver Patuxent River, MD Bud Purnell
West Chester, PA
Rex B. Preddy Luline, LA Richard L Price Phoenix, AZ Ralph Putzker Half Moon Bay. CA
Fred H. Ouinn St. Petersburg, FL Wade F. Raviler Athens. Ml James W. Renny
Jerry L Railing
William Requarth Decatur, IL William S. Reynolds Tonawanda, NY John Rinehart Janesville, Wl Eugene A. Tborne San Jose. CA W. E. Fisher Dauphin, Manitoba
Lake Mills. Wl John J. Raptis San Carlos, CA John Akers Urbana. IL Anthony J. tta'iano Brookfield, Wl Terrance McCarthy
Newark. CA Washington C. McCord Wellsburg, WV
Curtis L. McCune Earlville, IL Fred A. Nowlin Columbus, OH David R. Park Newbury Park, CA Samuel Perez, Jr. Mayaguex. PUERTO RICO Roy Radford Phoenix, AZ Philip W. Ragsdale Little Rock, AR
John D. Redmond Baton Rouge. LA
William Rees Franklin, IL
James C. Reilly Sayville. NY Leonard C. Rennie. Jr. Cheverly. MO Forrest E. Rice Glasgow. KY Barry L. Richardson
Marston, MO Byron LaCounte Anaheim, CA J. K. Miller
Redwood City, CA Walter Montag
Wakefield. VA
CANADA
G. A. Harmon La Mirada, CA David Krusko
Beaver Meadows, PA John W. Marshall Hendersonville. NC
Ed Menees Myrtle Beach AFB. SC
Hollis Nichols Shinglehouse, PA James L. Peters Ontonagon. Ml
Robert Pruess, Jr. &
Robert Pruess. Ill Milwaukee. Wl M. E. Rasmtissen Bear Valley. CA R. F. Rautenstrauch Cuyahoga Falls, OH Robert L. Reinsch Tempe, AZ Max W. Ripley Oaksdale, WA Charles R. Rizen Parma Heights. OH Jon Roodfeldt Roseville, MN F. E. Rogers Paw Paw. IL
Parma. OH SPORT AVIATION 15
What Our Members
This is the 4th plans built Bakeng Duce to fly. Built by Joe B. Spencer (EAA 26866), 1410 Poplar, Grenada, Mississippi. N-88914 was flown initially on December 28, 1974 after 3 years of construction time. It is powered by a 115 hp Lycoming and cruises at 100 mph. Climb is approximately 1400 fpm, take-off roll is 250 ft. with no flaps and landing is in 300 ft. without flaps. This Duce was built according to the plans except for the J-3 Cub gear, modified windshields and elevator trim tab. Joe reports the aircraft to be a nice flying bird — and that a Super Acro Sport is now occupying the Spencer shop.
One of our hard working Designees, John Archibald of Miami has just finished this Stits Playmate after 7 years of building time. Final inspection was on December 23, 1974 and it is now flying.
» !
Over the years E. M. "Squeek" Hepler (EAA 1662), 985 Parma-Hilton Rd., Hilton, N. Y. 14468 has built 3 homebuilts and has helped friends on 31 others. His latest is this Baby Ace D.
The VP-2s are now beginning to be completed in good numbers. N-300RB was built by Richard N. Bohls, Sr. (EAA 70732), Box 130, RR 2, Olathe, Kansas 66061 and was licensed on 7-11-74. It now has about 25 hours of flying time.
Right — Dennis Rader (EAA 80459), P. 0. Box 229. Greencastle, Indiana 46135 has now flown off the restrictions on his slick little Sonerai I. He completed it just prior to Oshkosh 74 and had it there as a static display. Dennis credits his friend Dale Wells (EAA 11281) for alot of help and inspiration in the building of N-8965.
(Photo by Dale Gloar)
Left — CF-QLE was the first Pitts to be completed in Canada and licensed for aerobatics. It is powered by a 200 hp Lycoming 10-360. It is owned by Jack Armstrong (honest!) of Calgary, Alberta.
Right — N-2065 is a Stits Skycoupe completed on September 16, 1974 bv Earl Damschroder (EAA 29502), 420 S. Gibson St., Gibsonburg, Ohio 43431. It is powered by a Continental C-85-12F.
This very nice Piper PA-11 has just been completed by A. J. "Al" Nogard (EAA 63348), RD 8. Ballston Spa, New York 12020. Al is also hard at work on a cabin Waco.
... Are Building
SPORT AVIATION 17
THE STORY OF THE
Scheutzow Bee PART V
By Webb Scheutzow (EAA 84561) 451 Lynn Drive
Berea, Ohio 44017
-L HERE HAVE BEEN a number of inquiries from readers of SPORT A VIATION asking for more information about the Scheutzow FLEXHUB rotor. A good way to get detailed knowledge of our rotor is to refer to Patent 3,231,222 of January 25, 1966 (available from the U.S. Patent Office). The main rotor component on Scheutzow BEE and HAWK helicopters is unique; but we have not flouted established principles, we have employed them in new ways that result in a simplified design, fewer parts, and improved vibration and handling qualities. The rotor hub on the BEE and HAWK helicopters is
a two-bladed, offset hinge, fully articulated type. An elastomeric cyclic and collective pitch bearing, mounted in a suspension of laminated stainless steel tensiontorsion straps, is a new hub concept that was disclosed in the patent. The tension straps provide a by-pass for
the large centrifugal forces generated by the rotating blades. These forces are transferred around the hub from blade-to-blade. The centrifugal load does not pass through the pitch change bearing located on the flapping hinge,
midway between the straps. The pitch change bearing carries only lift and torque loads and therefore can be a relatively simple type of rubber bushing, and resulting control forces are nominal. Note the rubber bushings on the ends of the tension straps. On our original BEE test bed we used rubber bushings in this location on the flapping hinge. On the larger production BEE which uses heavier blades, we changed these bushings to full complement needle bearings. There were no readily available bushings with the desired size and capacity. The needle bearings also raise the in-plane frequency of the blades; the in-plane frequency should be at least 1.25 times rotor rpm; a factor
of 1.35 is better. The FLEXHUB rotor includes some additional high leverage ideas. We routed the cyclic and collective controls through the center of the hub, using a large diameter rotor shaft mounted on large bearings. A simple uniball spherical bearing mounted on the upper end of what we call the cyclic stem, provides the identical function of the typical gimballed swash plate; requiring many fewer parts. We also use a directly coupled high inertia 18 MARCH 1975
gyro-bar mounted at the top of the cyclic stem, which provides rotor stability and control damping. (The language in the 1966 patent refers to the cyclic stem and the central portion of the gyro-bar as a "T-Control" device.) The above described hub and control mechanisms are combined with a V-belt transmission forming a single major rotor component; this component is then mounted on a simple tubular steel mast which functions as the supporting structure and the vibration isolation system. The patent shows the tail boom attachment made through a cross-arm which is mounted on the mast. In
the production BEE we deleted this arrangement to save weight. Another feature not shown in the patent but used on the production BEE, is a fly-weight system for compensating collective pitch forces. The tension links interconnecting the rotor blades introduce collective pitch forces when they are displaced from a parallel position. Fly-weights are often used in this manner in helicopter rotors because both the compensation and the force being compensated are proportional to rotor rpm; a very nice match can be made, and the compensation is continuous at all rpm's. We used an over-center spring mechanism, sometimes called a "negative spring", for this purpose
on our test bed helicopter. The negative spring device can provide exact compensation at one speed only. An attractive safety factor which derives from the elastomeric pitch change bearings in the hub, is an inherent cyclic stick centering force. With the helicopter revving on the ground, when you displace the cyclic stick from a neutral position and release it, the stick will automatically return to a neutral position. You can warm up the engine or allow the rotor to rev on the ground for
any reason, without being required to give constant attention to the cyclic control. On most of the smaller helicopters you don't dare release the cyclic stick with the rotor turning because the rotor will quickly wander off to a dangerous angle if not attended. Even though cyclic friction devices or a cyclic stick lock may be provided, these can be overlooked. In flight our rotor system is very stable. Even when hovering in winds of five to seven knots, you can trim up the cyclic and collective and take both hands off the controls for periods approaching a minute. The mast vibration isolation system functions beautifully. In forward flight even in gusty crosswinds, there is none of the low cycle "bump . . . bumpety-bump" commonly known as the "Bell snuffle." Accelerating gradually from a hover into forward flight shows barely noticeable transitional roughness; and there is no fuselage tucking in a fast acceleration. A gradual acceleration from a hover to maximum forward speed of 100 mph shows no noticeable build-up of two-per-rev.
Another quality of our rotor that makes our helicopter easier to learn to fly, is we have almost instantaneous fuselage response to a control input. There is practically no control lag, which is disconcerting in the learning stage, and typical of teetering-hub rotors. The offset hinge provides solid, positive, handling qualities.
The FLEXHUB rotor allows the blades to lead and lag as a set; that is the lag position changes with power setting, but they are not free to lead and lag independently. The blades are rigid-in-plane as a set. Therefore there is no ground resonance, there are no lead-lag dampers on the hub, and there is no requirement for landing gear shock absorbers. In the Type Certification program for the BEE we completed 700 hours of operation on two prototypes; testing included the standard 100 hour tie-down dur-
Jan. 25. 1966
W. J. SCHEUTZOW
ability test, most of the 100 hours at full power; we recorded thousands of data points through all maneuvers in a comprehensive flight strain-gage investigation; and we have run the equivalent of thousands of hours of operation on main rotor and tail rotor fatigue test machines to establish fatigue life. In helicopters this is the kind of technical back up needed to bring the risk factor down to tolerable levels. Mr. X. B. Hunt, a well known Dallas oil man and now the principal share-holder in Scheutzow Helicopter Corporation, has flown in many different kinds of helicopters. Before he committed himself to the company he took a check ride in the BEE. His comment afterward was: "I'm certainly not a helicopter expert, but I can tell you, this is the smoothest riding helicopter I've ever flown in."
3,231,222
ROTARY WING AIRCRAFT Filed Slay 20. 1954
Jan. 25. 1966
W. J. SCHEUTZOW
3.231,222
ROTARY WING AIRCRAFT filed May 20. 1934
4
27.
7727
INVENTOR WILBLIfl J. SCHEUTZOW
ATTORNEYS
The Scheutzow rotor head as illustrated in U.S. Patent No. 3,231,222.
The Scheutzow helicopter as illustrated in U.S. Patent No. 3,231,222.
SPORT AVIATION 19
-•'••'-S
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WARNKE'S WOODEN WONDERS ' •'*feiSsErr '-T v " 1 "-' •"''-*'' "<> .,-*--
•
"Ken Allison (EAA 75871) has done all the test flying of the VW props
here on his Teenie II. He is also the one who designed and is now making
the retainer rings and outside clamps that hold the props together. Besides being a very fine machinest, he is
also an excellent pilot and a real friend and helper to everyone in the local Chapter 81 here in Tucson. In building these props I had quite
a time getting the right tools to do the job. It was most important to drill a very precise hole in the end of each prop hub, otherwise an off-balance U OHN MONNETT AND his merry band of green-clad Sonerai
or off-track prop would result. After going through quite a few different wood bits, I eventually found one
zealots roared into Oshkosh last sum-
that would do the job.
mer bearing their usual bundles of ingenious new aeronautical goodies.
shanks on a wood lathe by hand. They
Not one to shy away from the new or even slightly bizarre . . . just as long as it is light and works well . . . John's
just like the bore in the hub, otherwise they would be too loose or too
big surprise for 1974 was an all-wood ground adjustable propeller. The shocker was the fact that even the hub was made of wood. Manufactured by Bernhard Warnke (EAA 53019) of Tucson, the new propeller was already producing some significant performance increases
on John's Sonerai I and II and was proving invaluable as a research tool
for determining the proper pitch for various flight regimes. Before receiving the Warnke ground adjustable propeller, John had to buy or borrow a new prop for every pitch change he wanted to try . . . now it was simply a matter of making a blade adjustment and roaring off for a climb test, or cruise, or whatever. Shortly after Oshkosh, Ken Rand also purchased a similar propeller for
his KR-2 (see article elsewhere in this issue) and has told us he got an instant performance increase just as
had John Monnett. So, we decided it was high time SPORT AVIATION readers heard more about the Warnke propeller. An exchange of calls and letters revealed that Bernie had the first props ready for his customers just about a month before Oshkosh '74. Following are some excerpts from our conversations and correspondence: 20 MARCH 1975
I had to turn the first prop blade also had to be right on the money
tight. The whole principle here is based on very precise components
that fit into each other just like gloves. To make this prop as reasonable as possible for the homebuilder, I have built myself a copy machine to carve blades. Of course, the machine is made of wood — except for the wheel bearings! I have a master blade for each type of blade design I offer and the copy machine copies this in the rough — I still have to do a lot of carving and sanding before applying the fiber-glass on the tips. The last 7-8 inches in from the tip are most
An assembled Warnke hub. Note the exterior clamps and split hub.
important because there is where all
the performance is. All hubs are balanced separately from the blades. All blades are balanced on a master hub — so, in case anyone ever needs a new set of blades, there is no worry about vibration due to improper balance. Slowly, I am getting set up for production. It appears I am going to be very busy as the orders are beginning to come in rather steadily. At present I am having to ask my customers to allow a 30 to 40 day waiting period for delivery of their propeller. The changing tf the pitch of the blades on my propellers is simple enough — it takes maybe ten minutes or so after you have tried it a couple
This is about all there is to the Warnke propeller hub. Note the split retainer rings and elongated holes at the shank of the prop blade for pitch change. The exterior clamps are not shown.
I
•
•
t
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*'-*r£>- ••• • --"ftm;;
i' • •" --!>•?.•/{.•'n;
.. ,-,, ...-'M',,,^.;,!.^ ..-,, . ' , .'./**> ••?», '•»«
A variety of Warnke props. From left to right: a 64" diameter prop for a Lycoming or Continental; a 60" prop for a small Continental; a 52" prop for a VW; and a 42" prop for a BD-5. Bernhard Warnke (EAA 53019) checks one of his props for final balance before disassembly and shipping.
These two VW props are for entirely different speed ranges. The wider blade version at the left works best on heavier, slower aircraft and the narrow blade version at the right works well on very clean, high speed homebuilts like the Sonerais and KRs.
of times. All you have to do is loosen all the bolts that hold the prop on the engine flange just enough to let the blades rotate. (The outside clamp must also be loosened to allow this rotation.) Then you reset your pitch and retighten the clamp and hub bolts. John Monnett and his friends are always full of good ideas and at Oshkosh they were using a little devil's bevel to set the pitch. First, they put the bevel on the trailing edge close to the blade tip and set the blade at level or zero degrees. Then they went to the back or flat side of the prop to measure the angle. This works fine just as long as the blade angle is measured at the same station on each blade. Once the pitch is reset and the hub and clamp are tightened again, the engine is fired up and the maximum static rpm is noted. It may not be what you want on the first attempt, but you do now have a known point from which you can work to increase or decrease the rpms. To obtain the maximum performance from your aircraft you must be able to turn your engine — because rpm means horsepower.
.
• • • : ' *f
21,.
;: : •I^/'H P^, tl-yf / '*>« '
Inside the hub of a three blade prop for a VW.
our
testing of different blades, we have found that narrower blade chords seem to work best on the faster homebuilts like the KR-1 and 2 and John Monnett's Sonerais. Both have reported increases in overall performance than with previously used
props. Everyone seems to agree that the big advantage is in being able to easily adjust pitch until a perfect match of engine, airframe, loading, etc. can be achieved. I am now carving a master blade for a 150 hp T-18 and another for a
180 hp Skybolt, so, as you can see, I will soon be able to provide propellers for a wide variety of aircraft/ engine combinations. John Monnett and Ken Allison have been very helpful to me and they deserve a lot of credit — also my wife and two daughters for being so patient with me. I love them all for this." Bernie says that his customers are coming up with all sorts of ideas for utilization of his propeller. Since any number of blades can be used
with the same hub, some are ordering a set of blades for normal operations and another for high speed work, etc. The Warnke ground adjustable prop is made of select birch glued with epoxy and has fiber-glass tipping. They have high and low pitch indication marks and are available in pitch ranges of from 24 to 44 inches, 42 to 62 inches and 60 to 74 inches. You can order hubs that accommodate two, three, four, five or six blades and you can have left or right hand versions, tractor or pusher. Currently, props are being made for VW, Continental and
Lycoming engines and special orders for use on other engines will be accepted. Due to the bulk of the hub, one gets the initial impression that the Warnke prop must be excessively heavy, but like everything else
Ken Allison and his Teenie II preparing to test a three blade Warnke propeller.
Believe it or not, this rig not only flies but is so smooth that Teenie II owner, Ken Allison, wants to keep it on his plane. The short blades are just conversation pieces . . . and an excercise in showing the lengths one can go in balancing blades.
about the thing, you are in for a surprise. A two blade, 52" diameter VW
prop weighs 8 pounds and a three blade, 48" VW prop weighs just 10 pounds. Current prices (subject to change like everything else in our economy these days) are $190.00 for a two blade VW prop; $350.00 for a three blade VW prop; $240.00 for a two blade prop for a Continental or Lycoming and $390.00 for a three blader for these engines. For further information contact: Bernhard J. Warnke, P.O. Box 50762, Tucson, AZ 85705. 22 MARCH 1975
This lineup represents a portion of the master blades Bernie Warnke has built up to allow him to provide props for a variety of engine/ airframe combinations.
It is hopefully anticipated that even the most experienced reader will not object to an elementary review and commentary on that 72 year old subject . . .
PUSHER versus TRACTOR by
George B. Collinge
iEAA 67 Lifetime/ 5037 Marlin Way Oxnard, California 93030
w,
(Illustrations by the Author)
HEN CONSIDERING A single-engined configuration, many people think that a propeller at the back end, rather than at the front end, is the better way to design an airplane. It is true that many of the very first experimental airplanes were pushers and the first recognized successful airplane in the world was a pusher. It is also safe to say that early designers quite thoroughly investigated the pusher layout, Figs. 1, 2 and 3. Today, two points that continue to be espoused as advantages are superior visibility and better aerodynamics, the latter due to the propeller not having to "batter" its slipstream over the entire fuselage, center section and tail group. The appeal of the pusher layout is not reserved for a relatively few present-day designers. Some kids grow up through their modelling days feeling that they should perhaps spend more time "developing" the pusher because they have heard and read that it is supposed to be "better". But somehow the pusher problems always seem to get in the way. After he learns to fly, though, he subsequently may do all his flying in tractors, it is not uncommon to retain this latent affection for the pushed airplane. This smoldering predilection is often fanned into flame by persuasive claims by pusher protagonists without the balancing opinions from those who may not be so enthusiastic. Early in World War I, pushers were reluctantly revived by the Allies to enable guns to be fired in a forward arc. Since then, the proportion of pusher propellers to tractor propellers has been minute. This vast outnumbering by tractors does not necessarily prove that the pusher concept is wrong in any way, but it most certainly indicates that when it comes down to the nitty gritty, most designers go tractor. As with canards (ref. 2) there is an occasional minor resurgence of individual pusher types, but to date, BD-5
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FIG. 1 — The 1911 Paulhan and Tatin Aero Torpedo achieved 88 mph utilizing a 20 ft. drive shaft from the amidship-mounted 50 hp Gnome, (ref. 1). It used wingwarping as Paulin was engaged in litigation with the Wrights who were enforcing their aileron patent rights.
FIG. 2 — Early designers were quick to experiment with the aft-propeller airplane. This was the over 100 mph Galludet Bullet, built 1912 in Connecticut. It was powered with a 14 cylinder Gnome, mounted at the front of the fuselage.
notwithstanding, there has been no overwhelming acceptance of its advantages, when compared squarely with its disadvantages. FIG. 3 — Another experiment by the Galludets at their factory on the Thames River, Connecticut. Built for the Navy in 1916, it had two four-cylinder 100 hp Dusenbergs geared to an internal rack to which the four propeller blades were attached. To evade the Wright patents on controls, the ailerons only moved up from neutral. SPORT AVIATION 23
VISIBILITY
The pusher's visibility can be as good as is possible in any type of flying machine. If one wanted to really look at the world from the air, this would seem an excellent formula to follow. There are nevertheless, a few types of tractors with narrow engines and/or well-placed cockpits about which the visibility characteristics can hardly be faulted, Fig. 4. If not precisely as good as the
ideal pusher, they are so close as to diminish to a great degree one of its biggest potential advantages. Couple the above mentioned tractor with an ultra smooth enginepropeller combination and it can be a toss up as to which type of airplane can have the more comfortable cockpit. PERFORMANCE
FIG. 4 — Forward and downward visibility was basic design requirement on these two tractor airplanes, the Short Seamew and the Morane Saulnier Epervier.
It is however in the matter of performance where there is generally a great disparity between equally powered and sophisticated tractors and pushers. When comparing aircraft that do the same job, for example a pusher 2 or 4 place versus a tractor 2 or 4 place or an amphibian pusher versus an amphibian tractor, superior all-round performance has always consistently favored the tractor. Probably the ultimate single-engined "pusher" is
the jet-powered airplane, where one can have perfect visibility through a wide choice of cockpit locations without the vexation of a rear propeller, Fig. 5. And this, the
rear propeller, is the crux of all the pusher advantages and unfortunately, disadvantages. It is not a relatively small jet orifice that can be easily engineered into the conventional airplane fuselage shape, but rather a com-
paritively large-diameter fragile disc, whose purely ideal
FIG. 5 — Designed initially for jet propulsion, the ideal sport "pusher" need have few compromises to satisfy accepted aerodynamic and powerplant basics.
aerodynamic rear position is in direct conflict with where
it is usually forced to be placed, due to the fact that the ground would otherwise get in the way! Or the water, as the case may be.
It is often pointed out by pusher people that a tractor propeller is very bad because it is destabilizing in pitch
and yaw. Well this is a fact. But so is everything else in front of the center of gravity. The e.g. is a point of balance, which automatically means that there has to be something ahead of it, as well as behind it. The more the engine and passenger weight is concentrated, the less bulk there is ahead of the e.g. with a correspondingly lower requirement for vertical tail area, as for example, in many of the early airplanes, Fig. 6. In the yawing plane, as long as there is more effective side area behind the e.g., there will be directional stability, of sorts. The greater the relative side area, the stronger the stability, up to the yaw angle where the vertical surface stalls. This is the reason that dorsal fins and/or low aspect ratio fin/rudders are commonly used,
that is, to increase the stalling angle or the maximum angle of controlled sideslip. On the optimum pusher, the jet, in some extreme cases and for various reasons, much structure is built in front of the balance point. The directional stability deteriorates to the degree that even with large vertical tail areas, black boxes are necessary to keep it pointed in the
FIG. 6 — Vertical tail area compared on two different types of airplane, the Fokker E-2 and the Seabee prototype.
right direction.
On the propellered pusher, the more the weight of the engine, shafting and propeller is moved to the rear, the more the disposable load is accordingly moved ahead of the wing for balance. This is great for visibility but the large destabilizing bulk up front, which in many pushers is far greater than any tractor propeller could ever be, requires greater fin/rudder area for compensation, even if it is helped by the side area of the rear propeller. In the pitching plane, this spreading of the weights along the fuselage length will also require greater tailplane area for adequate control. Plus, if the fuselage length behind the wing is reduced to alleviate the rota24 MARCH 1975
FIG. 7 — Super-cavitating tractor propellers projected by Grumman for this high-speed Navy Patrol Craft.
FIG. 8 — Adjustable main-wing incidence to compensate for minimum fuselage rotation. The PAR Special and Chance Vought Crusader.
a consequent increase in drag during normal cruising flight (ref. 4) (ref. 5). Despite the destabilizing nature of the front-mounted propeller, and the deleterious results of the rotating slipstream on control, the majority of tractors have good inair handling qualities. Some are very good. There is every reason to believe that those of the pusher should be as good, and in some respects, a little better. The necessary qualification of course is that the pusher's takeoff and landing is most seriously compromised by the inability to rotate the wing sufficiently, due to restrictive ground clearance at the rear end, even with a reduced diameter propeller. Configuration adjustments to provide adequate ground clearance contribute to reduced inair performance. Multi-engined aircraft with wingmounted pusher propellers do not suffer as much in this regard, nevertheless they share most of the other performance robbing features of the pusher. SHIPS
FIG. 9 — In this airplane, application of power through the elevated thrust line causes a nose-down tendency. It is opposed by adding a down load on the stabilizer.
FIG. 10 — Here the thrust load is directed through the C.G. for zero or controlled trim change.
FIG. 11 —The inclined fuselage is providing some negative lift, although inefficiently, with quite high drag values, (ref. 20).
tion problem, an even larger tail-plane area is then needed. The net effect of the larger tail surfaces is to increase the drag and weight above that of a comparable tractor. A windmilling tractor propeller may reduce the air speed over parts of the tail by as much as 60 percent (ref. 3). For the pusher, the build up or braking of air in front
of the pump has the same effect and is especially noticeable if the control surfaces are immediately forward of the prop disc. So neither tractor or pusher is effected substantially more than the other in this respect. The large nicely rounded forward fuselage shape of the pusher sometimes tends to create unfavorable characteristics in the autorotation mode. To reduce this effect, its contour has to be adulterated by strakes or flattening of some areas or making corners sharper, all resulting in
Before further delineating some of the apparently ineradicable pusher-propeller idiosyncratic peculiarities, mention must be made of an argument that pusher zealots always like to use. That is, "a ship does not have its propeller on the front, to blow water back over its hull and so impede its own progress". It is felt that this is not a valid comparison and an examination of it is called for. Old as well as current marine literature, without detectable exception, reveals that the rear propeller position is largely taken for granted, without discussion. However, historically, it seems to have been practicality which has dictated all major marine design trends. For example, in very early boats and ships, a couple of oars or paddles were used for steering, regardless of the motive power used, either sail and/or oarsmen. These steering oars were located, one on each side of the vessel, at the rear, because it was found to be the best place from which to control direction. Probably that's why feathers are at the rear of an arrow and not at the front or in the middle. Anyway, when docking or porting, the dock-side "steer oar" or "board" ran the risk of damage so eventually only one "steerboard" was used and it was on the right-hand side. Hence, incidently, the term "starboard" as is used today. The porting or portside was the side that did not have the rudder. As time passed, the rudder migrated to the center of the stern, both for better control on larger vessels and to enable a ship to dock either side (ref. 6). Up to the advent of steam, the design of a ship was much a combination of tradition and art. When engines were devised for ships, they were for practical reasons situated in the center of the hull to coincide the centers of gravity and buoyancy. Adaption of age-old paddles and then paddle wheels were the original propulsion devices. A paddle wheel on each side of the ship, enabled the use of a short transmission line from the source of power. Unhappily in rough water, with a rolling ship, thrust was anything but equal, and great difficulty was experienced in holding a steady course. Because of other problems with side paddlewheels, such as ships being too wide for narrow canals and locks, and because of the great risk of damage whilst docking, the rear positioned paddlewheel became popular. Besides, it was closer to the rolling center of the ship. The rudder had already been there since the twelfth century (ref. 6). Some rudders were even retractable, because of the necessity to operate in shoal water and for the requirements of beaching. Although screw proposals were submitted to the English Admiralty as early as 1681 by Hooks and 1738 by Daniel Bernoulli, it was in 1836 that Francis Smith patented one of the first screw-propeller designs. His first boat had the screw mounted forward of the stern post, in SPORT AVIATION 25
deep water, so that it would stay submerged in rough seas and to avoid shocks to the engine. This was the basic idea. However in tests, half of the propeller promptly got broken
K£V£ftt£
FLOW
off, whereupon the boat immediately went faster. So with
much reduced blade area, the screw was subsequently raised to a more protected position at the rear, where, on full-sized ships it was still much less vulnerable to enemy gun-fire than paddle wheels. Eventually the screw was used universally although at first only as a back-up to sail, as were early paddle wheels for that matter. Some ships had adjustable pitch and even feathering
screws. Others lifted their propellers or paddle wheels out of the water when under sail. The engines were used mostly for harbor maneuvering and docking and the
rear-positioned screw was definitely found to be less prone to damage.
As with modern military aircraft paving the way for following commercial designs, so the navies of the world influenced ship design. One important fact in this regard was, for instance, that British battleships were
equipped with rams right up to the end of the 19th century (ref. 7). Accurate long range guns and torpedoes
FIG. 12 — This is a facsimile of a 1936 illustration by Raoul J. Hoffman entitled "Flow of air thru propeller".
deleted this requirement. But up to this stage, bows of naval vessels were designed to crash into other vessels. Non-military ships were made to break ice, bump logs, and a host of other equally strenuous duties. On fishing
vessels the rear screw location also minimized net fouling. All in all, a propeller in the bow area was obviously
impractical. When the change from paddle wheels to propellers occurred, it was found that the accelerated water over the rudder allowed a ship to turn very quickly and positively. Maneuverability was so good in fact that it has become one of the main reasons for the rear position of
the screw (ref. 8). Tugs, which spend most of the time moving barges, log rafts and other ships can maneuver better if they can push rather than pull. This, because the "powered" rudder is at the rear of the combination whether it be a number of barges, log rafts or whatever.
As they do have to back up occasionally, some tugs have an additional rudder(s) forward of the propeller(s) which then comes into use for deflecting the reversed wake (ref. 9). So it would appear that the rear location of the screw evolved more by force of circumstances than by any cut
FIG. 13 — The PAR Special, the Lawrence Institute Special (tandem-wheel version) and the Schroeder Dragontail.
and dried calculation of thrust and drag. Therefore to use its position on a ship as an argument against tractormounted propellers on airplanes has to be unjustified.
Because it is so practical for ships, it has never really been seriously challenged, even though difficulties with wave action, hull design and thrust calculations may favor some other location. Now with small planing hulls, a rear screw position is the only placement possible, because at speed it is the only part of the boat that is in the water. Again,
it is felt that no general comparison to aircraft is legitimate. FUTURE MARINE DESIGN
Starting with the earliest screws, cavitation has been a problem for the marine designer. Since about 1950, hydrodynamicists and aerodynamicists have joined forces to increase the speed of water-born near-surface vehicles. Hitherto building only airplanes, a number of aircraft manufacturers began moving into the ship building field. With retractable screws and foils, Fig. 7, purposely designed to cavitate (super cavitating) tractor screw positions started to appear (ref. 10). One can see a parallel to the furling of canvas on the old sailing ships with the retraction of these foils and pods. A small auxiliary, usually at the rear, is used for docking and low-speed navigation. 26 MARCH 1975
FIG. 14 — The very first twin-engined airplane was pushpull, using two Gnome rotary engines. Produced by Shorts, Great Britain in 1911. (ref. 24).
The apparent limit on size of ships using hydrofoils is approximately 2000 tons and 60 knots. As this article is being prepared the most promising design for heavier ocean-going vessels up to 100 knots is the Surface Effect Ship. It is air cushioned and twin-hulled, with a skirt at
the front and one at the stern. A lift fan is used to provide a Captured Air Bubble. The propulsion will be super cavitating propellers or another old invention, water jets (ref. 11). Where these power pods will finally be located in relation to the hulls, will be interesting to see.
FIG. 15 — The Do 18 like most push-pull airplanes, was appreciably faster on the rear engine than on the front.
ticality. Not necessarily from any great breakthrough in aerodynamics. The popular rotary engine cooled well in most any location, because of course the whole thing revolved. But tractor propellers created enough slipstream so that cooling was therefore easier. Rotaries then gradually went out of fashion, although they stayed long enough to mess up the handling qualities of a number of tractors, as well as pushers. Certainly the pilot now had a buffeting slipstream over him and this probably hastened cockpit enclosure. In comparison to the rear-mounted engines, which characteristically moved forward d u r i n g sudden stops or crashes, the now forward mounted engine absorbed much of the kinetic energy and a more crashworthy cockpit structure was possible. Propellers lasted longer, both for land and seaplanes. Less debris or water passed through the propeller disk, enhancing its longevity. While tractor landing gears were shorter, this change could be argued as a step backward from the tricycle gear of the pusher. Nevertheless, and above all, the tractors performed better, but not just because they were lighter and more compact. Why? PROPELLERS
FIG. 16 — Push-pull propulsion pods on Boeing's U. S.
Navy PCH 110 ton Antisubmarine Patrol Craft.
FIG. 17 — This was a Fokker private venture in 1938. Only one of these twin-boom D-23 fighters was built and it was destroyed in the bombing of Schiphol in 1940.
FIG. 18 — The XV-11A or MARVEL (Mississippi Aerophysics Research Vehicle with Extended Range) first flew in December 1965.
