THE HOMEBUILDER'S
Corner buPAUlH.POBfRHNY
-L I/ f cl IS NOW behind us. It has been a great year of progress for sport/general aviation. The number of flying activities have steadily been increasing, giving a more useful purpose to one's airplane, whether it be a homebuilt, antique, Warbird or store-bought. These aviation events which cause one to use his aircraft with greater frequency undoubtedly are the most important contribution to flying safety. I am sure that it is apparent to most that the more frequent the flights, the greater the pilot proficiency. True, some feel that check rides and biennial flight checks are the route to go and one finds that even our government has no program to encourage owners and operators of aircraft to fly more frequently so as to maintain a greater degree of pilot capability. In almost every release that one reads in newspapers and magazines and in direct statements that come from FAA, we are told that their job basically is promoting safety, which is as it should be. But how can one promote safety by making it more difficult or inconvenient to own and operate one's personal aircraft. I am sure that most of you who own aircraft will admit that one has to have a strong love for an aircraft when one counts its great inconveniences. Maybe it is because of these great inconveniences and costs that aircraft continually find new owners and that comparatively so few are produced each year by the manufacturers. We realize that many individuals at a local, state or federal level or even heads of aviation organizations do not fully understand or realize the problems encountered by the aircraft owner. Where does one find a hangar to house his or her pride and joy? And if one does, the rental fee makes one wonder if it can be justified to the family. Most of you realize that it is not very easy to find a radio repair shop that within a matter of hours can repair your radio to serviceability, especially when there are so many models and makes of radio. Parts always seem to have to be ordered from the manufacturer. Or even in the Northern Hemisphere, where does one wash his aircraft from November until April? I don't think any of us would leave our automobiles unwashed for that period of time. We've only touched lightly on a few matters pertaining to aircraft ownership — matters which are seemingly so unimportant to those who obviously feel that aviation's needs can be met simply by building extremely costly new airports solely for "transportation" needs. It is most difficult to understand the need for great airport expansion programs in this day and age when, by many of the airline's own admission, the market for air transportation is dwindling and one can visit several major airports in the United States and see airline aircraft stored and parked on ramps and offered for sale. Would it not be more prudent that we try to hang on to what we have, using the funds wisely to maintain our current facilities and put forth some effort into increasing aircraft ownership so that we may justify to the general tax-paying public the great expenditures already made? VIGILANCE IS THE PRICE . . .
I believe that each and every one of you should be alert in your own communities as to who is the sponsor of local airport expansion programs, where they get their information and why. Become involved and and I think that you will be quite surprised. We, here in our own Milwaukee area, have done just that and we have found that the planners, the paid consultants and in some cases a few selfish individuals are most willing to spend your money and hang a good portion of the bill on you as an airplane owner or pilot. (Continued on Page 84)
SPORT AVIATION Official Publication of the Experimental Aircraft Association International Inc. An International Non-Prof it Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION INCORPORATED
VOL. 24 NO. 12
DECEMBER 1975
Copyright • 1975 by the Experimental Aircraft Assn., Inc. All rights reserved.
TABLE OF CONTENTS Homebuilder's Corner . . . by Paul Poberezny .......................... 2 Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 The Ghost Squadron Comes Alive . . . by Greg Erikson ................. 10 Warbird's President's Letter . . . by Rudy Frasca ........................ 14 Hopes and Challenges for a New MPA . . . by David Gustafson . . . . . . . . . . 15 Reno '75 ... by John Teg/er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Headquarters Comment . . . by Mike Heuer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 10th Annual Mid-Eastern Regional Fly-in . . . by Don Berliner ............ 27 Thorp T-18 Fuel Injection System . . . by Robert M. Benzies ............. 30 First Plans-Built Wichawk . . . by Dave Blanton and Jim Crawford ....... 32 Marana Fly-l n ... by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Stuka Project Update . . . by Louis F. Langhurst ........................ 40 Oshkosh '75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Wildcat! . . . by Mike Heuer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 New From NASA . . . The GA(W)-2 Airfoil . . . by Don Westergren ........ 55 Flying Formation Safely . . . by Paul L. Schriebmaier . . . . . . . . . . . . . . . . . . . . . 5 6 The Sportplane Builder . . . by Antoni Bingelis .......................... 60 EAA Air Museum Board of Trustees Meeting and EAA Board of Directors Meeting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Donors to Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Oshkosh Panorama . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Page 9
r • —— ————U 2 3 w'I,
Page 32
Page 51 PUBLISHER PAUL H. POBEREZNY
EDITOR-IN-CHIEF IACK COX
ASSISTANT EDITORS GOLDA COX. MIKE HEUER, RAY SCHOLLER ADVERTISING MANAGER BONNIE SOUCY
ON THE COVER . . . Preston Parish s 1975 Grand Champion Warbird. FM-2 Photo by Ted Koston
PUBLICATION LAYOUT BERNICE SCHOLLER
EAA AVIATION MUSEUM 11311 W. FOREST HOME AVE. FRANKLIN, WISCONSIN 53132
(A MILWAUKEE SUBURB) Aviation Museum hours of operation are 8:30 to 5:00 on Monday through Friday — Saturday — 8:30 A.M. to 5:00 — Sundays and Holidays — 11:00 to 5:00. It is closed on New Years, Easter, Thanksgiving and Christmas.
EAA AVIATION MUSEUM FOUNDATION, INC. PAUL H. POBEREZNY, DIRECTOR GEORGE HARDIE. IR., AIRCRAFT AND DISPLAY RESEARCH
SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc and is published monthly at Hales Corners. Wis Second Class Postage paid at Random Lake. Wis 53075 and at Hales Corners, Wis 53130 Membership rates are $2000 per 12 month period of which $1000 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY — The Experimental Aircraft Association. Inc cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will be of help to the majority ADVERTISING — EAA does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130 SPORT AVIATION 3
ORGANIZATION THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. PRESIDENT
VICE-PRESIDENT RAY SCHOLLER 453 FIFTH STREET
PAUL H POBEREZNY 9711 W FOREST PARK DRIVE
HALES CORNERS. WIS 53130
SECRETARY
TREASURER
2359 LEFEBER AVE
ARTHUR KILPS 10205 KAY PARKWAY
MILWAUKEE. WIS 53213
HALES CORNERS WIS 53130
S H SCHMID
RANDOM LAKE. WIS 53075 DIRECTORS
HARRY ZEISLOFT
ROBERT J GYLLENSWAN
2069 CRESTLINE DRIVE BURTON. MICH. 48509
1606
G. L. "JERRY' WALBRUN
WAUKESHA, WIS 53186
SANTA CRUZ. CALIF 95060
BUSINESS MANAGER JERRY STRIGEL
OSHKOSH WIS 54901
DAVE YEOMAN RFD 1
LUBBOCK. TEX 79417
TOODVILLE. IOWA 52341
EAA OF CANADA PRESIDENT HERB CUNNINGHAM
16 ACRE HEIGHTS CRESCENT SCARBOROUGH. ONTARIO. CANADA
WASHINGTON. D C 20036
TOM POBEREZNY
BOX 2672
RONALD G SCOTT 1005COPENHILL DR
EAA WASHINGTON REPRESENTATIVE DAVID SCOTT 1346 CONNECTICUT AVE.. N W.
EXECUTIVE VICE PRESIDENT
S J WITTMAN
ST PAUL. MINN 55110 R M PURYEAR VAN WHITE 291 MARTIN HD BOX 5255
ROCKFORD ILL 61107
485 HUGHES ROAD KING OF PRUSSIA. PA 19406
GUSTAVE A LIMBACH 2 EAST PLEASANT LAKE RD
RONCEVALLES
EAA CHAPTER EXECUTIVE SECRETARY GOLDA COX
EAA DIVISIONS EXECUTIVE SECRETARY DOROTHY CHASE
EAA INTERNATIONAL OFFICES ARE LOCATED AT 11311 W. FOREST HOME AVENUE, FRANKLIN, WISCONSIN. A MILWAUKEE SUBURB. THE PHONE NUMBER IS AC 414/425-4860. PLEASE USE EAA'S MAILING ADDRESS FOR ALL MEMBERSHIP, CHAPTER, AND GENERAL CORRESPONDENCE . . . WHICH IS:
EAA,
BOX 229,
HALES CORNERS, WISCONSIN 53130
EAA AVIATION MUSEUM FOUNDATION, INC. OFFICERS PRESIDENT
VICE-PRESIDENT
PAUL H POBEREZNY 9711 W FOREST PARK DRIVE
HALES CORNERS. WIS 53130
SECRETARY
DAVE JAMESON 4322 BELLHAVEN LANE OSHKOSH. WIS 54901
TREASURER
DR LYLE MCCULLOUGH
THOMAS POBEREZNY 4075 S 84TH ST APARTMENT 8
11222 W FOREST HOME AVE FRANKLIN. WIS 53132
GREENFIELD. WIS.
TRUSTEES
JAMES BARTON. 262 CAYUGA AVE , ELMHURST. ILL 60126 EVANDER M BRITT. BOX 458. LUMBERTON. N C 28358 ROBERT H FERGUS. 3060 OAKRIDGE RD . COLUMBUS. OHIO 43221 JIM C GORMAN. 1885
E E HILBERT. 8102
MILLSBORO ROAD. MANSFIELD OHIO 44906
53228
RAY SCHOLLER. 453 FIFTH STREET. RANDOM LAKE. WIS 53075 RAY STITS. P O BOX 3084. RIVERSIDE. CALIF 92509 DICK STOUFFER. 65 MILLER ROAD. LAKE ZURICH. ILL 60047
BILL TURNER. 4110 MARSTEN. BELMONT. CALIF 94002
M C KELLY VIETS. RR 1. BOX 151. STILWELL. KS 66085
LEECH RD UNION. ILL 60180
MORTON LESTER P O BOX 3747. MARTINSVILLE. VA 24112 JOHN PARISH. 209 WEST WARREN, TULLAHOMA. TENN 37388 ROBERT PURYEAR. 291 MARTIN RD . SANTA CRUZ. CALIF 95060
GAR w WILLIAMS. JR.. 9 s 135 AERO DR . RT 1. NAPERVILLE. ILL 60540 HARRY ZEISLOFT. 2069 CRESTLINE DR . BURTON MICH 48509
EAA DIVISIONS ADDRESS ALL DIVISION MAIL TO: (NAME OF DIVISION), BOX 229,
I N T C f t N A T I O N AL , AIIOIATIC CLUI
INTERNATIONAL AEROBATIC CLUB, INC.
PRESIDENT VERNE JOBST
1910
NORTH ORCHARD BEACH RO
MCHENRY. ILL eooso VICE-PRESIDENT W L GOODMAN P O BOX 444
MCHENRY. ILL eooso
SECRETARY SANDRA L HUNTINGTON 9800 STERLING DRIVE MIAMI, FLA 33157
TREASURER BOB DAVIS 910 WOODLAND DR WOODSTOCK. ILL 60098
4 DECEMBER 1975
HALES CORNERS, WISC. 53130
ANTIQUE AND CLASSIC DIVISION
WARBIRDS OF AMERICA, INC.
PRESIDENT RUDY FRASCA 606 S NEIL CHAMPAIGN. ILL 61820
PRESIDENT
VICE-PRESIDENT RICHARD DIETER 756 PORTAGE AVENUE
VICE-PRESIDENT
SOUTH BEND. IND 46614 SECRETARY LEN TANNER 55 DONAHUE RD NO GRANBY. CONN 06060
TREASURER G L ' J E R R Y ' WALBRUN 485 HUGHES ROAD KING OF PRUSSIA. PA 19406
E E HILBERT
8102
LEECH RD
UNION. ILL 60180
J R. NIELANDER. JR P O BOX 2464 FT LAUDERDALE. FLA 33303 SECRETARY 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
Dear Paul. Sorry to upset the record, but in the August issue of SPORT AVIATION you printed a statement by the Kelowna High School in British Columbia saying that they were the first Canadian high school to build and fly an aircraft — test flight June 25, 1975. Well. I would like to state that Central Tech. is the first (I hope) Canadian high school to build and fly an aircraft — test flight June 16, 1975 — by Herb Cunningham. Chapter 189. Toronto (also the sponsor). We have had an aircraft mechanics course running at Central Tech since 1928. and an aeroscience course since 1973 (builders of the Fly Baby). Our facilities include: a large room containing a C.F 100 jet fighter. Fleet Canuck. Cessna 150. a helicopter; various piston and jet engines, a wind tunnel room (open circuit), a flying room — GAT.1 simulator, a room equipped for homebuilding (aircraft) and a room equipped for Theory of
Flight, instruments and Meteorology, At present, we are rebuilding a Smith Miniplane for school use. I will be in touch again, and thanks for a
fine publication. Yours truly,
G. Cousins - Teacher Central Technical School 725 Bathurst St.
Toronto. Ont., Canada M5S 2R5
Dear Paul: Letter written by Ray Taylor appearing in
the Sept. issue voices my sentiments exactly
My reason for joining the EAA was solely for the purpose of building experimental aircraft. As a bonafide builder I would like to see
each Chapter as a work shop instead of a coffee shop. A work shop where labor, tools, jigs, know how and material can be exchanged. Where several members could pitch in and exert team effort to each of their respective projects to expedite the building of
and I read with interest your Designee Corner. My experience is limited to the building
of a gyroglider — which will soon go — to be transferred (when . . . ?) to something in the Rutan line, and I need all tips! I cannot be judge on your action on the fed-
eral side but I think that the work done by EAA is towards the benefit of its U. S. members and a good example for other nations. Regarding the management, it is sad to notice that as soon as an individual reaches some limelight, there is a type of coalition to get this individual downl Is it political motivation to have everybody equal? Is it pure human jealousy? I don't know. But my own view is that EAA is really devoted to sport aviation and recreation, that it has nothing to do with political actions, as long as these actions do not interfere with our activities, and subsequently I support without reserve the present management as it is. Well. I hope you understood my English! Sincerely yours and keep up the good job. Mr. Guy Pied 48 Rue de la Roche aux Fees 45 140 St. Jean de la Ruelle. France
and aviation people were John's life "He trod the high untrespassed sanctity of space, put out his hand and touched the face of God." John was my friend, may he forever rest in peace Charles T. Vogelsong EAA 10199/Designee340 To: James Dow. Acting Administrator FAA
800 Independence Ave.. SW Washington, DC 20591
Dear Jim:
Headquarters. I still intend to donate some of
decided to move the dates of the aerobatic
my time to EAA Headquarters/shop upon retirement. Meanwhile. I will continue my efforts in keeping the Piper Vagabond PA/15-17 Community together and active. Sincerely.
competitions to a later time. The dates will be August 30 through September 3. 1976. Hopefully, this will work out a bit better for you and your staff. Sure do hope that you can put this on your calendar, and plan on joining in the festivities. Be looking forward to hearing from you and seeing you the next time I'm in Washington. With best regards. Verne Jobst, President International Aerobatic Club
Cecil Ogles (EAA 21280)
Century Club 82/Antique-Classic 522 448 C
Coronado, CA 92118 Dear Paul: Enclosed is a donation to the Museum in honor of John T. Madigan. EAA 20706. who died July 31. 1975. Chapter 122 proudly sponsors this donation. John was a long time and devoted member
of Chapter 122. He was a designee of Chapter 321. A true EAAer, of the highest caliber, the type of member who helped put EAA where it is today. A personal friend, and one who will be
missed by all of EAA. especially by those in
Yours truly.
ble for giving wings to many students.