AIRPLANE EVOLUTION
Although many early pioneers in the struggle for a successful flying machine had propellers all over their designs, the Wrights used pusher propellers and an aft mounted rudder, ship style. Not quite in bird tradition
was their forward mounted elevator or "vertical rudder" as they called it, for pitch control. After they learned the hard way (Selfridge killed and Orville hurt, Ft. Meyer, Sept. 17, 1908) they changed to a rear elevator or tail plane (ref. 12). The birds had a good thing going for them after all. Airplanes gradually evolved from rear engines and pusher propellers to forward mounted engines and tractor propellers, perhaps like ship history, because of prac-
As has been known since the beginning of powered flight, the pitch selection of a propeller is critical for top performance. In fact, it should be constantly adjusted in very slight amounts for greatest efficiency during a complete flight. The correct and precise angle of attack of the entire propeller blade can only be achieved at one airspeed and a given rpm. A true adjustable-pitch propeller would be one where the actual blade would progressively articulate or distort, to alter the angle by different amounts, along the complete length of the blade. Clearly this would be an engineering miracle although at least one such propeller was so designed and constructed by an Italian, named Benozzi, in 1932 (ref. 13K The ability to rotate a rigid blade about its own axis, a few degrees either side of true pitch, even though not theoretically perfect, can increase overall performance to a very great extent. Hence the almost total acceptance of the modern "adjustable-pitch" propeller. It is this fine balance between angle of attack of the blades, the airspeed and the power produced by the engine, that has such a very large influence on ultimate performance. Let this pitch angle be even one degree off optimum and a reduction in performance results. Off a couple of degrees and performance degenerates considerably. In most cases, maximum propeller thrust is exerted when an aircraft is stationary, gradually diminishing with speed (ref. 14). Therefore, the generated thrust should be greater with a rear mounted propeller because, like a ship, its working medium is slowed by the hull or airframe. But water is roughly 800 to 1000 times as dense as air (ref. 15). Further, a ship's hull is a smooth overall shape disturbed only by possible marine growths. The water that flows through the aft propellers (especially twin-mounted screws) is comparitively tranquil. It just so happens that if the pusher fuselage is a decent shape, the air should not be slowed by it very much in the first place. But even so, over the rear portion of the fuselage there is a lowered pressure and an increase in velocity of the stream approaching the propeller (ref. 16). Acording to momentum theory, one half of the velocity increase occurs in front of the disk (ref. 17). This, incidentally, increases the pusher-fuselage drag in this area. As a pump induces air into its disk from some distance ahead, up to about 15 degrees of yaw the flow through a propeller can be considered parallel to its axis of rotation (ref. 18), (ref. 19). Up to this angle, P factor is mostly myth. The pusher propeller, unfortunately, does not have unrestricted space in front of it and does not SPORT AVIATION 27
operate in a uniform and steady flow, as does the tractor. The air has its direction and pressure changed by various amounts all around the pusher fuselage, wing
The following is a quote from "The Effect of the Slipstream" by Raoul J. Hoffman in Popular Aviation, Aug.
and tail group and there is not enough distance for the aligning characteristics of the propeller to appreciably damp out these effects. Therefore the pusher propeller has to work into differ-
sing through a propeller. This increase is the slip-stream
1936. Fig. 12 ... "shows the velocity increase of air paswhich gives us the required thrust. We notice an outer zero line past which we find a small region of reversed flow; the inner zero line passes through the 25 percent
ing angles of attack all the way around each revolution. A pusher propeller can almost never have the optimum angle of attack even on one section of its blade for a complete revolution! Little wonder it makes a noise about it. Most any pusher, including the B-36, has a distinctive
of the diameter, past which we find a turbulent region. Placing a body (fuselage) into this turbulent region the efficiency naturally will increase." The above might also help explain why some tractor
(some say distressed) "pusher sound" which denotes propeller problems. The more noise, the less efficiency, except with shrouds, about which more later.
tage. It additionally hints to the fact that the pusher
So, while the pusher propeller may have the potential to provide more thrust, it usually doesn't, due to the almost impossible situation of the variable flow going into it. Aerodynamic texts allude to this but because of the staggering difficulty of analysis do not go into it deeply. ADJUSTMENTS
One solution would appear to be that of smoothing out and stabilizing the flow as much as possible, before it reaches the rear-mounted propeller, by providing a super
fuselage drags are not nearly as high as is sometimes imagined, and further minimizes one more pusher advanmight benefit from a new kind of spinner, to help bring
its performance up a needed notch. An absolute and direct comparison between pushers and tractors is probably not achievable. But one oppor-
tunity for at least a good indication could be seen in three pushers, Fig. 13, designed to the rigid requirements of
the midget-racer class. These aircraft had the same engines, payload, wing-area restrictions, landing-gear wheel size, etc., as did the competing tractors. Yet their flight speeds were considerably lower (ref. 23).
clean and/or long fuselage. This in turn creates one of the
PUSH PULL
biggest headaches in pusher design, that of ground clearance for the propeller. It means that this type of airplane
The push-pull configuration warrants some attention if for no other reason than because half of it is a push-
can not be rotated to as high a lift coefficient as a tractor, both on takeoff and landing, with consequently, much longer time on the ground and higher speeds. One fix
er, Fig. 14. Apart from the ease of handling during flight on one engine (compared to a conventional tractor or pusher twin) an important justification for tandem-power
would be to make the incidence of the main lifting surface
plants is the reduction in frontal drag. As an example,
adjustable, Fig. 8. But this is added complication and weight, and not all designers will go this route. Another fix is to reduce the diameter of the propeller, which in turn reduces static thrust. Another is to raise the propeller to a higher position. This causes trim drag because a nose-down couple is created, which in turn requires a compensating or balancing download on the tail. This is added weight to be carried by the main wing, Fig. 9. Or, the high propeller can have its thrust line pointed through the main mass of the structure, so that the additional download is supported directly by the wing but without an appreciable change in trim force, Fig. 10.
research in 1936 showed that "a twin-motored fighter with
The fuselage shape itself can be arranged to accommodate the high propeller position, but doing this departs greatly from the best streamline shape. By the way, according to P factor enthusiasts, the inclined propeller should create a turning tendancy, but it does not, Fig. 11. Anyway, whichever method is employed, it serves to subtract from the pusher's performance. TRACTOR DRAG
A large spinner on a tractor generally improves the
overall propeller efficiency because it deflects air from the blunter and thicker blade sections and directs it into the better shaped main portion of the blades. And this is why cooling-air inlets in this area can then be smaller with less drag (ref. 21). The increase in the velocity of the slipstream of a tractor may be as much as 100 percent or more, at low speed. That is, the flow speed is twice that over parts outside the slipstream. The drag inside the slipstream supposedly would be four times greater. This is quite high drag. But it is at low speeds only! At high speed this difference diminishes to as little as ten percent with a correspondingly lower drag factor for the fuselage (ref. 22). The slipstream speed is not constant over the length of the fuselage though, adding to the difficulty of calculating the drag. 28 MARCH 1975
close-coupled tandem propellers would be 25 mph faster than a normal twin-motored type with two nacelles" (ref. 25).
According to an April 1969 article by David Bierman, President, Hartzell Propeller, Piqua, Ohio, "When both propellers are operating, the efficiency of the rear propeller is reduced because it is then operating in the slipstream
of the front propeller, although it still may have some beneficial effect on drag", (bold mine, GBC). Dornier had observed (ref. 26) that the DO18 was two
percent faster on just the rear engine than on just the front, Fig. 15. In more recent times, the Cessna Skymaster (for example) displayed similar characteristics. With its rear propeller shut down, vortex generators notwithstanding, the flow was separating badly around the blunt
rear of the fuselage. Shutting the front engine down and flying on the rear only, resulted in a sort of king-sized
boundary-layer control. This reduced the drag of the fuselage to the point where even though the rear propeller was generating lots of noise, the airplane went faster. Hence many mistakenly thought that this was
proof that a pusher was "more efficient". Normal singleengined tractors are not penalized by such unstreamlined after bodies, so should not be compared to this type of design.
It is interesting to note that back in 1962, projected ship designs for the U. S. Navy (ref. 27) included pushpull propulsion pods, Fig. 16. BALLAST
Superior visibility of the pusher has already been reaffirmed. It is difficult to criticize the pusher on this. Once a pilot accommodates himself to possibly less reference nose in front of him, the appeal of the unhindered view is undeniable. But to carry passengers, and provide the same quality of view for them, presents another knotty point. Two people, let alone four, in front of the wing implies an exceedingly wide travel of the center of gravity,
which the normal tractor does not have, as its disposable load is located on or near the correct e.g. position. How is this condition balanced in the pusher? Again, a larger than normal tail plane is required for trim and/or an adjustable ballast can be used, which to make a practical airplane, has to be carried at all times to be readily available for any particular load configuration. Either direction takes the pusher down the performance ladder. SO FAR
Up to this point it has been suggested that pushers tend to be heavier, due to drive train, vibration attenuators and ballast, if carried. There is some power loss due to the distance between the engine and propeller. Pushers may fly nicely in the air but suffer longer takeoff and landing distances. The center of gravity-balance trim drag may be higher than a tractor and the thrustline trim drag is higher and/or there is an increased apparent weight due to the inclined thrust line. Propeller erosion is a big factor although the degree varies between designs and is modified by the type of operating surface such as grass, dirt, macadam, asphalt or concrete. ESCAPE
There is another facet to the pusher/tractor picture, this one from the pilot's point of view, as opposed to a strictly engineering stance. For some military-turnedcivilian pilots, it is a personal preference to continue to use that great safety aid, the parachute. Not just for aerobatics but for so called normal flying as well. Once airborne, a well fitted and comfortable chute can instil much confidence. The fear, however remote, of structural failure during severe turbulence, can gnaw at even the most seasoned pilot. Perhaps sailplane pilots who use chutes do so because they see considerably more structural flexing than does the average lightplane pilot, and this gets to them. When wearing a chute, it is not unnatural to be concerned that egress from the cockpit during an emergency, be unimpeded. Especially if, conceivably, the airplane is girating wildly. One can appreciate why a tractor lowwing has been the accepted norm for nearly all pre-ejection-seat military airplanes. Certain high-winged types might make it a grim fight for the pilot or crew to get past all of the structure, doors and struts. But to do all this and, as in a pusher, still have the added hazard of a vertible buzz-saw a few feet behind, can be cause for some grave speculation. Some podded tractor designs are particularly menacing in this regard. A war-time English publication (ref. 28) states that "There are a number of pusher installations which provide a good view forward but make the bailing out a game of dodge the prop, with odds on the propeller". Also, with a picture of a Fokker D-23, Fig. 17, this article allowed that while the tandem arrangement was neat, " . . . pilot trouble was acute, because the rear screw would act as a mincer, topping and tailing any unfortunate who sprang from his cockpit through its blades". For successful escape, the farther the propeller is from the cockpit, the better. Also, having lots of tail surfaces in front of the propeller would seem to offer more protection. The war-time push-pull DO-335 not only had ejection
seats, but the vertical tail as well as the propeller itself were designed to be jettisoned for escape purposes (ref. 29). POWER PLANTS
The advent of the compact and smoothly running Wankel engine looked as though it could be eminently suited for pusher or aft-mounted tractor installations. That is, if
it was made of light metals. However even a light Wankel has a high fuel consumption. Given a nominal endurance, the total weight of the rotary-engined package is high compared to one with a reciprocating high-compression engine. The present iron Japanese liquid-cooled rotary automobile engine is heavy. This has deterred most, though not a l l , amateur experimentation for aircraft utilization. There are several lightplanes now flying with Wankels embedded mid-fuselage and using ducted fan concepts. The trade-offs are interesting, but hard and precise performance figures are not readily available. DUCTED FANS
Primarily as a noise reduction program, Hamilton Standard Division of United Aircraft has studied "QFans" using reciprocating and rotary engines (ref. 30). The shrouded propeller or ducted fan produces higher static thrust than a free propeller for the same diameter and power input (ref. 31). However, while any propulsion system designed for reduced noise suffers from weight penalties, in the shroud application there also appears to be a reduction in available cruise thrust. The U. S. Army Aviation Digest, regarding the Marvel Research Aircraft, notes that its "shrouded propeller increases static thrust by 90 percent over a similar open propeller, and provides thrust augmentation up to 100 mph. Above this speed, shroud drag overcomes any thrust increase", (ref. 32). Control surfaces were designed into the ring to help justify its weight and drag. As a matter of interest, the low speed efficiency of a shroud is greatest with a well-rounded lip which prevents inlet separation but which in turn adds even greater drag at high speeds (ref. 33). Referring again to the Marvel used for Army evaluation, Fig. 18, the weight of the glass-fiber shroud, with a diameter of 66 inches, was 68 pounds. Even at this rather high weight, there was great difficulty in maintaining rigidity and optimum propeller tip/shroud clearance, due mostly to vibration. It prevented the use of more than 45 percent of the available turbine power. Curiously, this unwanted vibration did have one mitigating feature, it decreased in flight, the annoyingly large static breakout forces of the shroud-mounted control surfaces (ref. 34). Control performance i power off and windmilling) is also compromised by sizeable effects of air-flow blockage in the annulus. Alas, it seems that the shroud is not without its drawbacks and is not generally considered a cureall for the pusher. EPILOG
New pusher-propeller airplanes are always turning up. An onlooker armed with the knowledge of some of the difficulties of its design, might find it enlightening to assess each pusher trade off and compromise. Presenting a definite point of view can sometimes run the risk of discord with those who do not share that view. There is one fact however, that could very well be indisputable, and that is that those who have endeavored in the past and those who are currently endeavoring to improve the pusher-propeller concept, deserve special appreciation. Aeronautical history is and will be richer because of them.
REFERENCES 1 Flight. England. Feb. 17. 1912 2 Elevator First and Tandem Wing Airplanes, G. B. Collinge. pages 12, 13 Sept., pages 22, 23, 30 Nov., Sport Aviation, EAA, 1959 SPORT AVIATION 29
3 Jahrbuch, der Deutschen L u f t f a h r t f o r s c h u n g , Dornier, R. Oldenbourg, Munich & Berlin, 1937 4 NACA Models Seek Critical Spin Answers. Evert Clark, page 52, Aviation Week, March 25, 1957
5 Anatomy of Spinning, page 418. Flight International, March 23. 1972
6 Sailing Ships. Bjorn Landstrom, page 77, Double-
By Jack Cox
day, Garden City. 1969
7 Steam at Sea, K. T. Rowland, page 94. Praeger Publishers, New York, 1970 8 Yacht Designing and Planning, H. I. Chapelle, page 192. W. W. Norton, New York. 1971 9 Skene's Elements of Yacht Design, F. S. Kinney, page 157, Dodd. Mead & Company, New York, 1973 10 Major Aviation Firms Survey Hydrofoil Potential, J. S. Butz. Jr.. page 81, Aviation Week, Feb. 22. 1960 11 Crossing the Ocean at 80 Knots, Rolf Boehe, Admiral, German Navy Reserve, Aerospace International, Gross-Talmon Verlag, Munich, July/Aug. 1974 12 Mr. Alec Ogilvie's Wright, page 66. Flight, England, Jan. 28, 1911 13 An Italian Variable Pitch Propeller, Popular Aviation, June 1932 14 Mechanics of Flight Vol. 1, A. C. Kermode, page 189, Sir Isaac Pitman & Sons. London 1942 15 Hydrofoil Ships, Ford Parke, page 31, International Science and Technology, March 1962 16 Slipstream Effect in Pushers, E. P. Warner, page 525, Performance, McGraw-Hill, New York 1936 17 The Propeller, Dommasch Sherby & Connolly, page 214, Airplane Aerodynamics, Pitman, New York 1967 18 Propellers in Yaw, E. P. Warner, page 531. Performance, McGraw-Hill, New York 1936 19 Is It Really Torque?, G. B. Collinge. page 37, Sport Aviation, EAA. May 1969 20 Fuselages in Yaw or Pitch, E. P. Warner, page 383, Performance, McGraw-Hill, New York 1936 21 Drag and Cooling of Air-Cooled Engines, P. E. Mercier, La Science Aerinne, Sept./Oct. 1938 22 Mechanics of Flight Vol. 1, A. C. Kermode, page 193, Sir Isaac Pitman & Sons, London 1942 23 Performances reported in various publications: Flight, Oct. 6, 1949; Homemade Racers Flying, Gloria Heath, Flying, Dec. 1949; Air Trails Pictorial, Apr. 1950; Midgets at the Races, M.A.N., Nov. 1951; Air Trails, Jan. 1952, etc. 24 Power Planting, page 252. 254, Flight, Illife & Sons, London, March 19, 1942 25 Jahrbuch, der Deutschen Luftfahrtforschung, Weinig, R. Oldenbourg, Munich & Berlin 1937 26 Power Plant Arrangement, page 4, Aircraft Recognition, Ministry of Aircraft Production, H. M. Stationary Office, London 1942 27 Hydrofoil Ships, Ford Parke, page 33, International Science and Technology, March 1962 28 Power Plant Arrangement, page 3, Aircraft Recognition, Ministry of Aircraft Production, H. M. Stationary Office, London 1942 29 German Combat Planes, Wagner & Nowarra, page 267, Doubleday, Garden City 1971 30 Q-Fan Use on Business Aircraft Studied, E. J. Bulban, pages 65, 66 and 67, Aviation Week, April 23, 1973 31 Aerodynamics of Propulsion, D. Kucheman & J. Weber, McGraw-Hill, New York 1953 32 XV-IIA (Marvel) STOL Research Aircraft, George Zuments, U. S. Army Aviation Digest, June 1968 33 Shrouded Propellers and Their Application, R. K. Watson, Jr. and V. O. Hoehne, page 59, Aero/Space Engineering, July 1959 34 Modified XV-IIA Studied for Wing Tests, B. K. Thomas, Jr., Aviation Week, July 15, 1968 30 MARCH 1975
G,
I EORGE RICHTER (EAA 64328) of Los Angeles has made several test flights in the radical new aircraftpictured above which he has named the Ric Jet 4. While the flights made to date have been restricted to straight runs down the Mojave, California airport at altitudes of about 12 feet (see photo), the test program is reasonably on schedule . . . which is to say it is proceeding slowly and deliberately. This cautious approach is only prudent because the Ric Jet is one of the most innovative homebuilt aircraft ever built. First, the Ric Jet is not jet powered — although at first glance the appearance is reminiscent of some of the early "X" series NASA research aircraft. Rather, the aft portion of the fuselage is an integral duct containing a Mazda RX 2 rotary engine driving a two blade wooden propeller that is 40 inches in diameter. The propeller is ahead of the engine and is not geared — it is a direct drive system with the propeller bolted to an aluminum adapter which takes the place of the flywheel on the engine. As the pictures indicate, the rotary engine is enclosed in a streamlined pod within the fuselage/duct, supported by a member which also serves as an air flow straightener and carrier of the tail section. The 18' wing has pronounced sweep back and anhedral and has full span slotted flaps. Spoilers are utilized for lateral control. The high mounted tail section is one of the more conventional parts of the aircraft. The tri-cycle landing gear is retractable, but is locked in the down position for early test work. The nose gear will fold backward and upward in the usual manner, but the main gear is somewhat unique in that it rotates forward and into the fuselage. Again referring to the photographs, the forward half of the fuselage is a sailplane-like pod that obviously provides superb visibility. It pinches in, wasp-like, at the midwing juncture to provide an unobstructed flow of air into the large duct. The cockpit is wide and long enough to provide a lot of pilot comfort. The airframe is of all-metal construction and utilizes tube, channel and sheet as is appropriate for various components. The Ric Jet 4 is the outgrowth of a ducted fan research project initiated a number of years ago by George Richter. Available literature and reports on the few aircraft that have actually flown with ducted or shrouded propellers left a lot of unanswered questions, so George eventually struck out on his own by building progressively more sophisticated flying models. By trying all sorts of configurations, engine and propeller locations, duct sizes, etc., he ultimately struck a combination that resulted in unexpectedly good performance — performance
(Photo by George Uveges)
George Richter and his Ric Jet 4.
that exceeded by a considerable margin what the text
books .say a ducted prop should provide. A '/B scale radio controlled model of a proposed full scale aircraft was so successful that the decision was made to start cutting metal on what was to become the Ric Jet 4. Although George prefers not to divulge all the details of the propulsive system of his aircraft, he maintains
that it is different in concept from anything tried before. He does not, in fact, even consider his set-up to be a ducted fan in what is the conventional sense of the term. He instead refers to his prop as a "confined propeller".
A number of people have examined the engine/duct area
(Photo Courtesy of George Richter)
Yes, it does fly.
(Photo by George Richter)
This view up the tailpipe shows how the engine is mounted and faired within the fuselage/duct. Note also
the pronounced anhedral of the wings.
(Photo by George Richter)
It looks like Mach 2 even without the wing skin! SPORT AVIATION 31
of the Ric Jet and have expressed dismay at the nearly one inch clearance of the prop from the duct wall. Conventional ducted fan theory states that the prop tip must nearly touch the walls of the duct, creating a nearcontinuous end plate effect, to have any advantage over a normally exposed propeller. George counters this with the statement that in his Ric Jet system the propeller is just a single part of a carefully thought out propulsive unit and that, as such, is not that critical as far as prop tip clearances are concerned. Other factors are also involved, such as utilizing the heat from the engine's cooling system to augment the total thrust. It is interesting to note that George Richter is not alone in believing that text book theory on ducted props is lacking in some respects. The late Dr. August Raspet was most vociferous in his claims that ducted props offered greater efficiency that theory would seem to indicate, and Jim Bede believes he proved this to be true in his experiments with the twin engine XBD-1 that is now a part of the EAA Museum collection (and was on display at Oshkosh last summer). Although a very ambitious project, technically, the Ric Jet has been financed on the same sort of shoestring that most homebuilt aircraft are. This situation has resulted in some compromises that have both slowed the building and adversely affected the performance of the aircraft. The Mazda rotary, for instance, is a completely stock engine that could easily be removed from the Ric Jet and reinstalled in an auto. George is using this engine initially because the cost of modifying it to make it churn out more power is simply too expensive at this point in the development of the aircraft. Further, only one prop has been used to date — a 40 inch wooden propeller with a 42" pitch. It only allows the engine to turn about 4400 rpm static and no more than about 4700 on take off. Mazda rates the engine at 130 hp at around 7,000 rpms — so George figures he is only getting about 80 hp for take off. An ideal situation would be one in which a number of propellers were available so that the best combination could be arrived at ... but, again, this costs money that is not available. George, of course, is fully — even painfully — aware of all this and has made the decision to go ahead with what he knows is inadequate power so as to be able to check out what other facets of the design he can until such time as a more powerful engine can be obtained. One of the big question marks was the use of spoilers for lateral control, but flights in ground effect have proven them to work well. Things like wheel shimmy, tracking of the landing gear, general ground handling, etc. have been pretty well worked out and the determination has been made that the C.G. is "right on" for safe operation . . . so that the tests with the stock RX 2 have definitely been worthwhile and haye
(Photo by George Richter)
The Ric Jet's power package with the front upper cowling removed. The Mazda RX 2 is positioned within the fuselage/duct as you see it here with the prop ahead of the engine.
(Photo by George Uveges)
The Ric Jet 3, a radio controlled model of a powered glider utilizing the Ric Jet propulsion system.
(Photo by George Uveges) (Photo by George Richter)
On to Mojave! 32 MARCH 1975
George Richter and the Ric Jet in July of 1973. The Model led to the development of the real thing.
moved the project forward so that when more power is available, full flight testing can proceed with alot of "knowns" rather than everything being truly experimental. George says that the Mojave airport is both a good and a bad place to test a new aircraft. The long runways and distance from congested areas are advantages as is the fact that a lot of highly qualified help is usually standing around on weekends should he need some assistance in ministering to a balky engine or whatnot. Mojave is the favorite testing spot for homebuilts from the Los Angeles area and the place is never lacking for homebuilders on weekends. The fact that Burt Rutan has taken up residence at Mojave and has his VariViggen operation at the airport is another plus. George does admit getting a little put out occasionally, however, at the spectators who expect him to go roaring out like someone who has just completed the 500th T-18 or 5,000th Fly Baby. He tries to explain that the Ric Jet 4 is an experiment — an experiment still in its very early stages and that a lot of work and many possible changes lie ahead . . . all of which call for methodical testing and not acts of Hollywood-style derring-do. George notes with some amusement the reaction to the appearance of the Ric Jet to various age groups. Older pilots seem to have a mixed reaction — all the way from thinking it to be downright wicked looking to those who admire it as a rakish, ultra modern airplane. Young people, however — those who were born after the advent of the jet airplane — are wild about it. (What does this tell you about yourself, fellow EAAer?) As of this writing (late January) testing of the Ric Jet is still proceeding. George has promised to keep us up to date on his progress and follow-up reports will be presented on these pages from time to time.
(Photo by George Uveges)
Inflight shot of one of the successful models that led to the building of the Ric Jet 4.
(Photo by George Richter)
An artistic shot of the tail structure of the Ric Jet.
SPORT AVIATION 33
plastics for WORKING WITH ABS
A Versatile Plastic Material For The Homebuilt Craftsman The suitability of ABS material for light aircraft components is indicated by this typical array of parts which have been used on various Cessna models. All items shown were thermoformed from Borg-Warner's Cycolac ABS sheet stock. Parts illustrated include fairings, wing tips, instrument panel overlays, air ducts, cowl panels and battery boxes.
homebuilding
By
Val Wright (EAA 81831) 516 Wrightwood Terrace Libertyuille, Illinois 60048
A
PLASTIC MATERIAL tough enough for making football helmets, small boats and bodies for snowmobiles, campers, trailers, and rugged ATVs (all-terrain vehicles).
A versatile, durable polymeric material whose most familiar application in today's home or office is the handsomely styled color telephone. This is ABS — one of the new breed of engineering plastics. Already being used extensively in commercial
aircraft, it appears certain to play an increasingly important role in homebuilt aircraft construction. For once they become familiar with this easily fabricated plastic, innovative EAA builders are going to find many logical
applications for it. ABS is a carefully tailored combination of three basic monomers — acrylonitrile, butadiene and styrene. Each contributes specific desirable properties to the finished material. By varying the blend of these components, the
polymer chemist and material supplier can formulate ABS to meet a broad spectrum of performance requirements. This balance of properties has made ABS one of the fastest growing types of plastics in recent years, in such demanding areas as building products, automobiles, public transportation vehicles, packaging, appliances
and recreational products. As a material for light aircraft construction, ABS is less familiar to most builders than such old standbys as
acrylic and glass reinforced polyester (fiber-glass). However, it merits the homebuilder's attention because it represents one of the best of the high-performance type plastics introduced since World War II. In many commercial applications (pipe and fittings,
automobile grilles and interior trim, toys, shoe heels, furniture, etc.), ABS is converted to finished product by extrusion, injection molding or other high volume manufacturing techniques. But fortunately for the EAA builder, ABS (along with many other types of plastics) is also available in the form of easily fabricated sheets, rods,
tubing, blocks and miscellaneous stock shapes. Thus, the same basic properties found in commercially made ABS products are now available to the homebuilt craftsman in
convenient form. Once a builder determines, after reviewing the properties of the material, that ABS meets his requirements for a specific component or group of components, he must
next decide how they can best be fabricated. Later in this article, we've included useful data on working with
this material, using tools and equipment available to most builders. Since EAA builders are, on the average, quite ingenious in solving their production problems, fabricating suitable parts from ABS probably won't stump them
too often. Before taking on a finished part, it's a good idea to familiarize yourself with ABS by experimenting with
some small pieces of the material. Try sawing, drilling, cementing and heat welding them. Heat some small strips
and form them into simple shapes. Once you get the feel of the material and how to work with it, you're ready to begin making ABS aircraft parts in earnest. Since you'll probably be working with sheet stock in most cases, it's encouraging to know that many commercial products made of ABS are also formed from sheet. Some prime examples include refrigerator cabinet liners, many types of small boats, and large body components for automotive campers and trailers, as well as such light aircraft parts as instrument panel overlays, inner door panels and wing tips. Many of these units are made on
large commercial type equipment, but if the EAA builder holds himself to realistic design parameters, he can achieve some outstanding results right in his own workshop. BASIC MATERIAL PROPERTIES
ABS has been aptly described as a "tough, hard, rigid thermoplastic that resists stains, shock, rust, extreme temperatures, peeling and chipping." It's particularly suitable for components in which toughness and rigidity
are required over a wide temperature range, and where hardness and dimensional stability must not vary appreciably.
In evaluating ABS (or any other plastics) for light aircraft parts, here are some of the principal criteria EAA builders should consider: • Strength requirements: Impact, flexural modulus, tensile strength and fatigue resistance (stress load in psi,
cycle rate and number of cycles to failure). • Temperature range: Maximum and minimum temperatures (constant or intermittent) to which the parts will be subjected, as well as the normal working range. • Electrical requirements, if any. • Exposure to chemical agents (fuels, lubricants, clean-
ers, finishes, etc.). • Weathering properties: Resistance to ultraviolet in
sunlight, etc. • Flame resistance: Standard grades of ABS are classified as slow-burning, presenting no greater fire hazard
than wood. Specially formulated self-extinguishing grades are also available. The specific gravity of ABS polymers ranges from
about 0.99 to 1.10. Specific volume (cubic inches per pound) runs from approximately 25 to 28 for various formulations. Tensile strength ranges from 2500 to 9000
psi (ASTM test method D 638-D 651). Flexural strength range (ASTM D 790) is from 3600 to 13500 psi. Rockwell hardness (ASTM D 785) ranges from R 30 to R 118. Impact strength (D 256) runs from 0.7 to 12 ft.-lbs. per inch of notch C/2 by '/i in. notched bar). Resistance to continuous heat ranges from 140 to 250 F; heat distortion temperature range is 165-225 F. Special grades of ABS offer properties well beyond some of these generalized figures. Data supplied by Borg-Warner Chemicals, a principal
supplier of ABS resins, indicates that these materials are almost completely resistant to attack by the following
types of reagents in any concentration, at both room and elevated temperatures, as tested by ASTM D-543-65: Inorganic salt solutions, alkalis, and mineral acids,
excepting strong oxidizing acids. Low KB solvents and mineral, vegetable or animal oils produce insignificant changes. On the basis of 7-day immersion tests, some materials often used as cleaning agents (carbon tetrachloride, for example) are unsatisfactory for prolonged contact with ABS resins. The same is true of benzene, methanol, toluene and gasoline. Occasional short-term contact with aviation gasoline presents no particular problem, but prolonged direct exposure is to be avoided. WEATHERABILITY OF ABS
All plastics vary in their ability to withstand direct exposure to the elements. This factor should be kept in mind when utilizing aircraft components of ABS, particularly on exterior parts. In general, prolonged exposure to direct sunlight produces significant changes in the appearance and physical properties of ABS. However, these effects can be minimized, as indicated below. In weathering, ABS tends to lose gloss and shift toward yellow in color tones. Surface crazing may develop SPORT AVIATION 35
FIGURE 1
FIGURE 2
Closeup of electric strip heater with small sheet of VB in. ABS material in heating position. A heating period of about 10-12 minutes brought the material up to forming temperature.
Softened along the heated area, the thermoplastic material is easily bent over a wooden block to produce the desired 90 deg. bend. Forming a part in one piece provides a sturdy, attractive component requiring no assembly operations. in protecting against both color shift and loss of gloss. In addition to providing excellent retention of aesthetic properties, Korad film has proven to be an effective means of reducing the rate of degradation of physical properties." ABS sheet stock with a 3-mil layer of the protective acrylic film is now used by many manufacturers of trailers, campers, boats and recreational vehicles continuously exposed to the elements. EAA members interested in obtaining ABS sheet stock having this improved weathering resistance (as well as standard grades of the material) should contact local service facilities and warehouses of such diversified plastics distributors as Cadillac Plastic and Chemical Co. and Commercial Plastics and Supply Corp. Among the sheet extruders from which both types of ABS material are available is Portage Industries Corp., Portage, Wl 53901.
in areas of high strain. The material eventually loses much of its original impact resistance and ductibility, particularly at low temperatures. Tensile and flexural strength values are maintained at normal temperatures, but drop appreciably at lower temperatures or high strain
rates. Modulus and hardness properties are not severely affected. These changes are due to formation of a very thin brittle layer of the exposed surface. Any load sufficient to crack this veneer can, by "notch effect", cause
propagation of the crack into the ductile core of the material. The fact that ABS (along with most plastic and nonplastic materialsl is adversely affected by long-term weather exposure should not in any way discourage the EAA builder from utilizing this excellent material. Thousands of motor cars, pleasure boats, campers, trailers, snowmobiles and other recreational vehicles incorporating exterior components of ABS make it clear that manufacturers haven't found weathering a severe handicap in working with the material.
As general guide lines when evaluating ABS for outdoor application, Borg-Warner Chemicals lists these points: (1) Is it an appearance part, or must it carry mechanical or thermal stresses? (2) Is the part likely to be
subjected to fatigue stresses? (3) What will the storage and end-use environmental exposures be? (4) What is the required service life of the part? The company recommends that ABS end-use products requiring exterior long-range retention of color, gloss and abuse resistance should have the surface protected by one of several
MACHINING AND FABRICATING
The machining properties of ABS are generally similar to those of non-ferrous metals. Conventional wood and metal working tools are usually satisfactory. The
material can be cut, turned, bored, drilled, milled, tapped and machine-finished, including all common filing, grinding, sanding, buffing and polishing techniques.
As with other plastics, frictional heat buildup must be controlled when machining ABS stock. Tool modification to provide adequate clearances is one useful
available systems. Pigmented ABS has somewhat better weathering resistance than the natural unpigmented grades, both in appearance and physical properties. Where integral ABS
approach. Heating may also be minimized through use of coolants whenever possible (water is generally satisfactory). A compressed air jet to clear chips before they fuse is also recommended. Tools may be operated at relatively high speeds, with low pressure and light cut.
colors are used, the earthen tones are usually most satisfactory. Specially compounded paint systems, based upon weather-resistant resins having sufficient flexibility to avoid brittle veneer effects, can also minimize weather degradation of ABS plastics. Among suppliers of such coatings are Service Coatings, Inc., 15600 Lathrop St., Harvey, IL 60426, and Hughson Chemical Co. Div. of Lord Corp., 2000 W. Grandview Blvd., Erie, PA 16509. The most widely used method of improving the weathering properties of ABS sheet stock is through the use of a pigmented layer of Rohm & Haas Co.'s Korad acrylic film, permanently laminated to the ABS sheet immediately following extrusion. Test exposures of up to four years in Arizona, reports Borg-Warner Chemicals, "have shown this method to be extremely effective
In drilling ABS, the most important factor is removal of chips by the drill, since they tend to pack in the flutes and fuse together due to frictional heat. Fusion can be reduced through use of highly polished flutes with a slow helix and generous side relief, plus use of coolants. Frictional heat buildup is rarely a problem in working with thin ABS stock. All common types of cutting operations can be used with ABS material. In addition to sawing with band saws, circular saws and jig saws, other cutting techniques include die cutting or blanking with steel rule dies, punch dies and clicker dies. Band sawing is generally preferred in fabricating ABS slabs, blocks, sheets, rod and pipe because heat build-up can be easily dissipated by this method. Flat stock and parts with straight edges can be cut with a circular saw; a band saw is ideal for curved
36 MARCH 1975
FIGURE 4
FIGURE 3
contours. When other approaches are not practical, jig saws may be used for cutting closed holes or small radii in thin stock. Hacksaws or other fine-toothed hand saws are useful for many small cutting jobs. THERMOFORMING PROCEDURES
Since ABS is thermoplastic, it can be heated and shaped with relatively simple equipment and techniques. The maximum sheet thickness which can be successfully
formed is limited mainly by available heating facilities, which may range from heat lamps, hot air guns and small strip heaters to various types of gas or electric ovens. Forming temperatures for ABS are in the range of 270-
300 F. Parts should be allowed to cool to about 150 F before removal from the mold or forming fixture. Accompanying photos illustrate use of a small (120
volt, 56 watt) electric strip heater in forming a 90-deg. bend in a piece of '/H in. ABS sheet stock. The heater, (Figure 1) which reaches a maximum 280 deg. temperature, is particularly useful when the fabricator wishes to heat a narrow section of the material prior to forming.
In this instance, time required to reach forming temperature was about 10 to 12 minutes. Since the material cools rapidly when removed from the heater, forming must proceed immediately. (Figures 2 and 3). If necessary, additional heating can be applied until the desired bend or fold has been obtained. By forming sheet ABS, some types of light aircraft components can be made in one piece, e l i m i n a t i n g assembly operations. A pair of armrests, for example, could be produced by forming pre-cut blanks to a 90 deg. angle and drilling mounting holes in the lower flanges for attachment to the fuselage structure. Simple curves are relatively easy to form, provided that sheets of the size required can be heated evenly to forming temperature. Compound curves (unless quite shallow) generally require more elaborate tooling or fixtures, plus a means of applying mechanical pressure, vacuum or air pressure to shape the softened material. A later article in this series will provide more details on thermoforming various plastics, including types of tools and heating equipment which can be used and how to provide the necessary vacuum or air pressure. Even without specialized equipment, ingenious EAA members have already accomplished some interesting results with sheet forming. One such individual is B. John Shinn ( E A A 17774). Ormond Beach. FL, who utilized
FIGURE 5
ABS sheet stock to thermoform streamlined cuffs for covering landing gear-fuselage joints on his Thorp T-18. After m a k i n g forms from water base modeling clay, John shaped the cuffs by hand directly over the forms,
heating the plastic material with an infrared heat lamp. Flannel gloves were worn to facilitate handling the heated stock. A photo of this thermoformed part appeared in
February, 1974 SPORT AVIATION, page 46. PUTTING IT ALL TOGETHER
When it comes to parts assembly, ABS wins a high
rating. Components made of this material can be joined to ABS and other materials in many ways. Mechanical
fasteners, adhesives and thermal welding are the basic techniques available. Mechanical fastening often deserves consideration because of the variety of fasteners that can be used. Women's shoe heels molded of ABS, for example, are usually attached to the shoe body with a nailing machine. Various types of threaded fasteners (machine screws, selftapping screws, drive screws and self-drilling screws) can be used successfully to join ABS to metals or other plastics. Fasteners made of suitable plastic materials are useful in applications involving sealing, corrosion resistance, color matching and protection of painted or finished surfaces. However, they should not be used if service temperatures exceed 190 F, or if the joint will be subjected to stresses exceeding the rivet strength. Though self-tapping screws may create a notch effect in an ABS part, this is not critical if the area around the tapped hole is sufficient to absorb the strain of threading. SPORT AVIATION 37
There should be material of uniform thickness, for three times the hole diameter, surrounding the screw hole. Because the stripping strength of ABS varies directly
faces. Recommended temperatures for this assembly method range from 430 to 550 F. Lower temperatures cause the material to stick to the hot plate; those above
with engagement depth, a minimum formulation is: 2 x screw diameter = depth of screw engagement. The ductility of ABS permits wire stitching and stapling to be used in fastening thin ABS parts. Spring clip type
550 F increase the risk of polymer degradation. When using the hot plate system, the pre-heated surfaces should be brought carefully and quickly together, then held with minimum pressure. Too much pressure
(Tinnermanl fasteners are often used where a protruding lug is present to hold the clip in position. Riveting also provides a variety of applications in assembling ABS
forces the molten material from the weld area, resulting in reduced bond strength and poor appearance. In addition to a hot plate surface, strip heaters, blow torches and soldering irons (Figures 4 and 5) can be used for thermally welding ABS and other thermoplastics. The latter are useful in sealing small cracks or breaks in plastic
components to themselves and other materials. Semitubular rivets are the most commonly used. Self-piercing
types can be used with flexible ABS sheet because of the low clinching pressure required. BONDING AND CEMENTING
In many cases, the use of adhesives can reduce the weight and cost of an assembly or provide longer service
life. The effectiveness of the joint design (butt, "V", lap, tongue and groove, scarfed, etc.) depends largely on the tensile and shear forces exerted on the assembled parts in actual service. Usually, a joint combining both tensile and shear strength is most effective. Both solvent cementing and modified epoxy bonding can be used with ABS materials. The solvents recommended include methyl ethyl ketone (MEK), methyl isobutyl ketone (MIBK), tetrahydrofuran (THF) and methylene chloride. A thin layer of solvent cement,
applied as evenly as possible to one or both ABS surfaces and joined under pressure, provides the best bond strenth. Recommended cure time (12 to 24 hours at room
temperature) can be reduced by curing at 130-150 F. A solvent based cement, made by dissolving ABS chips in a
solvent up to 25*^ solids content, provides very strong bonds and virtually eliminates the dripping problem experienced when using a solvent alone. Modified epoxy bonding systems have outstanding adhesive properties and will adhere ABS to practically any substrate, including wood, steel and other plastic
materials. The basic components of these adhesives are made up of resins and hardener which interact chemically with the base material, forming a solid cross-linked bond
equalling the strength of the ABS itself. In using these systems, be sure to follow the manufacturer's instructions carefully on mixing and method of use. WELDING ABS WITH HEAT
Thermal welding provides still another means for permanently joining ABS parts. One of its chief appeals is the time saving involved — as soon as the joint cools, it's ready to use. Although various techniques may be used, in each system portions of both mating surfaces are melted, then solidified to form the weld. Time, temperature and pressure combinations that soften and hold the
components.