Box 481
He did not quite achieve his lifelong ambition to complete his beloved Pitts; however his life was so much more complete because
of the fact that he almost did get it into the air; Dear Mr. Poberezny:
to "push" for aviation in schools. His program is slowly becoming a reality. Aviation
Dear Paul and EAA Staff: Finally made the big fly-in this year. All those who provide only negative comments should try and organize and carry out just one little portion of such an endeavor. I was impressed with everything, including little details such as oiling of the roads in the camping area, for the comfort of the campers, including my wife and I. A person usually receives personal satisfaction equal to his involvement and Oshkosh '75 was no exception. My wife, Lil. and I enjoyed the two days we worked with Bob Mick in aircraft registration more than any other period of the five days we were there. This was also our first opportunity to visit the museum and workshop. This visit made me regret the distance we live from EAA
Walter Godfrey Bay Springs, MS 39422
one of the first in the state of Pennsylvania
The world's largest aerobatic contest ever held is now a matter of history. In addition, it was run super smooth by Contest Chairman Sam Huntington and his Co-Chairman Jim Lacey. However. I must hasten to add that we had an abundance of help from many sources, with great emphasis placed on how "Mother Nature" treated us. But the smoothness of this contest was enhanced by two of your FAA monitors. Del Shanks and Theo Moore. It is really a pleasure to have the opportunity to work together with these two fine gentlemen. They were not only just doing their job. but they were fair and understanding . . . and when decisions had to be made, they exercised their options in the best interest of the Agency and the aviation community. The FAA should be most proud of the manner (and ability) in which they conduct themselves. Next year the Annual EAA/IAC Aerobatic Championships will again be held at Fond du Lac but at a different time slot than we always have had. Due to the heavy traffic coming both in and out of Oshkosh during the Convention, the IAC Board of Directors has
the Harrisburg. Lancaster, Reading area of Pennsylvania. He was an instructor pilot and is responsi-
the project.
very often was the highlight of the student's lifetime of education, at that point. John personally, by his own volition, was
time ran out on him.
Recently I have witnessed a lot of attacks
He was a teacher in the local high school
in SPORT AVIATION concerning sometimes the organization, sometimes its management. The main thing said once was that the only benefit drawn from the organization was the magazine. Let somebody who really has only this benefit say that he considers it sufficient. The quality of SPORT AVIATION is first class.
who introduced aviation to the Senior class, teaching the theory of flight and aviation technology. He personally took every aviation student for a plane ride, and required each of the three students in the flight on a three legged cross country, to be responsible for the correct course on their leg. as they were taught in the classroom. This event
Dear Paul. Just a note to extend Chapter 260 s appreciation to you and the EAA staff for a pleasant, interesting tour of the Burlington hangar and the Air Education Museum last Saturday. The Burlington portion of the tour helped enlarge our understanding of EAA's efforts to keep planes of historical value flying. Likewise, our tour behind-the-scenes at the headquarters/museum facility broadened our
knowledge of the administrative and shop work necessary to keep EAA and the museum moving forward.
It was a great day for our bus trip through the Wisconsin countryside. I hope other chapters will organize similar trips and tours. Thanks again for your gracious hospitality. Paul. Your efforts and the help of the staff at both facilities were, as usual, most appreciated. Yours truly. Jim Riedle. Treasurer EAA Chapter 260 Dotton, IL SPORT AVIATION 5
BACK COVER PAINTING
nation. It was recognized that a number of areas need
This month's back cover features a spectacular view of a Boeing F4B-4 banking high over a Navy flattop. Lou Drendel of 9 S 134 Aero Drive, Naperville, Illinois 60540 (who painted the Cessna Airmaster that appeared on the back cover of the July 1975 issue) is the artist. The F4B-4 and its U.S. Army equivalent, the P-12, are favorites of biplane fans the world over. Powered by the Pratt and Whitney R-1340 "Wasp", the F4B-4 was one of the last of the between-the-wars biplane fighters before the shift to monoplanes.
that more effort has gone into being as responsive as humanly possible to the needs and desires of our members than has ever been done for any event of the magnitude of an Oshkosh Fly-in.
XP-51 RESTORATION
The first Mustang fighter delivered to the U.S.A.A.F., the XP-51 (Serial 41-038), is in the hands of the EAA Air Museum Foundation and is presently undergoing complete restoration. The airframe, which was found to be in an excellent state of preservation, is in the shop of Warbird specialist, Darrell Skurich (EAA 68299) of Ft. Collins, Colorado. Darrell has stripped the plane down to its smallest component, has repaired, replated or refinished each as required and is beginning to put it all back together again. The Allison V-1710-39 (F3R) engine is being overhauled by John Sandberg's METMA corporation in Minneapolis. The aircraft's logs show a total of just 291 hours — much of which was
U.S.A.A.F. evaluation at Wright Field. The officers and directors of the EAA's Warbirds of America have pledged their financial support of the restoration, however a wider base of assistance will be needed before the work is completed. Any EAAer or any P-51 enthusiast who is interested in seeing the very first of the United States' finest World War II fighter restored to better than new condition is encouraged to send a tax deductible donation to the EAA Air Museum Foundation, Box 229, Hales Corners, Wisconsin 53130.
Mark your checks for the "XP-51 Fund." OSHKOSH DEBRIEFING
A two day debriefing session on the 1975 Oshkosh Convention was held at EAA Headquarters on November 15-16. Approximately 130 Fly-in Committee Chairmen and Co-Chairmen, volunteers and interested EAAers participated, each having the opportunity to air the problems encountered in his or her particular area and to offer suggestions as to how to improve things for
the 1976 event. An extensive list of comments received from members by EAA Headquarters since last August was also given f u l l consideration. These dedicated EAAers came from all over the U.S. and Canada to support the constant effort to make the annual EAA Fly-in Convention the biggest and, most importantly, the best aviation event ever attempted by any group or even any 6 DECEMBER 1975
improvement for 1976, however, we sincerely believe
UNLIMITED HOMEBUILT RACER?
EAA President Paul Poberezny has been in conversation recently with a number of people interested in the revival of the homebuilt unlimited racer. It is recognized that eventually the currently used World War II fighter planes will either be used up or become too dear from a financial standpoint for use as racers, so that homebuilts will have to step into the breach if racing is to continue. Paul's interest in this area is in the accelerated development of the lightplane that could come about in the competitive environment of air racing. He would be interested in the comments, suggestions and recommendations of members on all aspects of a new class of homebuilt unlimited racers — design, engines, rules, etc. 1975 U.S. NATIONAL AEROBATIC CHAMPIONSHIPS AND WORLD TEAM SELECTION COMPLETED
This year's U.S. National Aerobatic Championships were held on October 22-25 at Sherman, Texas' Grayson County Airport. Leo Loudenslager of Sussex, New Jersey, flying a highly modified Stephens Akro, was crowned 1975 U.S. Champion. In addition to the determination of the new National Champions, this competition also constituted the fly-off for the selection of U.S. Aerobatic Team members to represent this counrty in World Aerobatic competition in Kiev, Russia next year. Following Leo in the Unlimited category, and qualifying for the U.S. Team after a total of five flights, were Henry Haigh of Howell, Michigan flying a modified
Pitts; Clint McHenry of Boca Raton, Florida flying a Pitts S-IS; Bill Thomas of Miami, Florida flying a Pitts S-IS; and Bob Davis of Woodstock, Illinois flying a Pitts S-IS. Betty Everest of Boulder, Colorado was selected as the U.S. Woman Team member. In other categories, Dr. Bill McCollough of Levelland, Texas won Sportsman in a modified Taylorcraft. Tom Adams of Enumclaw, Washington was victorious in Intermediate in his Pitts S-l. Finally, Chipper Melton of Boulder, Colorado added Sherman to his Fond du Lac aerobatic win in Advanced category. Chipper was also flying a Pitts S-l. Jim Hill, President of the Aerobatic Club of America, sponsor of the event, worked many long and hard hours helping to see the contest become a success. Unfortunately, Sherman was plagued with high winds and low ceilings for much of the competition. Judges were Mike Murphy (Chief), Charlie Hillard, Marion Cole, Del
HEADQUARTERS Booth, and Bill McCollough for the Advanced and Unlimited categories. Judges for Sportsman and Intermediate were Champe Pool (Chief), Lisa Burden, Gerry Zimmerman, Gene Olson and Art Miller. After the Nationals were complete, the remainder of the ground support personnel for the Team effort were selected. Team Captain will be Frank Christensen, Hollister, California, President of Christen Industries.
Team Trainer will be Bob Carmichael of Roanoke, Texas, new President of ACA. Team Judge will be Don Taylor of Hampshire, Illinois, former Vice President and Director of EAA's aerobatic division, the IAC. Assistant Judge will be Casey Kay, Arlington, Texas, a familiar voice on the mike at Oshkosh. Technical Committee member will be Terry Tubb, Cary, Illinois, former Treasurer of IAC. Mechanics are Greg Armstrong and Alan Bush. ACA asks EAA members for their support in the form of donations so that the Team can be successful and retain their title as the World Champion Aerobatic Team as well as the individual men's and women's titles. Donations can be made to the Aerobatic Club of America, P.O. Box 401, Roanoke, Texas 76262. Checks should be made out to "NAA — For U.S. Aerobatic Team" and are tax-deductible. — Mike Heuer BUYER BEWARE . . . CONTINUED
EAA still receives occasional word from members who have sent money to persons who have announced new aircraft designs . . . and have received nothing in return. Members are urged to investigate the design — have the plans been completed? has a prototype been built? has it flown? has it flown off its restrictions? —
BEFORE money is sent. SPORT AVIATION and other magazines often carry stories of new designs as news items to keep everyone abreast of what is happening in the homebuilt world. SPORT AVIATION, however, does not publish ads for the sale of plans until the aircraft has flown off its FAA assigned flight restrictions. EAA cannot, however, be responsible for your money if you send it, unsolicited, to persons who are not set up to service buyers. EAA IN CONGRESSIONAL RECORD
On Thursday, October 9, 1975 Congressman Dale Milford of Texas entered into the Congressional Record a speech entitled "The Busiest Airport in the World." This was his impression of the 1975 EAA Fly-in at Oshkosh and his evaluation of the role of the sport aviation movement in the overall aviation scheme of things, as well as the EAA'ers contribution to our national life. Special emphasis was placed on our President, Paul
Poberezny, and his unique contribution to aviation. The complete text of Congressman Milford's speech will be printed in the January issue of SPORT AVIATION. VARIEZE DEMONSTRATIONS
Burt Rutan has asked that we announce that by the time you are reading this, a two hour period of time — from noon to 2:00 p.m. — will have been set aside each Saturday for VariEze enthusiasts to come to his facility on the Mojave, California airport for a showing/ demonstrating/discussion session on his new design. Previously, Burt has been forced to close his developmental shop to all visitors in order to get anything done, so great has been the interest. He hopes the new arrangement will be a suitable compromise that will allow prospective Eze Riders to inspect the object of their new found affection, while at the same time permitting him to meet his own timetable of having drawings and materials ready for you early next year. Burt still asks that EAAers please not plan to visit except at the time shown above. The second VariEze, the Continental 0-200 powered prototype for homebuilders, is progressing nicely and, barring any unforeseen delays, should be ready for flight testing by the first of the new year. EAA COOK BOOK
EAA Chapter 243, the Wisconsin Northwoods Chapter, is still working on the EAA Cook Book and needs additional recipes. Profits from the sale of the book will go to the EAA Air Museum Foundation. Send copies of favorite recipes to Mrs. Marland Malzahn, Route One, Antigo, Wisconsin 54409. INVASION OF PRIVACY??
In his column in the October issue, EAA President Paul Poberezny noted that he did not check the block referring to traffic violations when filling out the required forms this year for his annual FAA flight physical. When informed by FAA of a possible denial of his physical unless the information was provided, Paul requested a written explanation as to why. He received the following reply: Dear Mr. Poberezny: Your letter of September 2 to Doctor Davis concerning the reporting of traffic convictions on the application
for airman medical certification has been referred to me for reply. This particular question on the FAA Form 8500-8 is intended to cover convictions for all traffic violations
including driving while intoxicated and manslaughter arising out of a traffic fatality. This information is solicited as a valuable clue in assisting us to determine whether the applicant has some underlying mental SPORT AVIATION 7
condition (including alcoholism) that may be disqualifying for airman medical certification. While isolated convictions for minor offenses are usually benign and do not require further consideration, a record of repeated convictions or serious violations may be indicative of a personality disorder or some other mental abnormality that could compromise aviation safety. In these circumstances, the FAA may request additional information from the applicant regarding the convictions, and if necessary, special medical evaluations. Thus, it is not the convictions themselves that are determinative of an applicant's qualifications, but rather the presence or absence of underlying disease. We trust this answers your questions and if we may be of further assistance please let us know. Sincerely,
H. L. Reighard, M.D. Federal Air Surgeon, AAM-1 Federal Aviation Administration Washington, DC 20591 Guilty until proven innocent, eh, Dr. Reighard? During our coming Bicentennial Year, it would seem an appropriate and patriotic gesture on the part of the Ford Administration to instruct the various Executive Department regulatory agencies, such as the FAA, FCC, etc., to get back to observing the letter and spirit of the U.S. Constitution in their dealings with private citizens. NEW FAA ADMINISTRATOR
President Ford has sent the name of Dr. John L. McLucas to the U.S. Senate for confirmation as Administrator of the FAA. A Senate Commerce Committee Subcommittee hearing was held in early November which was concluded in just over 20 minutes, so little
opposition is expected when the full Senate votes on confirmation. McLucas has been Secretary of the Air Force since July 19, 1973 and his move to Administrator of the FAA is seen as part of the top level shuffle of administration officials recently ordered by President Ford. Dr. McLucas was born in Fayetteville, North Carolina on August 22, 1920 and grew up in McColl and Latta, South Carolina. He took a bachelors degree from Davidson College, a masters from Tulane and his doctorate in physics from Penn State in 1950. He served as an officer in the Navy from 1943 to 1946. Prior to joining the Department of Defense, Dr. McLucas was head of several firms specializing in electronics and so-called "think tank" activities. He is the author of numerous scientific articles and holds 10 U.S. patents . . . however, according to his testimony before the Senate Subcommittee, his civil aviation experience has been limited to riding as a passenger on airliners and heading companies that operated aircraft for executive transportation. Dr. McLucas is a highly respected member of the nation's scientific community and has served his government with distinction, but as FAA Administrator it will be a matter of going back to Square One as far as EAA and the sport aviation world is concerned. Shortly after his confirmation, Dr. McLucas will be invited to participate in Oshkosh 76 (see David Scott's Washington Report) and it is hoped he will be thoroughly briefed by his FAA staff on our unique problems and requirements immediately upon entering office. His predecessor, Alexander Butterfield, also became Administrator with an admitted lack of knowledge and experience in general aviation matters, yet he made a commendable effort to learn of all aspects of aviation, becoming in time a good friend of EAA. At this point we can only hope for as much from Dr. McLucas. 6 DECEMBER 1975
POTENTIAL ENGINE SOURCE?