Hot gas welding, used in many commercial applications, requires special equipment such as a welding gun and welding tips, compressed air supply and regulator, ABS welding rods and cutting tools. Also involving
specialized equipment are induction welding, in which a metal insert is placed between the plastic parts and energized with an electro-magnetic field to produce almost instantaneous heating, and ultransonic welding, in which
the plastic parts are heated by high intensity ultrasonics. By rapidly vibrating the parts against each other in a holding fixture, sufficient frictional heat is generated to create a high-strength weld. This technique lends itself
ideally to automation for volume applications. FINISHING AND DECORATING
In many instances, the EAA builder may prefer to leave ABS components in their natural integral color, particularly if they are non-appearance parts. However, excellent finishes, fully compatible with the plastic material, are available from such suppliers as Bee Chemical Co., Lansing, IL, and Red Spot Paint & Varnish Co., Evansville, IN. If the builder decides to dress up an ABS instrument panel overlay, door panel or other interior trim with a realistic wood grain finish, he can achieve excellent results with some of the attractive "vinyl veneer" materials now available from Borden Chemical Co., Columbus, Ohio, 3 M Co., St. Paul, MN, Phillips Films Co., Cincinnati, Ohio, Tyco/Coating Products, Inc., Englewood Cliffs, NJ, and other suppliers. The materials, supplied with pressure-sensitive adhesive backings, are easily cut and applied to any firm, non-porous surface. The patterns are immune to scuffing or scratching because they are reverse printed on the under side of the flexible vinyl film.
ABS parts in contact during cooling are very important.
Over-heating can cause excessive melt flow or even resin degradation, while insufficient heating produces weak joints.
In spin welding, one ABS piece is rotated against a stationary piece, under sufficient pressure and speed to produce frictional heat and melt the contacting surfaces. Rotation is then stopped and the parts brought firmly together until the surfaces fuse and cool. Drill presses and lathes are typical pieces of shop equipment which can be used in this type of thermal welding. In hot plate welding, ABS components to be joined are brought into contact with a heated surface until molten, then held together under pressure until cooled. This technique yields exceptionally strong bonds and is ideally suited to straight, flat welds. It may also be adapted to curved or angular joints if a properly shaped
tool is devised to provide uniform heat to the mating sur38 MARCH 1975
Acknowledgement: Our special thanks to Cadillac Plastic and Chemical Co., Detroit, MI 48232, and Borg-Warner
Chemicals, Washington, WV 26181, for their cooperation in supplying information incorporated in this article.
(Photo by Jack Cox)
is also a hot bed of KR-1 activity and, proportionally, builders there are completing and flying theirs faster than anyone. Ken says of the 100 flying (as of mid-Janu-
ary), about 14 of these are in South Africa.
The reasons for the worldwide appeal of the KR-1 are
rather obvious: its basic structure is wood, the nearest
By
Jack Cox
IN A RECENT phone conversation with one of our EAA
Designees, I asked, "What's hot in your area?" "Foam!" was the reply. "Foam", of course, translates into "KR-1" in homebuilt aircraft circles . . . at least this year. Nearly 5000 sets of plans have been sold for this tiny monoplane, which puts it into the company of the Bensen Gyrocopter, Jeanies Teenie, VP-1 and BD-5 as the all-time sales leaders in the build-it-yourself portion of the aviation world. Designer Ken Rand estimates around 100 are flying throughout the world with word of newly completed and flown examples coming in everyday.
The KR-1 is also extremely popular in nations other than the U. S. Approximately 1,000 sets of plans have been sold in Canada, which is amazing when one considers that as of the January mailing of SPORT AVIATION
there were 2577 Canadian members of EAA. South Africa
thing to a universally available building material; it is powered by the VW engine, the nearest thing to a universally available powerplant; its foam/Dynel/epoxy secondary structure is novel and a relatively easy medium with which to work; the KR-1 is tiny and is pretty in a cocky, fighter-like way — characteristics that seem to have universal appeal; and it is a fast little airplane for the power.
Last, and perhaps most significant, the KR-1 apparently can be built for one of the smallest outlays of cash of almost any aircraft flying. Certainly, it has few rivals in the miles per hour per dollar derby. With the phenomenal sales of KR-1 plans and materials kits, it was only a matter of time until a two place version came along. The KR-1 was first brought to Oshkosh in 1972 and was back again in 1973. Shortly before the 1973 event, Ken and his partner, Stuart Robinson, completed the design and stress analyses on a two place bird and immediately upon Ken's return from Oshkosh, started construction of the KR-2 prototype. The KR-2 was originally designed for the 1600cc VW, but because of the example of so many KR-1 builders going to larger and larger engines (from the KR-l's origiSPORT AVIATION 39
nal 1200cc engine), Ken and Stu decided to go right to one of the largest VWs available to them, Revmaster's 1834cc mill; the reasoning being that if they built the prototype to take that engine, it would be more than adequately stressed for the smaller 1600 and 1700cc VWs. The KR-2 is in every way an enlarged KR-1. The tail is, in fact, the same on both aircraft, as are the landing gear legs, wheels and brakes. The basic, all-wood primary structure is essentially the same and the foam/Dynel/ epoxy secondary structure is identical in its application to that of the earlier single placer. The changes consist largely of a widening and a five inch lengthening of the portion of the fuselage aft of the firewall to accommodate two people sitting side-by-side. A tandem seating arrangement would have resulted in less frontal area, but on such a tiny airplane the weight and balance problems would have been horrendous. The cabin is 38.5 inches in width at its widest point — O. K. for two average sized persons, but tight for a couple of members of the Pittsburgh Steel er's front four. The structural members in the KR-2 are the same thickness as in the KR-1, which means that owing to slightly greater lengths of longerons, spars, etc. the KR-2 is not quite as strong as the single placer. The KR-1 is calculated to safely withstand 12 Gs and the KR-2 figures to take nine . . . at the 800 pound gross weight of the prototype (empty weight of N-4KR is 430 pounds). The unique Rand-Robinson landing gear set-up (see drawings) is unchanged except that the spring bar is a foot wider and has a third hinge point. The KR-2 wing has a span of 20 feet 8 inches and employs the rather thick RAF 48 air foil . . . which is to say it is a slightly larger version of the KR-l's 17 foot 2 inch wing. The construction technique is the same . . . the wings are built up right on the airframe, then the outer panels are simply sawed off. And from these panels the ailerons are sawed out and reinstalled after '/t" spars have been bonded in place and piano hinges have been attached. The KR-2 has an effective wing area of 78 square feet so that at a gross weight of 800 pounds the wing loading is just a shade over 10 pounds per square feet . . . about the same as a Cessna 150. The KR-2, however, is a much faster and very much cleaner airplane than a 150 . . . and this makes one wonder if the slippery little dude needs flaps of some sort. Conversations at Oshkosh with Ken and the fellows from Wicks Organ who built the second KR-2 seemed to indicate that the -2 is a real floater in ground effect. They said that even when you had the bird as slow as you dared on final it would still get down to the last couple of feet'and just float . . . and float. The broad wing and broad flat bottom of the fuselage are allowed to get so close to the runway surface by the ultra short landing gear legs that the ground effect is really accentuated. It would probably be desirable at this point of the landing to be able to hang something out in the breeze to create a little drag, but it's hard to say what. That short landing gear leaves the trailing edge of the wing so close to the ground that conventional flaps — even a belly flap — would be making expensive, abrasive noises on every landing. I'm sure Ken and Stu consider the omission of flaps, spoilers or whatnot to be thoroughly in keeping with the concept of making the KR series as mechanically simple and light as possible. And it can be argued that with a stall speed of 42 mph the floating is going to be more of a nuisance than a hazard of any sort. KR-2 pilots are simply going to have to be more precise on speed control on their landing approaches than when they are in dirtier airplanes. It does seem reasonable, however, to advise KR-2 builders to make their first half a dozen or so landings on long runways until they perfect their technique. 40 MARCH 1975
(Photo by Lee Fray)
The author, holding canopy, and Ken Rand fit in the prototype KR-2 with ease. However, your editor is 5' 9" and weighs 150 pounds and Ken is shorter and lighter. 200 pounders are advised to bring a large shoehorn.
(Photo by Lee Fray)
Ken Rand, holding canopy, shows the cockpit of the KR-2 to several EAAers. The plane is in the Synthetics Workshop at Oshkosh for repairs.
The prototype KR-2, N-4KR, is powered by an 1834cc Revmaster, which is an otherwise stock IGOOcc VW with 99mm cylinders. This particular engine is a single ignition version — it has a Bendix mag — and derives liquid sustenance through a Posa injector. Revmaster gives the engine a continuous rating of 60 hp at 3000 rpms, which is on the conservative side. With the props that have been tried thus far, Ken has been cruising the engine at around 3200 rpms and figures it is cranking out around 70 hp at that setting. The KR-2 is presently equipped with a Bernhard Warnke ground adjustable propeller (see article elsewhere in this issue) and some excellent performance figures are being obtained . . . like 180 mph at 3200 rpms
at low altitude and true airspeeds around 200 at higher levels. This is significantly higher than with earlier fixed pitch propellers. Climb rates depend on the usual variables; the pitch at which the Warnke prop is set, take-ofT weight and atmospherics. Ken says to expect about 800 fpm with a
standard prop, gross weight and a standard day. When he wants to show off, he can get 2,000 fpm with just him.self aboard, 5 gallons of fuel and a climb prop. Ken was getting this during those steep climb-outs at Oshkosh last August. The KR-2 plans show an integral, foam and Dynel fuel tank ahead of the instrument panel with a capacity of 10 to 12 gallons — it's going to vary depending on just how
it is built. N-4KR's fuselage tank holds 10'i; gallons and before Oshkosh a second tank was built into the root of the right outer wing panel — j u s t Dynel and epoxied up
a foot or two of the cavity between the two spars. This aux tank proved to have a capacity of 14 gallons, so a total of 244 gallons were available for the flight from LA to Wittman Field. With a break from the winds, the range figured to be over 900 miles! This set-up proved to be N-4KR's
Achilles heel. The prototype was completed in late May of 1974 and the first flight was made by Frank Bay lor on June 1. Ken and Stu made the next flights. With Baylor hired part time to fly the KR-2 and Ken and Stu ready to take occasional turns at the stick, the required 75 hours were flown off in a period of just three weeks and the restrictions
were removed by FAA. Then it was time to plan for Oshkosh. It was at this point that the decision was made to add
the wing tank and a radio in order to fly the plane to Oshkosh rather than truck it as had been done with the KR-1 the two previous years. A major stumbling block was the fact that the plane was not equipped with an electrical system and power to run the radio and transfer fuel from the wing tank to the fuselage main had to come from somewhere. Masters at improvisation that they are, Ken and Stu finally came up with a battery set up which, on paper, would allow transfer of the 14 gallons and intermittent use of the radio . . . like an occasional omni heading and a couple of minutes of tower communication. A trickle charger was taken along to recharge the battery at night. Frank Baylor roared out of Meadowlark Airport head-
ed eastward in the KR-2 and Ken headed out in his car. Everything went as planned until Baylor found a cloud
area over Kansas forecast to be widely scattered going solid under him. This resulted in excessive use of the radio for navigation so that when it came time for fuel transfer, the battery was found to have pooped out. A letdown through the cloud deck was successful . . . right over a ranch airstrip some 20 miles south of Topeka, Kansas! To make a painful story short, the pilot overshot the strip and plunged down a 10 foot embankment, wiping out the gear. The only consolation was confirmation of the engineering data on the gear legs . . . they broke off exactly where calculations predicted they would when
subjected to between 470 and 500 pounds of force. A sizeable hole was also made in the foam/Dynel skin on the top of the left center section and, of course, the prop was brok-
en. N-4KR made it the rest of the way to Oshkosh via trailer. Once at Wittman Field the battered little bird was immediately taken to the synthetics workshop shed where Ken and various volunteer helpers turned misfortune into an excellent "for real" class in foam/Dynel/epoxy application and repair. After a day and a long night's work, the plane was ready to fly again . . . and did. A taxi accident into, of all things, an FAA car, required another long night of patching up, but, again, the plane was flying the following day. (An interesting footnote to this frantic
(Photo by Jack Cox)
The KR-2 is one slick little airplane as this rear shot clearly shows.
activity was the revelation that, guess who, of all the people in this world today, is allergic to epoxy resin?? That's right, Mr. Foam and Dynel. himself'. . . Ken Rand! After a couple of days of patching up the KR-2, his hands looked like they had been run through a sausage grinder. So, take it from the fellow with the scars, KR and
W.A.R. builders, WEAR RUBBER GLOVES.'} The trip back to Los Angeles was made using only the main fuselage tank and was uneventful. As of midJanuary N-4KR had 132 hours TT and had been flown by a number of pilots. With the tremendous number of KR-1 plans sold, Ken and Stu were in a position to come up with a rather elaborate set of instructions for building the KR-2. What one gets for $45.00 is a 64 page plans booklet rather than the usual sheets of engineering type drawings. The text is broken down into short, numbered paragraphs that lead the builder step-by-step through the construction of his KR-2. 25 drawings and 81 photographs are keyed to the individual paragraphs. What you have here is very similar to what educators call "programmed learning". It's principal advantages are the logical and proper sequencing of the building steps and the breaking down of work into small and relatively easy to accomplish tasks. The drawings contain the usual dimensions and also are frequently accompanied by a cutaway or isometric view to aid the builder in visualizing how the parts are supposed SPORT AVIATION 41
to fit together. The pictures are especially valuable, particularly in showing how the foam and Dynel is applied. This section, incidentally, is covered in the greatest detail of anything in the booklet . . . the result, according to Ken, of all the questions they have been asked on how
to apply the foam and Dynel and attain a good, smooth finish. The KR-2 building manual contains drawings for two types of engine mounts, a wiring diagram, including the installation of VOR and communications antennae, a list of sources of materials, a listing of all the KR-2 materials kits and a couple of pages of Revmaster engine info. The nine materials kits available from Rand-Robinson include the aluminum extrusions (main gear, bellcranks, pulley brackets, control hinges, etc.), the 4130 steel parts, wheels and brakes, axles, tires and tubes, tail wheel, canopy, A/N bolts, Slick magnetos and a large breakdown drawing to hang in your workshop for inspiration while you are building. A number of firms now offer spruce kits for the KR-2 and several also offer with the package the necessary plywood, Styrofoam and epoxy. The Styrofoam call-out in the plans booklet is for: 12 pieces of W x 2' x 4'; 12 pieces of 1" x 2" x 4"; and 9 pieces of 2" x 2' x 4' foam. 30 yards of 48" wide Dynel cloth are needed and seven gallons of epoxy laminating resin are required . . . just to give you some idea of the quantities of this new building medium that go into an airframe the size of a KR-2. The total cost of these kits has been running well under a thousand dollars, which means that even after adding in the price of an engine, a prop, instruments, cables, paint, radios, etc., the total is still going to be quite reasonable when you consider that we are talking about a two place airplane capable of cruising up to around 180 mph, depending on the engine used. The low cost and short construction time required to build a KR-1 or KR-2 (or several other of the less complex homebuilt designs) brings up a point that needs some airing on the pages of SPORT AVIATION. There is a degree of criticism of these more basic aircraft — and not just from our friend and critic, Peter Garrison. There are EAA members who feel that the low cost and building ease of these aircraft attract persons who do not possess the knowledge, skills and pride in craftsmanship to construct a safe flying machine. There are those who flatly state that such aircraft "ought to be banned" . . . although we haven't heard any constructive suggestions as to how or by whom this would be accomplished. Personally, I believe these are negative arguments and are not adequately thought through. The fact is that shoddy workmanship is not confined to any particular design or level of complexity. EAA has received Designee reports over the years detailing isolated examples of poor workmanship found in almost any homebuilt design you can call to mind. It has not been our experience that craftsmanship is the exclusive province of the affluent. Conversely, in fact, some of the finest workmanship ever lavished on a homebuilt airplane has been on VP-ls, Fly Babies, Jeanies Teenies and the like. Would any of you have stood at the gate at Oshkosh in 1973 denying entrance to Fred Keller's superb KR-1, an airplane that was strongly in the running for the Grand Champion award eventually won by Jim Butler's fantastic Midget Mustang . . . just because the KR-1 is quick and relatively easy to build? In my opinion this matter should be approached positively. EAA does its best to promote high standards of craftsmanship, maintenance and pilot performance. We want to see every builder of every homebuilt and every restorer of an antique, classic or Warbird educate and discipline himself so as to produce an aircraft that is soundly constructed, aesthetically appealing and safe to operate. (More Illustrations on Page 44, Text continued on Page 49) 42 MARCH 1975
THE WICKS ORGAN KR-2
One of the surprises — and wonders — of Oshkosh 74 was the KR-2 built in 74 days by the Wicks Organ Company of Highland, Illinois. Constructed as a commercial venture to promote their materials kits for the KR-1 and KR-2, the tiny tan two-seater was started on May 16, 1974 and was flown for the first time on July 27 (although at Oshkosh a sign on the aircraft listed July 28 as the completion date). Wicks Organ employees Richard A. Haase (EAA 58611) and Mel Smith did the actual construction work and George H. Gibbons, company vicepresident, did the initial test flight (and, due to insurance restrictions, has been the only one to fly the 100 or so hours the little bird has accumulated as of early February, 1975). It was flown to Oshkosh on a strict "there and back only" waiver to its previously prescribed operating limitations . . . thus giving Convention goers the unique opportunity to see two examples of a new design in its national debut rather than the far more common routine of theprototype-this-year-and-a-plans-built-copy-threeto-five-years-later. The Wicks' KR-2 also gave EAAers the opportunity to see an example of the design that undoubtedly will prove to be more representative of what builders will do with their own projects than Ken Rand's prototype. Prototypes are often cut and fit affairs intended to prove out the accuracy of the plans and are not noted for Grand Champion caliber finishes and interior appointments. More often than not, they also turn out to be the lightest examples of the design ever to be produced. Ken's N-4KR fits both descriptions.
Wicks' N-100MW was both more carefully finished and heavier than the prototype, the former at least partially responsible for the latter. A larger, heavier engine with a full electrical system, a simple but tasteful interior, heel brakes (rather than the prototype's rudimentary "grab the cable and pull" set-up), a slick exterior finish and craftsmanship worthy of the makers of fine pipe organs all contributed to an empty weight of 555 pounds — an increase of 125 pounds over the prototype. A major weight producer was the substitution of a built up seat bottom rather than the canvas sling used in Ken's N-4KR. The gross weight of N-100 MW has been upped to 1000 pounds. If past history means anything, the 555 pounds empty weight of the Wicks Organ KR-2 is closer to what most of you builders are going to come up with than the 430 pounds of Ken Rand's prototype, no matter how much Ken implores you to "keep it light". Therefore, you better be prepared to go to the bigger engines available if you expect to get anything near the performance Ken gets with his featherweight. Wicks uses the 2100cc Revmaster which cranks out 80 hp while consuming about 4 gallons per hour. George Gibbons reports that he is getting a cruise speed of 140 mph and a balls-to-the-wall top of 165. Rate of climb is in the 800 to 900 fpm range. Significantly, this has been with the originally fitted propeller — no experimentation has been done to date, so, undoubtedly, some improvement can be expected with an optimum propeller. At least
(Photo by Jack Cox)
this seems to have been the case with almost all other homebuilts. At near gross weight the landing speed is 70 mph. Pilot Gibbons says their KR-2 flies nicely and that operational and maintenance problems have been virtually nil. He does point out, however, that the engine has been equipped with a Corvair oil cooler and that the valves are adjusted every 25 hours. The oil is changed at this time also. Throughout its first 100 hours, the engine has functioned perfectly. The Wicks Organ experience to date provides some clear lessons for KR-2 builders: * A super plus, trophy-taking version of the KR-2 is going to be heavier than the Rand-Robinson prototype, so ... * Top and cruise speeds are going to be down from
* To compensate for top end performance, plan to go the 2100cc engine. Be realistic, don't go crying to Ken Rand if your KR-2 weighs 500 pounds empty, is powered by a stock 1600cc VW and cruises at 125-130 mph. There's nothing about the design of the KR-2 that alters the basic laws
of physics . . . you gotta be light to go! * Keep that VW cool and the valves constantly in adjustment if you are interested in durability. Wicks Organ Company, Highland, Illinois 62249
markets the spruce, plywood, foam, Dynel, epoxy and Aerolite glue necessary to build a KR-2. Incidentally, they provide polyurethane foam rather than polystyrene because they believe the former to be superior for this application. — Jack Cox
Ken Rand's figures, stall and landing speeds up, so ... SPORT AVIATION 43
(Photos by Lee Fray)
A comparison of the cockpits of Ken Rand's prototype, left, and the Wicks Organ KR-2, right. Major difference is plywood seat bottoms in Wicks aircraft instead of prototype's canvas sling seats.
- mike button
LANDING GEAR, CONTROL AND BRAKE ASSEMBLIES
(Drawing by Stan Pisakov'
44 MARCH 1975
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3. CONVENTION REGISTRATION (a) Convention registration fee entitles flight line privileges. Registration Fees
1975 EAA CONVENTION GUIDE GENERAL ADMISSION
$2.50 - Adults $1.25 - Students - Age 12 to 18 Children under age 12 admitted free when accompanied by an adult. 1. EAA MEMBERS AND IMMEDIATE FAMILY ONLY will be admitted through the general admis-
sion gate without charge upon presentation of valid membership card. 2. Members of all other aviation organizations must pay required entrance fee. 3. Non-member pilots and general public must pay required entrance
fee. 4. General admission allows individual access to the general Convention area only which includes the workshops, exhibits, forums and meetings, and viewing of daily air show. It does not include entrance to the flight line area. Flight line area is reserved for EAA members, members of related aviation organizations, pilots and holders of any type airman's certificate upon presentation of valid membership card or certificate, and payment of additional registration fee at Convention Registration Building. General Admission fee will be credited toward Convention registration fee upon presentation of admission ticket.
4. 5.
6. 7.
(a) Guests of EAA members other than immediate family. (b) Members of other bonafide aviation organizations and their guests (valid membership card must be presented). (c) Pilots and/or individuals holding a valid airman's certificate of any type upon presentation of said certificate. Convention program is provided free to each registered EAA member. All guests and public will be required to pay for programs. Children under 14 years old will not be permitted on flight line without a registered adult. Membership in the EAA can be purchased at the Convention Registration Building.
CAMPSITE REGISTRATION 1. ONLY EAA MEMBERS WILL BE ALLOWED TO CAMP IN EAA CAMPGROUNDS.
(a) Facilities to join or renew membership in the EAA will be available at the Camper Registration Building. (b) Convention Registration Fee must be paid with Campsite Registration Fee.
1. Weekly . . . . . . . . . . . $20.00 2. Daily . . . . . . . . . . . . . 4.00 3. Children under 14 admitted free when accompanied by a registered adult. (NO REFUNDS ON CONVEN-
TION REGISTRATION) (b) Above registration includes members of his or her immediate family. This pertains to both weekly and daily registrations. 4. All units must have proper identification to remain in campground. 5. Campsite Chairmen will direct the parking of camping units so as to make the best use of available space. 6. Camp area must be kept neat and clean. (a) All garbage bagged and securely wrapped and placed in garbage barrels. (b) Garbage barrels must not be moved. (They are strategically placed to aid pick up by garbage truck.) 7. Cars to be parked next to your camping unit only. 8. No electrical outlets available in campground in 1975. 9. Absolutely no parking in fire lanes. 10. AIRCRAFT CAMPERS: $4.00 per day fee and all of the above rules apply to Aircraft Campers.
2. REGISTRATION: (a) A camping unit is any tent, tent-trailer, bus, aircraft. (b) Daily campground registration fee is $4.00 per unit. 1. This fee is payable in advance starting with the day the unit is set up (even though unoccupied) CONVENTION REGISTRATION through the end of the 1. Convention registration fee entitles Convention. (This rule EAA member to flight line priviwas made because of the leges. many requests by campers Registration Fees who came many miles to (a) Weekly . . . . . . . . . . . . . . $20.00 find unoccupied units (b) D a i l y . . . . . . . . . . . . . . . . 4.00 parked in choice spots (c) Children under 14 admitted ahead of time.) free when accompanied by a 2. A refund of $4.00 per day registered adult. will be given to those units 2. Above registration for EAA MEMdeparting early. BERS ONLY includes members of 3. Refunds will be given at the his or her immediate family. (Daily Camper Registration Buildregistrations included.)
3. Flight Line Privileges will be extended, upon donating $4.00 per person per day or $20.00 per person for the full Convention, to the EAA Air Museum Foundation (tax deductible), to the following: 46 MARCH 1975
ing as tenant is leaving the
area and surrenders campsite tenant credentials. 4. Checkout time is 2:00 P.M. 5. Units leaving after 2:00 P.M. will be charged for an additional day.
OSHKOSH (WITTMAN FIELD)
From City: 2.5 mi. SSW
Elevation: 795 feet Lights: 18-36 (6700 ft.) and 9-27 (6100 ft.)
Runways not lighted: 13-31 4-22
(3400 ft.) and
(3700 ft.)
Beacon: Yes Communications: Unicom: 123.0 Tower: 118.5 Nav Aid Osh VOR:
111.8
FLY-IN PROGRAM
The official opening of the Convention will be Tuesday, July 29. The daily schedule will include numerous forums, fly-bys, and "how-to" demonstrations in the special EAA Workshops. Each evening a special fly-by of Warbird aircraft will be held from 4:00 to 4:45. At 4:45 sharp the evening Air Show will start. The show will run until 6:45. The airport will be closed to air traffic (except airlines) from 4:45 to 6:45.
3600'
S o o
PUBLIC CAMPGROUNDS
There is a public campground located two miles south of Wittman Field. Anyone interested can obtain details by writing to Circle "R" Campground at 5703 Knapp Street in Oshkosh, Wisconsin 54901. COUNTRY STORE
As in previous years, a well-stocked "country store" will be in operation in the EAA Campgrounds as a service to the members.
APPLETON (OUTAGAMIE COUNTY AIRPORT) From City: 3 mi. west
FOND DU LAC COUNTY AIRPORT
From City 1 mi west Elevation: 860 feet Lights 36-18 (5000 ft.) and 9-27 (3600 ft.)
Beacon: Yes Communications: Unicom: 122.8
Radio Beacon: 248kh FLD
YOUTH PROGRAM
Once again, the EAA is presenting a well-rounded program of crafts, games, recreation, entertainment and other activities designed to occupy the children of EAA members. Non-radio aircraft may land at the tower-controlled Wittman Field during the Convention by applying for a waiver in advance to the Fly-In. Cards are available from the FAA Tower at Wittman Field in Oshkosh, Wisconsin 54901, Attention: James Norcutt, Tower Chief. The cards must be filled out and returned directly to the Control Tower prior to the Fly-In so that the cards will be on file. TIE-DOWNS
There is no charge to tie down your airplane in the EAA Fly-In area if you bring your own tie-downs. Tie-downs are available from the Aircraft Parking Committee and can be purchased for $10.00, $5.00 of which will be refunded if tie-downs are returned. ALL aircraft must be tied down. Each owner/pilot is responsible for the tie-down of his own aircraft. It is stressed . . .
PLEASE BRING YOUR OWN TIEDOWNS.
Elevation: 918 leet Lights: 11-29 (5200 ft.) and 02-20 (7000 ft.) Beacon: Yes Communications Unicom: 123 0 Tower: 119.6 Radio Beacon: 407 kh FXV
CHAMBERS OF COMMERCE
(All Area Codes-414) OSHKOSH AREA CHAMBER OF COMMERCE
27A Washington St. Oshkosh. Wisconsin 54901 235-3000
Chamber of Commerce of Neenah-Menetha
NON-RADIO AIRCRAFT
APPLETON
FOND DU LAC
214 Washington St. Neenah. Wisconsin 54956 722-7758
Fond du Lac Chamber of Commerce 207 North Main St Fond du Lac, Wisconsin 54935 921-9500 Apptoton Area Chamber of Commerce North Oneida St P O Box 955
Appleton. Wisconsin 54911 734-1491
MOTELS OSHKOSH
APPLETON - 54901
THE PIONEER INN (Filled)
(Within 20-25 minutes north of Oshkosh)
on Lake Winnebago 1000 Pioneer Drive 233-1980- Mikelgnat HOWARD JOHNSON'S MOTOR LODGE (Filled) 1919 Omro Road (Hwy 41 & 21) 233-1200 HOLIDAY INN - OSHKOSH (Filled)
Hwy 41 at Ninth Avenue
AMERICAN MOTOR INN
1032 South Westland 733-7351
MICHIEL'S SHERWOOD INN
Hwy 114 & 55. Sherwood. Wise 989-1232
233-1511 - Robert Thompson TOWN MOTEL (Filled) 215 Division
BLOOMER'S MOTEL
233-0610 • Jeanette Bacon
CONWAY MOTOR HOTEL
LAKELAND MOTEL (Filled) Hwy 41 near 21
128 North Oneida
235-2290 - Howard Berendson VALLEY MOTEL (Filled) 5181 N. Jackson • Hwy. 41 & 45 231-8090- Phil & Ruth Brill HILLTOP MOTEL (Filled) 4607 Fond du Lac Road
231-4821 • John Siebold
HEADQUARTERS AND MUSEUM
STONEY BEACH MOTEL (Filled)
TO REMAIN OPEN EAA Headquarters and the Air Education Museum will be open for business and to the visiting member and public during the entire week of the Fly-In. Hopefully bus tours will be arranged for those wishing to travel there from Oshkosh, and details of these tours will be available at the FlyIn Information Booth.
3 Stoney Beach Road 231-6770- E. D Hensel
ROYAL MOTEL (Will Accept Full Week Only) 2849 Fond du Lac Road
2603 North Richmond 739-3189 734-2611 DREAMLAND MOTEL APARTMENTS
918 South Westland 733-3577
EL RANCHO MOTEL
138 East Northland Avenue 733-5260 EMBASSY MOTOR LODGE 3913 West Prospect 739-6351 GALAXY MOTEL
2525 West College Ave. 739-3156
231-9177 - Fred Reno
GUEST HOUSE INN
PICASSO PLAZA MOTOR INN 530 North Mam 235-5300 - Dr Lester Schwartz JOSEFS MOTOR LODGE (Filled)
3930 West College Ave. 734-9851
4645 Fond du Lac Road 231-9350 BUDGETEL MOTOR INN (Will Accept Full Week Only) 1950 Omro Road 233-4190
HOLIDAY INN - APPLETON
2000 Holly Road 734-9872 KAHLER'S INN TOWNE
3730 W College Ave 734-9231
SPORT AVIATION 47
SKY-VU MOTEL
STRETCH MOTEL
Highways 45 & 10
757-5446
Highway 41 921-2181
SNUG INN MOTEL
SUNSET MOTEL
Highways 41 & 47 734-5758
922-2433
TOWER MOTEL
VALLEY MOTEL
Route 3
420 W. Northland Ave.
Route 1
733-4936
921-3732
WESTGATE MOTEL
TWIN POINT RESORT
Highway 10
7098 Fond du Lac Road
739-1236
LAKESIDE RESORT & MOTEL
MIDWAY MOTOR LODGE
7856 Fond du Lac Road
3033 W. College Avenue 731-4141 ROADSTAR (8) MOTEL
WINNECONNE - 54986
3623 W. College Ave 739-4901
(Within 9 minutes west of Oshkosh) BLUE WING RESORT
230 Wentzel Road 582-4867
NEENAH - 54956
(within 9 minutes north of Oshkosh) INDIAN TRAIL MOTEL
G reen Bay Road 725-4524 NEEVIN MOTEL R. R. 1 & U. S. 41 722-4281 PARKWAY MOTEL
1181 Gillingham Road 725-3244 TWIN CITY MOTEL
BRIGGS RESORT 806 Millow 582-4402
COTTONWOOD VILLA
14 North 1st Avenue 582-4574 ELM TREE INN
400 South 1st Ave. 582-4473 NIERMAN'S LAKELAND RESORT
265 North 7th Ave. 582-4450
PINECREST COTTAGES & MOTEL 205 North 6th
375 Green Bay Road 725-3951
582-4477 TERRACE LAWN MOTEL & RESORT
RAMADA INN 105 Walnut 725-8441
WOLF RIVER HOUSE RESORT
FOND DU LAC - 54935
(Within 20 minutes south of Oshkosh)
112 South 1st Avenue 17 North 1st Avenue 582-9993
GREEN LAKE - 54941
(Within 30 miles west of Oshkosh) GREEN LAKE MOTEL 4 COTTAGES
DARTMOOR MOTOR INN
459 Lake St.
Highway 41 Forest Avenue
294-3363 LAKESIDE MOTEL 488 SOUTH ST. 294-3318 HEIDL HOUSE LODGE
922-6030 FONDY MOTEL 2320 So. Main St. 921-5820 IMPERIAL 400 MOTEL
Illinois Avenue
9 West Scott St.
294-3341
921-0072
BEL-AIR SUPPER CLUB & MOTEL
LAKE AIRE MOTEL & SUPPER CLUB
294-3401
2316 Lakeshore Drive 921-5889 LAKE VU MOTEL
MOTELS IN AREA —
4220 Lakeshore Drive
(35 miles west of Oshkosh)
922-5072 LEDGEVIEW MOTEL & CAFE
Highway 151 - North 921-9473 LITTLE SANDS MOTEL
Highway 41 922-7073 HOWARD JOHNSON'S OF FOND DU LAC
Hwy. 41 & So. Main St. 923-0223 - Leonard Davis HOLIDAY INN
Highway 41 MOTEL 6
BEND MOTEL
Princeton, Wise. 54968
295-3109 PRINCETON. WISC. 54968
FEATURES...
361-2383 KELNORR MOTEL
Ripon, Wise. 54971 (20 miles west)
MENASHA - 54952
HOTEL OMRO
(Between Oshkosh and Fond du Lac) NORTHWAY MOTEL
Highway 41 & Grove St. 921-7975 RESTWEL MOTEL
Highways 41 & Forest Ave. 922-5140 RETLAW MOTEL
One North Main St. 921-4400
48 MARCH 1975
TO MAKE THEIR OWN MOTEL, HOTEL OR COLLEGE DORMITORY RESERVATIONS. EAA HEADQUARTERS WILL NOT BE ABLE TO PROVIDE THIS SERVICE. CONVENTION SPECIAL
223 Water St. Berlin, Wise. 54923
(Within 9 minutes north of Oshkosh)
VAN DYNE - 54979
WE REMIND ALL INTERESTED PARTIES THAT THEY WILL HAVE
RIVER SIDE MOTEL
1014 S. Main Omro, Wise. (15 Miles west)
733-2020 HOTEL MENASHA 177 Main St. 722-1545
year.
295-6533
OMRO MOTEL
Route 2
with the upholstered bolsters. The daily rate includes pillows and linens. The EAAer will provide his own blankets, cribs, extra cots and towels. The dormitory buildings provide desk service, laundry rooms, snack bars, lounges, T.V. rooms, vending machines and free parking. The daily room rates will be: Single room - $7.00 per person, per night Double room - $5.00 per person, per night Meals will be available on an a la carte basis Monday through Friday. Send reservation requests to: University of Wisconsin Oshkosh Housing Office - Jeff Massoff ATTN: EAA Oshkosh, Wis. 54901 Information on rooms available at Ripon College is available by contacting: Ripon College, Richard J. Ronn Director of Summer Conferences Ripon, Wisconsin 54971 Telephone 748-8164 These rooms are $3.15 per night per person and include pillow, blanket and towels. Breakfast ($1.10), lunch ($2.20) and dinner ($3.25) will be available. All prices plus tax. Ripon College is located 19 miles from Oshkosh - Wittman Field. Transportation will not be provided this
BARNEKOW'S MOTEL
738 W. Johnson St. 923-1990
ALMARDO'S WOODLAND MOTEL
Two pull-out beds can be used as sofas
748-2713
685-5049 207 W. Main Omro. Wise. 54963
685-2066
COLLEGE DORMITORY ACCOMMODATIONS
In addition to the many fine motels and hotels in the Oshkosh area, housing will be available again this year at the University of Wisconsin - Oshkosh and Ripon College, Ripon, Wisconsin.
This year, 2,500 rooms will be made available to Convention goers by the University of Wisconsin - Oshkosh. The rooms have plenty of storage space, two desks, book shelves, two bolsters, two dressers and two closets.
NATIONALLY KNOWN guest speakers will highlight the evening programs for the 1975 Convention.
See SPORT AVIATION for more details. THE VERY POPULAR OSHKOSH WORKSHOPS WILL AGAIN be held daily. Members will be permitted to try their hand at such arts as welding, sheet metal work, wood work, synthetics (including plexiglass, fiberglass and polyvinyl) and application of fabric. Don't miss these! . . . AND DON'T MISS THE DAILY FORUMS. Each year the forums provide EAA members and aviation enthusiasts with valuable information regarding their special field of interest.
SEE THE PAGES OF FUTURE ISSUES OF SPORT AVIATION FOR FURTHER INFORMATION.
(Drawing by Stan PisakovJ
THE KR-2 . . . (Continued from Page 42)
There will always be an ocasional, isolated case of inferior workmanship, but this should not be used as justification to universally condemn a particular design or class of designs. I believe that if we concentrate on improving the minds and hands of the builder, we won't have to worry about the aircraft they produce. End of sermon. And speaking of people, as opposed to machines, what about these fellows Rand and Robinson? Who are they? How did they get where they are today? Ken Rand is, of course, the more widely known of the two. He serves as president of Rand Robinson Engineering, Inc., the company formed to market the KR-1 and KR-2 plans and materials kits. An extrovert's extrovert, Ken is the firm's spokesman, its PR man. He is an electronics engineer by training, having taken his degree from the University of Illinois in 1958. The big deal in employment in those days was aerospace, so Ken moved
west to Los Angeles to work for Douglas. He remained with this firm until the big aerospace slump of the early 70s when he went with Zerox, his present employer. An airplane nut since childhood, Ken was an avid RC modeler for many years and evolved the foam and Dynel process
from his models. He is a low time pilot, with a total of about 300 hours — most of which have been in the KR-1. Ken cites himself as proof that the KR-1 and 2 can be flown
by relatively inexperienced pilots. Stuart Robinson is virtually the Invisible Man. Involved in the project — now the business — from the start, he remains unknown beyond the Los Angeles area . . . by
choice. He prefers to let ebullient Ken do the talking.
Stuart is Vice President of Rand-Robinson and now works full time handling the plans and materials kits sales.
He was also previously employed by Douglas. Stu graduated from the Northrop Institute of Technology with a degree in aeronautical engineering and is an A&P. Also
a pilot, he has about 500 hours. Ken and Stu are involved in several experimental projects such as:
* The KR-1A, an improved version of the KR-1. It will be beefed up to take the 1834 Revmaster, which punches out nearly twice the horsepower that was available on the original KR, the balanced ailerons of the KR-2 and 16 gallons of fuel in each wing. If this bird has the speed and range Ken thinks it will, then some F.A.I, records are going to be in jeopardy. * A long winged KR-1 . . . 37 foot span, in fact. This is intended to be the homebuilder's alternative to the RF-4 powered sailplane. The high aspect ratio outer wing panels could be retrofitted to existing KR-ls. A larger rudder will probably be required, however. * An amphibian, probably to be designated the KR-3 and . . .
* A VW twin. * A 720 channel VHF transceiver with push button selection of frequencies and digital readout . . . fully
FAA and FCC approved and selling for hundreds of dollars less than anything comparable on the market today.
What hath Foam wrought? SPORT AVIATION 49
THE RESURRECTION OF A SPARTAN By Jack Cox (Photos by the Author) (Reprinted from Vintage Magazine)
"Restoration" is perhaps a more technically accurate term to describe the process some antique airplane en-
thusiasts go through to put their old birds back in flying condition, but in a few cases the amount and extent of the work is such that a stronger word seems necessary to more fully describe the blood, sweat and tears that have been expended on a pile of near junk to make it fly again. This is the story of such a project, one that might be called "The Resurrection of a Spartan" — for it was quite literally
brought back from the dead. N-17614 was Serial Number 13 of the Spartan 7W Executives to come off the production line in Tulsa and for a good part of its existence it appeared this mystical (to some) number was, indeed, an omen of bad luck. For too many years the aircraft sat on the Martinsburg, West Virginia
Number 14 (that's the striking blue and green machine recently featured in Alumigrip ads). Thus it was that when in late 1972 he was finally able to buy N-17614, it was surplus to his needs — but, at least, he had been successful in saving it from the scrap pile and could insure that ol' Serial Number 13 would end up in the hands of someone who would give it the TLC such a magnificent old bird so richly deserved. That someone turned out to be Pat Hartness (EAA 27545) of Greenville, South Carolina. Already an avid homebuilder with one of the first plansbuilt Volksplanes to his credit, Pat was looking for a new and more challenging project. He found it in an unusually common manner — Pete Bryce's ad in Trade-A-Plane. The remains were purchased, brought to South Carolina and
airport gradually deteriorating and probably would have
were shortly laid out in a vacant corner of Pat's Pepsi
been scrap aluminum today except for the interest and determination of Spartan buff Pete Bryce (EAA 86354). At
bottling plant awaiting the ministering hand that would bring on the resurrection. Pat has a very comprehensive scrapbook and slide collection today to show how N-17614 was quite literally taken apart down to the last castle nut and put back together again with new parts and materials where needed. There are no exaggerations intended here —
least once or twice a year Pete would look in on the old
girl, turn the engine over, see the door was closed and whatever else he could do to stave off the ravages of the elements. All the while he was attempting to buy the Executive, but to no avail.
N-17614 had a special appeal to Pete because in addition to being the 6th oldest Executive left on FAA's records (it was built in 1938), this one was by far the lowest time
7W left. As time passed Pete Bryce acquired several Spartan Executives, including his present one, N-111PB, Serial 50 MARCH 1975
the engine, prop and complete airframe were literally remanufactured, so that for all practical purposes the Spartan emerged as a new airplane.
Since it was to be used as an Executive was originally intended to be used, as an ultra plush piece of private transportation, the aircraft was changed and added to in order to make it just as up to date from an equipment point
of view and as plush by today's standards as the aircraft
was in the world of 1938 when it was first built. For instance, Cessna 310 wheels and disc brakes were substituted for the originals to make ground handling in crosswinds a little less exhilarating. A completely new instrument panel was fabricated and filled with every electronic goodie commonly used today in executive aircraft with the exception of radar (see picture). It even has a stereo tape
deck for music loving passengers. When it came time to do the upholstery, the Exec was turned over to Stevens Aviation of Greenville. This outfit is
more accustomed to fitting custom threads in the likes of tears and Gulfstreams, but they spared no effort in fitting N-17614 with one of the most beautiful interiors ever put in
a single engine airplane. The final touch was the paint. It had been hoped that
the skin could be polished out but the years of neglect
As the Executive neared completion, a new N-number was applied for. The Serial Number 13 had never held any terror for Pat Hartness — in fact he looked up on it as a talisman of sorts. He was born on the 13th of the month and always considered it his lucky number. When he heard the serial number of N-17614, he knew this was meant to be his airplane. It will come as a surprise to exactly no one to learn that the new registration number is N-13PH. The fuselage also contains the logo of Hartness Engineering,
another of Pat's business ventures, which adds an element of authenticity to the appearance of the plane since most Executives were purchased new for corporate use. After all the little detail items and a few mechanical bugs were worked out and the Exec was flying nicely, Pat and his wife Jo (who, incidentally, was selected Mrs. EAA during the 1971 Oshkosh Fly-In) decided the plane should
had taken their toll and it just wasn't possible to attain a
have a coming out party. Invitations were sent to various friends, owners of all the remaining Spartan Executives
polish that was up to the standard of the rest of the restoration. Instead, it was decided to paint the entire airplane a
good weather . . . and got it!
silver gray and trim it in a red and yellow factory trim design. Pat has some humorous stories to tell regarding the
On Friday, October 11, four of the 16 or so Spartan 7W Executives still on FAA's records landed at the Greenville
paint job. Briefly, it was painted at least three separate times using some well known super finishes, but they simply weren't good enough to suit Pat. Each time the paint was stripped off and a new start was made using another brand. Finally, a specially formulated acrylic paint was
Downtown Airport and taxied up to Thermal Belt Aviation's large hangar, which had been emptied out, scrubbed and polished for the big occasion. Sitting right in the midand Jo's N-13PH, flanked by two beribboned Bird-of-Para-
used that proved to be satisfactory. The resulting finish is one of those that always looks wet and about an inch deep
dise arrangements on tall stands . . . an impressive setting for an impressive airplane.
and well known Spartan enthusiasts. They even ordered
dle of the vast open space in pristine splendor was Pat
. . . really stunning. Eat your hearts out, Bonanza owners! t
SPORT AVIATION 51
The Executives flying in were: Peter Bryce of Bryce's Mountain Resort (Ski Bryce), Basye, Virginia in N-111PB (Serial Number 14); Colgate Darden III of Cayce, S. C. in
NC-17633 (Serial Number 21); Floyd Duncan of Burbank, California in N-17658 (Serial Number 27); and George Mennen of Morristown, N. J. in N-34SE (Serial Number 34). That evening a champagne buffet was enjoyed by a large number of local and out of town guests — right in the hangar around the flood lighted Spartan. A special ramp had been put in place so everyone could walk up over the wing and admire the cabin.
It goes without saying that Spartan gab sessions went on until the wee hours of morning, however, all the owners rousted out early the following day for pictures and some buddy hopping. Five Spartan Executives may not sound
like many, but so spread out around the country are the planes that these five constituted the largest gathering of the Model 7W any of the owners could recall probably since the factory days. An invitation was extended to all to
attend Oshkosh '75, so perhaps an even larger number will be there next summer. A lot of nautical terms and customs have been carried over into aviation. New boats and ships have been christened before their initial launch as far back as there are any records. Most of us in the EAA world fly for fun and the social side of aviation is important to us. We think it's a great idea to have a christening or send off party for new and just-restored aircraft. Why should those boat nuts have all the fun??
This close-up shows a lot of the tremendous work that went into the rebuilding of this Executive. Few aircraft have had such a glorious send off — the graceful floral stands are topped with Bird of Paradise arrangements.
Pat and Jo Hartness — hosts for debut of Spartan N-13PH.
52 MARCH 1975
Pete Bryce
Coke Garden — his Spartan is said to be the most original of those flying.
A once-in-a-generation photo — 5 Spartan Executives and their owners. Left to right, George Mennen, Floyd Duncan, Pete Bryce, Coke Darden and Pat Hartness. Floyd Duncan
George Mennen
Editor's Note - It is becoming increasingly popular today for model airplane builders to choose homebuilts to model, so turn about is fair play, as they say. El Gringo
is a VW powered homebuilt that is a scaled up version of a very successful radio controlled model of the same name. El Gringo is also significant in that it is still another
development
in the rapidly
expanding field
of
foamlDynel/epoxy construction . . . this time with a steel tube primary structure.
By Cletus Brow (EAA 82110) 2022 N. Acoma Hobbs, New Mexico 88240
Cletus Brow of Hobbs, New Mexico and his foam/Dynel/ steel tube El Gringo. Powered by a 1700cc VW with the complete Monnett conversion kit.
materials.
\ OR TWENTY YEARS, I have wanted to build my own airplane. My local Chapter (#215 — Hobbs, New Mexico) has been directly responsible for this dream becoming a reality. I was also influenced by a lot of good ideas from Ken Rand and John Monnett, along with good information I gathered from SPORT AVIATION. I've been designing, building and flying radio control airplanes for 14 years and I figured that a larger model shouldn't be too difficult. The model I chose to enlarge was El Gringo, which was designed and built in New Mexico by the time honored trial and error method . . . is there any other way? This model did such a fine job of stunt flying that it was flown in the national R. C. competition for several years. Most people think of scaling an airplane down, but since mine was already small, I had to make this one bigger since I wanted to ride in it. By enlarging the wings and fuselage three times, it was just right. I'm more than pleased with the results. Since my construction method is different from that of most current homebuilts, I would like to share my experiences with my fellow members in EAA. I have been in the auto paint and repair business for several years and my experience in this field contributed greatly toward achieving the super smooth finish and paint job. AIRCRAFT CONSTRUCTION
The airplane has a welded airframe and wing spars of 4130 aircraft tubing. The wing ribs are cut from Vs" plywood. Next, white Styrofoam is contact glued between the ribs, in all the flying surfaces and the fuselage, starting with the larger areas and working down. The reason for this is that the scrap cut from the large areas can be glued together with 3M brand trim cement (Part #8074) and used to fill the smaller areas. Just spray a light coat on both pieces to be joined, wait about 3 minutes and push them together. I used only 4 blocks measuring 17" x 34" x 48". This Styrofoam can be purchased from the factory, Insul Bead, Inc., Gravette, Arkansas. The foam is cut to shape by means of a hot wire hooked up to a toy train transformer. I have built model planes this way for a long time. This method of cutting leaves the foam very smooth and it works really fast. Just fasten a template or straight edge to both sides of the block to be cut and pull the hot wire along the templates smoothly. Just like that, you have the job done with little or no sanding necessary. It is very important to get the edges of the templates smooth so that the wire will not hang up in any nicks and burn the foam too deeply. As stated before, the wire must be kept moving smoothly. The covering process comes next. I chose to use Dynel cloth and epoxy resin — one layer of cloth and three coats of epoxy. Start off by having the foam as smooth as possible. Stretch the cloth tight and tape the edges to hold it. Apply the first coat of epoxy heavily enough to saturate the cloth. After it sets, usually in 12 to 24 hours, scrape the surface with a paint scraper. This will remove the rough top and this starts the leveling process. Some epoxy resins leave a gooey film on the surface after setting and the scraper is the best way to remove this film. Sand paper would be poor to use because it would clog up and you wouldn't get much work done with it. Now apply 2 or more coats of epoxy, scraping the surface after each coat, if necessary. After the third coat has set and has been scraped, the surface may be block sanded with 80 grit open coat paper. The block sanding is to help bring out the low places that may need a little more work. Use a rubber sanding block which can be purchased at any store that handles paint and related
I built the engine cowling the same way by gluing foam blocks around the engine and cutting and sanding to shape. The cowling is the only area from which the foam is removed after the Dynel and epoxy is applied and hardened. This is done by lifting off the cowling and cutting the foam out. You can pour lacquer thinner on the foam and melt it out if you like. You now have an epoxy resin airplane with a welded tubing airframe. I don't think you can make one any stronger or lighter. The finish is done completely with Dupont Centari Acrylic Enamel. After painting cars for several years, I have tried several brands and Centari is my choice. It needs no sealer or primer, therefore, it will adhere to almost anything. It can be painted over whenever you like and it won't wrinkle or peel. It won't wrinkle if you get it too thick like some others will. You can sand and polish it if necessary. It can be used for spot painting and it won't get hard in the container after the reducer has been added. Best of all, it dries fast with a beautiful self polishing shine. Spray one coat of Centari on the surface to be finished. Let it dry for at least two days for best results. Then squeegee on a thin layer of 3M Brand #5960 acrylic spot putty, following directions on the tube. This putty is designed to fill small holes and sanding scratches, not dents and low places. Allow the putty to dry over night. Then with 100 grit sanding paper and sanding block, sand all of the putty off, leaving only the holes and scratches filled. Now you should be ready for 2 good coats of paint, letting it dry for a couple of days. You probably need the rest anyway. This coat of paint is to be sanded with a folded half sheet of 360 wet dry paper, using water to keep the paper cutting at its best. After this good sanding job has been done, the airplane should be as smooth as you want it. Paint doesn't hide or cover dents and scratches, so the smoothing job must be done before you paint. Now you are ready for the last 2 gloss coats of paint. Put the first coat on medium thin, mixing about % paint and '/:> reducer. Use the reducer recommended for the temperature of your paint area. Allow this coat to dry to a light touch; usually this will be about 10 minutes, or by the time you get the second side painted, the first side will be ready. For the last coat, mix the paint half and half with the reducer. Spray this coat a little faster and hold the spray gun a little farther from the surface. Acrylic enamel will run if you shoot it too thick or overlap the spray
El Gringo showing the application of Styrofoam over the steel tube structure. SPORT AVIATION 55
pattern too much. I found that by adding more reducer and speeding up the movement and holding the spray gun a little farther away would make a nicer looking paint
job and cut down on runs. If you do make some small runs, don't worry about them. They can be polished out after the paint dries a few days. The best way is not to make runs.
Acrylic enamel tends to flow out and get wetter about five seconds after it has been shot, unlike the old enamels that you could shoot and watch it get wet under the gun and then move on. Keeping this in mind, move the spray gun fast enough to keep ahead of this wet look for a run free paint job.
It is a lot of work, but you should have a smooth enough finish job to show anybody and be proud of it.
El Gringo has an adjustable seat and an adjustable horizontal stabilizer. A trim screw raises and lowers the leading edge of the horizontal stab by means of a small chain and hand crank in the cockpit. Elevator trim makes flying very comfortable, as the plane will maintain almost
Cockpit of El Gringo. Notice the tubular front and rear spar carrythroughs and the super light seat.
exactly any elevation and speed setting you wish to fly.
That is, as long as you are satisfied to fly at 140 mph or less. Above this speed everything is downhill. The wings are removable and are held in place with four tapered pins in the center section. The pins can be reached easily by lifting the seat. When removed, the wings are mounted on the sides of the fuselage for easy hauling. With a trailer hitch fastened to the rear of the plane, it can be towed like a trailer at highway speeds. Assembly time to remove the trailer hitch, install the wings, hook up the aileron push rods and check out for flying is about 15 minutes. AIRCRAFT DATA
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19' 4" Wing Chord . . . . . . . . . . . . . 4' at the fuselage and evenly tapered to 3' at the tips
Wing Airfoil . . . . . . . . . . . . . . . . . . RAF 48 (same as KR-1) Wing Loading . . . . . . . . . . . . . . . . Under 10 lbs. per sq. ft. Airplane Length . . . . . . . . . . . . 15' 4" (including spinner)
El Gringo with wing wings folded. It takes about 15 minutes to ready the plane for flight.
Airplane Height . . . . . 48" with tailwheel on the ground Propeller . . . . . . . . . Hegy, wood, 50" length and 40 pitch Engine . . . . . . . . . . . . 1700cc VW with complete Monnett
conversion kit Empty Weight . . . . . . . . . . . . . . . . . . . . . . 460 lbs. (with oil) Flying Weight . . . . . 650 lbs. (including 135 lb. designer/ builder/pilot and 9 gals, fuel)
Total Cost . . . . . . . . . . . . . . . . . . . Approximately $2300.00 PERFORMANCE DATA
Take Off Speed . . . . . . . . . . . . . . . . . . . . . . . . . . 50 mph IAS Landing Speed . . . . . . . . . . . . . . . . . . 40 mph IAS (3 point) 50 to 60 mph IAS (level or main gear only) Stalling Speed . . . . . . . . . . . . . . . . . . . 40 mph IAS at 5000' Rate of Climb . . . . . . 1500 fpm at full power and 80 IAS 1300 fpm at 65 IAS Cruise Speed . . . . . . . . . . . . . . . . . . . 130 mph at 3600 rpm Engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static 3200
The Dynel/epoxy cowling was built up right over the engine. After curing, it was split, removed and the
With a climb rate of 1500 fpm and 80 IAS — 3500 RPM Full Power at 5000' — 4000 RPM Top Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 IAS
Styrofoam was dissolved from the inside with lacquer
It flies at 45 IAS very well with half power. The stall is sudden but it doesn't try to fall off either wing, for
more weight the tailwheel has to carry, the harder the plane is to handle. That is why most taildraggers are easier to handle after the tail has been raised. When the tail is level, the weight mass is shifted forward, lightening the tail, and therefore making the plane easier to handle. My many years with model airplanes has taught me a lot about wheel location and balance. El Gringo balances exactly on the main spar with me in the driver's seat at 135 lbs. and 3 gallons of fuel. With
which I am very thankful.
Ground handling is excellent, although rudder control is very fast. With the average take off load, the axles are level with the ground and the wheels both have a VK" toe out. This is one of the secrets to a good handling taildragger. Another secret to good ground handling is the location of the CG over the main landing gear. The 56 MARCH 1975
thinner. This is the only place on El Gringo where foam was removed after application of the Dynel cloth.
a 200 lb. pilot, the CG is 3" behind the main spar. This figures to be 34r* , well within the limits of a good airfoil. Adding more fuel moves the CG forward. I haven't built the wheel pants or the landing gear
fairings yet, but I'm hoping these will give me a little faster cruise speed. Also, I am considering trying a prop with n little more pitch, however, I like the power for climb and I don't want to cut my rpm very much. I have flown at 175 IAS and there was no indication of flutter. The cockpit is almost air tight and there is no wind noise at any speed. I have climbed as high as 12,500 ft. with real ease and it feels as if you can go
right on up if you like. Cruise speed at this altitude is about 115 IAS at % power. Construction started in October, 1973 and the Airworthiness Certificate was issued on October 31, 1974. As of December 29, 1974, I have logged 20 hours in the air and alot more taxi time, all of which was very enjoyable.
The low frontal area of El Gringo is obvious here. ELECTRIC TRAIN TRANSFORMER
5
/32
MUSIC WIRE
WOOD DOWELS FOR HOLDING
HOT WIRE CUTTING BOW
TEMPLATES AT EACH END
HOT WIRE CUTTING BOW
For best results in cutting Styrofoam, adjust the voltage as low as you can and still be able to cut. Experiment on a scrap piece. Measure and mark increments on the templates as indicated on the drawing. For cutting rounded pieces, always start at the top or leading edge. This will help avoid a concave "dishing out" between templates, as the wire drags behind a little in the center. Nichrome wire can be bought from a shop that repairs small electric heaters. Buy a replacement coil of wire approximately the diameter of the average straight pin. Insert a shaft into the coil and pull off enough to fit your needs. This size wire requires about 18 volts to heat 3 feet to the correct cutting temperature. Two people can work together, one calling his number and the other staying even with that number on the other template. SPORT AVIATION 57
(0.
ARIVIGGEN
IGNETTE
By Jack Cox
S,
> INCE MOVING TO Mojave, California to pursue work on his VariViggen on a full time basis, designer Burt Rutan has been delving into a number of new and exciting areas of aircraft construction and design — and the results for homebuilders are just beginning to emerge. Perhaps most significant has been Burt's experimentation with a new construction method involving the
use of urethane foam and hand lay up of unidirectional glass fiber. This process is different from Ken Rand's use of foam and Dynel for secondary structure over a pri-
mary wood structure. The Rutan method involves no wood or metal and can be used for building up primary structure — such as wing spars. Burt makes up a tapered spar by merely laying up layers of unidirectional glass over both sides of foam previously cut to the desired shape. The remainder of the wing is carved out of foam, using just three rib templates, after which all is covered with two crossed layers of unidirectional cloth. The advantages are light weight and impressive strength, the fact that no special tools are required and, best of all, only about V4 of the manhours required to build a comparable metal structure. Here, at last, we may have the long-awaited breakthrough in small aircraft construction — a way to construct an entire airframe consisting of no more than a dozen or so parts, using simple hand tools like a pair of scissors, carving knife and a paint brush. The first application of Burt's new construction method will be in building a set of higher aspect ratio wings for his prototype VariViggen, N-27VV. These new outboard panels, which can be retrofitted on any plans-built VariViggen in the future, will increase the overall span from the present 19 feet to 23.7 feet (25% increase) and will taper sharply to a small squared-off tip. The wing area will be increased from 119 square feet to 125 (5% increase); and there will be a 20% decrease in the span loading — from 89.5 pounds to 71.83. The aspect ratio increase is a whopping 477r — from 3.03 to 4.47 — and is responsible for much of the performance increase expected from the new wing. Burt's calculations promise a 25% increase in rate of climb at gross weight and a five to seven mph increase in cruise speed. This is about what would be expected by going from a 150 to a 180 hp engine in the VariViggen. Provision will also be made for a 15 gallon increase in internal fuel capacity of the VariViggen — gained by building in a 7.5 gallon tank in each of the new wing panels. Of special interest is the fact that the Wortmann FX60-126 airfoil is to be used in the new wing panels, plus Dr. Whitcomb's newly developed NASA "winglets",
which are supposed to markedly increase the rate of climb. If this "special performance" wing works out as Burt thinks it will, the VariViggen will become highly competitive with similarly powered homebuilts in the speed and rate of climb departments. If it also retains its already superior stall and handling characteristics, plans and materials will eventually be made available to builders.
Rudders will also be made using the new foam and glass fiber building method, thus taking aluminum construction completely out of the VariViggen. Then, racing hot on the heels of the VariViggen modifications is the REAL mind boggier — a completely new design, constructed entirely using the new foam and glass 58 MARCH 1975
X (Photo Courtesy Burt Rutan)
Model of the VariEze ("very easy"), the latest from Burt Rutan.
fiber method. Shown in car-top "wind tunnel" model form in the photograph accompanying this article, this new
aircraft is to be called the VariEze (pronounced "very easy"). It will be powered by a 1834cc VW and will seat two in tandem. Roll and pitch control will be via elevens on the canard, a feature which, according to Burt, greatly simplifies the control system. After the VariEze is fully tested, a turbocharger will be installed and an all-out assault will be made on Professor Ed Lesher's speed records made in his Teal. An attempt will also be made to capture the absolute distance record in the under 500 kg weight class. The VariEze model shown above has been thoroughly tested on Burt's car top "wind tunnel", a refinement of the device he developed a few years ago to test his theories that eventually led to the highly successful VariViggen. As time permits, Burt plans to draw up a set of plans for the car top test equipment and write a texi book on how to use it so that homebuilders, at long last, can have most of the advantages of a wind tunnel without the cost of time in a government or university facility — if it were available. This may prove to be the most significant development ever in the advancement of small aircraft design because it would put in the hands of the independent designer the most vital tool needed to investigate really new concepts — a tool that heretofore has been unavailable to most. Burt also reports that 150 VariViggens are well along in construction and plans for many more have been pur-
chased. Further, his success with the canard configuration has inspired a number of other builder/designers to start development of their own aircraft based on the VariViggen formula. It would appear that interest in aircraft with superior stall/spin and safe handling characteristics is far more widespread than has been generally recognized in the past. A final note — the VariViggen will become a movie star soon. It seems the producers of the film, which depicts events in the 1990s, needed a futuristic appearing aircraft which would strafe and bomb an equally futuristic auto racing through a desert canyon area. Eventually the aircraft crashes — done with a model, of course!
THE DESIGNEE CORNER
INSTRUMENTATION FOR THE VFR HOMEBUILT
By Antoni (Tony) Bingelis EAA Designee Co-Chairman
8509 Greenflint Lane Austin, Texas 78759
ON, JE THING CAN be said about the instrument panels in homebuilts. They are frequently quite different from the usual run-of-the-mill installations. A few are so different that only the builder knows where to look to find his readings. One reason for this unique display of individuality
can be traced to the typical nature of the builder. Building an airplane
takes a long time, in whatever relative terms you want to measure time. During this period the builder is continuously on the hunt for materials
and equipment for his project. He acquires all sorts of wonderful gadgets and goodies that he could use . . . will use. The time arrives for developing the instrument panel layout and suddenly he realizes that he has more instruments than he really needs. He hates to discard anything and often installs
several extra instruments merely because he has them. For one thing an instrument panel that is "loaded" does look impressive, doesn't it? So,
why not? If the extra weight is not critical and you have the space, you might find it quite pleasureable to
give in to your own special need to be just a bit different. It is a lot better to relieve this impulse to be different and experiment with different panel instrumentations than it is to change any of the structure that the designer has carefully worked out
and proof tested to assure a safe airplane. If you are not particularly interested in cluttering an instrument panel with goodies, you can simply install the m i n i m u m of instruments necessary to get your little sport plane airborne . . . legally. You know, I'm sure,
that there is a m i n i m u m of instrumentation that is acceptable by the FAA. When an aircraft is first granted its airworthiness certificate, the FAA inspector issues a document known as the Operating Limitations. This document details exactly what that airplane will be permitted to do, where, when and how. This paper also states whether the airplane is to be operated in other than VFR,
DAY ONLY flight conditions. It is likewise possible to obtain certification for VFR DAY or NIGHT, or IFR.
Regardless of your preference for the type of operating limitations you want approved, the type of flight conditions your aircraft will be permitted to operate under will, essentially, be determined by the type of instrumentation and equipment installed.
Of course, the inspector also has to be convinced that the aircraft is capable of performing under the conditions
designated. In other words the FAA stipulates what instrumentation and equipment is necessary for your aircraft under different flight conditions. Just installing a bunch of instruments will not automatically qualify your aircraft for IFR ... or VFR Night Operations . . . or even plain old VFR, Day Only, if you don't have the right instruments and equipment. FAR Part 91 only speaks of the instrumentation required of standard category aircraft and is silent on
the subject of amateur built aircraft. Nevertheless, Advisory Circular AC 20-27A suggests that your amateur built aircraft be equipped in conformance with the applicable paragraphs of FAR Part 91, Section 91.33 as follows:
Incidentally, the FAA inspector usually lists the above instruments as necessary for VFR operations so, in effect, FAR Part 91.33 does apply
to the homebuilt, too.
THE AIRSPEED INDICATOR
This ordinarily, is a store-bought instrument weighing somewhat less than one pound and fits a 3'/«" hole in the instrument panel. It can be obtained to read in k i l o m e t e r s per hour, miles per hour, knots, or a combination of mph and Kts. For
that matter, you can even make your own airspeed device and calibrate it in yards per hour if you want. The
rule requirement is for an airspeed indicator. Most builders are q u i t e
content with the usual store-bought gauges. C e r t a i n l y an airspeed indicator
should be capable of indicating the m a x i m u m d i v i n g speed which the
aircraft is capable of reaching safely. However, I think it should also be obvious that an airspeed indicator that reads 0 to 140 mph is more appropriate for a slow sport plane than one that reads 0 to 700 mph. Sensitivity in the lower speed range of
the scale is more important than a conversation piece.
VFR DAY ONLY (This is the minimum instrumentation for any aircraft.!
AIRSPEED INDICATOR ALTIMETER MAGNETIC DIRECTION INDICATOR (Compass! TACHOMETER (For each engine) OIL PRESSURE GAUGE (For each engine using an oil pressure system. I OIL TEMPERATURE GAUGE (For each air-cooled engine.)
TEMPERATURE GAUGE (For each liquid cooled engine.)
FUEL GAUGE INDICATING THE QUANTITY OF FUEL IN EACH TANK LANDING GEAR POSITION INDICATOR (For retractables.)
THE ALTIMETER
The regular a l t i m e t e r also fits
into a 3'/K" hole. It is usually calibrated to read in feet. For our purpose altimeters are divided into two basic kinds, the sensitive altimeter and the non-sensitive type. Take the sensitive type if you can get it. Not because it is more expensive but because it is far better suited to the light plane. A sensitive altimeter will register even a modest change in altitude while the non-sensitive altimeter will not even move its stubborn hands until you have gained or lost many, many feet of altitude. SPORT AVIATION 59
The stark simplicity of the minimum VFR panel is startling at first sight. Note visual fuel gauge, panel center.
THE MAGNETIC DIRECTION INDICATOR
A regular aircraft magnetic compass will take care of the requirement
for a magnetic direction indicator. Homebuilders seem to prefer the
small Airpath Compass (C 2300 series) rather than the larger variety, including the WW II surplus stuff. Although I have seen automotive
and boat compasses installed in aircraft, I personally think that is poor economy, if indeed, they are cheaper
than serviceable aircraft units. Most FAA inspectors will not permit their use as the primary magnetic direction indicator.
A compass cannot be installed just any place there happens to be space.
Finding a good location can present a problem . . . especially since it must
be located where it can be seen and still be least affected by the magnetic influences of the aircraft's steel structure.
If you have a galvanized fuel tank behind your panel, it will affect the
compass. If you happen to have a biplane, all of that tubing, cabane struts, and wires could generate enough magnetic activity to cause the compass to whirl and gyrate about like a tired belly dancer. Because of this, some builders are locating their compass in the top wing cut-out directly overhead as this is a good location for biplanes. In other designs, it seems best to locate the compass on top of the instrument panel just behind the windshield. Perhaps the all-wood aircraft builder enjoys the easiest time of it when it comes to installing the compass in a magnetic free location. THE TACHOMETER
Consider installing a tachourmeter, or a "recording tach" as it is often called, rather than a plain tachometer. In addition to showing the en60 MARCH 1975
The minimum VFR panel.
gine revolutions per minute that you need to know, it also logs, automatically, the engine hours. The FAA approves of this method of logging engine hours, as without
a doubt it does much for the accuracy of maintenance and flight records. People do forget to log their flight time regularly and accurately, and as a result many an engine or aircraft is older than the records indicate. That advertised, "only 1245 hours since new" engine might really be closer to 2000 hours since new . . . how can you tell? Incidentally, be sure that you obtain the right kind of a tachourmeter for your engine. Some
are right hand rotation and others are counter-clockwise. So, always give the engine type and dash number when ordering the instrument. For example, a C-85-12F will take a different tach than will a C-85-8. PRESSURE AND TEMPERATURE GAUGES
These are usually of the automotive variety. The thing to remember if you are going to use automotive type gauges is that they are slightly smaller than the standard small air-
craft gauges. The automotive gauge fits into a 2" hole in the panel . . . not a 2'/4" hole. THE FUEL GAUGE
suggest you first check with your FAA
inspector as he may not approve of such an arrangement in the cockpit area because of the possibility of fuel leakage. THE LANDING GEAR INDICATOR
Although it is hard to visualize an airplane sophisticated enough to have a retractable gear being matched up to minimum instrumentation, it is possible. So, in keeping with that concept, all that would be necessary is just a simple wire or indicator which would show the gear's position. OPTIONAL INSTRUMENTS
If you want a panel with a bit more utility than the bare minimum VFR instrument requirements consider adding a turn-slip (turn-bank) indicator. Of course, if you add a turnslip indicator you will have to install a venturi or a vacuum pump. High on my priority list of optional instruments are a cylinder head
temperature gauge, a 0 to 2000' vertical velocity indicator (rate of climb) and a "G" meter. The cylinder head temperature gauge, during the early testing stages helps reassure you that your cowling, baffles and cooling system are doing their job effectively. The rate of climb is a nice deluxe item and the "G" meter is very important during the testing period.