It's not often homebuilders get to reap the harvest sown by big megabuck government R and D programs . . . but our time may be coming. An article in the October 27 issue of Aviation Week details a U.S. Army plan to fund the development of a wide range of engines from 5 to 65 horsepower, plus the propellers and high output alternators to go with them, for use in remotely piloted
vehicles (RPVs). The Army's requirements are pretty tough . . . one horsepower per pound of weight, a specific fuel consumption of one pound per horsepower per hour, adapted for drive of propeller and alternator, low vibration and, of course, high reliability. And they would like manufacturers to deliver this performance for prices ranging fror.\ about $150 for each of the 5 horsepower units up to around $1,000 for the 60-65 horsepower mills — based on 1000 units per year. To have even a prayer of attaining such low cost per unit price tags, Uncle Sam has contacted existing manufacturers of small engines, such as for chain saws, go-carts, etc., asking that they submit proposals detailing how they could use off-the-shelf components to assemble RPV engines. The Army eventually hopes to award contracts to two or more companies for each of the major propulsive elements (engines, props, alternators). An interesting point is the fact that the duration of the program is not to exceed two years. At that time a number of manufacturers will have employees, tooling and production capacity to build small aircraft engines and propellers sitting idle. Furthermore, there will be those who lost out when the contracts were originally let whose engines and/or prices were not up to the Army requirements. Any and all of these would be potential suppliers of engines and props for the sport plane market. These RPV engines are generally short life units as compared to normal certificated aircraft engines. However, modifications possibly could be made ( u s u a l l y more durable bearings) that would make them suitable for sport plane use. Perhaps some manufacturer, seeking a more stable market than the low bid, government contract ratrace, might even spring for FAA certification. The Army Air Mobility Research and Development Laboratory of Ft. Eustis, Virginia is responsible for the RPV engine program. If any EAA member is involved, either from the military or the manufacturing side,
please keep EAA Headquarters up to date so we can contact the engine manufacturers about sport flying use
of their engines. EAA CALLS FOR FAA — DOT SPLIT Calling on its Chapters for support, EAA recently announced its backing for bills in Congress which would split the Federal Aviation Administration away from the Department of Transportation and establish it as an independent agency. In a letter to the EAA's Chapter Presidents, President Paul Poberezny requested that its members contact their Congressmen and Senators and support the bills introduced in the House and Senate by Representative Barry Goldwater, Jr., and Senator Barry Goldwater, respectively. Bill numbers are H.R. 9930 and S. 2434. Stating that the DOT has "hamstrung" FAA operations, Paul went on to say that it supported the split so that FAA could accomplish its safety mission in an "efficient and expeditious manner". Attributing the fact that it has taken almost seven months for the Ford Administration to find a person to fill the job of FAA Administrator to the role the FAA presently plays in the Department of Transportation, Paul also stated that splitting the FAA away from DOT
would "make it easier for the Administration to recruit capable men to head FAA." The nomination of John McLucas, Secretary of the Air Force, to be new FAA Administrator, fills a vacancy open since March 31, 1975 with the resignation of former Administrator Alexander Butterfield. In follow up action, personal letters were sent by the EAA President to some 66 key Congressmen and Senators urging their support for these bills. Included in these mailings were members of the House Public Works and Transportation Committee and the Senate Committee on Commerce. These two committees are considering the bills. By throwing its support behind these bills, EAA hopes that aviation will enjoy a high level of recognition in overall government transportation planning. As usual, we would appreciate any copies of correspondence you may have with your Congressmen on these bills. Please send copies to the attention of Michael R. Heuer, Executive Assistant — Governmental Affairs, at EAA Headquarters.
(Photo by Lee Fray)
Raymond Jones, Jr. (EAA 94749) of Milford, Michigan has loaned this Morane-Saulnier Model 130 to the EAA Air Museum. The plane was designed in 1926 as a French military trainer and is fully aerobatic. Powered with a zero time 230 hp Salmson engine, the aircraft is in mint condition and is currently on display in the military and aerobatic section of the museum.
(AOPA Photo)
EAA President Paul H. Poberezny, right, holds the Lawrence P. Sharpies Award presented him by the Aircraft Owners and Pilot's Association. The annual award, which includes an honorarium of $1000, is intended to "recognize and inspire unselfish contributions to general aviation." President Paul received the award in San Diego on October 11 during the AOPA's 1975 Plantation Party and Industry Exhibition. At left is J. B. Hartranft, Jr., president of AOPA. He and Paul flank Audrey Poberezny who for many years was General Manager of EAA and now serves as General Chairman of the annual EAA Fly-in Convention at Oshkosh.
SPORT AVIATION 9
THE
By Greg Erikson (EAA 56579) 1016 Valewood Rd. Bartlett, 1/linoiK 60103
GHOST
Photos by the Author
QUADRON COMES ALIVE AIRSHO '75 By Tom Poberezny Each year in preparing for EAA's Annual Convention in Oshkosh, I know that it will be an exciting and action-filled event. But no matter how much I think about it, nothing matches the feeling of the actual start. The activity, the arrivals, the feeling of excitement that prevails . . . they all contribute to a surge of adrenalin that lasts for a week. After 1500 miles and 11 flying hours I was on final for Runway 13 at Harlingen, Texas. Off to my left a Stearman and P-51 were preparing to land on 18 right. On my right was a sight that gave me that old Oshkosh feeling. The adrenalin was again flowing. There in front of me was a birds-eye view of just about every World War II aircraft one could think of ... parked in neat rows waiting to surge into the air at a moments notice. Getting out of the airplane, I could feel the aura of excitement and anticipation that filled the air. I became indirectly involved with AirSho '75 early in the year when I received a call from Col. Lefty Gardner asking for information on the organization and preparation of EAA's Annual Convention. It was refreshing to hear their plans for we need more events such as this to promote aviation.
.IRSHOW IT WAS . . . BUT this one was a little different than what most of us are used to. There were the skydivers and numerous aerobatic acts (Bob Hoover, the Red Devils, Art Scholl, Duane Cole), but that was only part of it. This show was air power! Where else (except Oshkosh) could you see the likes of Mustangs, Bearcats, Liberators, Flying Fortress', Wildcats, Zeros, Messerschmitts . . . the formidable aircraft that have been so much a part of the world's aviation past. AirSho '75 was the Confederate Air Force's first show under an expanded format and it was truly a success. 10 DECEMBER 1975
The Confederate Air Force did not let the magnitude of their job deter their enthusiasm. All phases of the event were well organized and carried out in a very safe and professional manner. The recreation of many of the battles of WW II were most interesting with the reenactment of Tora, Tora, Tora the highlight of the event. I must admit, I was very pleasantly surprised with the magnitude and organization of the CAF operation in Harlingen. It is an almost insurmountable task to keep these famous WW II aircraft flying, but the CAF is doing it. In addition they have a fine museum and headquarters facility. The new Officers Club is a great place to meet and trade "war" stories. Warbird President Rudy Frasca, as well as many Warbird Directors and members were involved in many of the activities, adding to the event's success. In addition numerous EAA'ers were in attendance as evidenced by the sea of EAA caps that I saw. The recognition given by the CAF to the EAA and Warbirds throughout the show was noted and appreciated. AirSho '75 was a success because many hardworking aviation enthusiasts wanted it to be. The CAF Colonels and all those who assisted them are to be congratulated for their hard work and the successful presentation of AirSho '75. I am sure
that all EAA'ers join me in wishing the CAF nothing but success for 1976 and the future.
The CAF got its unofficial start in the mid-fifties when a group of ex-service pilots in the lower Rio Grande Valley of Texas bought a North American P-51 "Mustang." As interest grew (an F8F Bearcat was the next acquisition) it was decided to acquire other World War II fighter type aircraft. Investigation revealed that very few of these aircraft remained intact and that the U.S. Navy and Air Force had not even preserved one of each type for historical and museum purposes. This deplorable situation inspired these men to dedicate their efforts to preserve and perpetuate these valuable aircraft. The
How's this for a line-up of fighters — a P-38, P-63, P-40 and a P-47.
The CAF's DeHavilland Mosquito was purchased in England in 1969 and was ferried across the Atlantic by CAF Colonels Ed Jurist and Duane Egli in late 1971, arriving in Harlingen in January 2, 1972. This is one we'd certainly like to see at Oshkosh.
"Diamond Lil" is owned by the CAF and is the oldest B-24 in existence. It was the 18th of over 18,000 built. It was used as a company aircraft by Consolidated A i r c r a f t Corporation during World War II, was an executive aircraft for Continental Can for nearly a decade and labored for Mexico's national oil company (PEMEX) before being sold to the CAF in 1967. The Liberator has been put in the markings of the 98th Bomb Group of the 9th Air Force.
SPORT AVIATION 11
CAF was born and today is alive and well in Harlingen, Texas. Like many fellows, I have dreamed of being alone at the controls of a P-51 or a P-38. Since that is not a reality, I took the next best thing . . . a ticket to Harlingen. The pre-show publicity gave simple directions ". . . just fly to the center of the country, turn south and go as far as you can." Though the show didn't start until Thursday, I arrived on Monday so I would have plenty of time to view all the aircraft and historical memorabilia. I started in the museum, a very neat, well kept building loaded with WW II artifacts. You can see everything from crew accessories and bombsights to actual charts used on the bombing raids over Germany. Studying these charts made me feel as if I were flying with General Savage on a B-n raid in "12 O'Ctock High." Oh, the price of being a dreamer! I never tire of photos and there were plenty to see. The fighter room had photos of almost all of the aces from the various fronts and a little background on each. Another section listed the Medal of Honor winners . . .
fine men who performed heroic deeds on behalf of their country's defense. Walking out the museum door, one is immediately confronted by a P-47, F-82 (Twin-Mustang) and a Mosquito. You don't see that combination together very often. Making a right turn, I found myself in the Bomber Hangar. With all of the airplanes flying, this
The CAF lists no less than five B-25s on its roster. "Executive Sweet" belongs to Challenge Publications, new owners of Air Progress magazine.
empty hangar was used for the evening activities. Adorning the massive hangar walls were the famous names and paintings that graced the nose of almost every bomber in WW II. Someone had the good sense
to save these irreplaceable pieces of the past before the aircraft they symbolized were destroyed. If only they could talk . . . what a story they could tell! I crossed the ramp to the Fighter Hangar. One lone Me 109 under restoration loomed alone in the shadows . . . a stalwart of the German Luftwaffe which carried many an aviator over the battle grounds of Europe.
This hangar housed various commercial displays during AirSho '75. Next door was the Maintenance Hangar with the multitude of tools and equipment needed to keep the massive machines of the CAF airborne. This week would be busier than ever in order to meet the heavy schedule of flying activities. Walking around the hangars to the north ramp, the first thing I saw was a neat row of 4-engine monsters. There sat a beautifully camouflaged B-24 and the workhorse B-17, both nestled beside a glistening B-29 named "Fifi". Behind them a B25 and an A-26 waited for expected arrivals. I was seeing only the beginning of the greatest private military collection in the world today. Two P-51's along with a P-38, P-63, P-40, P-47, P-39
and an Me 109 sat ready. A SBD-5 Dauntless, SB2C-5
12 DECEMBER 1975
EAA Director Gus Limbach flew the EAA Air Museum's Tora, Tora, Tora "Zero" down to Harlingen to participate in the big show.
Immortalized for its crucial role in the Battle of Midway, the Douglas SBD Dauntless is instantly recognizable by its perforated dive brake/flaps.
Helldiver, F8F Bearcat, FM-2 Wildcat and FG1-D Corsair glistened in the sun. In the distance were the numerous aircraft that would be participating in the reenactment of "Tora, Tora, Tora" parked next to T-6's, BT-13's, PT-22's and T-28's. Thursday morning saw the pace quicken. Fighters, bombers and trainers of every type imaginable kept landing. The first two days of the show consisted of photo missions, fly-bys and arrivals interspersed with air show
routines by Duane Cole, the Silver Eagles, Art Schell, Bob Hoover and the Red Devils. In addition many of the CAF Colonels performed aerobatic routines in aircraft ranging from the P-38 to the F-8F. Author Martin Caiden flew his Junkers JU-52 all the way from Florida to participate in the show. This was without a doubt an international show with people from all over the world, as well as all parts of the United States attending. Camping facilities accommondated a large number of aviation enthusiasts as local motels were filled to capacity. Though this was billed as a four day show, Saturday and Sunday were still the big days. The morning and early afternoon hours provided much the same entertainment that had been seen the previous two days. One added twist was an aerobatic performance, including a roll on take-off, in a stock Saberliner by the inimitable Bob Hoover. Upon the completion of Bob's performance and the playing of the national anthem, silence turned to the sound of bombs dropping, air raid sirens and air-to-air combat. Out of the sun came countless Zeros, Vals and Kates in a precisely executed recreation of the attack on Pearl Harbor. EAA International Director Gus Limbach participated, flying the EAA Air Museum Foundation's Zero. Soon after the attack began, a P-40, an F-4 and other famous fighters scrambled to engage the enemy. Action was taking place in all quadrants. During the raid the CAF B-17 simulated a sight familiar to many. With smoke trailing from its No. 2 engine and only one gear extended, the Flying Fortress attempted a landing. Rolling the length of the runway on one wheel, it then took to the air again. Before anyone knew it the SBD, TBM and FM-2 had launched to meet the Japanese in the Battle of Midway and the Coral Sea. Also reenacted were such notable events as Thirty Seconds Over Tokyo, Battle of Britain and the D-Day Victory in Europe. Concluding the aerial display was a fly-by of the gigantic B-29 Superfortress and the missing man formation in honor of those who gave their lives in WW II. Air Sho '75 is in the parlance of the day a "trip" . . . a chance to live or relive, depending on your age, a time of high drama, a time of patriotism, a time of firm national purpose. It's an injection of uncut inspiration all of us could use from time to time.