Any type of fuel gauge will be suf-
ficient to satisfy the requirement if it indicates the quantity of fuel in each tank. This means, of course,
that the time honored wire and cork float gauge is acceptable. Fuel gauges vary more in style, design and installation than any other instrument found on aircraft. Whatever type you use, be sure it has a reasonable degree of reliability and accuracy. If you plan to use a clear plastic or glass tube in the cockpit which shows the level of fuel remaining, I would
NIGHT FLYING REQUIREMENTS
For VFR flight at night, the following equipment must be added to the minimum VFR, DAY ONLY instruments and e q u i p m e n t previously listed: Approved position lights.
ANTI-COLLISION LIGHT SYSTEM An adequate source of electrical energy for all installed electrical and radio equipment.
One spare set of fuses, or three spare fuses of each kind required.
Note: A landing light is not required except for aircraft used for hire. (Amateur aircraft, of course, cannot be used for that purpose.) FAA says nothing about cockpit lighting of the instruments yet, obviously, some provision must be made for that sort of thing. It should also be apparent that to be approved for night operations, virtually requires the installation of a complete
Nicely arranged panel on a Buecker Jungman. Note that the flight instruments are grouped for quick scanning.
electrical system to include a battery, generator and voltage regulator. Since you are going that far, why not include a starter too? The whole package will mean an additional 40-
60 pounds to the aircraft's weight. Would you fly at night often enough
A well equipped panel on a tiny single sealer. Efficient utilization of space.
to make it worth carrying all that
weight around permanently?
DESIGNEE NEWSLETTER SUBSCRIPTIONS
In addition to Tony Bingelis' monthly column, THE DESIGNEE CORNER, EAA Headquarters publishes a monthly Designee Newsletter containing even more "How To" material, a compendium of the previous month's Designee inspections and a summary of all homebuilt accidents occurring around the nation the previous 30 days. Any EAA member can subscribe to the Designee Newsletter for $7.00 per year. Make your check payable to:
Another single seater with a well equipped display of instruments for VFR flying. Note the completely unrelated grouping of the instruments among photos illustrated.
EAA P. 0. Box 229 Hales Corners, Wise.
53130
An aesthetically pleasing panel arrangement for a side-by-side installation. Such an arrangement would permit the grouping of flight instruments on the left and the engine and other instruments on the right.
COMPASS ALTIMETER
TACHOMETER
AIRSPEED
OIL OIL
tt
I
TEMPERATURE
tt_
FLIGHT INFO
SWITCHES, ETC
PRESSURE
I ENGINE INFO
BASIC VFR INSTRUMENTS
Individuality? Yes sir. Well equipped panel with a couple of options not exercised yet. Slanting of the instruments left and right is puzzling. SPORT AVIATION 61
By Timothv L. Talen (EAA
86151
Rt. 1, Box 437 Chicago, California 95926
The Interstate
(Photos Courtesy of the Author)
Odyssey
(Photo by Timothy L. Talen)
A 1942 Interstate 'Cadet" owned and restored by the author.
FLY-INS AN aircraft will appear occassionally
during its production were larger rear windows, and a larger balanced rudder. Franklin engines were also used
that seems vaguely familiar but no one is able to correctly identify it. This is often the fate of the Interstate "Cadet". Of all the tandem trainers built prior to World War II names like Piper, Aeronca, Taylorcraft, Porterfield, and Rearwin come to mind readily — but few remember the
and -90 F with 65, 85, and 90 horsepower respectively. There is also reference made to an S-1A-J model but I have no information on it. The distinguishing factor that
Cadet. In a recent AOPA Pilot article fellow EAAer Pete Bowers described the plight of the Cadet so very aptly
marked the 85- and 90-hp models was the use of balanced ailerons — a simple weighted tube was bolted to the
as an airplane suffering from an "identity crisis". I have indeed found this to be very true when taking my Cadet to fly-ins as no one seems to know much about it and
leading edge of the surfaces.
very few can identify it. The Cadet was built by Interstate Aircraft and Engineering Corporation in El Segundo, California, and one story is told that the Cadet design was formulated by averaging the pertinent dimensions and areas of the other tandem trainers. Regardless, the Cadet benefitted from past experiences of other similar aircraft and the result was superior performance. The first model S-1 Cadet was introduced in 1940 but with only the 50 hp Continental A-50 engine for power it must have been somewhat underpowered — despite optimistic factory specifications. I do not know if any 50 hp models were ever sold. The model S-IA with a 65 hp Continental A-65-8 engine was soon introduced, received its type certificate (ATC 737), and became the mainstay of factory production. Externally, the only modifications made to the Cadet 62 MARCH 1975
for power and were designated as models S-1A-65F, -85 F,
A total of 322 serial numbers were issued at the factory but it is not known if the last few aircraft were completed as production ceased in 1942. With the war in progress most Cadets went directly to the Civilian Pilot Training Program schools and were basically used for pilot training, obscured from public view. At this time Interstate began production of an improved version of the Cadet for the military — this was the L-6. Though the L-6 had large flaps, additional wing tanks, and the typical greenhouse windows of other liaison aircraft its overall desirability was lost with the use of a geared 113 hp Franklin engine. It seemed to be a poor combination and few L-6's were built. After the war the production rights were sold by Interstate and at one point were held by Max Harlow, designer of the progressive Harlow PJC aircraft. For five thousand dollars the rights and leftover tooling and spare parts were sold to the Call brothers in Afton, Wyoming.
I do not know how many, or if, in fact, any post-war Cadets were ever built, but the model S-IB, a civilianized version of the L-6 was produced. They also maintained a parts service for the early Cadets and completed several STC's including an adaption to the Continental C-90 engine, modification to a conventional leaf-spring tailwheel, and the addition of wing tanks. Several years ago the Interstate rights were sold again to an Anchorage, Alaska firm, Arctic Aircraft, who further improved the basic design to a high-performance, fully aerobatic, bush plane powered by a 150 hp Lycoming engine. Thus
the Cadet lives on — much like the modern day counterparts developed from the Piper and Aeronca tandem trainers of thirty years ago.
I found my Cadet, registered N37459, and bearing serial number 307 in a hangar in Salinas, California. The fuselage and tail surfaces were in pretty good shape
but the wings needed a complete rebuild and I spent several months replacing spar attach plates and several ribs, priming all the metal parts, and revarnishing the spars. The wings were covered and finished through silver as I hoped to paint the ship in its original factory
(Photo by Timothy L Talen)
The Cadet was a clean design with an advertised cruise of 100 mph — much faster than others in its class.
colors. The fuselage and tail surfaces were cleaned up, new cables installed, new engine bafflings added, and the engine cleaned and test-run. With a local fly-in only
two days away, the Cadet was hauled to the airport, carefully assembled, a new annual inspection completed, and with everything checked one more time, the first flight in almost five years for a 32 year old Cadet was successfully completed. I was delighted with the flight characteristics of this little known trainer — what an
amazing airplane! I made the fly-in and several gatherings after that in my multi-colored Cadet but it became very evident that a complete new paint job with the original scheme and colors was the only way to give the Cadet its own identity. The original paint scheme was determined with the help of George Hardie of the EAA Museum staff. This gentleman was kind enough to research various source materials for information and pictures of the Cadet. Help
from historians John Underwood and Pete Bowers yielded factory original colors — Interstate Blue and Canary Yellow — and an accurate match with currently available
(Photo by Timothy L Talen)
paints. Almost a year after I had first flown the Cadet it
The Cadet lines up with other antiques and classics on their way to the Evergreen Fly-in.
sat resplendent with fresh paint in the striking blue and yellow combination so popular with military trainers of
that era. It only seemed right that with the Cadet in complete readiness, a good cross-country trip would be in order and I could combine a visit with my parents in Idaho with an antique aircraft fly-in held annually at Evergreen Airpark, in Vancouver, Washington. For several years the
California antiquers, in conjunction with the Evergreen Fly-in, have organized a liesurely trip through California and Oregon to the Fly-in, starting in Southern California on a Wednesday, with an overnight stop in the San Jose area, on to Redding, California Thursday night, then to Evergreen on Friday. So with sleeping bag and tent, extra clothes, and tiedowns. my wife, Barb, and I bid farewell to Chico and headed the Cadet up the Sacramento Valley for 55 miles to Redding Sky Ranch to join with other antique enthusiasts and begin an adventurous
week of flying fun. Redding's EAA Chapter 157 treated the gathered antiquers to a fine barbecue and the enthusiasm was really contagious as we began meeting others in the group heading to Evergreen. After a short night's rest we loaded up the Cadet and headed for the first stop of the day at Medford, Oregon. The 140 mile flight took us past the imposing Mount Shasta, a 14,000 foot extinct volcano that serves area pilots as a beautiful and dramatic navigational landmark. The Medford tower, having been fore-
(Photo by Bruce D Kirk)
The Cadet was endowed with a generous wing area and featured the 23012 airfoil. SPORT AVIATION 63
warned of the arrival of numerous nonradio aircraft, quickly gave us the green light and we brought the Cadet in to join the other antiques already on the ramp. After a light brunch we were on our way to the next stop at Cottage Grove where we landed to find the group all assembled. After lunch we again took to the air, heading for Aurora State, an airport 30 miles south of Portland which would serve as our final rendezous point for the mass flight to the fly-in. What a sight awaited us when we arrived — lined up along the runway were several dozen antiques, warbirds, classics, and even a few modern factory jobs. I only have time to get things shut down and take a picture for posterity when the word came down the line, "fire up, slow ones off first, fly at 2500 feet straight over Portland International, then direct to Evergreen and the fly-in!" With a lead plane ahead of us to call the flight through the busy Portland area we headed for our final destination in a mass formation of 27 aircraft! Past Portland, over the Columbia River, and into the beehive of activity at Evergreen we flew. We gave them several good passes in the Cadet then made our way down final for a smooth wheel landing and a very happy arrival. We had covered the 450 miles from Chico to Evergreen in just over five hours of flying time — not bad for our 65 hp Cadet. Needless to say the northwest antiquers were some of the friendliest people we had met on the fly-in circuit and what a wonderful program they had for us. It was simply a great weekend of flying fun — lots of talk, lots of food, lots of activities, great airshow, and a banquet featuring baked salmon. We even won the Merced Pilots Association Trophy with the Cadet for which I was very surprised and pleased. It was just an experience I cannot relate adequately and I plan on returning as often as possible. Leaving Evergreen on Sunday, we flew east, heading up the beautiful Columbia River Gorge toward our destination of Pierce, Idaho to visit my parents. Good tailwinds aided our groundspeed — in fact at one gas stop made at Hermiston, Oregon the winds were so strong that the airspeed indicated 40 mph sitting still! After another gas stop at Lewiston, Idaho we headed up the Clearwater River and landed at a dairy farmer's grass strip, the closest landing sight to Pierce. After a few days of relaxation and a visit to Spokane's World's Fair we began the final part of our journey that would bring us back to Chico. Our first leg took us up the rugged Salmon River Canyon, across a high plateau, and on to Ontario, Oregon. A quick stop and we were off in a westerly direction toward the center of Oregon and the next stop at Burns. With the tank filled, a little lunch, and some good advice from the "locals" on where to find some thermals to help the rate of climb, we were off for Lakeview, Oregon. Sure enough, with the density altitude near 6000 feet and the Cadet loaded almost to gross weight, a few good midday "boomers" got us up to altitude much easier. In fact the 140 mile flight to Lakeview seemed like a giant rollercoaster ride and the big-winged Cadet seemed to ride the ups and downs with more enthusiasm than I could muster up. At Lakeview we were treated to some wonderful hospitality by longtime EAAer Myron Buswell and his family. We spent several enjoyable hours listening as he recalled his early days with the homebuilt movement in Oregon and his adventures with an Interstate Cadet just before the war. We still had miles to cover though, so reluctantly bid farewell to our hosts and headed for Chester, California. Headwinds slowed our groundspeed and late afternoon thermals thumped and bumped us along. I reviewed my California geography as we flew past Goose Lake and down the west slope of the Warner Mountains into the forested regions surrounding the 10,457 foot Lassen 64 MARCH 1975
fc*
(Photo by Bruce D. Kirk)
Fun-flying down the Sacramento River.
Peak. The on-rush of population has had little effect on these desolate areas of northeast California and I again was reminded of the pleasure of flight over open terrain instead of over the urban congestion in other areas of the state. A quick gas stop at Chester and we were airborne again for the short 50 mile flight to Chico. From the 4500 foot elevation of Chester I slowly climbed the Cadet over the last remaining ridge to gaze out on the Sacramento Valley and a hundred miles beyond to the Coastal Range. I gently eased the nose of the Cadet into a gradual descent and headed for the near sea level elevation of the valley floor and Chico. The Cadet had taken us over 1400 miles in less than 16 hours flying time and it was to me a dramatic realization of what conveniences an antique airplane could still provide in the seventies. In all my travellings with the Cadet I have found that there are two distinct groups of people in relating to the Cadet — they have either flown one and loved it or they have never heard of them. If you're in that second group I hope you will get acquainted with a Cadet soon. They are not seen that often but perhaps it will be easier to recognize one now. And you Cadet owners — howabout fixing the bird up a little and start appearing at more fly-ins? There is an Interstate Club now so let's hear from you and start resolving the Cadet's identity crisis right now. About The Author
Timothy L. Talen (EAA 8615) has been an EAA member since the early 1960's when he initially
joined as a junior member. He and his father built a Corben Baby Ace which first flew in 1966. His father has since completed a Beds BD-4 and
Timothy is in the process of building his own version of the S A 105 Cavalier - the Super Cavalier. One of the founders of Chapter 427 in Chico, California, Timothy served as its president in 1974. He has an MA in History from California State University at Chico and is a member of the American Aviation Historical Society. Interstate Cadet owners who want an original Cadet decal should contact Timothy as he has obtained an original and is having it reproduced. Anyone interested in more Interstate info should contact: Interstate Club, Bruce F. Mitchell, Chairman, 5420 N.E. 43rd St., Kansas City, MO 64117.
By Bill Blake (EAA 23072) 1103 Madison St. Charles, Mo. 63301 (Photos by the Author)
D<
'OGGONE IF YOU don't find homebuilt airplanes going together in some of the darndest places. Back in the hollow down here in Missouri, we have one of the slickest jobs being built since Bede came out with the -5. Hang on to your hats — it's a four place canard obviously inspired by Burt Rutan's VariViggen. Wayne Koch (pronounced Cook) really doesn't live back in the hollow but he does live out in the country in a house he designed expressly for one purpose. To build an airplane in. The basement was designed large enough to accommodate the entire aircraft wing and then some. Built into the east wall is a garage door to remove the bird when construction is complete and the entire basement is free of posts. Since Cookie is an ex-race car designer/ builder/racer, there is also a shop with tools of all kinds, including a homebuilt bandsaw and belt sander. Don't get me wrong though, all this equipment is not required to build the Mark 4, although it can make the job easier and faster to build. The airframe basically, is of standard wood construction and very little welding is required. Only the landing gear and some of the control system use steel tubing. We will take a detailed look at the construction in a minute, but let's take a look at the airplane and specs first. The 3-view and illustration show what the Mark 4 will look like when completed — really sleek, eh? The forward fuselage has room to seat four people in comfort in a semireclining position. This is a holdover from Cookie's old race car days. He thinks you should almost lie down in a seat to drive, or fly. I guess he could be right. We went to Oshkosh in 1973 "flying" his Capri automobile with me hanging on for dear life while he LAY there driving and
puffing his pipe. The only thing that beat us was an Ozark DC-9 and he gave up at Milwaukee! The fuselage of the Mark 4 consists of plywood bulkheads with four main longerons of built-up construction. Solid spruce makes up the rest of the stringers and the entire fuselage is then covered with plywood. The main fuel tank is behind the rear seat bulkhead and two more tanks are in the leading edge of the inboard wings. The area aft of the fuel tank to the firewall is the baggage compart-
ment and can accommodate four full size suitcases along with smaller bags. Up in the cockpit proper things are pretty standard. A central control stick pops out of the floor between the pilot and co-pilot and is available to either and also contains the switch that controls the angle of the reflex trailing edge. Naturally each occupant of the front seat has his own set of rudder pedals. Two throttle knobs protrude from the instrument panel, one in the center and one at the left for those who like to fly with the right hand and work the go-lever with the left. A full IFR panel is planned as well as a full oxygen system since the Mark 4 will have a turbocharger installed at a later date for high altitude cross-country work. The center section of the wing has one main spar of box construction, a secondary spar of "C" section and plywood ribs. The entire center wing is covered with metal bonded
to the wood structure. As we mentioned before, the main spar is a box section, solid upper and lower caps, internal stiffeners and covered with plywood, plus, two more caps on the forward and rear sides. The main spar is designed to carry all loads and would probably win out in a collision with a Greyhound bus. The outer wing panels have an "I" section main spar and a secondary spar to hang the combination ailerons/ reflex trailing edge on. The root and tip ribs are cut from plywood with foam ribs in between and the entire panel is then covered with a bonded inplace aluminum skin. The twin fins follow the same practice and the rudders are all metal. The forward placed canard control surfaces utilize spruce spars, plywood and foam ribs and plywood covering. The fully retractable landing gear is electrically operated as are the reflex trailing edges. All other control surfaces operate via the standard cable/push tube method. Flush fitting doors completely enclose the main and nose landing gear. Well, hey, you say! What's it gonna cost to build this dream ship? $5,000? $7,000? $10,000? Nope. To date, Cookie has spent a wild $3,700 including a 180 hp engine from a storm damaged Mooney, all instruments, wheels, SPORT AVIATION 65
Front 3/4 view of the Koch MARK 4.
metal, and to top it all off, he paid more for the spruce than he would have had to. Cookie is a fairly good scrounger and a guy that is a whiz at the noble art of scrounging could probably do even better. The Mark 4 will be stall and spin proof and this is an important factor to the man wanting a safe cross-country family airplane. In the event marginal weather is encountered the slow-flying capabilities of this type airplane come shining forth. It can be slowed down to a mere walk without falling from the sky and make a 180 degree turn at the same speed. Since yours truly will be doing the construction plans and manual on the Mark 4, many after-supper trips are made out to Cookie's "skunk works" to gather data for the prints. The progress of the airplane is amazing when you realize the design effort that is going on simultane-
ously with construction. In less than 110 hours of construction time the following was accomplished: the simple construction jig was built, all formers and ribs laid out
full size and cut out, built-up longerons cut and built, bulkheads and formers erected, stringers attached, spars fabricated and installed and construction started on the main gear. With this kind of progress, it looks like the target date for test flight in the summer of '75 may not be too far off, and all this has been accomplished with virtually no help. If enough interest is shown, construction plans will be made available. Anyone who has been waiting for a four place airplane with a good cruise speed, yet simple and safe that you won't have to mortgage the house to build should drop a line to Koch Aircraft, 3443 Frontier Drive, St. Charles, Mo. 63301. Rear % view. The wing center section is integral with the fuselage.
66 MARCH 1975
21.2' 20-0' 6.8' 175 mph 165 mph LANDING SPEED____50 mph
GROSS WEIGHT ————— 2500 lbs EMPTY WEIGHT_____1100 Ibs. BAGGAGE CAPACITY__160 Ibs.
Koch MARK 4 SPORT AVIATION 67
HOMEBUILDER'S CORNER . . . (Continued from Page 2)
It is time we recognize that it is no crime to own an airplane for pleasure — whether it was constructed in a factory or in one's garage. The airplane has opened many doors for many people, but the ultimate door it has opened is to allow one access to the fun and love of flying. As I have stated on so many occasions in so many parts of the nation, there are approximately 135,000 active aircraft in the U. S. This includes some 2,300 airline aircraft, approximately 32,000 aircraft that are used for business transportation, cargo and special purposes, such as agricultural work .. . leaving about 100,000 personally owned sport/general aviation aircraft. This latter group includes the 5,000 homebuilt aircraft that are active. GAMA says most of these 100,000 aircraft are used by their owners for "personal transportation". "Personal transportation" to where? For what purpose? For the past 18 years I have made it a. practice to observe aircraft owners and ask them questions about their flying. Typical questions and answers are: "Why did you purchase your airplane?" "I love to fly." Is it an economical investment?" "No." "Do you use it as a transportation tool?" "Once in a while." "What is the purpose of most of your flights?" "Fun." It may be "personal transportation" when a pilot flies his family to Florida for their vacation — he could have driven his car instead — but I say the main purpose of that trip was fun . . . and I say this is the principal use of the 100,000 personally owned U. S. aircraft. I would like to invite representatives of industry to Oshkosh '75. Send qualified people prepared to seek out the real reason most of us purchase your products. Ask the owner how you might improve your product to better suit his needs, likes and dislikes. A lot can be learned. There will be some 5,000 factory-built aircraft in and out of Wittman Field July 29 through August 4. We all need each other. Quite frequently these days we read FAA and National Transportation Safety Board (NTSB) reports in our local newspapers that would lead the average citizen to believe that sport/general aviation is really dangerous, that many pilots fly under the influence of dangerous amounts of alcohol, etc. Many pilots feel this is a great injustice to
aviation.
tw m
68 MARCH 1975
Where does such information originate? Do statistics really show sport/general aviation is dangerous? I asked these questions recently while attending an Aviation Safety Review Conference at FAA's fine Aeronautical Center in Oklahoma City. I was pretty sure we have been guessing, statistically, regarding accidents all these years, since the Wright Brothers didn't leave us with a bench mark from which we can judge what is an acceptable level of accidents. True, we always have had last year's rate or raw total for comparison with this year's accidents, but what are we really dealing with? One attending FAA gentleman stated FAA and NTSB figures are based on the accident rate per hundred thousand flying hours. Alright... but who knows how many hours were flown in any given year by sport/ general aviation — who REALLY knows?? FAA admits they don't have any way of knowing every time some rancher in West Texas takes his Super Cub out to check his herd — their figures are, at best, educated guesses. So, how can we really say what is an improved, acceptable or bad accident RATE? Some say a check of pilot's log books could provide a better estimate of the total hours flown each year, and, thus, a more accurate basis for computing accident rates per hours flown . . . but this is a hopeless case, also. I am sure most of you have long heard the statement, "I've been flying for X number of years and I don't keep a log book any more." It seems this has been a prestige thing in some circles, but it doesn't necessarily reflect a pilot's true ability or currency. (One might say here, we could all review our bookkeeping methods relating to aircraft and engine logs as well as our personal logs.) Here at EAA Headquarters we have monitored amateur built accidents since 1953. For a number of years we have been subscribing to a weekly accident reporting service that covers all civil aviation accidents. Soon I will report some of our observations — which look a little different from what we have been led to believe. I was at the Oshkosh Convention site yesterday (February 20). The place is buried under snow. We will have a lot of work facing us as fly-in time is just around the corner. The building of a complete new campground is near the top of our job list. Come early, camp out and help out.
(Photo by Lee Fray)
For all you Bourke engine enthusiasts, here is a peek at the innards of a 30 cubic inch Bourke. This is one of several Bourkes in the possession of the EAA Museum — some of which are on display. We have one EAA member who wants to build a Bourke 30 for installation in his BD-5.
CALENDAR OF EVENTS Items to appear in Calendar of Events in SPORT AVIATION must be in EAA Headquarters office by the 5th of the month preceding publication date. MARCH 28 - 30 — MANSFIELD, OHIO — Midwestern Symposium on Soaring Technology. Contact: Midwestern Symposium, c/o Amtech Services, RD 8. Box 359. Mansfield. Ohio 44904.
APRIL 6 — MESA, ARIZONA — 9th Annual Desert Sportsman Pilots Association Benefit Air Show. Falcon Field. Contact: Bill Bullock. 3325 E. Turquoise Ave., Phoenix, Ariz. 85028 - (602) 996-3586. APRIL 10-13 — APPLE VALLEY, CALIFORNIA — 1st Annual 49er Gold Cup Aerobatic Contest sponsored by IAC Chapter 49. Four category contest. Apple Valley Resort Airport (80 miles NE of Los Angeles). Contact Jim Rossi. 18558 Mayall St.. North ridge. California 91324, (213)886-7297
MAY 3-4 — CORONA, CALIFORNIA — Southern California Regional EAA Fly-In sponsored by EAA Chapters 7. 11. 92 and 494. For information contact Joel Confair, 9661 Rocky Mountain Dr., Huntington Beach, California 92646. MAY 17-18 — HARVARD. ILLINOIS — Dacy Chapter Antique Airplane Association Annual Fly-In. Dacy Airport. Contact Loel H. Crawford. 608 Old Orchard Road. Harvard, III 60033. MAY 17-18 — ENID. OKLAHOMA — 3rd Annual EAA Chapter 455 Fly-In
and Air Show. Dinner and Awards, Saturday; breakfast and air show, Sunday. Contact: Ray Cunningham, 2225 E. Ash, Enid, Okla. 73701. Telephone 405/234-3014 or Chuck Dulaney, 1735 Pawhuska, Enid, Okla. 73701. Telephone 405/234-1401 MAY 18 — QUINCY. FLORIDA — 3rd Annual EAA Fun Fly-In. Spon-
sored by EAA Chapter 445. Contact: Charles G. Smith, 2065 Edenfield Rd.. Tallahassee. Fla. 32303. MAY 18 — LOCKPORT, ILLINOIS — 4th Annual EAA Chapter 15 Fly-In
Breakfast. Lewis-Lockport Airport. 8 'til noon. Rain date May 25. See first complete "V" Star of 12 under construction. Contact: Richard Fry, 8610 W. 92nd St., Hickory Hills, III. 60457. MAY 23-26 — WATSONVILLE. CALIFORNIA — 11th Annual West Coast
Antique Aircraft Fly-In. Antique, Vintage, Classic and AmateurBuilt aircraft Static displays, flying events, air show, trophies, Friday and Saturday night get-acquainted parties. Sunday Awards Banquet. Contact: W. B. Richards, 2490 Greer Rd.. Palo Alto. Calif. 94303. MAY 29-31 — ORMOND BEACH. FLORIDA — 1st Annual Coquina Auto
and Air Show. Static displays, aerobatics, air oriented celebrities. Plaques for all entries, awards luncheon. Contact William A. Johnson, Air Show Coordinator, Box 2153, Ormond Beach, Fla. 32074. MAY 31 - JUNE 1 — CAMBRIDGE. MARYLAND — Potomac Antique
Aero Squadron Annual Fly-In. Horn Point Airport located on the Frank DuPont estate, WSW of Cambridge. Beautiful grass runways, no registration fees, free camping — just a super fun fly-in. Contact Sam Huntington, Fly-In Coordinator. Avery Road, Shady Side. Maryland 20867. Telephone 301/261-5190.
JUNE 6-8 — ORANGEBURG. SOUTH CAROLINA — 6th Annual Old South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.
JUNE 8 — CANTON. OHIO — Fly-In and Air Show sponsored by EAA Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave., S f... Canton, Ohio 44711.
JUNE 14-15 — FREDERICKSBURG, VIRGINIA — 8th Annual Antique Aircraft Fly-In. Shannon Airport. Awards Banquet. Contact John B. Maas. Jr., Shannon Airport, Box 509, Fredericksburg, Va. 22401. JUNE 14-15 — PORTERVILLE, CALIFORNIA — 26th Annual Moonlight
Fly-In and Air Show. Static displays, aerobatics, sky diving and flying antiques. Contact PAPA. 1893 S. Newcomb, Porterville Airport. Porterville. Calif. 93257. JUNE 15 — WEEDSPORT. NEW YORK — 2nd Antique-Classic and Homebuilt Fly-In/Pancake Breakfast. Trophies. Sponsored by EAA Chapter 486. Whitfords Airport. Contact Dick Forger, 204 Woodspath Rd.. Liverpool, N. Y. 13088. JUNE 20-22 — PAULS VALLEY, OKLAHOMA — Greater Oklahoma City Antique Airplane Association Fly-In. Contact Jerry Horn, 2008 Nail Parkway, Moore. Okla. 73160. JUNE 21 — MIDDLETON. WISCONSIN — Wisconsin 99 Proficiency Air Derby. Morey Airport. P.I.C. must be female. Co-pilot required - male or female (need not be a pilot). Send $2.00 for race kit. Pat Weir. R. 5. Box 162, Marshfield, Wise. 54449. JUNE 21-22 — SALEM. ILLINOIS — Fly-In. Salem-Leckrone Airport. Sponsored by EAA Chapter 16. Contact Robert E. Tarrant, Box 474, Effingham. 111.62401.
JUNE 22 — ELKHART. INDIANA — Fly-In and Air Show. Sponsored
by EAA Chapter 132 and Mishawaka Pilot Club. Breakfast at 6:00 A.M.
JULY 23-27 — MINNEAPOLIS, MINNESOTA — Annual American Bonanza Society Convention. Headquarters: Radisson South Hotel. Contact Ralph G. Haesloop, Chemung County Airport, Horseheads, N. Y. 14845. Telephone 607/739-5515. JULY 26-31 — FOND DU LAC. WISCONSIN — 10th Annual EAA/IAC
International Aerobatic Championships Sponsored by International Aerobatic Club. Practice Days — July 26. 27. Contest Days — July 28, 29. 30. Rain Date — July 31. Contact Sam Huntington, Contest Chairman, Avery Road. Shady Side. MD 20867. JULY 29 - AUGUST 4 — OSHKOSH, WISCONSIN — 23rd Annual EAA
EAA International Ry-ln Convention. AUGUST 24 — WEEDSPORT, NEW YORK — Air Show and Fly-In Breakfast sponsored by EAA Chapter 486. Whitfords Airport. Contact Dick Forger, 204 Woodspath Rd.. Liverpool, N. Y. 13088. SEPTEMBER 5-7 — GALESBURG, ILLINOIS — 4th National Stearman
JUNE 1 — BEND, OREGON — 2nd Annual Fly-In. Sponsored by Oregon Pilots Association. Contact Sonny Kline. Rt. 3. Box 883. Bend. Oregon 97701. JUNE 1 — EARLVILLE, ILLINOIS — 1st Annual Fly-In Lunch. Sponsored by EAA Chapter 263. Contact Randy Novak. R & R Airport. Earlville, III. 60518 - 815/246-9870.
Fly-In Galesburg Municipal Airport. Contact Jim Leahy, 445 N. Whitesboro. Galesburg. III. 61401 or Tom Lowe, 823 Kingston Lane, Crystal Lake. III. 60014. SEPTEMBER 19-21 — KERRVILLE, TEXAS — Southwest Regional
Fly-In. Contact Bill Haskell. Box 1235. Kerrville. Texas 78028. (512) 995-2791
WE SHALL REMEMBER THEM C. B. AYCOCK (EAA 11934), Orangeburg, South Carolina. October 1974. Life Member of EAA Chapter 242.
PERCY COSMAN (EAA 50874), Brantford, Ontario, Canada. December 1974. Past Secretary/
LEROY PENHALL (EAA 61358), Balboa, California.
JOHN W. GANZ, Severna Park, Maryland. Janu-
Warbird Member 258. January 2, 1975.
Treasurer of EAA Chapter 115. ary 19, 1975.
SPORT AVIATION 69
SPECIAL EAA OFFER! (EWELRY
Brooch - yellow gold sunburst with EAA emblem . $ 6.80
Charm - on white gold plate or yellow gold plate $ 4.8
L THE WAY!
Earrings - regular . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 9.80 Earrings - pierced, post-type .................... $11.25
Wire type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.25
Lapel Pin/Tie Tac (blue and gold)................ $ 3.00 Lapel Pin/Tie Tac (white and gold)............... $ 3.25 Tie Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.55
JACKETS & BLAZERS New EAA Jackets in our traditional blue with double white stripes. EAA Patch over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but made of same material as jumpsuit shown above. Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . $26.95 Polyester Cotton EAA Jacket . . . . . . . . . . . $15.95 Antique Airplane Pattern (Polyester Cotton Only) . . . . . . . . . . . . . $15.95 Liners for above Jackets (order same size as jackets) . . . . . . . . . $11.95
Adults — Small Children — Small (5-8) Adults — Medium Children — Medium (8-11) Adults — Large Children — Large (10-13) Adults — X-Large
Smart new double knit blazer in EAA blue with embroidered EAA Patch. SIZES
Double Knit Blazer.............................. $59.95
^^^^^Bfc
^Qp
(Above Items Postpaid)
Men's Sizes Only — 36-50 Short Men's Sizes Only — 36-50 Regular Men's Sizes Only — 36-50 Long
Note — Orders for Jackets, Blazers and Jumpsuits described on these pages should be sent to EAA Headquarters. Apparel will be shipped (allow 4-6 weeks for delivery) directly from the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight Apparel Lane and Columbia Road RD 4, Hammonton, N) 08037. Any returns or exchanges must
be returned directly to Flight Apparel Industries. All Photos by Lee Fray
JUMPSUITS You've been asking for it for years — an EAA Jumpsuit. Now they are available in knit, polyester cotton and Nomex fire retardant material — also a wild antique airplane pattern. These jumpsuits are tailored and fit beautifully — no baggy look. Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . .
$39.95 $27.95 $27.95 $69.95
SIZES
Ladies — 6-20 Regular Ladies — 8-20 Long
Men — 36-50 Regular Men — 38-50 Long
* PUBLICATIONS __ __ __ __ __ __ __
Basic Hand Tools, Vol. 1 Basic Hand Tools, Vol. 2 Custom Aircraft Building Tips, Vol. Custom Aircraft Building Tips, Vol. Custom Aircraft Building Tips, Vol. Custom Aircraft Building Tips, Vol. Custom Built Sport Aircraft Handbook __ Design, Vol. 1 __ Design, Vol. 2 __ Design, Vol. 3 __ Engine Operation, Carburetion, Conversion __ Engines, Vol. 1 __
1 2 3 4
Engines, Vol. 2
__
Note — When specifying sizes for jumpsuits, indicate height, weight and suit or dress size in addition to the above information (i.e., 40 Regular).
(Above Items Postpaid)
Engineering for the Custom Aircraft Builder — Hoffman __ Metal Aircraft Building Techniques __ Modern Aircraft Covering Techniques __ Pilot Proficiency __ Pilot Report & Flight Testing __ Service & Maintenance Manual
__ Sheet Metal, Volume 1
EAA Embroidered Cloth Patches EAA - Small (cap size)......... $ .75 EAA - Medium O'/z" x 4'/i".. $1.95 EAA - Large (5" x 6") .......... $2.25 EAA Wings........................ $1.50
Aircraft Builder.................. Antique/Classic Division ..... I.A.C. Division................... EAA Vinyl Decals EAA Standard (round)......... EAA Winged...................... Antique/Classic Division ..... I.A.C. Division...................
$1.75 $1.75 $1.95 $ .50 $. 50 $ .50 $ .50
Other Metal Aircraft Placards........ $2.50 Flight Bags (14" x 5" x IW) $7.50 Garment Bags (1 suiter) ...... $2.25 EAA CAPS EAA (white mesh,
blue visor)
. . . . . . . . . . . . . $3.50
Men's sizes . . . small, medium, large
x-large Ladies . . . one size, adjustable to fit all
SPECIAL EAA OFFER! EAA JACKET REDUCED The EAA Jacket (not shown) with the triangular white panel is being closed out. Save on the unlined
Skool . . . . . . . . . . . . . . . . . . . . $3.95 (knit cap, navy and gold)
Sheet Metal, Volume 2 Sport Aircraft You Can Build Tips on Aircraft Fatigue
__ Welding __ Wood, Volume 1 __ Wood, Volume 2 __ Wood Aircraft Building Techniques
version. Unlined — medium and large
75
only . . . . . . . . . . . . . . . . . . . $12.95
Lined — x-small, small, medium, large .................. $19.95 Each special offer item, enclose $1.50 additional for postage and handling. Plans EAA Acro Sport................ $60.00 Super Acro Sport Wing Drawings...................... $15.00 Aerosport Info Kit........... $ 4.00 EAA BiPlane P-2................ $27.00
Pober Pixie . . . . . . . . . . . . . . $40.00 Farm Type Hangar............ $ 5.00
"Fun in the Sun" . . . . . . . . . $5.00 (sailor type - small, medium, large, x-large)
__ __ __
EAA Sport Shirts Knit pull over types with zipper at
neck. EAA emblem. Sharp in red
Add 30c postage first publication, 10c each
additional manual.
How to Build the Acro Sport ... $4.50 CAM-18....................... $4.30 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
EAA Air Show and Fly-In Manual $2.80 Golden Age of Air Racing ...... $2.80 Wings of Memory . . . . . . . . . . . . . $2.80 Air Pictorial ................... $2.30 Flying Manual, 1929............ $2.30 Flying & Glider Manual, 1932 ... $2.30 Flying Miscellany, 1929-33 ...... $2.30 EAA Log Book for the Custom-Built Airplane . . . . . . . . . . . . . . . . . . . . $1.30
Theory of Wing Sections ....... $5.50 Hang Gliding (by Dan Poynter) . $5.25
or blue! Specify color. Small, Miscellaneous medium, large, EAA Lucite Key Chain .........$ 1.25 extra-large....................... $12.50 EAA Letter Opener........... $ 1.80 EAA Coaster Set (4)........... $ 1.55 (Order Today — All items this Section Postpaid)
(All books lower section — Postpaid)
Send check or money order to:
EXPERIMENTAL AIRCRAFT ASSOCIATION P.O. Box 229
Hales Corners, Wisconsin 53130 SPORT AVIATION 71
W. Martin Jones (EAA 84604), Box 773, South Boston, Va. 24592 and his A-65 Continental powered Bowers Fly Baby.
PAINTING EXHAUST PIPES You want to know the best way to do it? Joe Locasto (EAA 14,778) used to have a Header Shop in Anaheim, California and he explains it this way. Use the VHT (very high temperature) paint. It comes in the regular spray cans and can be obtained from most any auto supply house. First, paint the header (that's the exhaust pipe, son). Then while the paint is still wet, run the flame of a torch through the pipe as the exhaust would do when the engine is running . .. not too much and not too close, or the paint will burn. The heating action really sets the paint which then seems to become part of the metal. Of course, it is a devil of a job to weld later, if a crack should develop. This method is much more effective than painting a pre-heated pipe as in doing so, the paint tends to dry on contact. That, in effect, would cause the paint to be applied dried and therefore, it couldn't possibly last very long in use. So: Spray it first and then heat the pipe for a long lasting paint job. — Tony Bingelis
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All wood designed for the amateur builde r . . . . Easy to fly-Full stress analysis-Meets F. A. R. Part 23 - 438 sq. ft. of professional drawings-Excellent reference material for your own project. Retractable Landing Gear Plans - $15.00 40 page Brochure $5.00 Plans $115.00
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VW POWERE
SED — FLT. TESTED
Bensen's NEW MATERIAL PACKAGES let you build your own sporty one-man Gyro with a small set of hand tools. Timeproven parts available. NASAD approved building Plans $35. ... Colorful Info Packet just $5 (Copter) or $3 (Glider). Send now. BENSEN AIRCRAR CORP., Dept. SA 35 RDU Airport, P.O. Box 2746. Raleigh. N.C. 27602
SPORT AVIATION 73
SWAGE-IT YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
fi
Nicopress Oval Sleeves; Zinc Plated: KS". 12 for $1; %,', 10 for $1
"SWAGE-IT"* TOOLS
#2 for K.", %" & V." Nicopress Oval Sleeves $12.50 #3 for Vi", %", ^6" and 1A" Nicopress Oval Sleeves $27.50
!/.". 2 0 c e a . ; V- 25c ea. Ki", 50c ea.; %", 75c ea.
Slainless Steel Thimbles:
) AN 100 C3 (V & Hj"> 8 f o r $1; f AN 100-C4 (!/,") 6 for $1; AN 100-C5 %") 20c ea. AN 100-C6 (V) 30cea.______ Tightening bolts applies swaging pres-
sure. Will hold full rated strength of cable. 'trademark
Galvanized Cable MIL-W-1511A: 7»7, ytt". lie ft.; Hi". 14cft.; 7x19, '/8". 19cft.; H2". 2 1 c f t . ; K,". 25c ft.
13th Year Nationally Advertised
S & F TOOL CO.
Send check or M.O. with order. -E-Box 1546 Costa Mesa, Calif. 92626 Calif, residents add 6% Sales Tax. Orders postpaid in U.S.A.- Foreign Orders Add 10%.
SPAN . . . . EMPTY WEIGHT GROSS WEIGHT ENGINE . . . . . .
. .20'2" 420 LBS 800 LBS VW 1600
TOP SPEED . . CRUISE SPEED STALL SPEED SEATS . . . . . .
BARKER
. . . . 1 2 U.S. GAL . . . . 150 M P.M. . . . . . . 140M.P.H . . . . . . . 4 2 M.P.H . . .2. SIDE BY SIDE
VW Engines - Ports - Fitf ings Ted Barker Experimental Engines Palomar Airport - Bldg. SE Carlsbad, California 92008 Telephone (714) 729-9468 ot 729-9033
FREE INFORMATION (Send stamped, self addressed envelope!
RAND/ROBINSON ENG.,
INC
6171 CORNELL DRIVE HUNT1NGTON BEACH. CA 92647
DETAILED PLANS & INSTRUCTIONS '45.00 Construction Km alto available
ALL NEW (including case)
HAND BUILT ENGINES — VW 5 5 - 1 0 3 H. P. Ready to install. CONVERSION PLANS by TED BARKER (VW) — $5.00 INFORMATION PACK AND CATALOG — $1.00
THE NEW EAA ACRO SPORT-A SPORT BIPLANE FOR EVERYONE!
aao 22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •
NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS, AND "EXPLODED" VIEWS.
•
COMPLETE PARTS AND MATERIALS LIST.
•
INVERTED FUEL SYSTEM DIAGRAM
•
FULL SIZE RIB DRAWINGS
•
METAL OR PLYWOOD TURTLE-BACK COMPLETE CONTROL SYSTEM AND LANDING GEAR DRAWINGS. PROFUSELY ILLUSTRATED BUILDER'S MANUAL.
NOW AVAILABLE ACRO SPORT PLANS Info Pack . . . . . . . . . . . . . . . . . . $ 4.00 COMPLETE PLANS and Builder's Manual . . . . $60.00 74 MARCH 1975
.
Super Acro Sport Wing Drawings
$15.00
EAA AIR MUSEUM FOUNDATION Box 229 Hales Corners, Wisconsin 53130
YOU ASKED FOR IT! Dorothy Aiksnoras of our EAA Aviation Museum staff — more widely known to Oshkosh Convention goers as "Carrot Top" — conducted one of the welding workshops during last summer's Convention. As always she was asked a zillion questions and patiently attempted to answer all of them. Below in a question and answer form are the most frequent quiries:
tank. The conversion of the regulator involves changing the inlet and outlet fittings to left hand fuel fittings. Q. What size welding tip should be used for welding aluminum? A. Use a tip that is three times larger than that you'd use for 4130. Example: A No. 1 tip for 4130, .050 thick, alum, of .050 use No. 4 tip.
ALUMINUM WELDING
Q. A.
Q.
A.
Q
A. Q. A.
Q. A.
(Questions and Answers) What alloys are weldable? 1100, 3003, 3004, 5052, 6061 and 6063 are weldable aluminum alloys. What kind of rod should you use? 1100 rod for 1100 material and 4043 rod for all other alloys. What flux should you use? Antiborax Co. No. 5 is for cast and sheet aluminum, but No. 8 is best for sheet aluminum. At what temperature does aluminum melt? Pure aluminum melts at 1220.4° F., but alloys melt at a lower temperature. Aluminum oxide melts at a considerably higher heat than aluminum and must be removed before welding. It must also be inhibited during welding. What equipment is needed to weld aluminum? You need one oxygen regulator and tank and one oxygen regulator converted for use on the hydrogen
4130 WELDING
Q. A. Q. A. Q.
A. Q. A.
(Questions and Answers) Material being used. 4130 Chromoly steel. What type and size welding rod? Mild steel, mostly 1/16 diameter, such as airco or oxweld. Should any completed welds be made before fuselage frame is all completely assembled? NO!!! What is the best procedure for finish welding? You should completely weld one cluster at a time; weld in a circular direction towards the tail and stress relieve all the clusters.
Of interest to "Carrot Top's" many welding students at Oshkosh is the fact that she recently received FAA's approval for cover on her Continental 0-200 powered Acro Sport. KIT AVIONICS Build your own Audio Panel, Marker Rcvr, Test Equip. & more. FREE CATALOG
RST POB23233B San Diego, CA 92123 (714)
1975
277-1917
WARBIRD CALENDAR
6 beautiful 11 x 14 color inflight photos taken at Oshkosh. Included are F6F, P-51, FM2, P-38, P-40 and AT-6. (Photo by Paul S. Trask)
The latest addition to the antique airplane collection owned by Richard "Dick" Jackson (EAA 794 - Lifetime) is this side-by-side Waco UBA, N-13041, Ser. No. 3595. Dick's aircraft are housed at his museum/ airport at Rochester, New Hampshire.
CUSTOM GRAFTED WOOD KITS A C SPRUCE, PLYWOOD & SUPPLIES Wood kits for most homebuilts with parts cut. sanded, ready to assemble. Spar kits with spars beveled and tapered. Acro Sport milled wing kit $398.39. TRIMCRAFT AERO 4839 Janet Rd. Sylvania, OH 43560 419-882-6943______Catalog 25c
Order From
WARBIRDS OF AMERICA P. 0. Box 229 Hales Corners, Wls. 53130 Only $2.50 including postage
DISCONTINUED INVENTORY SALE 4130 Tubing, Hardware many parts and accessories at 1973 prices. Write or call for free illustrated inventory listing.
STITS AIRCRAFT SUPPLIES P. 0. Box 3084 Riverside, California 92509
(714)
684-4280
Specialty Hardware
available Phonj
( 7 1 6 1 745 9b44
Engineered For Safety And Simplicity — VW Powered Brochure . . . . . . . . . . . . . . . . . .$3.00 Plans (168 sq. ft.) . . . . . . . . . .$75.00
MocDonald Aircraft Co. P. 0. Box 543-S
Sonoma, CA 95476
SPORT AVIATION 75
4130 AIRCRAFT STEEL Round tubing - square tubing - stream-
line tubing - bushing stocks - steel sheets
aluminum sheets,
.25c FOR PRICE SHEET
CLASSIC
Al R
SPRUCE AND
PLYWOOD
* Plywood and spruce in stock for immediate delivery. * Dynel Fabric
Polyurethane Foam and Epoxy Resins for KR-1 Aircraft. WICKS ORGAN COMPANY
(813) 686-1285
723-S Saratoga Ave. • Lakeland, Fla. 33801
BUILD THE LITTLE D-8 SAILPLANE:
AIRCRAFT
Spars, Stringers, Cap-Strips * Surfaced either two or four sides.
Madison County Highland, III. 62249 618/654-2191 No Collect Calls, Please
* All Metal
* Easy to build for beginner and
NEED A & P RATING
veterans alike * Plans — only $39.00 * Brochure — $1.00
Guaranteed to pass written, oral, Practical. All Three Exams in 5 to 14 days. Very Moderate Tuition. Examiner on Staff For Full Information Call or Write:
PACIFIC AIRCRAFT P. 0. Box 2191
FEDERAL EXAMS
5602 N. Rockwell, Okla. City, OK 73008
La Jolla, California 92037
405/787-6183
Western Division 4137 Donald Douglas Dr., Long Beach Apt. Long Beach, Calif. 90808
213/429-3315
BUILD 18 IN. BAND SAW FROM KIT
Precision crowned aluminum wheels, ball bearing drive and blade guides. ALSO KITS for 12 in. Band Saw, 10 in. Tilt Arbor Saw. 6x48 Belt Sander, '" Wood Shaper, Comb. Drill Press Lathe
r
Kits from $23.99 to $69.99.
Send $2.00 each for Plans or 25c for
catalog.
GILLIOM MFG. CO.
Dept. SA 1,
______St Charles. MO 63301
Sport Aviation Suppy Ltd. 1104 Cambie Rd., Richmond Vancouver, B. C., Canada V6X 1L2 1st Finished. ART CHARD, Bronson, Mich.
CERTIFIED AIRCRAFT BIRCH PLYWOOD
In stock in thicknesses from ,6mm 3-ply thru 6.0 mm 5 ply. Various size sheets.
VAN'S RV-3 1973 8. 1974 EAA Flight Efficiency Winner
The total perfomance homebuilt,
Tops
BABY "LAKESPERFORMANCE-AEROBATICS-ECONOMY.
195 mph on 125 hp. Lands 48 mph. STOL. Aerobatic. Aluminum structure. Easy to
build and fly. 85 - 150 hp. able. Brochure $2.00
604/273-8501
NOW IN STOCK AIRCRAFT SITKA SPRUCE (MIL
Send S3 lor cutaway drawing and reports Plans $65
Parts Avail-
HOMEBUILDERS SUPPLIES, AN, BALSA, AEROLITE GLUE
Complies with NASAD AA ' quality standards "New" distributor tor Great Lakes sport trainers and certified
Plans $75.00
parts Send for details.
Write For Free Quarterly catalog
BARNEY OLDFIELD AIRCRAFT CO. BOX 5974, DEPT B. CLEVELAND OHIO 44101
VAN'S AIRCRAFT 22730 S. W. Francis, Beaverton, OR 97005
_
6070S)
W, 1" 2" x 6" dressed to 20' long.
COMPLETE HARDWARE
SUPPLIES Aqua Glider Baby Ace Baby Great Lakes
Kingfisher Mustang Pazmany PL 1 & 2
ED-4
Sidewinder
Coot
Starduster
Bakeng Duce Dyke Delta
Starlet T-18
Fly Baby Heath
Turner T-40 Bantam Others in Process
FIRST IN SPRUCE Second to none in building supplies of all kinds including spruce kits, steel tubing kits, covering materials, instruments, accessories and hardware.
EVERYTHING IN HARDWARE SEND YOUR REQUIREMENTS
KILN DRIED SPRUCE TO SPEC. S-6073
SPENCER AIRCRAFT INDUSTRIES
Finished spars, stringers, capstrip — All sizes available 3,i" x 6" lengths 10-14'
$1.65 lin. ft.____________ HUGHES FPL-16A
AEROLITE* Wood Glue
Epoxy Wood Glue
1 lb. Kit
$ 4.25
1 qt. Kit - 5 Ibs
$11.00
5 lb. Kit 8 lb. Kit
9.95 15.05
1 gal. Kit - 15 Ibs.
$29.90
SEATTLE, WA. 98108
F. 0. B. Fullerton, Calif.
* Trademark of Ciba Co. Ltd.
MAKE BUILDING EASY MATERIAL KITS FOR EXCEPTIONAL DESIGNS ACRO SPORT KR-2 KR-1 $175.00 Spar Kit Spruce Kit $145.00 Tubing Kit 114.18 Styrofoam 76.12 SKYBOLT Epoxy Kit $24.00/gal. $108.00/5 gal. Spar Kit $1.80 yd. Dynel Fabric 48"
Polyurethane foam available
8410 DALLAS
'
Tubing Kit
$137.50 $350.00 $209.00
$380.00
PAZMANY PL-4
Write for detailed listings approved by the designer of this award-winning aircraft. AIRCRAFT PLYWOOD
4'x8' sheets to Spec. MIL-P-6070 Mahogany 90° 45 • Thickness 1/32"
3 ply
3/32"
3 ply
1/16" 3 ply 1/8" 3 ply
3/16"
3 ply
3/16"
5 ply
Prices per Sq. Ft. Birch 90*
45*
1.31 (poplar) 1.01 1.70 1.07 1.85
1.08 1.76 1.12
1.16 1.23 1.37 1,47
1.18 1.86 1.26 2.18 1.39 2.38 1.49 2.59
1.91 1.93 2.63 2.67
1/4" 5 ply 10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00 packing charge for less than 3 sheets unless cut in half. Marine Plywood Available. NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase)
BOX 424, FULLERTON, CALIFORNIA 92632 76 MARCH 1975
Plans & Brochures:
714/870-7551
VOLMER A I R C R A F T Bo* 5222. Dept. E
Glendale. CA 91201
1457 Armmta St , unit Van Nuys. CA 91402
TAYLOR MONOPLANE & TAYLOR TITCH —Taylor Mono. The popular single-place low wing, all wood, aerobatic model. 30 to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
$iu.OO. Taylor Inch. A super Single place low wing aerobatic tourer/racer. Simple to build wood construction for 40 to 95 H.P. engines Superb plans for this superb airplane include full size rib sheets, material list, and numerous advisory notes. $40.00. Send $3.00 for details, brochures and colored photo of both airplanes. Construction pictures, per set —
$2.50. These plans are obtainable only from . . .
Mrs. John F. Taylor 25 Chesterfield Crescent Leigh on-Sea, Essex, England
AT LAST!
BE CONSPICUOUS
With combination tip lights and white anticollision lights
;
:
AT A PRICE ALL CAN AFFORD $139.50 COMPLETE Pre-production introductory offer Made for us by an FAA Approved Manufacturer 10 Times FAA Requirement
Flashes 52-62 Times per Minute
Excellent Haze Penetration ; Hemispherical Coverage 1 Weighs only 12 ounces : Two year Guarantee Specify output of generator or alternator
310HP Lye. TIO-540-A2B Complete with all accessories, turbo & wastegate. 1340TT, 340 STOH with new pistons, rings valves & guides. Excellent..... ..................First $3595. Crated 180HP Lye. IO-360-B1E Xlnt Compression. Using No Oil when removed. Pickled. ...............................$2595. Hartzell HC922K-8D Constant Speed Prop from 180 Commanche, Recent Overhaul ...................... 550. 160HP Lye. 0-320-A2D, Late Eng. Good History ....................... 1695. 150HP Lye. 0-320-E2A 1/2" Valves, Wide Deck - 1770TT on a 2500 hr. eng with access Xlnt ................... 1595. 125HP Lye. 0-290-G w/Late Cyls... 395. 65HP Cont. ZERO SMOH w/Acess.. 1295. Send large self addressed, stamped (20c) envelope for FREE CATALOG of the follow, ing: Engines. Carburetors, Fuel Pumps, Air Boxes, Magnetos, Oil Coolers, Vacuum pumps & Drives, Propeller Governors & Drives, Alternators, Generators, Starters, Wheels, Brakes, Tailwheels, Tires, Seat Belts, Shoulder Harnesses & Reels, Parachutes, Helmets, Fuel Valves, Gascolators, Solenoids, Sparkplugs, Primers, Circuit Breakers, Flying Wires, Instruments, Engine Gauges, Stick grips, Throttle Quadrants, Strobes, etc., etc. Most of the items needed to make your airframe into an airplane.
WIL NEUBERT
'O'
2901 E. Spring St., Long Beach, CA 90606 213/427-4703
A Picture m worth A Thousand Dreams
ivan
STUDIOS
A unique new concept in sport aircraft construction drawings combining the precision
detailing of a master perspective draftsman with the artistic presentation of a graphic illustrator This full color illustration is incredibly detailed and drawn to perspective scale directly from the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify construction details of your aircraft project. Available now with highest quality color reproduction on heavy weight coated matt white stock 18"x24'l nSTARDUSTER TOO DPITTS SIS CSTEPHENS AKRO Price including postage and sturdy mailing tube is S12 for one drawing, $22 for two and S30 for the set of three. (Calif, residents add 6% tax) Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118
SPECIAL
SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . . 12 ISSUES FOR $5.00 Because of the tremendous response to our special "warehouse bargain price" sale, this offer has been extended indefinitelyl Added to this SPECIAL are SPORT AVIATION issues for 1972! Go through the following list, pick put any 12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is making this offer to clear out badly needed storage space. Take advantage of this offer while the issues last. This offer is for issues up to and including December. 1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973, 1974 and 1975. Back Issues Available are the following . . . 1960 • July, September, October, November 1961 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975
-
July, August, October May, June September. October, November, December January, February, March, April, May, June, July, Sept., Oct., Nov., Dec. January, February, March, April, May. June, July, Sept., Oct., Nov. May, June, September, October, November, December March, May, July. September, October, November, December January. February, March, April, May. July, August, Sept., Oct., Nov., Dec. January, February, March, April. May. June. July. August, Sept., Oct.,Nov., Dec. January. February, March, April, May, June, July, Aug., Sept., Oct., Nov., Dec. January, February, March. April. May, June. July. Sept., Oct.. Nov., Dec. January, August, September, October, November, December July, August, September, October, November January, February. March, May, June, July, Aug., Sept., Oct., Nov. and Dec. January, February
8 BACK ISSUES OF AMERICAN AIRMAN 1956 • 61 (Not All Available) were .50 each — NOW ONLY 25c ppd. Make check or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P. O. BOX 229 HALES CORNERS, WISCONSIN 53130 SPORT AVIATION 77
Limbach MOTORENBAU Distributed USA by WAG-AERO, Inc.
fc;.
t
Limbach
THE MAGAZINE FOR MECHANICS!'
AIRCRAFT ENGINES
SUBSCRIBE AND SAVE
Choice of three
horsepowers
64 HP max rating. 58 HP continuous. 3200 rpm Includes Slick magneto, high temperature harness, SAE-1 propeller hub. Bosch aircraft spark plugs, Slromburg carburetor intake manifold with heat exchangers, air cooler, sending unit for oil temperature, fuel pump drive
75 HP max, 66 HP continuous. 3200 rpm Same accessories as above
Box 181, North Road LYONS, WISCONSIN 53148
o
J! U
E
f
°
Y e a r l y rates:
SPECIAL
WAG-AERO, INC.
:8
o X
ONLY $5 00 per year
68 HP max 61 HP continuous. 3200 rpm Same accessories as above
Available separately conversion parts starter, alternator, voltage regulator ring gear kit. bosch spark plugs, dual Cylinder head kit. oil cooter kit. and tuei pump kit For more Information and FREE brochures write . . .
TOOL COUPON
5
5.00 one year
*8.00 two years. Become Q regular subscriber to the only trade magazine published
exclusively (or aviation maintenance personnel - Receive a FREE GIFT. loo! The A viation Mechanics Journal contains monthly maintenance tips, new product news, tool evaluations, parts information, job opportunities, and much more!
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Simply fill out the coupon
ill < Q •=
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z
and Mail. Subscribe today and so ve 50%! "Otter limited to N EW subscnbers only
Read how Air Facts Evaluated the Great Aircraft of 1939-47 When They Were New! Pilots'reports of nearly 50 airplanes from 9 golden years of aircraft
design and production. Read about the WACO N, the Taylorcraft 65, the Rearwin Ranger, the Funk, the Interstate Cadet, the Langley Bi-Motor, the Culver V and other great birds. Get the feel of the times,
the dreams, the way the factory and pilots felt about the future of these aircraft. 500 Air Facts size pages lifted from the files and assembled in a single paperback. Written by men deeply concerned with aviation. Some, like Leighton Collins, Robert Buck, and Wolfgang Langeweische are among
the most respected pilot opinion makers today. See what they thought of your bird when it was new.
Or, if you are
about to rebuild one, see what was said and thought about that aircraft when it was new. Order from the coupon below.
tiKTHTH
COMMUNICATING jnwsMmw
110 East 42nd Street York, New York 10017
New
Send me____copies of THE AIR FACTS READER at $7.95 each. New York State residents please add 7% Sales Tax. d Check Enclosed.
Q Bill me ($1 service charge added)
Name_____________________________________________ Address______________________________________________ City/State/Zip. 78 MARCH 1975
U.S N. PATROL RAF. BARNSTORMERS A.A.H.S MUSEUMS OX5 COLLECTORS L.TA BUFFS HISTORIANS 99'ers
EAA
MEMBERS
AVAIL
STUDENIS A.T.C. EARLY BIRDS AIRLINE EX.
YOURSELVES
|
OF THE LAST OF CHARLES H. HUBBELL'S ART MEMORABILIA
I |
"HISTORY IN ART FOR THE AERO ENTHUSIAST" o
<
LITHOGRAPHED PRINTS
PANORAMA OF FLIGHT BOOK PAINTINGS
LITHOGRAPHED C A L E N D A R S (new) LITHOGRAPHED CALENDARS (used)
GOLDEN BOOK
i
Please send me complete information u.
I
NAME _____________ ADDRESS CITY __
STATE
Dearborn. Mich. 48124
24312 Ross Ave.
ZIP.
'KOREAN WAR ARTISTS U.S. MARINE CORP OS's M.A.T.S. EARLY BIRDS
U.S. NAVY (CARRIER)
A comprehensive works particularly (or the serious minded individual interested in designing and building light float sport aircraft 7 drawings 24 x 36 PROFUSELY I L L U S T R A T E D An exclusive f i r s t in the modern
method o1 technical presentationwhich could not be accomplished otherwise m lesser torm A straight-forward approach to proper float aircraft design practice (Finger tip float design engineer'ng data for light float aircraft from 1 000 and less and up to and including gross weight of 2425 Ibs ) Highly
detailed, showing details, sub-assemniies and mam assemblies generously detailed "Float Alrcrift Design Guide." S'9 SO postpaid m U S A and its possessions For airmail service add $2 00
A.R.S.
WW-2
WOMEN PILOTS
WW-1
SILVER WINGS
SPORT AVIATION SUPPLY We Carry A Complete Line Of
HOMEBUILT MATERIALS 4130 Tubing — Sheet Steel — Rods — Aluminum Sheets — Angles — Flats — Tubing — Aircraft and Marine Plywoods — Hardware — Dopes — Fabrics Props — Gerdes Wheels & Brakes — Tires & Tubes
We Specialize In The Smyth "SIDEWINDER"
Outside of North America kindly use international money order payable
m u S equivalent currency Add Ji 00 additional for postage or $300 tor airmail service Or send self-addressed stamped envelope for detailed float aircraft design guide information
(Nine Different Kits)
MRS. STANLEY J. DZIK
SEND FOR COMPLETE CATALOG $1.00
4079 NORTH 62nd STREET MILWAUKEE. WISCONSIN 53216, U.S.A.
FLIGHT LINE AIRCRAFT SUPPLY 1201 West 37th Ave., U. S. 6 HOBART, INDIANA 46342
BUILD YOUR OWN AMPHIBIAN
INVERTED OIL SYSTEMS ............... .$107.50 Includes *0il changeover valve *Sump fittings
"COOT"_t
PITTS
Two-Place —
—
SKYBOLT
*Fuel Tanks • Smoke Tanks
Folding Wings —
Towable —
Easy Construction "COOT-A with fiberglass hull. We have hard to build parts and .hull shells SEND available. $3.00 r Specifications Construction Photot — $25JQ^ COMPLETE PLANS AVAILABV
MOLT TAYLOR Box 1171 — Longview, Wash. (986:2)
Photo, 3-Views,
*Flop Tubes - Win? Fittings
Complete with Bearings *"l" Struts • Slave Struts
ACRO SPORT
*Dyna Focal Ring Kits *Dyna Focal Rings Completely welded * Stainless Steel Exhaust 150-180 and 10-360 200 HP
*Pilcl Tubes For Complete Listings and Prices Write Tc:
* Engine Mounts
Prices and
Information Packet Phone (206) 423.8260
—
*0il Separator tank
A C R A - L I N E PRODUCTS P 0. Box 1274
Kokomo, Indiana 46901
(317) 453-5795
ATTENTION EAA MEMBERS In answer to your many requests, the single-seat PITTS SPECIAL is now available in kit form. Most of the fabrication work has been completed at our plant leaving only assembly, covering, and painting. If you have ever wanted to own a WORLD CHAMPION PITTS SPECIAL, but couldn't find the time to build one from scratch, here's your chance, and at a price far below the factory-built version.
For those of you who would rather "Do it yourself," there's a new plan set for the S-1 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.
i
All the details are included in a vinyl portfolio containing spec sheets, parts lists, assembly details, etc., plus a giant full-color brochure that opens up into a poster-size picture of the finished airplane. SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS ($6.00 outside continental limits of U.S.A.) PITTS AVIATION ENTERPRISES
Box 548E, Homestead, Florida 33030 SPORT AVIATION 79 i
o
S
PLANS FOR ALL-WOOD FLY BABY FOLDING-WING SINGLE-SEATER
WINNER OF 1962 EAA DESIGN CONTEST.
$25.00
Simplified step-by-step assembly drawings and detailed printed instructions.
SEND $1.00 for literature, specifications,
material costs, tooling requirements, large flight photo.
PETER M. BOWERS 13826 DES MOINES WAY SO. SEATTLE, WASH. 98168
Build Paul Poberezny's latest design, the VW powered Pober Pixie. Features a very roomy cockpit, super short field performance, economical operation and is easy to built. Plans consist of 15 big sheets drawn by Bill Blake who also did the widely acclaimed EAA Acro Sport plans.
HOMEBUILDERS New (Bede 4 Cowl) Tailwind, Cougar,
& The Pixie is a very docile little'- sportsplane designed for the pilot who wants an honest, inexpensive fun airplane for weekend and sparetime flying.
II,
Bushby
Smith Miniplane, T-18, PL-1,
PL-2, Pitts, Stardustei, Skybolt and others.
Marcel Jurea MJ-77 (P-51 y4 scale)
Plans are only $40.00. Mail your check to:
EAA AIR MUSEUM FOUNDATION, INC. BOX 229 HALES CORNERS, WISCONSIN 53130
I
VJ-22, Loving's Love,
Information Package $5.00 Full cowls, tip tanks, wing tips, spinners, prop extensions, wheel pants, engine nucelles, air scoops, Pazmany nose cowls, wheel pants for tri-gear, and bucket seats, prop flange reinforcement. Fiber-glass kits and aircraft spruce. WRITE FOR CATALOG - $1.00
GEORGE & JIM RATTRAY AIRCRAFT PARTS 2357 Afton Road
Beloit, Wls. 53511 (608) 362-4611
AL BUTLER will do your 49% with PRECISION!
COMPLETE SERVICE
STITS CATALOG LISTING
Certified aircraft quality material cut to blueprint sizes full COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce, Pine, Douglas Fir,
All Plywoods - Nails
HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wing ribs fabricated | AN hardware packages are complete
AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
AEROLITE 306*
CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
to conform to plan
dowp
,Q co,ter p|ns and a)| detgi|s ONE SHOP • ONE STOP
4130 TUBING PACKAGE
KITS MADE UP TO THE SPECS OF AIRCRAFT YOU ARE BUILDING
Drag and Anti-drag wires with fittings to your specs. V.W. Prop Flanges - Built by Butler
Full Machine Shop Facilities Modern facilities used for welded
^components, fuselages, gears, etc. Complete follow through on your project. We are a shop, not just a store!
INHIBITING
EPOXY
PRIMER,
ETCHES,
STRIPPER, REPAINTING & RECOVERING SUPPLIES.
POLY-FIBER AIRCRAFT COVERING PROCESS SERVICE PROVEN, NON-BURNING COMPLETE FABRIC COVERING SYSTEM USING NEW MODERN MATERIALS WRITE OR PHONE FOR CURRENT CATALOG AND DISTRIBUTOR LIST
FAA Facility 1103-13
Patronized by Particulsr Suiters
Quality materials and Craftsmanship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
STITS AIRCRAFT COATINGS POST OFFICE BOX 3084S ^ RIVERSIDE, CALIFORNIA 92509 '• A.H. BUTLER, EAA 57353 R.D.2 Box 174 BLAIRSTOWN, NJ. 07825 AC/201-362-6333 80 MARCH 1975
BRIGHTENERS,
PHONE 714-684-4280
STITS
WASHINGTON REPORT. . . (Continued from Pag* 91)
fully extended can cause problems. Then there is the question of fees at airports where air shows are being held. If the $5.00 or $10.00 fee is charged there just won't be any attendees. Will the $5.00 departure fee be charged at airports where a temporary tower is being operated to take care of a special event? And finally how are the departure fees to be collected? The FAA says this task will be the responsibility of the airport operator. Who will stand
the cost of collecting and accounting for these fees? 8. The trust fund can be used to pay for maintenance costs of facilities and equipment used for air traffic control. Formerly such costs came out of the regular FAA budget. 9. The FAA proposes legislation that will permit them to charge fees for licensing of aircraft and airmen. Up to now the FAA has been reluctant to reveal specific data on what these fees will be stating that once Congress has authorized such fees then the public will be informed and will have the opportunity to comment through the normal process of rule making. But the time to oppose such fees is when they are being considered by Congress and it would be well to request the FAA to be more specific now so that the aviation public can make their views known to their elected representatives. FUEL AVAILABILITY AND PRICES
On February 1, 1975 the President placed a fee of $1.00 a barrel on all imported petroleum. This will be increased to $2.00 a barrel on March 1, 1975 and to $3.00
a barrel on April 1, 1975 unless Congress prohibits the President from levying such fees. The purpose of these fees is to raise the price of petroleum products in order to discourage their consumption. It is hoped that the importation of petroleum products can be reduced from 7 million to 6 million barrels a day. The additional cost of imported petroleum along with a proposed lifting of the ceiling price on domestic crude petroleum could mean an increase in gasoline prices of as
much as 19 cents a gallon. It may be thought that through "cross loading" some petroleum products will be increased in price more than others. For instance motor gasoline may bear the brunt of price increases because this is where the bulk of the savings can be made. Motor gasoline comprises about 50% of each barrel of crude with heating oils and diesel fuel another 25% and all other petroleum products including jet fuel and aviation gasoline a final 25%. In view of the price squeeze on the airlines and other modes of public transportation jet fuel and aviation gasoline may experience smaller price rises than motor gasoline for the general public. To sum up it appears that the proposed departure fees are the biggest threat to general and sport aviation in 1975. By March we should know the specific Senate and House bills that will be submitted to the appropriate committees for recommendations or denials. At that time Sport Aviation's Hot Line or the Chapter President's letter from Headquarters can identify these bills so EAA members will be able to write their Congressmen on specific legislation. This is the best way to influence legislation that would have such a profound effect on sport aviation.
Acrobatics IAC IS ... The world s largest aerobatic organization. Consisting of over 2500 members. IAC is the voice for sport aerobatics. There are also over 30 local Chapters of the Club scattered all over the United States. Canada, and South Africa. IAC sponsors dozens of aerobatic contests, judge's schools, training sessions, and educational meetings. The Club publishes the most comprehensive magazine on aerobatics available, Sport Aerobatics. IAC gives you the opportunity to participate in the mostdynamic and exciting aspect of the sport aviation movement within the framework of the EAA Dues are $13.00 per year and is open to anyone interested in aviation and who is a current EAA member. Write today!
INTERNATIONAL A E R O B A T I C CLUB
I. A . C . For your annual dues, the following: 1. Twelve issues of Sport Aerobatics containing many interesting and educational articles and pictures. 2. Membership number and card and offical decal. YOU GET
3. Your own copy of the IAC Official Contest Rules.
4. Eligibility to fly in the many IAC sanctioned events. 5. Numberous programs available to IAC members, including the Aerobatic Achievement Awards Program,
the Judge's Continuing Education Program, and others oriented toward the aerobatic enthusiast.