The CAF has a number of "movie stars" in its Ghost Squadron. This Messerschmitt Bf 109 tangled with Spitfires and Hurricanes in the film "Battle of Britain." It is an ex-Spanish Air Force fighter powered by a Rolls Royce Merlin engine. Spanish pilots transitioned directly from the 109 to Mach 2 F-104 Starfighter! The Bell P-39 in the background is one of two flown by the CAF.
The legendary Flying Fortress, the Boeing B-17. Perhaps the most highly eulogized aircraft of World War II, the Fort deserves every word of praise heaped upon it. It's difficult to think of the B-17 without remembering the seemingly endless WW II wire service photos of the tough birds struggling home from Germany with the tails, wings and fuselages half shot away. The CAF's B-29 Superfortress. Paul W. Tibbets, pilot of the "Enola Gay" from which the atomic bomb was dropped on Hiroshima, was a guest at AirSho '75.
WARBIRD PRESIDENT'S LETTER -S THINGS SETTLE down, I think we will find that 1975 was the greatest year yet for Oshkosh. 1975 was the first time we have been able to see the problems involved of our annual event so that we could do something about them. This is due to its success in drawing more people than could be accommodated. As president of the Warbirds, I have asked the members to offer criticism, ideas, solutions, etc., that Warbird directors could study prior to setting new goals for our growing membership. We have received many impressive replies. Using these as a basis for our past Warbird director's meeting, we went to work. Warbird directors came from throughout the U.S. and Canada to meet at the Clayton House in Wheeling, Illinois. Paul Poberezny was there to offer his insights. Numerous subjects were covered, with Oshkosh being the most important. We discussed safety, security, awards, waivers, grounds, fly-bys, pilot qualifications, etc. We also went into subjects including insurance, membership, letters of authorization for experimental aircraft, and training programs. The Warbird newsletter was a special subject. In the past, the EAA staff has been putting this together as best they could for all divisions. Being short staffed this was difficult and sometimes done during off hours and often at their homes. Thanks to Warbird director Tom Austin, the EAA staff will he relieved of this responsibility except for their help. The newsletter will be monthly or bimonthly and will be mainly a service to Warbird members by including ads, ideas, tips, new products, upcoming shows, new purchases, projects, new members, etc. Special general interest articles and pictures will be placed in SPORT AVIATION to be shared with all EAA members. We suggest the other divisions consider doing the same, if possible. The Warbirds are concerned about the relationship with other divisions and with EAA in general. For instance, we do not like the idea of taking over runway 18-36 at Oshkosh during one of our mass take-offs or landings. This unfairly deprives many pilots of their much cherished and hard to get time slots. However, the requirements of the liquid cooled fighters are such as they must get out quickly or overheat. The fly-bys on runway 18-36 are a problem for the faster aircraft as we do have difficulty staying clear of runway 9-27. Crowd control is something else. Warbirds have seriously considered moving from Oshkosh because of safety and as a friendly gesture to leave the field clear for other members. But feelings have been strongly expressed by the EAA general membership that we are wanted at Oshkosh and that other solutions be worked out. Some ideas have developed at our Warbird meeting and have been found acceptable by Paul. These will be further developed and presented to all concerned at a later date. Warbirds are still open to ideas that will make us all a more compatible and closer knit organization. As Paul keeps preaching, we are all basically EAA'ers. One other point concerns the relationship of the general membership that is inherent due to human nature and the different aircraft we fly. There seems to be a feeling that the louder the airplane, the faster it is, the greater its price or aerobatic capabilities, the more proportionally snobbish is its pilot. Sometimes this is true. However, I find that this is largely a misconception of the viewer. We all do our thing as conditions and funds permit. We should all respect this as long as it does not bother others. So whether one flys a Breezy, Pitts, J-3, Staggerwing, Spitfire or T-33, don't knock it, but appreciate the person for doing his or her thing. One thing that we all will agree with — when you put them all together at Oshkosh, it's impressive! The next two years or so will be a period of adjustment for EAA and Oshkosh to accommodate the many great things that are happening. Paul is willing and able to give us leadership. Let's pull together and get behind him! After all, it is for our benefit. Rudy Frasca, President Warbirds of America
14 DECEMBER 1975
HOPES AND CHALLENGES , FOR A NEW MPA David Gustafson
Barrington, R. I. 02806 (Photos by the Author)
SPORT AVIATION 15
J. RY TO IMAGINE a 78 foot wing that weighs only 75 pounds. Attach it to an airframe and tail group that weighs another 75 pounds and you're on the way to visualizing Joe Zinno's unique Man Powered Aircraft, the Olympian ZB-1. Joe's frail-looking craft is the product of roughly 6,000 hours split evenly in design and construction and spread over four years. The odds he faces in even getting the Olympian off the ground are impressive enough to qualify Joe as a dreamer of impossible dreams. On the other hand, when you see the parts of his magnificent, if gangly, flying machine and take the time to listen to Joe's explanations, you can't help wanting to make plans
to watch the flight tests. "If I can just get it off the ground," says Joe with a dose of Italian flourish, "I believe I'll have pulled off a first in this country." Then he adds with a tense calm, "if I can complete a circle in the air, it'll be a world's first. Some people say there are better odds in buying a lottery ticket, but we'll see." Ultimately Joe hopes to capture the £50,000 prize
offered by British industrialist Henry Kremer. The Pounds Sterling go to the first man or group of men who can fly a figure-8 course around two pylons a half-mile apart and cross the start and finish lines at least 10 feet off the ground. Man power only. No rubber bands. No stored energy of any kind. No pushing by ground crew. 16 DECEMBER 1975
Joe Zinno (EAA 4456), 44 Woodhaven Blvd., N. Providence, R.I. 02908 seated in the Olympian in which he hopes to become the first to fly in the U. S. by human power alone.
Joe's not the first to try. At least 16 MFA's have lifted off since 1960, but none have come close to challenging Kremer's purse. The Jupiter went 1,171 yards in a straight line to the end of the runway and the Puffin finally made a 180 degree turn after 90 attempts but crashed shortly thereafter. At least seven others have been turned into firewood. What makes Joe think he can do it? "I've come this far alone and haven't had to compromise with a committee. My bird also has a number of new gimmicks," he says with a smile that seems to hide secrets. But then he's quick to point out his willingness to discuss anything about the project: "I'll never build another, though I'd be happy to share all the information that's come out of this thing." Among the firsts incorporated in the unusual and fascinating structure of the Olympian are: ( D a dual airfoil in the wing that produces high lift inboard and minimizes the diving moments outboard, (2) the entire outer 5 foot section of the wing moves by means of a single, spring-loaded cable, producing a full wing-tip aileron, (3) the 8'/2 foot prop is geared for variable pitch (climb and cruise settings for an MPA?), (4) drive power is developed through a freshly designed reciprocating pedal system that's geared to produce 230 rpm in cruise and a maximum of 295 revs. Joe's also making use of an in-
verted airfoil on the stabilator and looks forward to accomplishing flat turns with an enormous rudder. Few designers have been as weight stingy as ole Scrooge Zinno in fabricating a prototype. His ribs are made of balsa strips, fitted to a box spar of 1/32" ply with spruce spar caps, and skinned with clear mylar plastic. The fuselage is given its odd shape with aluminum tubing that's so thin a child could bend it. The boom running back to the tail group was originally a spruceplywood construction but an untimely photo call along with the effects of some gusty winds on those huge tail surfaces created a wooden pretzel, so Joe opted for the additional weight of a single aluminum tube. Final assembly of the ZB-1 is taking place at the abandoned Quonset Naval Air Station in Rhode Island. The 8,000 foot runway there is long enough to give Joe a crack at two records on the first day of flight tests: first MPA to fly in the United States and the world's distance record. As soon as the plane has left the ground it will become an immediate candidate for a museum. If it can be pumped through the Kremer course one time that will definitely be the last flight. How many guys will devote 6,000 hours putting together an airplane that won't fly more than 15 minutes — if it flys at all! Why bother? "I needed a new challenge," said the retired Lieutenant Colonel (USAF), "and what could be more unusual than to turn from C-141's with their 84,000 horsepower, to an ultra light with one man power?" What indeed, Quixote? SPECIFICATIONS DESIGNER/BUILDER: Joe Zinno (EAA 4456)
44 Woodhaven Blvd. N. Providence, RI
This frontal view shows the turn-over structure . . . even at a cruise of 20 mph one's noggin needs some protection.
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 ft. Length ....................................... 21' 6" Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 sq. ft. Wing Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 Ib./sq. ft. Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Ibs. Gross W e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 Ibs. Airfoils: Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wortmann 10' Inboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS 150-B Outer 2 5 ' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FX 63-137 Prop . . . . . . . . . . . . . . . . . 8' 6" x variable airfoil and pitch PERFORMANCE
Top Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 mph Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 mph Lift Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 mph Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 mph Take Off Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 ft.
Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 tt./sec. Rate of Sink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 ft./sec.
The inner ten feet of each wing panel has a Wortmann MS150-B airfoil while the outer 25 feet uses the Wortmann FX63-137.
Tail group of the Olympian. SPORT AVIATION 17
Joe poses with the ZB-1's port wing tip aileron.
Ribs are of balsa and the box spar is built up with 1/32 plywood. Covering material is clear mylar plastic.
BOOK REVIEW Jungmeister Junket by Sam Burgess. Vantage Press, Inc., 516 West 34th St., New York, New York 10001. 334 pages. $8.50. In 1970 Sam Burgess flew his homebuilt replica of a Bucker Jungmeister on a tour of all 50 states. A series of articles in SPORT AVIATION (October, November 1970) recounted the adventure and later the aircraft was placed on permanent display in the EAA Air Museum. Sam more recently made a similar 48 state tour in the EAA Acro Sport. He has now expanded his Jungmeister trip articles into a full-length book that will be of interest to all EAAers. The many details that could not be included in a magazine article, the people, the countryside, the weather — all are found in Jungmeister Junket. This is not a typical "there I was at 10,000 feet" hangar tale. Rather it is one man's expression of love for flying and his country. Sam has crisscrossed the U.S. innumerable times as a military pilot and now as a sport pilot, but he is never bored. Mountain ranges, rivers, harbors and cities passing slowly beneath him serve as an open history and geography book. Past and present become one. Indians, pioneers, soldiers, farmers, townspeople and statesmen trod the same ground, occupy the same space in his imagination because from his vantage point, he can see the scenes of all their lives, all their endeavors in a glance. A tour of the United States through Sam Burgess' eyes . . . and heart . . . is well worth your time. — Jack Cox
18 DECEMBER 1975
States
By John Tegler (EAA 44250) Rt. 5, Box 287 Arnold, MD 21012 (Photos by the Author)
\ -\
(Ran Slaton Photo)
Five of the eight aircraft that participated on the RaceHorse Start of the Formula I Silver Race. Left to right: No. 41, "Shark" with Bill Skliar; No. 87, "Pogo" with Pat Hines; No. 51, "Anaconda" with Bill Sullivan; No. 15, "Loki" with Ken Haas and No. 35, "Sump'n Else" with Tom Summers.
~ Ar
The Unlimited Championship Racing Aircraft which constituted the fastest field ever put together in the history of the sport lined up in front of the spectator area prior to the start of the Championship Race on Sunday. Aircraft, left to right, are: Clay Klabo's No. 85, "Iron Mistress"; Mac McClain's No. 5, "Red Baron"; Gary Levitz's No. 81, "Precious Metal"; Cliff Cummins' No. 69, "Miss Candace"; Ken Burnstine's No. 34, "Miss Foxy Lady"; Lyle Shelton's No. 77, "Aircraft Cylinder and Turbine Special"; Darryl Greenamyer's No. 1, "Conquest I" and Bob Hoover's Rockwell Mustang Pace Aircraft.