CONTACT:
m «W
INTERNATIONAL AEROBATIC CLUB, INC. P. O. BOX 229, HALES CORNERS, Wl 53130 SPORT AVIATION 81
USATCOV'HIR WORLD" Tool 4 Supply Catalog Tools & Supplies for AIRCRAFT ! Metol Work & Riveting
1974
Fot your FRU cotolo9 wtite to- "AIR WORLD"
NEW HYDE PARK, L.I.,
P.O. BOX 160 (Dept.R),
NEW YORK
11040
Phone: (516) 328-0660
AIR SKIMMER
Performance so intriguing the U. S. Navy
purchased these plans and the prototype! Folding wings-Cont. or VW, 60-90HP The orginal plans by the design engineer. Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear. Iff
Jfcl
ni xkJC
180
° Carmelo Drive (E)
rLANi CARMICHAEU CA 95608
Solve Your Metal Cutting
Problems Homebuilt 80-Inch Bandsaw Build it in a few evenings
(Photo by Richard Cooper Kelsey)
for about $100 using materials you can buy at the
lumberyard and hardware store. It also has a high speed that zips through wood. Plans and step-by-step instructions $6,00 - check or money order.
AIRCRAFT INTERCOM Use with standard aircraft mikes and 600
ohm headphones. 12 V. Four new models to choose from: Model 301-use w/o radio
HOMEBILT TOOL COMPANY
Box 2136,
Members of Chapter 498 of Cape Cod, Massachusetts take part in a welding class held as a portion of their chapter meeting — not many members missed this one.
West Lafayette, IN 47906
and hand mike, $39.95; Model 302-use w/o radio & boom mike, $44.95; Model 303-use with radio & hand mike, $49.95; Model 304-use with radio & boom mike, $54.95.
Post paid. Satisfaction guaranteed. Mass, res. add 3% tax
FLYING BOAT A Challenge 1o The Home Builder/
MX CORPORATION
Box 47, N. Chelmsford, Ma. 01863
(formerly Max Meredith Assoc.)
FAN-TASTIC
Hovercraft skims over ice and snow, up rapid rivers, along sandy beaches, planes
Build and fly the boat that does not use or need ailerons, elevator or rudder. Information free.
out a 250 pound payload on only 6 HP.
Read about it in the September 1974 issue of SPORT AVIATION.
Complete Plans, Instructions Free Information
$9.00
SPRATT CO., Inc.
PALMER AEROSYSTEMS
P. O. Box 691 Renton, WA 98055
"OSPREY 1" FLYING BOAT
• Wood Construction
•
MEDIA, PA. T9O63
• Folding Wings
• 60 to 100 H.P. • Stores in Garage • 250 ft. Takeoff • Easy to Fly • Photo Brochure $3
• Complete Plans $65
NEW BIPLANE FROM WICHITA
BOX 351
GEORGE PEREIRA, DESIGNER/BUILDER OSPREY AIRCRAFT 3741 El Ricon, Dept. SA49
STEEN SKYBOLT The Ultimate Biplane!
Sacramento, Calif. 95825
SMYTH SIDEWINDER 1969
WICHAWK-BUILD YOUR OWN. Can be built 2 place side by side. 2 place tandem or 3 place. 3 view drawings with complete specifications and performance data, assembly and weight and balance information with list of drawings *5.0O Javalln Aircraft Co. Inc., 9175 E«»t Dougtat. Wichita, K«n*» 67207
NA/AD Wichawk has now b«*n granted Claw
AA approval by the National Association of Sport Aircraft Designers. 82 MARCH 1975
EAA "OUTSTANDING DESIGN"
Plans now available for the 4 aileron
symetrical 2 place aerobatic trainer and competition bipe. 24' span suitable for 125 High performance, all metal, two-place sportplane. Designed with the amateur builder in mind. Three-view, specs, sample drawing, 15 page illustrated brochure $2.00. Good quality, easy to follow, stepby-step construction drawings. $125.00. Plans may be purchased in five - $25.00
packages if desired.
hp to 260 hp engine. Extreme ease of construction with excellent drawings. Flight tested and stressed for unlimited aero-
batic competition. Fuselage and wing kits available. Color photo and info, pack, $2.00. Drawings, $50.00.
STEEN AERO LAB
JERRY SMYTH
15623 DeGaulle Cir. - Brighton, Colo. 80601
Box 308, Huntington, Indiana 46750
303/659-7182
CORVAIR HI PERFORMANCE EQUIPMENT
FIBERGLASS WHEEL FAIRINGS
• OLTU-CKLH Ml Ml t HOCIM COVEIB • MCKCR COVE* MUTNIM • UM. IKOIZE VALVE OWIEI • JUMI-FLOI 1 MO-FLOI Ml MWP MTI • NMT mmo. FUME HUD MT* • OUICI MIFT (IT • IIQ Mm HUD DtMETS • CtT/tLOC FREE I ORDER FOR H.P. lOOKHo* lo Hotrod CO«V»III EKGIIES M.H P. PO. • FOR REVISED '74 CATALOG SE*I tl.M BOX 3!I2
600x6
36x9x12
1 Primed
$50.00/pair postpaid
JOHN LINGWALL AKron, Colorado 80720
741 Date
H SO EL KONTE. CA 91733
CERTIFIED
P
L
1/32" 1/16"
Y
AIRCRAFT
W
O
BIRCH
O
D
$8.40 3/32" $1360 3/16" $19.80 9.20 1/8" 15.00 1/4" 25.20
FOB per 4x4' sheet. 20 or more 10%. Cut in half, or smaller for prepaid parcel post and faster service.
Aerobatic Adventure with proven products from Christen Industries
VIOLETTE PLYWOOD CORP. P. 0. Box 141X LUNENBURG, MASS.
CORONA MUNICIPAL AIRPORT CORONA. CALIFORNIA 91720 (714) 7374860
SOUTH FLORIDA
FAA WELDING REPAIR
STATION #408-39 SPECIALIZING IN WELDED COMPONENTS J-3 Alum. Tanks . . . . . . . . . $ 95.00 Lye. Cross Over Exhaust . . 150.00
Homebuilders Supplies, 4130 Sheet and Tubing. All sizes, any length. No minimum charge Distributor for all STITS Products. AN Hardware, Etc. KNAPP AVIATION
P. 0. Box 764, Miami, Fla. 33148 305/688-6322___________305/887-9186
Molded Bucket Seats . . . . . 25.00 Smoke Systems . . . . . . . . . . 150.00 — FLY BABY SPECIALS — Fuel Tanks . . . . . . . . . . . . . . 72.00
Engine Mounts . . . . . . . . . . .
69.50
Landing Gear Axle Kits .. . 2 Leaf Tail Wheel Springs
85.00 12.50
Exhaust w/Heat Muff. . . .
59.95
READ THE CLASSIFIED ADS WHEELS AND BRAKES New, manufoctured to F.A.A. Standards. Will fit sld. axles
includes sealed bearing.
Add 5% Shipping (USA)
2.80/2.50«4 ....... 69.50 5.00«5 ...........................109.50 6.00*4 ............................ 119.50
Calif. Residents Add 6% Tax
MASTER BRAKE CYLINDERS Reservoir style with pork ing brake and sealed acrobatic type. New. Mfg. for Cessna, Beech, Piper A A.C. S ECT. .
THROTTLE QUADRANTS Push-pull controls, ignition switches, volvei, primen, rudder pedals, control wheels, etc. SIC YOU* DfSMIBuTO* fO»
rnese PRODUCTS
Christen 801 Series Inverted Oil Systems for all directdrive Lycoming aircraft engines Christen Blue Max aircraft engine oil for engine protection under conditions of high stress and zero oil pressure
Christen 820 Seat Belt/Harness System for positive support
PRODUCTS CO., INC.
r. o. BOX 175
VANDAUA, OHIO 45377
ALCLAD 2024 ROLLED AIRCRAFT ALUMINUM
during unlimited-class competition aerobatic flight
T3 .016 by 36' wide $1 60 per running foot T3 .016 by 48' wide $2.15 per running foot
T3 T3 T3 0 0 0
.020 by 025 by .032 by .020 by .040 by .040 -
48' wide $2.55 per running foot 48' wide $2.75 per running foot 48' wide $3.50 per running foot 36' wide $1.55 per running foot 48' wide $2.95 per running foot 5052 34'/2" wide $1.95 per run-
Add $3 cutting charge for less than 5 ft.
Add $2 cutting charge for less than 10 ft. BRAND NEW SHEET FASTENERS ! !
3/32" or 1/8" 37c each - 36c each in lots of 50 - 35c each in lots of 100. Sheet Holder Pliers used — $2.75 pair.
FORD V-8
CONVERSION KITS COMPLETE READY FOR INSTALLATION On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE Fighter Replicas. Designed for installation of constant speed propeller. Custom engine building available. For illustrated brochure, specs, price list, send $5.00.
RIVETS (GOOD AIRCRAFT)
NOTICE
Lot #1 Mostly 3/32 mixed 95c per pound
DEVELOPING TWO NEW ENGINES
Lot Jr2 Mostly
2-1 Reduction
1/8 mixed 75c per pound
Lot it3 Mostly 5/32 mixed 50c per pound Be sure to include ample postage, excess will be returned. 100% money back customer satisfaction guaranteed, if returned within 30 days. Send 25c for brochure
AIRPARTS, INC. 1430 South 33rd Street KANSAS CITY, KANSAS 66106 913/831-3903
Pinto and Capri 4 cyl. (2000 cc and
2300 cc) Capri and Mustang II V-6
Christen 814 flight goggles for wide angle vision and comfort during open cockpit aerobatic flying Write for free technical brochures and mail order information on these and other new products for aerobatic and sport flying.
(2600 cc and 2800 cc)
These engines could be installed in many popular homebuilts with improvement in performance and appearance. For further information contact us.
GESCHWENDER AEROMOTIVE, INC. Box 6043
Christen Industries, Inc. 1048 Santa Ana Valley Road Hollister, California 95023 Telephone: (408) 637-7405
Lincoln, Nebr. 68506
Quality products for sport aviation
JET ENGINE REVOLUTIONARY! All who see it marvel at its POWER, SIMPLICITY, PUSH-BUTTON STARTING!
100%Throttleable CONTROL! • SAFE! RELIABLE! Clean Exhaust! LIGHTWEIGHT. Never wears out! • POWER your Glider. Small Plane, Ice-Sled, Boat. Go-Kart Test Stand. Etc. • • EASY-TO-BUILO" CONSTRUCTION PLANS: 15-LB. THRUST JET-WT: 5-Lbs PLANS...S12.00 40-LB.THRUST.S16 00 * BO-LB....$19.95
For Complete INFORMATION Package: including G8-2 Technical Handbook illlusuateot Graphs.
Curves Comparisons with other Jets and a Book on Uses Inlormition Brochure! & dialogs: Plus Four 8x10'* Pholos
ElVKG ENGINEERING CO.
ASK THE PILOT WHO OWNS ONE When you communicate you'll be thankful for the dependability of your MENTOR, proven in hundreds of sailplanes and crew cars around the world and backed by a reputation for excellence - big in value and performance - small in size and current drain.
Protective Coatings For Sheet Metal Wings can be protected from work scratches, etc., with a sprayed on plastic film made by 3M and called "Scotehclad Strip Coating." When the part is complete the film is peeled off easily. It can be pitched into the solvent and used again. The Turco Company also markets such a product. These protective films are almost a "must" for metal aircraft builders, as they protect against corrosion, as well as scratches.
18518- ft SO. BROADWAY, GARDENA, CAL. 90248
Spottaize
Alumigrip Paint Optional TR-12 from $368 BUILD THIS 2 - P L A C E SPORTPLANE MATERIAL KITS A V A I L A B L E I N F O $4.UU P L A N S $75.00
Construction
Manual
A new applications guide and information booklet on Alumigrip aircraft coating system is available from U.S. Paint, Cacquer and Chemical Company, 2101 Singleton Street, St. Louis, Mo. 63103. Published primarily for private and commercial applicators of aircraft finishes, the booklet contains technical data and factory approved procedures for applying the Alumigrip-Urethane system. It includes techniques for aircraft surface preparation, as well as instructions for mixing, priming, and storing Alumigrip components. The booklet is free.
1 to 10
Channels See your dealer or contact:
$5.00.
ROGERS A I R C R A F T CO. , 758 LIBBY DR. RIVERSIDE, CALIF. 92507 (Tl«| 682-6766
MENTOR —i—i——i—1_ RADIO COMPANY 1561 LOST
NATION ROAD
WILLQUGHBY.OHIO44O94 PhoneC216) - 9 4 2
- 2Q25
AIRCRAFT QUALITY HANG-GLIDERS
THE AMERICA COMPANY
Free Brochure
Use like wood, approximately 50% stron-
FIBERGLAS SHEETS
ger than aircraft plywood. Send $1.00 for
CLOUDMEN GLIDERCRAFT COMPANY
905 Church Street,
Nashville, TN 37203
specs and sample.
1521 Breezeland Oconomowoc, Wl 53066
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 thing to him is Reliability — that is why he has chosen to fly TERRA in all his aircraft — because TERRA is the most reliable radio flying.
What other two ways are important to
you? Price and Extended Warranty. TERRA sells direct passing the middleman's profit back to you — and is so sure of the workmanship and quality that we offer a two year extended warranty — the first in the industry — check TERRA PRICES, WARRANTY, AND RELIABILITY — when you want to fly the best, fly TERRA.
CORPORATION 3520 PAN AMERICAN FREEWAY ALBUQUERQUE, NEW MEXICO 87107 (505)345-5621
84 MARCH 1975
Classified Ads ADVERTISING CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE CLASSIFIED ADVERTISING RATE: — Regular type per word 30c Bold lace type: per word 35c ALL CAPS: per word 40c (Minimum charge $5 001 (Rate covers one insertion one issue) CLASSIFIED DISPLAY: S22 00 per inch |2V width column)
CASH WITH ORDER Address advertising correspondence to
ADVERTISING MANAGER
SPORT AVIATION
Box 229. Hales Corners Wisconsin 53130 Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE Aircraft CLIPPED WING CUB — Famous version. Manuals, drawings, authorization. Kit includes spar heavy duty strut ends.. $50.00. Box 18. Lyons, Wisconsin 53148.
Reed concopyright plates and Wag Aero.
TAYLOR MONOPLANE — 65 HP Lycoming, custom interior, sliding bubble canopy, folding wings, hi-way towable, wheel fairings, VHT-3, skis, extra engine. $2800.00 - or offer. Ty Reed, 144 W. Klubertanz. Sun Prairie. Wisconsin 53590. SCORPION TOO — "Wake Island Scorpion' See January 1975 issue of Sport Aviation Magazine. Has Airworthiness Certificate and 15 hours flight time. $16,500. W. Kleinbauer, 5539 West 142 Place, Hawthorne, California 90250. 213/772-0643. BO-SB — 70 hp, kit 3705, long wings, tools. $2300 plus opt. engine. Robert Thompson, 15431 Deering. Livonia. Michigan 48154. 313/427-5031. EAA BIPLANE — 150 TT. 125 hp Lycoming GPU. PS5C Carb. Inverted oil and fuel, full electric system and starter. $5000. Darrell Box 2112, Paso Robles. California 93446 805/238-3908 or 238-2509.
PIPER L4J: C-65, 65 - SMOH — ARMY observation aircraft, rebuilt from ground up August 1974. Irish linen cover, metal prop, glass roof, stoddard 12 gallon wing tanks wired for full electric. Very few L4J restored to originality. $4250.00. 605/599-2305 - Cavour. S.D. Pltt» Standard Wings — bottom wings/ailerons complete, top spar spliced/ribs finished, fittings included, outstanding workmanship $400, Don Fowler, 703/978-5552. FLY BABY, N3392. trophy winner, excellent condition, always hangared. 68 hrs TT airframe; 73 hrs SMOH. A-65 Continental, $2200 A. DiStasi. R.D. 2 Merion Drive. Glen Mills, Pennsylvania 19342. BD5J OPTION WAIVER: $5000 or best offer by March 1. Box 61, RD 2, Stroudsburg, Pennsylvania 18360. PIETENPOL PROJECT — all wood and most metal working complete - no engine or tanks - quality workmanship. Dick Jablonski, Robin Road. Burlington. Ct. 06085. 203/ 673-5400 between 5 and 8 P.M. GYROPLANE PROJECT approx. 60% completed - new Franklin 2A-120 engine, McCauley prop, new Helicom rotor blades, 4130 fuselage, tricycle gear with 500x4 wheels. Ercoupe rudders. Vickers pump and motor, plus many other items. Parts value over $2600. Being transferred. D. Voland, 4704 W. Bonniwell Road, 136 N., Mequon, Wl 53092. THORP T-18 — All airframe materials and machine parts. Ribs, bulkheads, formed Flaps, ailerons and vertical stabilizer finished. 12 foot work table and miscellaneous tools. $1500. Jim Hall. Dalhart, Texas 79022. 806/ 249-4938.
VP-II PACKAGE — 20% complete, everything to finish, minus wheels, covering, engine, prop. Jig table, drill press included. $1200. Dave Toysa, 6522 Piedmont, Detroit, Ml 48228. 313/271-1720. COUGAR — 80% complete, tailwind gear, metal wings, two cowls, no engine, excellent workmanship. 2711 Felton St.. San Diego, CA 714/280-7794. PT-28 — Exceptional high gloss finish, tint-
ed glass, good wood and engine. Dale Young, 618/775-8861. before 8 A.M. BABY ACE 0 PROJECT — All ribs and ailerons completed, also have most J-3 parts Ernest McCormick. Beaver Brook 15G, New Castle. Delaware 19720. SMITH MINIPLANE — Lye 125 TT 202 hrs. Best workmanship. Black and white sunburst. $4250. G. Roe, 1629 N.E. Taylor, Roseburg, Oregon 97470. Evenings 503/672-8850.
1948 Cessna ragwing 170. 2525 TT 66 SMOH.
Shaft and jugs are standard size. Fully re-
built inside and out. Stits fabric, Imron paint. All new Naugahyde interior. VHT-3, Mark 5 and ELT. Full panel. July annual. Cruise 120130. One of the best! $6500.00 firm. Ed Fowler. 218 Meroyn Drive. Sandston. VA 23150. 804/737-1598. PITTS PROJECT — wings finished; fuselage,
tail gear, all welded. Wheels, brakes, fuel tank, fittings, wheel pants, etc.. etc. Also have 200 HP Lycoming 10-360. 117 TT, heavy crank, etc. Evenings - 312/272-2762. Days 312/398-1020.
Engines PROFESSIONALLY ENGINEERED CONVERSION INSTRUCTIONS for VW engines to
use with incredible Vplksplane VP-1 and 2 and other aircraft. Simple, low cost, extremely reliable. Flight tested and proven over 300 hours. 28 page brochure $7.00 ppd. U.S.A. Chas. Ackerman, 1351 Cottontail Lane, La Jolla. California 92037.
MONNETT VW ENGINE CONVERSIONS — Easy bolt on! Streamlined prop hub unit, rubber anti-vibration mount, Slick magneto for aircraft engine look and performance. Fits type 3 VW blocks. No modification to existing VW parts necessary! Available completely machined or "do it yourself" castings. Also new cast manifold system for "dual port" heads and Posa Injector carbs. Flight proven designs on the Sonera i I & II. Introducing - ready to run converted VW's 100% new parts. Monnett Conversion, Posa Carbs, you add exhaust and gasoline! 1600CC $1350. F.O.B. 1700cc $1395. F.O.B. Send $1.00 for Sonerai information. Monnett Experimental Aircraft, Inc., 410 Adams, Elgin, Illinois 60120. HELP, needed immediately: 4 cylinders for a Lycoming 0-235-C engine. State condition. Write S. C. Myers. 18 Mechanic St.. Prattsburg. NY 14873. LYCOMING -125 GPU — Zero time SMOH and Conv. with all accessories. MA-3SPA Carburetor, $850.00. Bob Swetland, Box 293, Fredonia, New York 14063. 716/366-6662. 115 LYCOMING — 0-235. Starter, generator, ring gear, carburetor, exhaust. No logs. $400. Box 168, Addison. Texas 75001. Small turbines, cost Navy $100,000, 100 HP, 190 lbs., 14 GPH, $675.00. Specs. $1.00. R. V. Finch. 20 Rainbow Road, San Rafael, Calif. 94903. LYCOMING (K MOD) 0-540 will build up for
Steen Skybolt complete and ready to go,
$3500.00. Air Engines, Ltd., 1325 W. Washington, Orlando, Florida 32805. Bldg. A-6 or call Dick or Gene, 305/422-6595. LYCOMING ENGINES — Homebuilders see or call us first for your next engine We build the best from 0-320 to 0-540. Air Engines, Ltd., 1325 W. Washington Bldg. A-6. Orlando. Florida 32805, or call Dick or Gene. 305/422-6595. 60 HP TWO CYLINDER FRANKLIN — removed from airworthy, licensed, and flying 1971 Bellanca Champ, for more H.P. - 106 hrs. total time, since factory new. Model 2A120B. serial 10003-1, dry weight, 126 Ibs. Complete, firewall forward, except cowling. Includes log book, engine mount, baffles and propeller. All like new. $1200. 1405 Tampa Avenue. Cleveland. Ohio 44109. 2167 351-9407. LYCOMING - 180 — 0-360/aV.a, "0" SCMOH. all accessories, $2450 exchange. $3650 outright, matching governor and Hartzell prop "0" SOH. $950.00. Call 813/849-1332.
CARR TWIN — Ultra light opposed twin-cyllinder four stroke, built mostly from existing VW engine parts. See S.A. Jan. 1975. Professionally drawn plans, $25.00. Info, $2.00. Carr Conversions. P. 0. Box 671, Beaverton, OR 97005.
ENGINES WANTED: 0-540 Lycoming engines, all models, any condition, instant cash. Write Panther Air Boats, 300 Wilson Avenue. Cocoa, Florida 32922 or call 305/632-1722.
VW CONVERSION booklet includes plans, instrument markings, serial numbers VS HP. ignition wiring diagram, step by step instructions. $7.00 PP. VERTEX MAGNETO — List 206, EAA $174 PP inserts into distributor hole. TACHOMETER — Electric 3" 5000 RPM, magneto actuated. INSTRUMENTS — Engine and fuel. Catalog available. BAC, 78 E. Stewart Avenue, Lansdowne, PA 19050.
LYCOMING ENGINES — Homebuilders see or call us first. We build the best from 0-320 to 0-540. Call Dick or Gene 1-305/422-6595, 1325 W. Washington Bldg. A-6, Orlando. Florida 32805. __________
RUNOUTS LYCOMING ENGINES — We carry over 35 engines at all times. 0-320 to -540. Air Engines. Ltd., 1325 W. Washington. Bldg. A-6, Orlando, Florida 32805 or call Dick or Gene. 305/422-6595.
CORVAIR propeller reduction box plans and kits — information $1.00 COUGAR tri-gear plans $10.00. Bud Rinker, 169 El Sueno Road. Santa Barbara, CA 93110.
Now Available! Brand new Continental R670, 240 HP, 7 cylinder radial* for homebuilder*. Weigh only 485 Ibs. Prop hub and new design wood prop available. Contact Chris Stoltzfus, Box 470, Coatesville. Pennsylvania 19320. 215/384-1145 - or - Ken Stoltzfus. North Lawrence, Ohio 44666. (216) 833-7265. No Sunday calls please.
NEW ENGINE IN FACTORY BOX — Lycoming 0-360-A4A, 180 HP starter cost over $4.500, lost my Pitts, will sacrifice, $3,800. Phone day 414/673-3075. evening 414/644-5425. Richard Lee. Rt. #2, Hartford. Wl 53027. 138SCC, 64mm x 83mm, 40 smoh, installed on VP-1, $300 less prop and mags, K. C. Alexander. 316/838-4042. SPORT AVIATION 85
Propellers PROPELLERS, Custom wood, epoxy dynel, finish. R. Mende, Rt. 2, Quitman, Ark. 72131. 501/589-2672.
PROPELLERS — Custom manufacture, plastic leading edge, 2, 3, or 4 Blade Tractor or pusher. Ted's Custom Props., Rt. 3, 9917 Airport Way, Snohomish, Wash. 98200. 206/568-6792.
GROUND ADJUSTABLE PROP for VW, Cont,
Lye., up to 125 HP. AM wood, lightweight, VW prop - 8 lbs., mirror finish, 2, 3 and 4 blades. Bernard Warnke, Box 50762, Tucson, Arizona 85705.
PROPELLERS — 23 diversified custom precision machined models. Propeller Engineering Duplicating, P. O. Box 63, Manhatten Beach, California 90266. CUSTOM MADE WOODEN PROPELLERS —
Proven design, VW, Continental, Lycoming,
others. Recommended by Ray Hegy. Wayne Ross, Box 7554, Phoenix, Arizona 85011. 602/265-9622.
PROPELLERS — Custom modified metal for experimental and racing aircraft. Rebuilding, repair, service, all types. Prompt attention. ANDERSON PROPELLER CO. INC., DUPAGE COUNTY AIRPORT, WEST CHICAGO, ILL. 60185. Phone 312-JU-4-8787.
AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised material includes new tables, graphs and photographs. Previous editions used in 30 colleges. $13.95. M.O. with order. Johnson
ETC. Per AN standards for homebuilts. Send stamped addressed envelope for illustrated list. A. Wheels, P. O. Box 174, Ambler, Pa. 19002.
Publishing Co., Dept. S.A., Box 990, Boulder, Colo. 80302.
GEE BEE CANOPIES — T-18 Canopies and
HOW TO SCROUNGE and build your airplane at minimum cost. The ideas in this manual can save you hundreds of dollars. Tells you how to look, where to go, etc. Send $5.00 to TFM, P. O. Box 552, Escondido, Calif. 92025.
LIGHT AIRPLANE DESIGN — 60 pages, 61 figures, 16 photos, 18 tables. Step-by-step guide for amateur designers. No difficult math, $8 00. LIGHT AIRPLANE CONSTRUCTION — for the amateur builder. Sheet metal, fiber-glass, plexiglass, molds, tools, jigs. 311 illustrations, 92 pages. $9.00. PL-4 CONSTRUCTION MANUAL — 104 pages, 394 figures, Team-mate of CONSTRUCTION book. A "must" for amateur builders. Construction tips, VW engine installation instructions, Pop-Riveting technique $10.00. PAZMANY AIRCRAFT CORP., P. O Box 80051 S, San Diego, CA. 92138.
DESIGN DATA — All aircraft types. NACA Publications 1915-1958. Reports, Technical Notes and Memorandums. Catalog, $2.50. AER SOC PUBLICATIONS, 1823 N. Sierra Bonita Avenue, Pasadena, Calif. 91104. TECHNICAL REPORTS - NACA, NASA and
PROPELLERS — VW, Continental, Lycom-
ing, etc. Epoxy reinforced tips. M. Steinhilber, Box 441, Shellbrook, Sask., Canada. PROPELLERS: VW, Corvair, Continental, etc. Ray Hegy, Marfa, Texas 79843. PROPELLERS — V. W., Corvair, Continental, etc. H. A. Rehm, Dousman, Wisconsin 53118. PROPELLER — Sensenich M76EMMS - 6-68,
overhauled, $125.00. N. Hesterberg, P. O. Box 242, Magnolia, DE 19962. 302/335-3528. Antique propeller for Eaglet with steel taper hub, $90.00. D. Corning, 597 Marshall Avenue, Fond du Lac, Wisconsin 54935.
Hang Gliding PLANS AND INSTRUCTIONS — Plans for
the original Quicksilver (monoplane) and Flexi-Flier (rogallo), Guide to Rogallo Flight, and catalog, $10.00. Information kit, $1.00. Eipper-Formance, Inc., P. 0. Box 246-E, Lomita, California 90717.
other. SASE to Glenn Morris, 10607 Lake Haven Drive, Dallas, Texas 75238. CORVAIR EXPERIMENTAL AIRCRAFT ENGINE TECHNICAL MANUAL, $3.00, AIRCRAFT PROPELLER MAKER'S TECHNICAL HANDBOOK, how to design your own, in-
cluding two full size drawings, $4.00. R. G. Huggins, 4915 South Detroit, Tulsa, Okla. 74105. AIR MOTORS, ELGIN, IOWA 52141. The most
comprehensive collection of VW engine information yet compiled. Conversion & service manual plus additional VW engine and prop carving information. 50 pages. $8.50 postpaid. PART-6, NEWBERY — US Patent 2,218,922,
TUCKER — US Patent 3,653,543 and GUILES (Interesting) — US Patent 2,295,209. (50c per patent) from COMMISSIONER OF PATENTS, WASHINGTON, D.C. 20231. STARDUSTER TOO BUILDER'S MANUAL —
CG data all engines. Hints, modifications, illustrations, photos. $8.00 pd. Fred Meyer, New Hartford, Conn. 06057.
UNIVERSAL HANGLIDER CATALOG — $1.00,
Ballons
Box 1860-SA, Santa Monica, California 90406.
HANG GLIDING — Designing/Building/Flying handbook. 200 pages. New edition. $5.95 postpaid. Dan Poynter, Box 4232-A, Santa Barbara, Calif. 93103.
or KITTY HAWK, 3202 San Mateo, Albuquerque, New Mexico 87110. HANG GLIDING — Designing/Building/Flying
handbook. 200 pages. New edition. $5.95 postpaid. Dan Poynter, 2431-304 Calle Almonte, Santa Barbara, Calif. 93109.
Books MODERN AIRCRAFT RE-COVERING — Com-
plete manual with 50 illustrations on recovering with Grade "A" cotton or Ceconite. $2.00 postpaid. Airtex Products, Box 177, Morrisville, Pa. 19067.
Books for Aircraft Designers, Builders. Outof-print and current. List 25c John Roby, 3703T Nassau, San Diego, California 92115. 86 MARCH 1975
windshields fit T-18, Mustang II, Sidewinder, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, K and 7/10 scale P-51's. $170.00 each. Large single place bubble 60"x24"x16" high; small single place bubble - 50"x24'x14" high - $100.00 each. New Pitts Bubble — $95.00. All canopies untrimmed and in green, gray or clear. "Shipping crate - $30.00" FOB Seattle. Gee Bee, 18415-2nd Ave., So. Seattle, Wash. 98148. Glen Breitsprecher. Dynel, fiber-glass, resins, polyurethane foam. Complete supplies. Catalog 25c. Kick-Shaw, Inc., 3527 Hixson Pike, Chattanooga, TN 37415. PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and brakes! 500x5 or 600x6 1975 Production Cleveland wheels and brakes, brake brackets NOW ONLY $125.00 plus $6.50 postage. Wheel dust covers $7.50 set. M. B. C. with parking brake $35.00 pair. Bonanza type $35 pair. 500x5 or 600x6 Cessna axles $19.50 each. 1975 600x6/6 tires $17.00.
Also conversion kits for Cessna, Beech, Stinson, Swift, etc. Stamped envelope for free list. Hardwick Aircraft, 1612 Chico, South El Monte, Calif. 91733. T-18 BUILDERS — Save time and material. Buy material marked per matched hole tooling. We have 90% of all material, hardware, parts and assemblies. Write for catalog. Ken Knowles Sport Aircraft, 27902 Alvarez Drive, Palos Verdes Peninsula, California 90274. T-18 MACHINED PARTS — 67 parts exactly per Thorp's drawings including canopy latch. Send for list. Dewberry Industries, 4751
Hwy. 280 So., Birmingham, Ala. 35243.
T-18 BUILDERS — Extrusions; sheet metal and hardware; instrument panel; gas tank; gas cap; landing gear; engine mount and ring; aluminum windshield frame; horizontal spar tube assembly; Cleveland 500x5
wheels and brakes; axle stub; Pitot-static tube; wing ribs; Maule tailwheel. Write for
catalog. MERRILL W. JENKINS CO., 2413
Moreton St., Torrance, Calif. 90505. LARGE STOCK of new and used light aircraft and engine parts. Lots of parts for homebuilders. The home of flight tested aircraft parts. Nagel Aircraft Sales, Torrance Airport, Torrance, Calif. 90505. SPORT AVIATION BINDER — Now holds 12 plus. U. S. $4.25, Canada $4.50. postpaid.
HOT AIR BALLON — Semco factory has a
EAA No. 79, Box 917, Spokane, Wash. 99210.
sale. Envelope is red, white, black and blue with stars. $4,100.00. Semco Ballon, Rt. 3,
COMPLETE LINE OF CLEVELAND WHEEL
used, 3 place wicker basket Challenger for Box 514, Griffin, GA 30223. 404-228-4005.
KITTY HAWK HANG GLIDERS AND SKI
KITES Proven Rogallo design. Aircraft materials. Heavy duty stabilized dacron sail. Send .25c for catalogue or $5.00 for plans and catalogue. KITTY HAWK, 230 W. McDaniel, Springfield, Missouri 65806
DRAG WIRES, FLYING WIRES, BEARINGS,
Miscellaneous WHEELS — Custom made aircraft wheels,
complete with brakes and bearings. 500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr. 500x4 ..................... $110. per pr.
CONVERSIONS for Cessna, Beech, Navion, Swift and Stinson. Write for quote. Homebuilders 5.00 and 6.00 new magnesium wheels, brakes, covers and bearings $132.50 and $6.50 freight (USA) Amphibious 6.00 x 6 wheels and brakes $223.50 and $6.50 freight. Technical information available. Barney Oldfield Aircraft, Box 5974, Cleveland, Ohio 44101. SPOKED WHEELS WITH BRAKES — Com-
700x4 (will take 800x4 tire) .. .$110. per pr. Master cylinders, $20. per pair with wheel order. $23. per pair without. Alfred H. Rosenhan, 810 E. 6400 South, Salt Lake City, Utah 84107.
plete set of plans, with parts sourcing information. 16" - 18" rim size, IVt' axle, use on one or two place aircraft, price $4.50 postpaid. R & B Aircraft Company, RD #2,
FIRESTONE & SHINN wheels & brake parts.
PROPELLERS to TAILWHEELS — Instruments.
1" brake lining kit, $6.60, 1" brake shoes $8.25 each, brake dust covers $3.85 each, all for model 6C assy's. Mfg. Firestone & Shinn wheel & brake parts. WHEELER-
Box 78, Frankfort, NY 13340. 315/732-6513.
Engines, Accessories, Parts, Sparkplugs, Helmets, Manuals. Tires, wheels, brakes etc. Bass, R. D. 1, Toms River, New Jersey, Gerdes Products Dealers Wanted.
DEALER, P. O. Box 421, Harbor City, Calif. 90710. NEW WOBBLE PUMPS united aircraft pro-
duct, AN4009 type 0-2 with handle, $48 each while they last. Javelin Aircraft Company, Inc., 4175 East Douglas, Wichita, Kansas 67207.
ALUMINUM kits; Mustang I, Mustang II, T-
18, Davis DA-2A, Sonerai, drills, reamers, Gerdes wheels and brakes. Send large selfaddressed envelope stamped to: SMITH SUPPLY COMPANY, Route 4, Brown Deer
Lane, Janesville, Wisconsin 53545.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
WHEEL PANTS — Lightweight. 500 x 5. as
ING — Upper and lower shell, excellent
used on Sonerai, $35.00 pr. Split racing type
cooling. $50.00 postpaid Dick Ertel. RR #7, Quincy. Illinois 62301.__________
- $45.00 pr. 12" aluminum spinners and backplates - $25.00. "F I & F V formed aluminum landing gears. 5" Azusa wheels and
COOT BUILDERS! The finest in machined parts, fittings. All parts now available — many in stock. Also custom work. Forney Precision, Inc.. Box 75. Cambra, Pennsylvania 18611. WITTMAN TYPE GEAR LEGS — for Tailwind,
Sidewinder, Davis. Daphne. RV-3, and others. Expertly machined and polished from 6150 steel. Write H. C. Lange. R. #1. Merrill, Wis. 54452.
ATTENTION CFI's — Biennial flight review. Ground and In-flight check lists. Provides permanent record. Pad of 40: $3.95. Sample. .50c. Kick-Shaw. Inc., 3527 Hixson Pike,
Chattanooga, TN 37415.
CANADIANS — Hardware, instruments, steel sheet tubing; Birch plywood; props, engines: Aerolite glue. Lincoln cloth fabric, price list available. Leavens Bros.. P.O. Box 1000, Malton, Ontario. Canada. CANADIAN KR ENTHUSIASTS — Why pay more Eliminate importation problems. Write, phone or visit your ONE STOP KR CENTER, for all your KR-1 and KR-2 building
needs. Wood. foam, epoxy, dynel. engines, props, professional parts—we have them all. Free price list. CANADIAN RAND AVIATION.
Hangar #2, Toronto Island Airport, Toronto M5V 1A1. Ontario. Canada FLYTE BOND EPOXY — A new, low viscosity, high strength, epoxy. Specially formulated for use in wood/foam/dynel aircraft structures. Does not soften polystyrene foam, or become brittle on polyurethane foam. Low toxicity. Use this one material as glue, fiiier, coating, laminating resin and strengthening filler material. Does not shrink, craze, delaminate or crack. Water, gasoline and chemical proof, it is also impermeable to water vapor and so prevents dimensional changes in wood with changing humidity Prevents wood rot $32 00 Gal. Send for booklet. "WOOD/FOAM AIRCRAFT CONSTRUCTION WITH FLYTE BOND EPOXY". CANADIAN RAND AVIATION. Hangar #2. Toronto Island Airport. Toronto M5V 1A1, Ontario,
Canada. AN HARDWARE ft. FITTINGS — Send 50c
for catalog - refundable first purchase. HB AIRCRAFT STANDARD PARTS, BOX 4358. FLINT, MICHIGAN 48504. 313/239-2992.
SPORT AVIATION ANNUAL FILES) Each container holds 12 copies 5 year supply, includ-
ing date labels. $4 95. EAA Chapter 202. Box 202. Panama City. Florida 32401.
FLUSH GAS CAP with mounting ring. May be riveted, welded or molded to your tank. A quality product machined from solid aluminum. $17.95 postage paid. Free brochure AVIATION PRODUCTS. INC.. 114 Bryant,
Ojai, California 93023 CONTROL CABLES fabricated with AN terminals. $2.95 per end for swaging and hydraulic proof testing. Components at competitive prices. Free brochure. AVIATION PRODUCTS, INC.. 114 Bryant. Ojai, California 93023. LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels, IVi" or 1Vi" flat, or %" round spring mounting. $27.95 postage paid Free brochure. AVIATION PRODUCTS INC., 114 Bryant, Ojai. California 93023. STITS covering materials in stock: polyfiber
yardage, polybrush. polyspray, tapes, etc. Write for information. Call orders collect EAA discount. We will also recover your plane for you. Sugarbush Stits. Box 389. Waitsfield. Vermont 05673. 802/496-2290. NEW GOODYEAR amphibious 6.00 x 6 wheels
and brakes, tires and tubes. $230.00 postpaid. T-18 CANOPY and windshield. GREEN $160. Shipping crate included. Robert Barnard,
848 South Lindley. Cuyahoga Falls, Ohio 44223.
AIRPLANE CHECKLIST — Increase your flight safety! Excellent for all light aircraft. Covers all phases of operation, including emergencies. Items on landing gear, variable pitch
brakes, plexiglass canopys, fiber-glass
prop, IFR, radio frequencies, fuel management. Simple version also provided. Fits
nose bowls for VW's. Cassutt canopy caps,
shirt pocket Protected in clear vinyl hold-
etc. POSA INJECTOR CARBS — The answer for
carb problems As used on Sonerai. 29, 32, 35. 37 mm models available. $50.00. Why pay more? Include engine type and HP. RIVETS — Cherry commercial "pop type" rivets. 120° flush or standard protruding head. Vi" stainless steel. $25.30/1000; W" aluminum. $11 55/1000 G28 Hand Rivet Tool for above plus 120° dimple die $22.00. Send $1.00 for Sonerai information. Monnett Experimental Aircraft. Inc.. 410 Adams. Elgin. Illinois 60120.
TONY'S TALKING SLIDE SHOWS — Amusing entertainment by TONY SWAIN. Harvard to Oshkosh - The SE5 Replica - Delano '72 Vintage Abbotsford - Waco West - Sport Flying in B.C. - Western Warbirds - Rocky Mountain Flying Fever - Cruising Under Sail - and many others. 100 slides with tape $30.00 Write #8 - 2370 Cornwall Avenue Vancouver V6K 1B7, Canada. HOMEBUILDERS — are you looking for the following - vac pumps, prop governors, fuel injected systems, blowers, cranks. Check with us first. Air Engines, Ltd.. 1325 W. Washington. Bldg. A-6. Orlando. Florida 32805 or call 1-305-422-6595. WOOD AIRCRAFT BUILDERS — We supply
kit material to your specification, laminated spars made to your requirements. Epoxy,
er SATISFACTION GUARANTEED! Price:
$4.80 each Wholesale, $3 60 each for 10 or more. AWK Aviation, Attn: W. Kleinbauer,
5539 W. 142 Place. Hawthorne. Calif. 90250. 213/772-0643.
Aircraft woodworking — guaranteed. Wings, stabilizers and control surfaces. Send for free quote. All drawings promptly returned.
Eric Jahnke. 509 54 St.. West Palm Beach. Florida 33407.
% SCALE P-51 — aluminum cowlings, belly scoops, spinners, wing tips. Specialists on compound curves in 2024 T3 aluminum. Let us know your needs. Unlimited Simulations, 33805 Viceroy, Sterling Heights, Michigan 48077. 313/268-4627.
AIRCRAFT STEEL send for free catalog. Materials available for the Dyke Delta. Skybolt, Wichawk and others. AIRCRAFT STEEL, 936 So. Joliet, Aurora. Colo 80012. INERTIAL LEAD VERTICAL SPEED INDICA-
TOR — Teledyne Avionics Type D 3 W E $445 or best offer. A. J. Espinosa, Flemington. NJ 08822.
WINGS: Pair J-3 clip wings. $200.00. Pair Luscombe 8-A wings. $200.00. Left 8-A wing, $100.00. Left P A-18-150 wing (fits all flap models). Fresh Grade "A". $550.00. Ron Otto's Aeroplane Store, Box 206 - R-2, Clintonville. Wisconsin 54929. 715/823-2802.
aerolite glue, balsa, ash. Kits for Pieten-
pol. Cavalier. Minicab. Taylor Mono. Fly Baby. etc. Catalogue $1.00. WESTERN AIRCRAFT SUPPLIES, 623 Markerville Rd..
N.E., Calgary, Alberta. T2E 5X1. Canada. Bus. Ph. 403/261-3046.
BD-S
BUILDERS ft. BUYERS — Free club information. James. Box 151, Pasadena, California 91102.
VP-1
MATERIALS — All wood, bolts required - all mahogany ribs completed. Plans, bench, tools, lots more. $300. Kitchener, Ontario 519/576-2435.
SEND for free homebuilders engine and parts catalog, complete prices on all engines. Air Engines. Ltd.. 1325 W. Washington, Bldg. A-6. Orlando. Florida 32805.
BUBBLE CANOPIES — 15x44x11, 20x33x13 $50. 18x46x12-$60.20x46x14-$70. 23x46x15 - $80. 20x60x14 - $90. 23x60x16 - $100. 2/3 P-51, tandem 23x70x16 - $150 34x70x21 -
$200. Tandem drape 23x55x17, open both ends. $100. Emeraude windshield and side panels - $140, Others not listed. Prices include crating. Excellent optics. Custom work, partial canopies, windshields. Send stamped self-addressed envelope for complete info. BOUWENS AEROSPACE. Twing
Precision metal and wood components made to order for your homebuilt. Please enclose legible blueprints or drawings. Kipp Aero Workshop, Route 1 Box 64, Swannanoa, N. C. 28778.
#2 URETHANE FOAM — KR-1 kits available. Lowest prices. Send stamped, addressed envelope. Free sample, price list. Jim Snyder, Hesston. KS 67062.
Road. LeRoy, NY 14482. 716/967-8215. FUEL GAUGES — P-51, FOKKER replicas,
antiques, homebuilts. Send 50c piece for information. Ron Sands. RD1-341, Mertztown, PA 19539.
LIGHT WEIGHT, COMPACT, FULLSIZE, FOLDING MOTORSCOOTER U S Pat 3,710,833
seeks corporation to manufacture and distribute. Principals only. Rizzo. 97-15 72 Drive, New York 11375.
1932 B MODEL FORD — New pistons, rings,
ALUMINUM BAR — 2024 T-4 round - %" - W.
valves, valve guides, spring, cam shaft,
Low prices Stits SA3A wings, struts. Details - SASE - Genevro, Box 295, Garden
complete gasket set, C model head (develops 60 hp). This engine disassembled. $400.00 or best offer. 904/781-7731. Johnny W. Bruce. 937 Crest Drive E., Jacksonville, Florida 32205.
Grove, Calif. 92642.
PERSONALIZED AIRCRAFT PAINTINGS —
FOKKER DR-1 — Fiber-glass cowls, fuel gauges, partial drawing sets. Information $1.00. Ron Sands, RD 1 - 341 - Mertztown, Penna. 19539.
From your photo or slides. William M. Hasse. 1755 East 236 Street. Euclid. Ohio
Steel Tub* Fabrication — wood work, dope
44117.
AIRCRAFT ELECTRONICS — New designs ADF receivers, digitally tuned, $295 complete. EGT, CHT engine analyzers from $49. Engine monitor alarm unit $49 complete. VHF transmit and modulation indicator $19. Crystal Products Company. 375 South Ogden. Denver. Colorado 80209. EARLY AEROPLANE ART PRINTSI We've
got wonderful color portraits of great oldtimers: Spads. Bleriots. Fokkers, more. For illustrated catalog send 25c to: Aeroprint. 405 Monroe. Boonton, NJ 07005.
and fabric, engine mounts, fuselages, landing gears, etc. Specializing in custom built aircraft. All work guaranteed. 30 years experience. 10% discount to EAA member. Eugene Livingston, 4928 Eleanor Drive, Charlotte. N. C. 28208. 704/392-5981. MAG TIMER ft. SYNCHRONIZER — Builder
your own with all parts available at Radio Shack. Plans $2.00 includes plans for condenser tester. Giber. 68-B Surf Drive. New Port Richey. Florida 33552. DANDY DIMPLE DIE., 172 Boniface. Kitchen-
er. Ontario. Canada; stocks aircraft "OneSided/Hand" rivet dimple dies. 3/32". 7/64",
TAPE RECORDINGS — 150. 1972 thru 1974
Oshkosh forums. Special interest and chapter programs. Also that FANTASTIC FRIDAY Oshkosh Tower. SASE or 10c for list.
David Yeoman. R. 1, Toddville. Iowa 52341.
1/8" (100°. 120°); "lightening-hole" flanging dies, cutters; (12 - sizes including "Zenith"); monel "Pop" rivets, guns. Free brochure(s). Free with orders: 4 - 7 ft. steel bending brake drawing. SPORT AVIATION 87
Cessna 150-172 brake master cylinders, reconditioned new seal $17.95 each. Nagel Aircraft Sales, Torrance Airport, Torrance, California 90505. 213/326-9303.
BD-5 BUILDERS Structure and control modifications by accredited Builder/Engineer/ Pilots. Photos and instructions. Second Edition.
KR-1, The missing "HOW TO" plus Design NEW! METRIC AVIATION. Are you ready?
Newsletter keeps you on top! $6/yr. Samples $1. Box 51A-10, Rt. 1, Fort Jones, California 96032. ALUMINUM OUR SPECIALTY send stamp for list. BJG Aircraft, 40 Countryside Drive, St. Peters, Mo. 63376. PARTS, beautiful GPU, $425, MASPA 10-2848 Carb, $75.00, wind generator, $35.00, Mustang II plans, $75.00, 2 Goodyear 6.00 x 6, $75.00, 1 - 500 x 4 - $30.00. Cont. oil cooler, $40.00. Bonanza wing tips, $20.00, Piper Clipper, Wing tanks, $60.00, hour meter, $25.00 new, Metal spars, $50.00. Jim Hansen, 608 Alameda Avenue, Salinas, Calif. 93901. 408/424-6050 No collect calls. LYCOMING EXHAUSTS — Stainless, crossover, Cabin/Carb heat muffs, used, $110.00. 515/285-7100.
KR-1 BUILDERS — Packet containing color photo, modifications with drawings, engine specifications, plus helpful building information on Fred Keller's Oshkosh award winning KR-1. See January 1974 issue of SPORT AVIATION, $5.00, 1200 W. Dimond
#1013, Anchorage, Alaska 99502. PITTS WINGS and hardware. Complete, make offer, call 303/989-114 or 216/777-4047.
Review Index. Photo and slide list.
KR-2 Same. Send SSAE for Index. Specify airplane. Gillespie Aero Services, 404 So. Reese Place, Burbank, Calif. 91506.
PLANS Plans of aircraft advertised in SPORT AVIATION must have satisfied the FAA
minimum requirements of the Experimental Amateur-built Category and must have been operated a minimum of 50 hours when using a FAA certified engine or 75 hours with a non-certified engine and should have satisfactorily demonstrated its advertised qualities. The FAA Operation Limitation must have been amended to permit flight outside the test flight area.
4018 S. 272nd St., Kent, Wash. 98031.
Parachutes SURPLUS — Seats — Backs for aerobatics — Gliders — Aircraft — Pioneer thin back $465.00. 313/349-2105 MIDWEST PARACHUTE, NOVI, MICHIGAN 48050.
wing ribs, folding wing modification, $20.00. Order from Leonard Eaves, 3818 N.W. 36, Oklahoma City, Okla.
FOKKER TRIPLANE DR-1 — Full size info kit, $3.00, Plans $50.00. Redfern Replica,
mail service send a self addressed stamped envelope to: AMTECH SERVICES RD 8, Mansfield, Ohio 44904
Wood Testing Device; plans, detailed instructions - $17.38; description June 1970
Sport Aviation.
BILL "AVI"
ATOR — Aviation Insurance
Specialist. Representing large established
companies. Competitive rates. Fast, Claim Service. Speciality Homebuilts and Antique
Aircraft. 211 South Fayette, Jacksonville, Illinois 62650. 217/245-9668. SAVE MONEY — USE QUALITY RUBBER
WITTMAN TAILWIND W-8 — Two-place,
power. Construction plans and photos $125.00. Brochure $1.00. S. J. Wittman, Box 276, Oshkosh, Wis. 54901. BANTAM plans. Over 200 sq. ft. detailed drawings. All metal construction. Fun to fly. $55.00 for blueprints or $2.00 for specs, and photos. Bill Warwick, 5726 Clearsite, Torrance, Calif. 90505. CA-65 — Two place sport plane with retractable landing gear. Plans - $110.00. Brochure - $3.00. A. Cvjetkovic, Box 323, Newbury Park, Calif. 91320. SPEZIO "TUHOLER" — two place, open cockpit, low folding wing. Full size rib drawings, very detailed plans. Info pack - $3.00. Plans - $75.00. William Edwards, 25 Madison Avenue, Northhampton, Mass. 01060.
NASA - GA(W) - 1 AIRFOIL PLOT — Full scale
AIRCAMPER, GN-1 — Complete plans for 65
have facilities for welding 4130, aluminum, and stainless. Sheetmetal working, dope and fabric, painting, engine work, etc. All work by A & P Mechanic. We will build anything from the smallest part to an entire airframe. Write, call or drop by, T. Melsheimer Co., Inc., 2206 Gladwick, Compton, California 90220. 213/637-6725. YOUR AIRCRAFT DESIGN ANALYZED — for
free information on how we perform performance, stability, and stress analysis using your sketches and notes, write to: Malo, 5 Kim Court, St. Peters, Missouri 63376. 88 MARCH 1975
92647.
SESA REPLICA — 85% scale WW I Biplane Scout featured December 1970 SPORT AVIATION. Sport plane performance with antique appearance. Brochure, specs, and photos; $3.00. 30 sheets 22"x34" complete construction prints and instruction bookCrescent, Richmond, B. C., Canada. HEADWIND B — The original VW powered airplane with over a decade of success. Excellent plans, $20.00, info, $2.00. Stewart Aircraft Corporation, 11420 Rt. 165, Salem, Ohio 44460.
R. L. 3 MONSOON, low wing 2 seats all wood construction. Brochure $3.00, plans $75.00. Wood kits available. WESTERN AIRCRAFT SUPPLIES, 623 Markerville Rd., N.E., Calgary, Alberta, T2E 5X1, Canada. Bus. Ph.
SMITH DSA-1 "Mlnlplane" Plans. 17 ft. Biplane. Excellent drawings, $25.00. Mrs. Frank Smith, 1938 N. Jacaranda Place, Fullerton, Calif.
LET US HELP BUILD THAT AIRPLANE! We
RAND KR-1 PLANS — $25.00. The VW powered Styrofoam retractable. Ken Rand, 6171 Cornell Drive, Huntington Beach, Calif.
full size wing rib and jig drawing. $27.00 to EAA members. $37.50 non-members (includes one year's EAA membership). Experimental Aircraft Association, P. O. Box 229, Hales Corners, Wis. 53130.
fuselage, very detailed shop drawings, plus
STAMPS — 3 line address stamp only $3.00. Satisfaction guaranteed. Order yours now. Great Circle Manufacturing Company, Box 173, Coloma, Wisconsin 54930. outline drawing of revolutionary new high lift, low drag airfoil. Send desired chord length dimension and $2.00 to George Copland, Route 1, Box 345, Duncan, OK 73533.
SUPER-EMERAUDE - 2 sealer, all-wood: $75. BERYL - fully aerobatic, tandem sealer: $80. COUGAR - all wood racer: $75. - TOURBILLON - fully aerobatic, all-wood single seater: $60. - EDELWEISS - all-metal, retrac. tri-gear, 2 seater: $125. - 4 seater: $175.00 - Specs, 3-view, photos, $2 per airplane to E. Littner, P. 0. Box 272, SaintLaurent, H4L 4V6, Quebec, Canada.
EAA BIPLANE P-2 — A fine sport plane for the amateur builder, 85-150 HP, cruise 105-140 mph. Fully aerobatic. This rugged singleplace biplane has spruce wings, steel tube
200 Cont.) over 150 mph at 5,000 ft. at 7054
BUILDING OR DESIGNING your own aircraft and in need of sound advice? For FREE detailed information about this engineering
SUPER-DIAMANT - retract, tri-gear: $125.
LITTLE TOOT PLANS — Reduced to book form, sixteen sheets 11" x 17", $25.00. Full size blue prints, $75.00. Illustrated brochure, $2.00. Meyer Aircraft, 5706 Abby, Corpus Christi, Texas 78413.
side-by-side. 85-135 HP Cruise (with 0-
Services
DIAMANT — 3-4 sealer, all-wood: $100 —
let $60.00. REPLICA PLANS, 953 Kirkmond
COUGAR 1 — 12 sheets, black line, full size
W. W. Redfern, Rt. #1, Athol, Idaho 83801. SKIN CLAMPS — for half the price of Clecos. Vi dia - kit to make 50 clamps, $11.30, 100/ $20.64. Postpaid. Data .25c. Swenson Tool,
FLOAT PLANS — Metal. Designed by Stanley Dzik. Information packet, $1.00 U.S. Bill or Money Order. Plans, four sheets, NOW $25.00. U. S. or Money Order. Postpaid. L. Landermann, 39 Poplar St., SteRose, Laval, Que., Canada.
to 85 HP, 2-place Parasol, all wood and fabric construction. Rib drawing and major fittings full size. $25.00 postpaid. Cutaway and photos, $1.00. John W. Grega, 355
Grand Blvd., Bedford, Ohio 44146. SHOESTRING — Formula One Racer, sport-
plane plans available. 3-view, photos, specs., $3.00. Condor Aero, Inc., P. O. Box 762, Vero Beach, Fla. 32960. AIR SKIMMER — $10.00 buys the hull plans
403/261-3046.
BG-6, BG-7, BG-12D and BG-12/16 plans from $35 to $137.50. Information packages: BG-6 and BG-7, $1.00; BG-12D, BG-12/16,
$1.00. Both for $1.75. Sailplane Corporation of America, El Mirage, Rt. Box 101, Adelanto, Calif. 92301. SONERAI I & II PLACE PLANS — VW powered, all metal, folding wing, self-trailering. I - $50.00, II - $75.00. II includes builders manual. Components and kits available. Send $1.00 for information. Monnett Experimental Aircraft, Inc., 410 Adams, Elgin, Illinois 60120.
TEENIE TWO CANOPY — Simple, inexpensive, built from readily available materials, $3.50. M. T. Pery, 307 Forrest, Baytown, Texas 77520.
JL-4 — four passenger, wood and foam construction, engines to 25 HP, retractable. STOL. 200 T cruise, information kits $2.00. Jim Londo, Rt. 3, Box 83, Arlington, Washington 98223. TRADE — PL-4 plans "new"
would like to
trade for new DSK Hawk plans or will sell for $50.00. Richard Balzer, Rt. 4, Box 27B, Washington, NC 27889. ROSE PARAKEET (Hannaford Bee),
Make
offer, 716/693-5490 weekends only. ANDERSON KINGFISHER SPORT AMPHIBI-
AN — Flight proven, simple and economical. Wooden construction, Piper Cub wings. PLANS $150, information brochure $3.00.
Present builders note new address. Earl W. Anderson, P. O. Box 422, Raymond, Maine 04071.
for this single place homebuilt Navy Seaplane. Rest of plans as you build or complete set of original plans $65.00. JET Plans, 1800 Carmelo Dr. E. Carmichael,
PL-4 PLANS — unused, incl. construction manual, newsletters and other information
CA. 95608.
VP-II plans and supplement, $45.00. Pioneer II $105, both unused. James List, Gran-
_________________
JET ENGINE PLANS — and newsletters, info, .25c. Doyle, Box 310, Montclair, New Jersey 07042.
$60.00. Larry Jones, 10857 Melbourne Avenue, Alien Park, Michigan 48101.
ville, Iowa 51022.
SMALL HANGAR PLANS (24' x 24') (lor up to
21' wing span. 7' height) Engineered semiprefab, bolted wood structure. Designed for SOpsf snow. 100 mph wind, seismic zone 3. Completely detailed drawings for the do-it-yourself man. Send $27.50 to: H. W. Kellermann, 8192 Evelyne, Muntington Beach. Calif. 92646.
THANK YOU
BAKENG OUCE — Plans and wood kit for wing and fuselage Cessna 140 gear legs, completed ribs for Duce Evenings - 314/ 962-7490.
The Dixie Fliers thank all who attended the 1st Annual Sun'n Fun. If you enjoyed it half as much as we enjoyed having you here, the event was a great success. Hope to see all of you at Oshkosh and hope y'all come back to Lakeland next year and bring a friend.
WANTED WANTED: LYCOMING 0-290 through 10-720
runout engines, any condition. Bent flange, busted cranks and cylinders, no problem. Instant cash. Exact condition and best price first letter. Panther Air Boats. 300 Wilson Avenue, Cocoa, Florida 32922. 30S/ 632-1722 days. Will purchase P & W R1340 and R985 engines.
Elwood V . .'Juvjor-^ (EAA 7318), 7760
West 130th St., Cleveland, Ohio 44130 is nearing completion of his Helicom helicopter. The project was started in 1961.
EXPLOSION PROOF
Also Ham Std 2D30 and 12D40 propellers.
Mid-Continent, Drawer L. Hayti. Missouri 63851. 314/359-0500. NEED for Lye. 0-290: Carb, starter, ring gear,
vac pump with adapter. Must be reasonable Norm Borgman, 5750 Keller Court. Rocklin, Calif. 95677. 916/624-2117. VOLMER VJ22/0-290-G ENGINE MOUNT WANTED tractor, pusher, new or used.
CRASH RESISTANT
Murray Randall. 97 Maple, Sherborn, Mass.
FUEL CELLS Any Shape or Capacity
01770. WANTED: PITTS S-1 FUSELAGE — complete
Sport, Stunt, Experimental
as possible. I have wings and struts only. Send photo, details, firm price. R. Bohan 9532 Victoria Drive. Upper Marlboro, MD
Aero Tec Labs Inc. Dept 23.HewsonAve Waldwick. NJ 07463/201-444-6080
20870.
Experienced homebuilder to help complete my BD-5 project here in Mallorca. Spain. Will supply apartment, small salary or expenses. Ideal for retired couple looking for extended vacation. Weather here similar to Southern California. Expect project to last 6 months to one year. All packages here except 70 HP motor, electrical and retractable assemblies. For information write D. Chilcott, "El Pino", Esporlas. Mallorca, Spain.
High Intensity Strobes DUAL WING TIP STROBE EAA Aeronautical Scholarships—
Engineering
Write EAA: P. O Box 229 Hales Corners, Wisconsin 53130
WANTED HISSO ENGINE OR CRANKCASE — 150 or 180 HP to complete a B E 2 project Call Mark Spry, 201-327-7128. 22 Fabio drive. Ramsey. NJ 07446.
2 • Model 429 strobe lamps. wiring, remote mounting, & power pack.
$189 DUAL FUSELAGE STROBE
KING KX-150B Nav/Com Radio and ELT Trans-
mitter. Send information to 1008 South 30th
ADJUSTABLE PITCH PROPELLERS
Avenue. Apt 2. Omaha, NB 68105
BD-4 PROJECT wanted Any stage of completion. Send description and lowest acceptable price to BD-4- P. O. Box 119. Alexandria.
V W PLANETARY GEAR DRIVE
•Mt 6UII1 WO*M OUT 1 ILAMi _ j ILADIt 10 H r TO J10 H P ' MANUfACTUIID
Flush mounted strobe lamp assy., wiring, and remote power supply.
1ILICTION
V W V.RELT DRI>
IN 46001
$189 THREE LIGHT STROBE SYSTEM
WARBIRDS
high intensity tail light
AIRCRAFT WANTED — Bearcat - Hellcat - Cor-
strobe, wiring and ttmote power supply.
Dual tip strobes plus
sair John Mark. 5670 South Meadow Park
$268
Drive. Hales Corners. Wisconsin 53130. 414/425-0205.
STROBE-NAV LIGHT COMBINATION High intensity
SOARING
strobe for left
and right wings, including left & right navigation light plus tail light, wiring & power pack
SOARING magazine comes with SSA Associate membership, only $12/yr. Or. send $1.50 for sample copy plus literature. Soaring Society of America, Box 66071-X, Los Angeles. Calif 90066. — — — — —
NO INCiNI MODIfACTION IIOUIIID IILI 1TARTII IQUI'MD ALL INGIN11 IUIIO THIM TOUllltf MOM 1CALI f IUT TMfM COMPUTI . ilAOT TO INS KAI
»Ot INOrwiDUAL IT|M UNO (100 »Ot INK) FOi ALL ITlMt HHO It 00 fO« INK) PACKIT PHOTOS LAYOUTS iPICi DATA PR CIS SlND H 00 ( X T K A OUTSiDl U S A
—
IN»O PACKCT KKI M»UNDA«U
_
VW. IILT DRIVES START A* LOW AS »1W
GTRODnUMC SYSTEMS r. o. tox u Dirr. .1*1 RIDLANOS. CALIF. 92373
WAG-AERO, INC. North Rd., lyons, Wl 53148 - 414-7639583 SPORT AVIATION 89
PAPER AND STICK MODELS
STOLP STARDUSTER CORP. 4301 TWINING RIVERSIDE, CA. 92509
Its here !
(714) 686-7943 ZENITH
All Metal
85-160 HP JII.S5 " WINGSPAN. .0** POWER. FO* RADIO CONTROL UP TO THREE CHANNELS. A MAfiMFrCEMT RENDITION OF AN ALL-TIME FWfOHITE AIRCRAFT. A TRUE CLASSIC PROM THE-GOLDEN EftA"
ACRODUSTER 1 RATE OF ROLL —240°/SEC.
BROCHURE $5.00 COMPLETE KIT • $4500.00
AWARD WINNER 1973
A safe economical 2 sealer. 26 MPG at 130 cruise on 100 HP. Short field performer. Professionally designed for min. jigs. No air tools required. Building time 1000 hrs. NASAD quality seal for average amateur. Plans $150.00; Info $3.00. Materials, Kits and Parts available.
$ 7.35
CHRIS HEINTZ 236 Richmond St. Richmond Hill Ontario, Canada L4C 3Y8
POSTAGE & HANDLING $1.00
STARDUSTER TOO PLANS $60.00
ANTIQUE & AEROBATIC AIRCRAFT PILOTS
SEND 50c FOR CATALOG SHEETS & B R O CHURES ON ALL PHASES OF MODEL BUILDING INCLUDING R A D I O CONTROL.
Leather Flying HELMEiS New manfactire with lightweight suede lining. Lambswool ear cushions, nd chin strap. Made from the finest materials a.aillble . . . . . . . . $23.95 Sizes: Sml.-med.-lrg.-eiilrg. Filly Lambswool lined ... $26.95 Suede lined helmet with earphone adaptors
STARLET
initallid......... $27.95
PLANS $45.00 BROCHURE $2.00
jjllj lambswool lined helmet with tarphoie adaptors initallid......... $30.95
The new 510. The finest giggle made. Curved Triplet safety .glass. Soft leather lined mash. Lightweight headband coiered with nylon . . . . . . . . . . . . 118.95 Eitra smoked lini ...... $ 7.00 Extra clear lini........ I 5.00
VSTAR PLANS $45.00 B R O C H U R E $2.00
FLOWN FREE FLIOHT ON RUBBER.
KITS INCLUDE TOP QUALITY PRINTED BALSA, DECALS AND SUPER DETAIL PLANS.
Wide vision curved laminated glass. Can be worn over glasses. Stirdy lightweight strap. $13.95 pr. Eitra smoked lenoes $4.00 eitra head strap 5250
C H A R G E C A R D S ACCEPTED.
Stanton
Hobby Shop Ino. 4734 NORTH MILWAUKEE AVENUE CHICAGO. ILLINOIS 6063O . .
^
PHONE 3 1 2 / 2 B 3 - 6 4 4 6
J
AIRFOILS NOW
FROM EAA
limited Supply. Mk9 RAF style goggles, English
lade with excellent visibility. adjustable center piece. $11.50 pr. Entra tinted lenses $4.00 eitra headstrap $1.00. Please write for Free Catalogue.
Styled after the Navy and
ACRODUSTER TOO 2-SEATER PLANS $60.00
B R O C H U R E $2.00
Army A2 flight jacket. Both
feature warm quilted lining, and knit cuffs and waist bands. The A2 is made of fine leather with leather collar. Navy Style is made
of fine goatskin with a Bi-swing back and fur like collar. Satisfaction guaranteed! Sizes 36 to 50, brown only.
Navy Style ........ S76.95 A2 Style . . . . . . . . . . $69.95
Sizes 48-50, add $8.00
GLENN BEETS SPECIAL PLANS S5C.OQ
BROCHURE $5.00 LOWEST PRICES ON 4130 STEEL - 2024-T3 AL. SPRUCE, PLYWOOD, HARDWARE, ETC. CATALOG $2.00
90 MARCH 1975
Enclose sufficient amount for postage. California Residents add 6% sales tax. Please write for Free Catalogue
SPLIT S. AVIATION 15320 Willow Drive Los Gatos. California 95030
THEORY OF WING SECTIONS By Ira H. Abbott and Albert E. Von Doenhoff The best single volume study available on subsonic wing sections. 693 paces include t h e o r y airfoil ordinates. etc.
$5.50 (Includes
hook rate FROM
postage)
EAA Box 229 HALES CORNERS, WISC. 53130
AIRFOILS
aid through increased state fuel taxes. Finally, will local politics dilute state aviation funds through mis-manage-
ment and waste? 5. Aid to air carrier airports will be distributed by the Federal government directly to sponsors on the basis of number of departures.
6. General aviation airports will receive aid through By
DAVID H. SCOTT, EAA 1004 1346 Connecticut Ave., Suite 915 Washington, D.C. 20036
AIRPORTS, FEES AND FUEL xYS 1975 GETS under way there appears to be three subjects that will dominate aviation news during the re-
maining months of the year — airport aid, user fees or charges and fuel supplies. AIRPORT AID
The Administration in Washington has chosen to link user charges with a revision of the Airport Development Aid Program on the basis that the financing of airports is directly tied in with the administration of the airport development program. For the sake of clarity these will be discussed as separate subjects. The old ADAP program had a legislative life of three years and it will expire on June 30, 1975. That is why new legislation was imperative to continue the program. At meetings during the closing months of 1974 with industry representatives the FAA proposed several alternatives to changing the ADAP program. One was to let the ADAP die; one would continue it as is; and the third was to modify it before June 30, 1975. Most industry representatives at these meetings felt that a year's extension of the present program was the best choice so that the new Congress would have at least a year to study changes to the program. The proposal to turn general aviation airport aid over to the states and possibly to substitute government guaranteed loans instead of direct grants were just two possible changes that were considered. In any event the Administration has now sent details of its legislative proposals to Congress and they include the following provisions: 1. The ADAP program will be extended to run until June 30, 1978. 2. There will be a total appropriation of $350 million a year divided into $260 million for air carrier and reliever airports, $40 million for general aviation airports and $50 million for an air carrier/reliever airport discretionary fund. This latter fund would include system funding and would be used for important projects that would have special priority. 3. Direct assistance would be given to air carrier airports with a significant reduction of Federal review and standards. 4. There would be full delegation within two years of the general aviation airport development and master planning program to the individual states once they had qualified to take on the administration of their portion of the Federal airport aid program. The concept of turning over to the states the administration of airport financing may cause some problems. Some states have aeronautical commissions which are already staffed and qualified to take on this additional work. Others will need to hire and train new staffs to meet the strict FAA standards that will enable the states to qualify for this program. Some states do not now have aeronautical commissions so they would not be eligible for Federal airport money. Furthermore, two years from now the Federal government expects the states to raise their own funds for general aviation airport
the states on the basis of registered aircraft, state population and state area formulas. 7. Aid will be given to air carrier airports for the public use of terminal areas and land for environmental compatability. Under the present program terminal buildings and auto parking areas are not eligible for Federal aid. 8. Only local approval will be needed to deviate from Federal construction standards at air carrier/reliever airports and state construction standards will be allowed for general aviation airports. It is expected that these changes will permit more economical construction of all airport
facilities. 9. Instead of a 50% participation by local sponsors for large air carrier airports and 25% for general aviation airports as at present, the Federal share will be 100%. USER CHARGES AND FEES
To finance this airport aid program the present trust fund would be continued but with major modifications for its funding. 1. The airline ticket tax would be reduced from 8% to
7%. 2. The $3.00 tax on international airline tickets would be increased to $5.00. 3. The 5% tax on air freight waybills would be continued. 4. The excise tax on aircraft tires and tubes would be continued with no change. 5. The annual $25 minimum registration fee or one cent per pound of gross weight for all aircraft grossing over 2500 lbs. would be continued. 6. Beginning on July 1, 1977 the Federal aviation fuel tax of 7 cents a gallon would be reduced to 2 cents a gallon with the states expected to raise their local aviation gasoline tax accordingly in order to take over the complete funding of aid to general aviation airports. 7. There will be a fee of $5.00 for all general aviation departures at airports with FAA control towers and a $10.00 departure fee at airports with radar service. This would not include touch and go landings and air taxi operations. The FAA says that their studies show that there would be no dramatic avoidance of FAA tower airports by general aviation pilots and they would expect to raise $88 million from this source. As far as executive flying and a sizeable proportion of business flying is concerned their judgment of no drastic falling off in general aviation activities at tower airports may be right but when it comes to personal flying they are very wrong. If such fees are adopted pilots will go to any length to avoid airports with such fees. Considering that there are only some 380 civil airports with FAA control towers and approximately 11,600 other landing facilities there will be alternatives in most areas. The proposal is bad from the standpoint of safety since the record of mid-airs is much better at airports with control towers than at those with not. Also the departure fee proposal could be a disaster economically for many of the smaller airports used by the airlines as the fixed base operators depend upon recreational flying for income. The program will discourage the use of radar for air traffic control and drop the traffic count at existing towers to the point where many airports can no longer qualify for such facilities. Touch and go landings are frowned upon by many instructors since many aircraft are landed with full flaps and a go around with gear and flaps (Continued on Pag* 81)