,
SPORT AVIATION 19
1 HE RENO NATIONAL CHAMPIONSHIP Air Races hold the record now for being the longest consecutive running air racing event in the history of the sport. They have also been one of the most successfully operated events of this kind. On the 9th through the 14th of September, Reno celebrated its twelfth anniversary with what was probably their most successful event to date in every respect but one. This, the second major air racing meet of the 1975 season, was smoothly and professionally operated with a minimum of fuss and problems. It saw excellent planning and operation on the part of the Reno management itself, smooth operation by the sanctioning body, The Professional Race Pilots Association, excellent flying and competition, good officiating, and records broken in three of the four participating classes. The only respect in which this event was not near letter-perfect was in the area of fatal accidents. In the entire twelve year history of Reno, there has only been one fatality and this occurred during a Sport Biplane race when one of the participating pilots apparently suffered a heart attack or a stroke and crashed. 1975 saw one fatal accident in the T-6 Class of racing and, minutes later, wing-walker Gordon McCollum was lost while attempting an inverted ribbon pick-up from the top of Joe Hughes' Super Stearman during part of the air show. September 9 through 11 saw some eighty aircraft in all four classes attempt to qualify for the available racing slots. Sid White, flying the No. 1, "Sundancer", led the Sport Biplane Class with a new record qualifying speed of 204.934 mph. Right behind him came Don Beck in the No. 89, "Sorceress", at 202.247, which had been a new record speed also until White had come along later in the time trials and set a new one. The Sport Biplane Class ended up with fifteen aircraft qualified for racing, and the remainder of these qualifiers after White and Beck were led by Don Fairbanks in his No. 5, "White Knight", with a much improved 186.851. The Formula I Class had sixteen slots open for racing. Eight each in the Silver and Gold Races. When all was said and done, eighteen aircraft attempted to qualify for these spots and every one of them, without exception, posted qualifying speeds in excess of 200 mph. Ray Cote in No. 16, "Shoestring", led the pack with yet another qualifying record for the class of 241.611 mph. His nearest competition during the time trials came from two Easterners. Marion Baker in his recently revamped No. 20, "Aquarius", out of Huron, Ohio was second at 233.261, and Bob Moeller in the ever-amazing No. 81, "Boo Ray", out of Hollywood, Florida was third at
230.769. The remainder of the field saw speeds from the high 220's all the way down to a 204.159 and a 203.774 posted by Bud Pedigo and Jim Miller, neither of whom made the cut-off line for the sixteen qualifying spots. Either of these qualifying speeds would have been more than sufficient to make the Silver, if not the Gold Race, just a few years ago. Really an improvement of the breed! Both the Formula I and the Sport Biplane Classes at Reno this year had seen a total absence of rookie pilots attempting to qualify and the T-6 Class was almost the same with only one rookie in the line-up. The nineteen qualifiers in this class were led by former Reno and Mojave Champion, Pat Palmer, with a near record speed of 213.018 mph in his new T-6F, No. 99, "Gotcha". Ralph Rina, in his No. 73, "Miss Everything", just made the second qualifying spot at 208.897 with Dennis Buehn in his No. 43, "Midnight Miss", right on his heels at 208.092 in third. All but six of the T-6's qualified at better than 200 mph with low man, Jim Stirwalt, in No. 46, "Turkey 46", posting a 188.811. 20 DECEMBER 1975
The No. 35 Pioneer Aviation Starduster in which Don Metzner won the Sport Biplane Race at Reno, 1975.
No. 51, "Anaconda", in which Bill Sullivan from Hen-
derson, Kentucky won the Formula I Silver Race at Reno.
Vince DeLuca of Rancho Palos Verdes, California who flew a great Championship Race in the Formula I Class and finished in second behind Ray Cote in his No. 71, "Lil1 Quickie".
Many have speculated, over the years, about a gradual demise of the ex-World War II fighter based Unlimited Class. Quite to the contrary, Reno 1975 saw twenty-two of these machines turn out for racing which was a larger number than was seen in any other class. By the time qualifications were over, two of these aircraft had fallen by the wayside. John Sandberg's trouble-prone P-63,
"Tipsy Miss", was out with engine problems and one of the two rookies who attempted to qualify in this class, Jim Maloney, had decided not to race after posting the bottom end qualifying speed of 305.455. The remaining twenty aircraft that did qualify and race were led by Darryl Greenamyer in his No. 1, "Conquest I", who set a new record qualifying speed in the class of 435.556 mph. According to the new rules in this class, the fastest seven qualifiers would go directly into the Championship Race. An eighth starting slot for this race would be available for any aircraft that ran as fast or faster in the Unlimited Medallion, or Silver Races as had the seventh qualifier. If no one accomplished this, then the Championship or Gold Race would be run with just the original seven qualifiers and with the eighth highest qualifier standing by as the first alternate for the race in case one of the original seven had any problems. As it turned out, everyone of the top seven qualifiers ran at speeds in excess of 400 mph which made this the fastest Unlimited starting field ever in the history of air racing. Behind Greenamyer came Lyle Shelton in his No. 77, "Aircraft Cylinder & Turbine Special", who was having a few mechanical problems, but was still able to post a 423.529. Next came Ken Burnstine in his No. 34, "Miss Foxy Lady", at 421.505. Then Cliff Cummins who had won at Mojave in his No. 69, "Miss Candace". He, too, was having some mechanical problems and had torched a piston just prior to his first qualification attempt, but came back after his crew had affected repairs to post a 414.571. Gary Levitz in his No. 81, "Precious Metal", was fifth in the qualifications at 409.281 and was followed by Mac McClain in the Red Baron entry, who was having his problems also at 407.390. During practice, the RB-51 had suffered a failure to its custom-made blower gears which reduced engine boost to virtually nothing. The Red Baron crew did not have a second set of custommade gears and, consequently, installed a set of stock gears in order to get the airplane qualified. In the interim, they called down to Los Angeles and had a new set of custom gears made up and got these installed in time for the Championship Race on Sunday. The final aircraft to make the Championship field from qualifications was the attractive black and white No. 85, "Iron Mistress", flown by Clay Klabo who posted a 400.909 in this rather stock appearing aircraft which apparently had more going for it than immediately met the eye. The remaining thirteen aircraft in this class were led by Jack Sliker in his No. 4, "Escape II", who posted a 393.311 to become the eighth qualifier and first alternate for the Championship Race and went all the way down to Bob Guilford in his No. 93, "Blue Max", who was "tailend Charlie" at 307.050. Friday, the 12th of September was the first day of racing at Reno this year and two heat races each in the
The very famous Formula I, No. 92, "Rivets", which was flown to a third place finish in the 1975 Reno Formula I Championship by Bill Falck of Ellenton, Florida.
Chan Stokes of Roseburg, Oregon who was the winner of the T-6 Silver Race at Reno in his No. 8, "Do It".
Sport Biplane, Formula I, and T-6 Classes were run as
well as the Unlimited Medallion Race. Heat IB in the Biplane Class was taken by Bob Clark of Yuba City, California in his Mong Sport, No. 46, "Love American Style", at 146.441 mph. Heat IA in this Class saw Sid White of Canoga Park, California set a new race record of 200.619 to win in his No. 1, "Sundancer". Heat IB in the Formula I Class was won by Don Beck of Tahoe Vista, California in his No. 18, "Gnat", at 208.298 mph and the
IA Heat was won by Ray Cote of EI Cajon, California in his No. 16, "Shoestring", with a speed of 228.935.
Rookie Jimmy Leeward of Ocala, Florida in the cockpit of his No. 9, "Miss Florida" in which he won the
Unlimited Medallion Race at Reno. SPORT AVIATION 21
The highly modified F8F Bearcat, No. 77, "Aircraft Cylinder & Turbine Special", in which Lyle Shelton won this year's Unlimited Championship at Reno.
The unique Red Baron RB-51 in which Mac McClain finished in second in the Unlimited Championship Race. Notice the remodified empennage which had been totally redesigned and rebuilt since Mojave in June. 22 DECEMBER 1975
The IB Heat for T-6's was the race in which M. D. Washburn of Houston, Texas in his No. 12, "Miss Houston", was lost. He had leapt into the lead on the pace lap from his fourth place starting position and continued to lead as the aircraft neared the No. 1 Course Pylon on the first official lap. For some reason, Marion Washburn did not begin his turn around this pylon until the last possible moment. He was flying quite low and his
left wing struck the top of the pylon tearing a section of the wing off which flipped the aircraft inverted and it dove into the ground at something in excess of 200 mph. Why this happened, or how it happened we shall probably never know. Suffice it to say that air racing lost a fine gentleman and an excellent competitor. Through the coolness and expertise of the remainder of the pilots in the race who were grouped quite closely
behind Washburn, no further incidents occurred and the race continued on to its normal conclusion with Ralph Rina of Hawthorne, California in his No. 73, "Miss Everything", winning at 205.323. A victory which we are sure Ralph could have done without under the circumstances. Friday's IA Heat for T-6's was taken by top qualifier, Pat Palmer, Seattle, Washington in his No. 99, "Gotcha",
battle and finished second in this almost all-Mustang race. Joe Henderson finished in third with Dave Norland in fourth, Vernon Thorpe in fifth, and Bob Guilford in his Corsair in sixth. Since there were to be no Medallion Races in the Sport Biplane and Formula I Classes this year at Reno, Saturday's schedule listed the T-6 Medallion Race and the Silver Races, or Consolation Races, in all four classes. The only rookie racing in the T-6 Class repeated Jimmy Leeward's performance of the previous day and came up a winner in the T-6 Medallion Race. John Gerber of Grants Pass, Oregon took the race in his No, 76, "Don't Tread On Me", at 206.107. His closest competition came from Fred Sebby of Torrance, California in his No. 15, "Blue Canoe", and he was followed by Gary Meermans, Ralph Twombly, Cal Conroy, and Jim Stirwalt. The T-6 Silver Race featured an excellent battle between Chan Stokes of Roseburg, Oregon in his No. 8, "Do It", who was the winner at 206.435 and Jim Mott of Long Beach, California in his No. 42, "Mis-Chief, who was second at 206.304. Another battle, which was just as good, developed behind them for third place between Ben Hall in his No. 98, and Colene Giglio in her No. 7. Hall took third at 200.557
at 212.042.
The only other rookie entered in the Unlimited Class turned out to be a winner in his first outing. Jimmy Leeward of Ocala, Florida took the Unlimited Medallion Race in his No. 9 Mustang, "Miss Florida", with an average speed of 362.466. Jim Modes of Burbank, California in his No. 7, "Candy Man", gave Jimmy something of a
Six time Reno Champion, Darryl Greenamyer, providing some air racing humor and color with a brace of oxen who towed his aircraft out for qualifications. Greenamyer established a new qualifying record of 425.556 mph.
with Giglio in fourth at 200.371. They were followed by Dick Sykes and Barrie Simonson. Don Metzner of Northridge, California was a surprise victor in the Sport Biplane Race in his No. 35 Starduster at 148.931. Don Ferri was second with Al Kramer third, Earl Allen fourth, Win Kinner fifth, Bob Hugo sixth and Stan Brown seventh. A rather rare weather condition for Reno occurred during the day on Saturday with light rain showers and some rather gusty winds. Because of this the Silver Race for Formula I's scheduled for later in the day was postponed and inserted into Sunday's schedule. However, the Unlimited Silver Race was run on Saturday as scheduled with dry weather on the east end of the course and intermittent rain showers on the west end of the course. In what turned out to be an excellent Silver Race competition, Jack Sliker of Wadley, Georgia in his No. 4 Bearcat, "Escape II", emerged as the victor with a speed of 387.196 mph after an early duel with at least two other aircraft. Former Korean Jet Ace, Bob Love of San Jose, California in his No. 97 Mustang, "Oogahonk Special", passed John Wright of Reno, Nevada in his No. 20 Mustang right near the end of the race to take second with Wright in third. John Putman finished in fourth and was followed by Lloyd Hamilton, Howie Keefe and Lefty Gardner. The 27,500 spectators on hand for Sunday's program saw some absolutely outstanding competition. Things started off rather mildly with Pat Palmer dominating the T-6 Championship Race, as he had dominated just about everything in the class at Reno. He won with an average speed of 207.194 which was almost five mph faster than his nearest competition. The real race came immediately behind him with an excellent duel for second between Dennis Buehn of Long Beach, California in "Midnight Miss" who took the position at 202.342 and Marshall Wells of Grants Pass, Oregon in his No. 9, "Cum'n Thru", who took third at 202.247. Ralph Rina finished in fourth with Mac McClain in fifth and Bill Turnbull in sixth. The re-scheduled Formula I Silver Race was a "horse of a different color", however, with excellent competition throughout. Bill Sullivan of Henderson, Kentucky, a veteran performer in this class achieved his first major victory in his sleek orange and white No. 51, "Anaconda". He came from behind to win at 215.892 mph with Don Becky in second, Tom Summers, who had moved up from the back end of the pack, in third, and Pat Hines in fourth. Bill Skliar was fifth, Bob Downey sixth, Glenn Tuttle seventh, and Ken Haas eighth. Don Beck was racing once again in the Sport Biplane Championship Race. This time in his No. 89, "Sorceress". He jumped to an early lead after passing Dave Forbes and outlasted Sid White to win his second Championship in the class this year at 198.987 mph. Sid White, in the No. 1, "Sundancer", had worked his way past several aircraft after the start and began to play catch-up with Beck, however, he was not quite able to manage it and finished in second at 196.408. Dave Forbes was his almost usual third, with Don Fairbanks fourth, Earl Hoffman fifth, Tom Wrolstad sixth, Clem Fischer seventh, and Bob Clark eighth. There really are not enough words in this entire coverage to begin to describe the action and passing that took place in the Formula I Championship Race. It was absolutely beautiful! Virtually no one in this eight plane race was in the same position at the end of the race that they were in at the start. By the mid point of the race, Vince DeLuca had worked his way into the lead with Cote coming up from behind. While all the rest continued to battle for the other positions, DeLuca and Cote fought for the lead with Vince doing an absolutely superb job of staying in front of Ray. However, shortly before the 24 DECEMBER 1975
end, Cote did manage to pass and began to pull away to take the checkered flag for his eighth consecutive Reno Formula I victory at 227.464 mph. Vince DeLuca of Rancho Palos Verdes, California in his No. 71, "Lil* Quickie", was second at 226.843. Bill Falck of Elleton, Florida in his No. 92, "Rivets", had gotten away at the start in the eighth position and moved up steadily during the race to finish in a clean third. Bob Moeller in No. 81, "Boo Ray", was fourth, with Fred Wofford in No. 9, "Proud Bird", in fifth. Nick Jones, in sixth, in his No. 7, "Mother Holiday", finished in almost a dead heat with Wofford, and Judy Wagner in her No. 44, "Wagner's Solution", was seventh, with Marion Baker in eighth. Every airplane in the race finished well in excess of 200 mph with low-man Baker's speed being 214.712. This race exemplified the best in aerial motorsports competition and the crowd loved it. For crowd response, action, speed and beautiful flying, the Unlimited Championship Race on Sunday was as equally well received. At the same time, it was an exercise in frustration for some of the participants. It all began before the race itself even started. Darryl Greenamyer, who had set a new qualifying record and who as a former six time champion in this class was naturally one of the favorites, experienced prop governor problems and was not even able to take off for the start. Jack Sliker, as the first alternate for the race, was launched in Greenamyer's place and became the seventh starter. Everyone else moved up one notch in the starting positions which put Lyle Shelton on the pole. From this position, he moved into the No. 1 spot and never relinquished it for the duration of the race. Shelton flew probably his smoothest race to date to cross the finish line with a new record race speed in the class of 429.96 mph and, by so doing, copped his second Reno Unlimited Championship victory. Mac McClain, in the Red Baron RB-51, proved once and for all that he and this aircraft are a factor to be reckoned with in Unlimited competition. Starting from the fifth spot, he quickly moved past Gary Levitz to take fourth, then passed Cliff Cummins to move into third. Shelton and Ken Burnstine, in No. 34, "Miss Foxy Lady", were some distance ahead in first and second but McClain eventually caught Burnstine and passed him to move into second. By this time Shelton had built up about an eight second lead over McClain in second and Mac started to play catch-up. He was not able to catch Shelton, but was closing on him at the finish, and had cut the separation in half or to about 4 seconds. McClain, in the RB-51, finished in second at a speed of 427.313 mph. From here on, things got a little bit confusing. Gary Levitz had actually crossed the finish line in the official third position, but was disqualified for crossing the race deadline. This moved Jack Sliker, who was one of the other two aircraft still running at the end of the race, into the third finishing spot since he had passed Clay Klabo shortly before the end of the race. Ken Burnstine was officially credited with finishing in the fourth position since he had completed six official laps prior to pulling out of the race. After being passed by McClain, Burnstine had stayed with the RB-51 for a lap or more, but eventually had blown his induction system right in front of the crowd on the main straightaway and pulled up and out just after completing his sixth lap. Clay Klabo in his No. 85, "Iron Mistress", was awarded the fifth finishing position which was the actual position in which he crossed the finish line. He was not moved up one slot because of Levitz's disqualification due to the fact that he had cut several pylons and was thus officially credited with only four legal laps completed putting him behind Burnstine in the finishing order. Cliff Cummins, in No. 69, "Miss Candace", had also experienced some of the
same kind of frustration that several others had in this race when he torched another piston shortly after having been passed by McClain and was thus credited with completing only one official lap and was placed sixth in the finishing order. The two May-Day situations in this race were handled expertly by Cliff Cummins and Ken Burnstine with some assistance from "Guardian Angel" and pace pilot, Bob Hoover, and both brought their wounded birds in successfully with no further incidents. Reno, 1975 had, indeed, been one of the best, if not the best air racing event in many, many years in spite of the two tragic accidents which left many with the mixed emotions of helplessness, anger and frustration that are often felt at times like these, not to speak of the loss itself. These feelings were further amplified two days after the races were over when reports were received of the death of air racing veteran, Jack Sliker, in his Bearcat during his return trip to Georgia. Jack had crashed off the end of the runway at Flagstaff, Arizona. John M. Sliker, or Jack, as he was better known to aviation and business people all over the country, was probably one of the most highly thought of and respected pilots in the air racing fraternity. A highly successful executive charter and ag pilot and the owner and operator of Jack's Flying Service and Southeastern Aircraft, Inc. in Louisville, Georgia, Jack had come on the air racing scene as a participant initially during the 1969 season. He had been most successful in competition, both CrossCountry and Closed Course Pylon in first his No. 17 Mustang, "Escape I", and later in his No. 4 Bearcat, "Escape II". Among other things, Jack had been the Unlimited Class Drag Race champion for 1974 and 1975 and had won the Unlimited Silver Race competition at both the California National Air Races in June and at Reno. He also finished third in the Unlimited Championship Race at Reno 1975. An Air Force veteran and instructor pilot with well over 20,000 hours in the air, Jack had also been most active in several agricultural flying organizations and in EAA/Warbirds. Known primarily as a straight-forward and professional type guy, Jack
(Bob Burns Photo)
Ray Cote of EI Cajon, California who won his eighth consecutive Formula I Championship at Reno this year in his famous No. 16, "Shoestring".
apparently had a more aesthetic side to his nature since, over the years, he had written several very sensitive and imaginative poems which expressed his feelings and those of many others toward aviation in general and flying in particular. One of these poems which was found among Jack's effects is printed elsewhere in this issue and bears the title of his racing Bearcat, "Escape II". Lyle Shelton of Granada Hills, California signs autographs for the crowd after winning his second Reno Unlimited Championship Race with a new record speed of 429.916 mph.
SPORT AVIATION 25
By Mike Heuer
HEADQUARTERS COMMENT In formulating positions on various aviation problems, one of the strongest factors that EAA Headquarters takes into consideration is what you — the member — think about the issue. The opinions that you express to us, whether by phone, by letter, or by personal contact, are extremely important in how we will act and what suggestions or alternatives we will propose. Some of the most common questions asked are, "How will this affect our members?", "What will the members think?", "Will this be beneficial or detrimental to our members?" It is undoubtedly true that most members have considerable faith in what Headquarters is doing and trust us to effectively and wisely act on your behalf. Nevertheless, member input helps us all better understand your problems, your concerns, and your needs. Contacts from members are our link to the "grass roots". This contact has good and bad aspects, however, which should be examined and noted. For example, if we get a considerable number of letters slanted one way or the other on a particular issue, it can lead us to believe that this is the opinion of the majority of our members. This can happen very easily and one can even see examples of it on the news when a Congressman will stand up before the press and quote figures on how many letters and telegrams he got from his constituency on any given subject. Letters from our constituents carry equal weight. Anyone who believes that EAA Headquarters is not responsive to the desires of its members has never bothered to study the effects of member opinion on Headquarters action. However, a well-balanced cross-section of opin-
ion from the membership is what Headquarters needs so that our response is not due to the whims of a vocal minority. This is why it is important for you to let us know if you have a complaint or would like to express an opinion — either on your own behalf or through your elected officials in your local Chapter. When a member of the Headquarters staff travels to Washington, D.C. it is especially important for him to be armed with the knowledge that the EAA membership is behind him and to have solid evidence that this is so. It is better to pull a thick file folder out of your briefcase, full of members' comments, than to pull an opinion out of your hat. Not only do your comments let us know what your concerns are, but it is also very impressive to those
in government who see EAA's actions are solidly based on its member's feelings. Therefore, I would like to take a small survey of what your opinions are on a variety of issues which we deal with frequently and see what your opinions are. Some have been the subject of considerable discussion, others have not. Think about some of the questions a little bit, draw from your own personal aviation experience, and tell us what you have learned and what you think. A letter would be much appreciated and would help us considerably in our work here. Here are the issues: USER TAXES
Under the Airport and Airway Development Act of 1970, the present user taxes were established. For general aviation, these include the 7c per gallon tax on fuel, the annual $25 plus 2c per pound (over 2,500 pounds) 26 DECEMBER 1975
of piston powered aircraft, and a tire and tube tax. These funds are diverted into the ADAP Trust Fund which is used for airport and airways development. The questions: (1) Do you feel that this user tax schedule is equitable? (2) As a sport flyer, do you feel that you benefit
from the taxes that you pay? (3) Is the support of the aviation system the responsibility of the user or is it a public responsibility? (4) Should a different method of taxation be derived? BIENNIAL FLIGHT REVIEW
Since November 1, 1974 every general aviation pilot has been required to take a review with a flight instructor every 24 months. The questions: (1) Do you feel that you have been "ripped off" by anyone when you took the review? (2) Have you noted any abuses of the program? (3) Do you think that it is necessary for pilots to take a review? (4) Do you favor a minimum level of activity or flying hours which if accumulated would exempt a pilot from having to take the review? (5) Do you feel that the Biennial Flight Review is a disguised "check
ride"? ANNUAL INSPECTIONS
Under Federal Aviation Regulations, an "annual" inspection is required on all aircraft operated under Part 91. This must be accomplished no later than the end of the twelfth month after the previous inspection. The questions: (1) Would you favor increasing the time interval on this inspection to say 18 or 24 months? (2) Would this compromise safety in any way? (3) Is a 12 month
interval really necessary? AIRPORT SECURITY
On airports served by air carriers, FAA has required certain security standards. These security measures have made access to certain portions of airfields difficult for
general aviation pilots. The questions: (1) What has your experience been with airport security as a pilot? (2) Have you found it difficult to use the services of FAA or Flight Service Stations? (3) Has your aircraft been difficult to get to upon return to the airport? (4) Do you feel that security standards are consistent and uniform? (5)
Are most of these measures necessary? TERMINAL RADAR SERVICE AREAS At nearly 50 locations throughout the United States, Stage III radar sequencing is used for VFR aircraft in integrating IFR and VFR operations. While not mandatory, approach controllers relieve tower controllers of separating VFR and IFR traffic. There have been problems in this program's implementation. The questions: t l ) Is Stage III radar service useful to you as a VFR pilot? (2) Does it cause delays in arrival or departure? (3) Do you feel obligated or pressured to use it? (4) Does Stage III radar service enhance safety? These are a few of the questions that we face at Headquarters. There are many more which I will bring to you in the future. Drop us a line with your thoughts. It will be a big help.
10th Annual Mid-Eastern Regional Fhj-In J. T'S SUPPOSED TO stop raining. The weatherman said so. The weather map shows a lot of clear air coming in from the west. But the steadily increasing gathering of early arrivals just keeps getting wetter. The corn roast scheduled for Friday evening has been pushed indoors by a series of hard rains. People should be relaxing around a campfire; instead, they're crowded into a little building where the local Civitan Club is preparing to feed the hundreds of pilots, EAA members and general public who are supposed to crowd the Marion (Ohio) Municipal Airport for the latest edition of "MERFI" (Mid Eastern Regional Fly In). Last year, the trouble was fog. And before that, it was more rain. You really can't blame people for being pessimistic. On the walk back to the 30 or 40 trailers and campers already in place, the talk is mostly of mud and pools of water . . . and of tomorrow. Will the bad luck continue, or will the skies finally clear? Not the most pleasant thoughts as one tries to get to sleep. Next morning, Saturday, September 6, doesn't look especially great, at least not at first glance. The low clouds are sure to keep away all but the most dedicated of enthusiasts. But the clouds aren't all that thick, and they seem to be moving fairly fast in the proper direction. By all rights, they should begin to break up as the morning sun heats things up. But the weatherman doesn't issue guarantees with his forecasts. You just have to sit there and wait and hope.
By Don Berliner (EAA 5654) 1202 S. Washington St., Apt. 227 Alexandria, Virginia 22314
Along about 10, some little patches of blue start to show, and the sun gets its first chance to make shadows. Pretty soon, there are some small, fast-moving shadows, as the first arrivals make themselves known. And before you get much of a chance to comment on the cheerful prospects for (gasp!) clear skies, there are suddenly a lot of airplanes in the pattern and the temp starts to pick up. Before long, it becomes obvious that the preparatory work had better be finished, because the first row of display aircraft is filled and the second is fast taking shape. And people are starting to mill around the airplanes. Better give 'em jobs, because there's a lot of work to be done, and time is rapidly slipping away. The campsite is almost full, and there must be six or seven planes on final approach, and what's that Cessna 172 doing parked in the middle of a row of homebuilts? No time to worry about how the weather is going to be for the rest of the weekend. Too many planes and people and cars and questions to be handled right now! All of a sudden, it feels like a fly-in! The spirit and the atmosphere are a lot like the old days at Rockford. The wellequipped airport in flat-as-a-pancake Central Ohio is full of happy people and pretty airplanes. Not so many of each that you can't spend a little time with most of them. But enough to give you the feeling that "MERFI" is getting into the big-time. By the time the friendly sun begins to set behind enough streaky clouds to give you a beautiful sunset at the end of the first day, there must be close to 100 display aircraft on the register, and nearly as many factory planes. The annual meeting of the "MERFI" organization in the blue hangar draws an over-flow crowd. The people then split up into small groups to sit in their campers or around campfires to talk about what draws them together: special, personal kinds of flying machines. The warm, happy talk goes on and on and on ...
*
t. I t •
ff^wp
Most qj lh« airplanes at Marion, OKtd,»-£SpIembeT7, the 10th annual Mid-East Regional .fly-in. "•SPORT AVIATION 27
Next morning, it looks like there may not be a cloud in all the Western Hemisphere. The sky is as blue as it ever gets in this part of the land. The long rows of airplanes are covered with a thick coat of dew which has protected them well from whatever mysterious spirits prowl the airport in the dead of night. In the early morning haze, they look eerie. The haze quickly burns off and the dew evaporates. With the final judging time getting close, owners and old friends and sudden new friends swarm around new and old airplanes with rags and cans of wax and eager muscles. This is going to be a fine day, and the airplanes will have to look their best. Not just for the judges, but for hundreds of pairs of knowing eyes which will glance at a l l , study many, and dissect a few choice items. By the time breakfast, on-the-field church services, and airplane polishing have been completed, there must be close to a dozen airplanes in the pattern. And it keeps up until noon. By then, the swarming has been pretty well completed. The rows and rows of airplanes stretch almost as far as they used to at Rockford. "MERFI" No. 10 is a successful fly-in. Then it's time to get down to the serious business of who has done the best job of building and rebuilding. Sure, everyone deserves some sort of award, but there has to be a best and a second-best, for that's the way things are done in the world of sports. And "sporting aviation" is certainly part of the world of sports.
(Photo by Don Berliner)
Grand Champion Warbird: the AT-6F of Joe Dulvick, Pontiac, Michigan.
(Photo by Don Berliner)
(Photo by Don Berliner)
Grand Champion Antique: the Rearwin Sportster of W. Nyiri, Strongsville, Ohio.
Grand Champion Classic: the Aeronca Champ of Melvin Hill, Danville, Illinois.
The two guys in charge of determining who gets
they make the difficult decisions: Grand Champion Custom-Built — Joe SanGeorge,
Grand Champion Classic — Melvin Hill, Danville, 111.; Aeronca Champ N83633. Runner-up — Joe Kikel, Geneva, Ohio; Cessna 195 N9344A. Grand Champion Warbird — Joe Dulvick, Pontiac, Mich.; AT-6F N6FD. Grand Champion Rotorcraft — Homer Bell, Dayton,
Dunkirk, N.Y.; Steen Skybolt N77SG. R u n n e r - u p — Nathan Davis, Kokomo, Ind.; Pitts
Ohio; Scorpion 2 N17HB. Best Static Display — Clyde Aircraft, Clyde, Ohio;
Special S-IS N6RD.
P.D.Q. Original Design Award — Adam Stolzenberger, Day-
which trophy for having done what the best, are Awards Chairman Ray Loughridge, of Chapter 118, and Chief Judge Dan Ashley, of Chapter 304. They have a lot of help (not all of it official or appreciated), and together
Grand Champion Antique — W. Nyiri, Strongsville,
Ohio; Rearwin Sportster NC-15801.
ton, Ohio.
Runner-up — Ronald Nash, South Bend. Ind.; Fairchild KR-21 NC-235V.
Unique Custom Replica — Dave Cronk, Schoolcraft, Mich.; Bi-Baby N507.
28 DECEMBER 1975
Special Judges Award — Charles Otcasdek, Euclid, Ohio; Volmer VJ-22 N889M. The main items of statistics were certainly impressive for a regional fly-in: 58 Custom-built aircraft registered, 107 Classics, 15 Antiques, 7 Warbirds. Among the many hundreds of pilots and EAAers who registered, there were representatives of 48 different chapters, and people from 10 states, Canada and Australia. Credit for this multi-faceted event must obviously go to a lot of people, and not all of them had titles or were known by name to more than a few. Along with General Chairman Bob Herman, were MERFI Secretary Marilyn Fisher, of Chapter 118 and Treasurer Jim Butler and his wife, From Chapter 50. Committee Chairmen included Displays, Dale Wolford, Chapter 148; Camping, Doug Kenyon, Chapter 118; Runway Flagmen, Tony Goebel and his crew from Chapter 127; Registration, headed by Flo Decker of Chapter 9; Aircraft Registration, headed by Dave Newbury, of Chapter 149; Flight Line Safety, headed by Ed Fisher, of Chapter 118; and the Air Show, by Ken Pepper. The "Follow Me" vehicles were driven by Jim Lewis (dressed as Snoopy) and Myrna Lewis (dressed as the Red Baron). The first weekend of September, 1976, will see these and a lot of others converge once again on Marion, Ohio, this time for the 11th annual Mid-East Regional Flyin. And this time they will bring with them memories not only of friendly people and interesting airplanes, but of the near-perfect weather which blessed the 1975 MERFI fly-in, and which henceforth must be expected. Rain is a thing of the past . . . the future is all blue skies.
(Photo by Don Berliner)
Lots of airplanes. Taken from E. C. Fisher's Citabria at the high point of the MERFI Fly-in, Sunday afternoon.
(Fred Weber Photo)
Charles Otcasek of Euclid, Ohio and his Volmer Sportsman — licensed on the opening day of the fly-in. Charles received a special Judge s award for N889M.
(Photo by Don Berliner)
Grand Champion Custom-Built: the Steen Skybolt of Joe SanGeorge, Dunkirk, New York.
THORP T-18, FUEL INJECTION SYSTEM By
Robert M. Bernies 2 Creekridge Court San Mateo, CA 94402 (Photos by Oats Tokle)
M,
.GST THORP BUILDERS are currently using a carbureted engine as opposed to a fuel injected engine because of the seemingly inherent problems requiring modifications to: the Dyna-Focal engine mount; the exhaust system cross-over pipes so that they would fit around the fuel injected engine's oil pan; the engine cowling due to the internal modifications; and the obvious problem of limited space for induction air when mounting the injection servo out the back side of the oil pan. However, Oats Tokle (EAA 33139), a United Airlines DC-10 Captain, has overcome these and all other associated problems. Oats has done this with a very neatly engineered fuel injection installation, designed and built by himself for his recently completed 180 hp Lycoming 0-360 powered Thorp T-18 (NllOAT). Oats thanks Joe Pass of Redwood Aviation Maintenance located at Sonoma County Airport, Santa Rosa, California for his encouragement to convert to a fuel injection system. How did Oats get the rabbit into the hat? It's quite simple if you know how the trick works. Due to the 30 DECEMBER 1975
precisely hand-crafted, tight fitting baffling and pressure cowling system, an unlimited supply of air is available to the induction system through a three-inch diameter hose which is connected directly to a firewall mounted, specially designed nine-inch diameter air filter container that holds an eight-inch Fram air filter. From the bottom of the filter is another section of three-inch hose that connects to an Oats' designed and built "air induction box". This "air induction box" is made of .025 a l u m i n u m with a bottom door, spring loaded closed, and designed such that should the normal system become clogged or collapsed the door will open automatically to allow alternate air to be directed to the fuel injection servo. This "air induction box" is attached directly to the Bendix fuel injection servo. (Pay attention now!) The fuel injection servo is attached to an aluminum extension block which itself is attached ( N o w here comes the secret!) to an 90° elbow, looking aft, attached to the bottom center of an oil pan belonging to a carbureted engine. NOT to the aft end of an oil pan belonging to a fuel injected engine.
By using the 90" elbow at the bottom attachment point — instead of the aft end connection — Oats has
completely circumvented the real or imagined need to modify any of the: designed engine mount bracing; exhaust system cross-overs; engine cowling; plus having more than adequate space for the induction air to be delivered directly to the fuel injection servo. To date the engine has been operated for over 60 hours w i t h o u t a s i n g l e skipped beat. For those interested in further information please contact Oats Tokle
at: 480 Pheasant Lane, Santa Rosa, California 95401.
SPORT AVIATION 31
FIRST PLANS-BUILT WICHAWK
Information and Photographs Supplied By Dave Blank}" and Jim Crawford
J- HE FIRST P L A N S - b u i l t version of Dave Blanton's Wichawk was flown August 2, 1975 by builder Jim Crawford ( E A A 53691) of College Park, Georgia. A retired Eastern Captain, Jim Crawford is not new to homebuiId-
Petty. Both younger Crawfords, incidentally, have followed in their father's illustrious footsteps — both are Eastern co-pilots. After building the Fly Baby, Jim decided he would l i k e to tackle a more a m b i t i o u s project — a two place biplane. He wanted a larger machine, one that was particularly rugged so that it could be taken almost anywhere. The fact that the Wichawk is a 12G airplane designed to accommodate engines up to 300 horsepower was a major factor in his selection of it as his next project. Actual building started in January of 1974 and by the first of June, the fuselage was complete and on the gear. The engine was installed, but not cowled and p l u m b e d . At this point work was suspended for the summer months to allow time for
readily available and are currently selling for under a thousand dollars . . . and now that the Navy is replacings its Beech T-34s with the new turboprop version, a big chunk of 0-470s and parts are expected to appear on the surplus market, making the choice of t h i s engine for the Wichawk even more attractive. Jim gives very high marks to Dave Blanton's plans, expressing amazement at not finding any incorrect m e a s u r e m e n t s along the way. He also has found the estimates of performance with the 0-470 engine to be pretty much on the money . . . top speed at low altitude (Courtesy Jim Crawford)
Jim Crawford's Wichawk, the first plans-built version to be completed and flown. Several fairings were not installed when this photo was taken.
N29JO (Courtesy Jim Crawford)
Jim Crawford (EAA 53691) of 3390 Harris Dr., College Park, Georgia 30022.
ing — in fact, his long and highly successful a v i a t i o n career was launched on April 9, 1931 in a Model A powered Storms Fliver he had built . . . and taught himself to fly. More recently he built a Bowers Fly Baby. In between came a stint as a second lieutenant in the Air Corps Reserve, which provided the opportunity to fly the now-legendary Boeing P-12,
and work as a crop duster from 1935 to 1939. By the end of 1940 Jim was with Eastern and following a short period as a co-pilot was promoted to captain in December of that year. He retired in November in 1969, never having put a scratch on a piece of air line equipment. In retirement Jim has not exactly opted for the ol' rocking chair. He and his sons Jimmy and Pete have gone auto racing in NASCAR's big time Grand National stock car circuit, battling such stars as Bobby Allison, David Pearson and Richard 32 DECEMBER 1975
things like farming, going racing, etc., but Jim was back at work on the Wichawk September 1. By July I of 1975 the aircraft was completed — after a total of 15 working months. He estimates 2400 hours of actual construction time. The Crawford Wichawk is powered by a six cylinder Continental 0-470II rated at 225 hp. The propeller is 84 inches in diameter with a 56" pitch. Designer Blanton feels the ultimate engine for the Wichawk is the E-225 Continental used in all Bonanzas from 1947 to the H Model. This is a dry sump engine equipped with a pressure carburetor, making it the only engine available in its power range that is fully aerobatic without modification. It produces its rated horsepower at relatively low rpms which allows the use of a large, efficient propeller and can be operated on either 80 or 100 octane fuel. Further, they are
is 140 mph and cruise is 125 to 130. Rate of climb is about 2500 feet per minute. Jim's opinion of the aircraft is perhaps best expressed by this statement, "My impression of my Wichawk to date is that it flies more like a Boeing P-12 than anything else I have flown. If I had a single cockpit, I believe I would think I was back in a P-12 thirty years ago." 114 sets of Wichawk plans have been sold and a recent survey reveals that 82 (or 72%) are actually b u i l d i n g . Dave Blanton believes this is the highest per centage of builders-to-plans-purchasers of any homebuilt now offered to the public. The Wichawk's structure has been stress analyzed and a static test of the Continental E-225 and 0-470 engine mounts was conducted on February 2, 1974. With a surplus Continental 0-470 a Wichawk can be built for around $3500, according to the designer.
MARANA FLY-IN By Jack Cox
(Photos by the Author)
^CCORDING TO THE major TV networks and big city press, all one has to do to find a CIA agent these days is turn over the nearest rock — or look behind the nearest door. A recent network expose revealed some strange doings in out-of-the-way places around the good ol' U S of A — like the Marana Air Park, just north of Tucson. It was alleged that the old World War II training base had been turned into a sleepy-appearing civil operation that, in reality, was (gasp!) a front for the super snoops. Granted, there are some unusual things to be seen and experienced at Marana . . . non-uniformed guards at the main gate who stop all vehicles and ask the drivers to state their business, old barrack buildings that have A highly modified Teenie II built by John C. Logan of Tucson. It has over 750 hours of flying time — one of the highest time VW powered homebuilts of which we are aware. The protrusion on top of the canopy is a stop which allows the canopy to rest level on the right wing when it is swung open. Logan is nearing completion of a two place aircraft similar in construction
to the Teenie II.
"Best Military Category' . . . an Ercoupe?? Easy there, big fellow, what you are looking at here are two U. S. Army Air Corps Y0-55s, as per USAAF Contract 7100 dated February 26, 1941. In the foreground is N51BW owned by E. H. Warner of Goodyear, Arizona and beyond it is N113RW owned by J. R. "Red" Ward, also of Goodyear. N113RW won the "Best Military' award. The decal on the nose of each proclaims the Coupes members of the "Screaming Chickadees".
been converted into dormitories and motel-type accommodations, a restaurant/cafeteria equipped and staffed to handle hundreds at a time and a ramp full of decommissioned air liners ranging from Convairs to brand new Lockheed 1011s. Regardless of what covert activities may or may not have taken place at Marana in the past, the fact remains that the place has been — and continues to be — good for sport aviation. Model airplane and sport parachuting contests have been held there for years and more recently Marana has become the home of the annual Arizona Council EAA Fly-in. An enormous concrete ramp, large enough to handle an entire good sized fly-in, including non show-type aircraft; a snack bar with a big roofed over observation/dining area right at the edge of the ramp; the dorm/motel and restaurant facilities; a large pool; plus perpetual sunshine and unlimited visibility constitute a tidy all-in-one-airport package EAAers east of the Rockies only dare to dream about. The Arizona Council consists of the state's five chapters: Chapter 28 of Phoenix headed by president Don Santee; Chapter 81 of Tucson, Louis Kelly, president; Chapter 128 of Phoenix, Bill Renfroe, president; Chapter 228 of Mesa/Tempe/Scottsdale, Dick Farrington, president and Chapter 538 of Northwest Phoenix, David Smedley, SPORT AVIATION 33
YO-55; Homebuilts — KR-2, Midget Mustangs, BD-4, Starduster Too, RV-3, Cougar, Baby Ace, Messersnipe, Tailwind, Pitts, Jeannies Teenie, Cavalier, T-18s and Skybolt. Even a couple of Rogallo hang gliders were on display. A big attention getter was a bicycle propelled by a pusher propeller turned by the pedals — to stop it was necessary to go into "reverse pitch" by pedalling backwards. A surprise was seeing Bob Von Willer's beautiful Fleet 7 arrive from San Diego with EAA Antique/Classic president Buck Hilbert at the stick. Capt'n Bucky is master of one of United Air Lines' Kerosene Komets so has a pass to go almost anywhere the big birds do. If you have a fly-in, he's liable to show up. For those who could tear themselves away from the flight line, a fine line-up of workshops and forums was being presented in still another marvelously convenient building — right at the edge of the ramp. Dope and fabric work, sheet metal, wood working and composite structures were demonstrated and forums were held on Formula V racing, building the VariViggen, Warnke propellers and fire resistant materials. The Phoenix area "Best High Wing" award went to Jim Murphy of Huntington Beach. California for his BD-4, N486JM.
president. With one chapter in Tucson and the remaining four 118 miles to the north in Phoenix — and Marana between the two just off Interstate 10 — our Arizona members obviously have a marvelously compact area in which to work and a ready source of manpower to get things done. Add the fact that Los Angeles and San Diego lie perhaps one fuel/coffee break stop away to the west and roughly the same for the gang in Las Vegas (Chapter 1631 and it all adds up to the fact that the principal ingredients are in place for a great weekend . . . and that's just what happened this year.
A few early birds zipped in on Friday but most of the aircraft began arriving on Saturday morning. The show planes were a balanced mix of Antiques — Fairchild 24s, Culver, Fleet, Staggerwing; Classics — Cessna 170, 120/140.S, 195s, Bellanca, Luscombes, Champs, Cubs, Pacer, Bonanza, Ercoupes, Super Cruiser, T-Craft, Mooney Mites, Swifts; Warbirds — PT-22, T-6, BT-13s,
•--X.
"Best Biplane' at Marana was this Pitts Special flown by Roy Jensen of Las Vegas.
is doubly fortunate in that Bob and Skip Burbick chose it as a spot in which to retire. Bob is the father of the FAA's homebuilt regulations and is now very active in the Designee Program. He conducted a forum for the Designees present at Marana '75 and did his usual bangup job. Bob is building a PL-4 at his home in Sun City and has made a beautiful set of form blocks and tooling
which he invites his fellow chapter members to use. How would you chapter program directors like to have one of the most knowledgeable men in the world on aviation,
"Best Antique" was this Fleet 7 flown in from San Diego by owner Bob Von Wilier and EAA AntiqueClassic President Buck Hilbert.
34 DECEMBER 1975
the FAA and the homebuilt movement in your midst?? Every EAA fly-in, large and small, I have attended this year has incorporated forums and workshops into its program. This is most significant for the entire EAA movement as it represents a major step forward toward one of our stated goals — to provide a "how to", "hands on" learning experience at the local level for those who want to build and/or maintain their own airplanes. No more compelling force could be utilized to induce new-
comers to join both EAA and the local chapter than these workshops and forums. The talent we have in the ranks of this organization to conduct such programs is awesome . . . it is most encouraging to see some of it being put to such good use. The awards banquet held Saturday evening featured an excellent dinner followed by the presentation of trophies and plaques. The major awards are plaques crafted by local EAA members, handsome wood bases in the
shape of the state of Arizona mounting the EAA logo hammered out of copper . . . Arizona is the "Copper State". Garland "Mac" McClure of Chapter 228 served as master of ceremonies, whipping through the presentations with a humorous, rapid-fire delivery that kept everyone in a receptive, affable mood. Winners were: Best Workshop — Lyle Alexander, Glendale, Arizona for his Dope and Fabric Demonstration
Honorable Mention — Jim Hamstra and Garland McClure of Tempe, Arizona for their Woodworking Demonstration Best Static Display — Lou Heindel of Tucson for his Jungmeister
"The Longest Distance" award at Marana went to Larry Burton for flying his super slick Cavalier 900 miles from Klamath Falls, Oregon to Arizona. This head-on shot shows off Larry's 3-blade Warnke propeller.
Best Classic — Piper J-3 Cub owned by Don Johnson of Fullerton, California Honorable Mention (Classic) — Stinson 108-2 owned by Jim Mankins of Corona, California
Experimental - Best Low Powered — RF-4 owned by William Madden of White Sands, New Mexico Experimental - Best High Wing — BD-4 owned by Jim Murphy of Huntington Beach, California
Experimental - Best Low Wing — Midget Mustang owned by Paul White of Vista, California Experimental - Best Biplane — Pitts Special flown by Roy Jensen of Las Vegas, Nevada
Experimental - Best Biplane, Honorable Mention — Steen Skybolt owned by Laurence Wohlers of Tucson, Arizona
Grand Champion (All Categories) — Midget Mustang owned by Paul White of Vista, California This beautifully restored 1936 Fairchild 24G (Ser. No. 2942) belongs to Jack P. Hummel of Corona, California.
Honorable Mention — H. G. "Mac" McKenzie of Mesa, Arizona for his Olds V-8 powered biplane, the Starfire Best Forum — Jim Cavis of Scottsdale, Arizona for his forum, Building the VariViggen
Apreciation Awards — Jack Wall, manager of the Marana Air Park and the local CAP unit EAA Spirit Award — Raoul Messier of Mesa, Arizona
Longest Distance Award — Larry Burton, who flew his Cavalier 900 miles from Klamath Falls, Oregon Special Award — Paul H. Poberezny, President of
EAA Best Antique — Fleet 7 owned by Bob Von Wilier of San Diego, California Best Military — YO-55 (Ercoupe) owned by "Red" Ward of Avondale, Arizona "Best Classic" at Marana was this Piper J-3 owned by Don Johnson of Fullerton, California. SPORT AVIATION 35
This superb restoration of a 1950 Mooney M-18L is the work of Anthony A. Terrigno of Corona, California. Completely disassembled, repaired and reglued over a 20 month period, the Mite required the expenditure of 1500 man hours and $3000 over the initial purchase price to attain the condition you see here.
The camera catches the first puff of exhaust smoke as Harry D. Berton of Palo Alto, California fires up his sharp little Culver Cadet. N101B is a 1941 LCA, Serial Number 305. This Al Mooney design is one of the most economical production designs ever to be marketed anywhere and was many years ahead of its time. It's surprising today the number of people who think it is a modern homebuilt.
David C. Logan of Tucson has developed a version of the Swiss aircraft muffler described recently in SPORT AVIATION for his Baby Ace. An identical installation runs down the left side of the fuselage, resulting in an impressively quiet airplane. No power loss is measurable with the installation. Still experimenting with different materials, Dave hopes to come up with mufflers so cheap and easy to build they can be simply discarded at every annual inspection. Here Dave revs up the hushed Continental while his father, John (right), holds a strut.
Ken Allison's (Tucson) Jeannies Teenie — another high time VW powered homebuilt.
36 DECEMBER 1975
M4982 --'_
Sunday was still another beautiful day but with the long distances to travel the California, Nevada, New Mexico and Oregon folks were long gone by noon. About the last airplane out in the fly-by pattern was Buck Hilbert — busy taking the C.A.P. cadets for rides in the Von Wilier Fleet in appreciation for their work in parking aircraft. Marana '75 was a good fly-in . . . safe, excellent weather, lots of airplanes. I can't t h i n k of a thing else one could have asked for.
I returned from the trip with a number of impressions, a couple of which I would like to share with all of you. First, we noticed that the further west we flew, the more the FBOs seemed to be geared for itinerate traffic . . . rather than simply taking care of locally based aircraft. We got super service at every stop west of the Mississippi. At Deming, Phoenix/Litchfield and Dalhart, Texas we were even able to get our bird in a hangar overnight. I've run across a number of FBOs in the east who should make a similar flight and get a few pointers on friendly, speedy service. Second, even though the 3600 miles we flew (round trip) would have to be considered more or less routine in our spam can, I kept thinking of you guys and gals who
As an aside, Golda and I flew our own airplane to the Marana Fly-in — the first time we have had an opportunity to fly to the Southwest. Taking a few days of personal vacation in the process, we decided to plan a route that would include a number of legs our west coast members traverse flying to and from Oshkosh. We cruised out across the Great Plains to Tucumcari, New Mexico, into the Rio Grande valley just south of Albuquerque and down to Deming. From Deming we flew the traditional route west to Tucson and then north to Phoenix. For a native of the U.S.'s eastern seaboard, the unlimited visibility and stark landscape was as different as going to the moon. The Deming-Tucson leg was particularly
surrealistic.
REPLOGLE REVISITED Myrle Replogle is alive and well in Tucson, Arizona. Lest any of you who remember Myrle and his
legendary Gold Bug from the Rockford years feared frequent predictions of his imminent demise had
proven tragically accurate, be assured this is not the case. As a matter of fact, since selling the 'Bug
to Pappy Spinks of Ft. Worth, Myrle has continued to participate in EAA activities — he is at Oshkosh every year and presently is serving as vice president of Chapter 81 in Tucson. Furthermore, Myrle is still designing and building airplanes. His latest is quite a departure from the single place, high wing Gold Bug. It is a full
cantilever, low wing three placer with very long wings and fuselage. Like the 'Bug, it is of all wood construction and is designed to have an extremely
lightweight airframe. Power will come from a modified Corvair turning a four blade prop through a long extension shaft. Myrle, incidentally, is the local Corvair king, having some 15 of the Naderized machines sitting around his home. The accompanying pictures will give you some
idea of what the aircraft is like and its relative size. Notice the HUGE flaps . . . and that a separate belly flap gives them the effect of being one unit from aileron-to-aileron. Myrle expects to operate (See
fly the same route every summer in homebuilts and vintage airplanes with 12 gallon fuel capacities and 85-90 mph cruise speeds. California or Arizona to Oshkosh is one long haul and includes some high, hot and often very windy landings along the way . . . plus some stretches of pretty scary terrain. I have a new respect for the effort you westerners put forth to get your aircraft on the line at Oshkosh each year for the rest of us to enjoy. Finally, the trip was further reinforcement of my long held opinion that we U. S. citizens have the most varied and beautiful terrain imaginable over which to fly. We must resist to the last breath in our bodies any attempt to take away our freedom to enjoy it from the cockpit of a lightplane.
the plane from the often high and hot airports of the Southwest so has designed for a landing speed of about 35 mph and expects good climb on low power from his high aspect ratio wings. The long,
long fuselage puts the tail surfaces far enough back to provide sufficient moment for good control at the low take-off and landing speeds anticipated. The landing gear is one of those things only
Myrle Replogle would think of: a more or less conventional set of steel tube "Vs" having arms that extend across the fuselage to near the front hinge point of the opposite gear. Here the arm picks up a little vertically mounted rod extending into the cabin, to which are mounted two Corvair valve springs. When a load is placed on the gear, the arms pull downward, compressing the springs . . . and that is the landing gear shock system! The springs and their support brackets couldn't weigh more than a half a pound or so and occupy only a few square inches of cabin space . . . and appear to work as claimed when Myrle gets in and bounces up and down on the fuselage. With his supply of Corvair parts, the mechanism certainly didn't cost much. Myrle says the bird will be at Oshkosh next summer. Somebody better hide the Pazmany Efficiency Contest trophy . . . unless you want it re-
tired permanently in Tucson!
— Jack Cox
Pictures on Next Page)
SPORT AVIATION 37
REPLOGLE REVISITED'. (From Previous Page)
Myrle Replogle and his latest — and, as yet, unnamed — homebuilt design.
Some homebuilts don't have wings as large as those flaps!
The bed-type Corvair engine mount and landing gear snubbed by Corvair valve springs are visible from this angle.
38 DECEMBER 1975
Grand Champion of the 1975 Marana EAA Fly-in was Paul White's Midget Mustang. This aircraft was built several years ago and has been constantly improved since. Notice the western desert scene painted on the TP^ wheel pant. Paul hails from Vista, California.
REPLOPLE REVISITED . . . Continued
Wing construction detail. Yes, that's a hardware store hinge attaching the aileron to the rear spar. The wing has a plethora of individual parts, but is super light and very strong.
SPORT AVIATION 39
Louis F. Langhurst (EAA 25110) Rt, 1, Box 315 Carriere, Mississippi 39426 (Photos Courtesy the Author)
-L HIS IS THE second progress report on the Langhurst 7/10 scale replica of the Junkers JU87-B Stuka. For a comparison of progress see my first report in SPORT AVIATION, August 1974. All internal parts and equipment are now installed in the fuselage, such as: flight controls, trim control, engine controls, fuel management, radio, instruments, battery, wiring, hydraulic brake system, seat belts and shoulder harness. As can be noted from the photos this has turned out to be a rather complex homebuilt and since it is intended
Sure looks like the genuine article, doesn't it?
Front cockpit of the Langhurst Stuka. Notice the turnover structure and shoulder harness. Good show, Louie! 40 DECEMBER 1975
as a true replica, the external configuration is being closely adhered to. This, of course, poses a problem in weight and balance so during construction the weight distribution of all components was carefully considered and the heaviest items such as the battery, etc., were placed at the most advantageous CG position. The CG location is continually logged and whenever a new part is to be added to the aircraft it is first weighed (even if it is just a few ounces) and the arm and moment is logged. In this way we have a running weight and balance on the aircraft and within reasonable limits hope to control the final CG with a minimum of ballast. The three bladed fixed pitch propeller is a Ted Hendrickson custom prop and here again the special shape of the Stuka prop was carried out. Most military type aircraft use a propeller designed for that particular aircraft and this is apparent also in the Stuka. It was feared that a standard three bladed metal prop would change
the appearance of the plane too much to be considered a replica. The next step in construction will be the engine cowling, then the horizontal tail plane. At that point the project will have outgrown the present shop space and in late fall or winter will be moved into a hangar now under construction on our own airstrip. The wing panels will be
fitted to the center section in the larger hangar space. As might be expected many inquiries have been received regarding availability of the plans for this project, but at this time there is no intention of marketing plans since it would take hundreds of man hours to properly detail construction drawings and further, we are only in this for the fun of it and we are not interested in the commercial aspects. This is a one man project all the way from research through design, drafting and construction. The aircraft is being built with the simplest of hand tools. No one
Ted Hendrickson (Ted's Custom Propellers) carved this three blader for Louie — the bird wouldn't have looked right without it.
Compare this photo with the one on page 31 of the August 1974 issue of SPORT AVIATION and you will see the progress Louie Langhurst has made in one year.
Detail of the Stuka's belly, showing to good effect the rudder pedal, brake and stick control systems . . . also some super sanitary craftsmanship.
can deny the fact that a shop full of sophisticated machine tools is an asset to the home building of an airplane, but the sheer pleasure of being able to hand
fashion all these fittings, parts and pieces is my greatest satisfaction. Certainly not least is the patient and understanding wife. Lucky indeed is the airplane builder whose wife will not only put up with his project but will come out to
the shop and "hold the other end" whenever he needs an extra hand. No target date for completion has been set but it
seems reasonable that the airplane will be flying sometime in the late summer of 1976. SPORT AVIATION 41
(Photo by Ted Koston)
Sue Parish of Hickory Corners, Michigan flew her SNJ to Oshkosh '75. Next year her Curtiss P-40 may be ready to challenge husband Preston's FM-2 for Grand Champion honors. The P-40 is being restored in Frank Sander's shop at Long Beach Airport in California. WARBIRD AIRCRAFT IN ATTENDANCE REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER BEECHCRAFT N1BD T34A T34A T34 T34 T34 T 34 T34
N5RD N7CN N16JL N34TE N44A N69RG N76RW N334A N1115V N1260 N5052K
N5156V N7716B N9015R N12264 N12274
T34 T34 T34 T34 T34 T34 T 34 A T34 T 34 A T34
Earle Parks. Amarillo. TX Rod Daulton. Mmooka. IL Charles Nogle. Champaign. IL Jim Laidlaw. Champaign. IL Travis Edwards. Ashland. VA R A Morse. Ottawa. IL Gary C Caner/C Nogle. Charleston. IL Robert Williams. Roanoke. TX Steven E Smith. Tulsa. OK Marshall Seymour. Tullahoma. TN Tom Steuby. Glendale. MO Medeleme Brewer/John Brewer. Ft Wayne, IN Harvey K Hawkins. Jonesboro. GA Lou Drendel'Mentor Flyers. Naperville. IL Oave Easton. Madison. Wl William Enk. Blue Springs. MO Ralph Brotz. Sheboygan. Wl
BELL N 6763
P-63 King Cobra
Jack Flaherty. Monterey. CA
N89RG
Stearman N2S
N7614
Stearman PT-17
Richard K Sullivan/Greg LMI. Barrington. IL Jim Cawley. Buckley. WA
BOEING
CESSNA N101GC
OE-2
N2129X N10015
02A Skymaster 01-A Birddog
M L Miller/Gulf Central Aviation. La Porte. TX Bill J Grace. Orlando. FL Doug Forsythe/Ft Leavenworth Flying Club. Parkville. MO
CURTISS N151U
P-40
Tom Camp. San Francisco. CA
(Photo by Ted Koston)
Harvard Mk 4's. Left, C-FUUU owned by the Canadian Warplane Heritage and flown by Norman Shrive of Dundas, Ontario and C-FWPK owned by James Vernon of Oakville, Ontario.
SPORT AVIATION 43
(Photo by Ted Koston)
Ed Messick of San Antonio wheels on the Confederate Air Force's Jug. a Republic P-47D. (Photo by Ted Koston)
John Schafhausen of Spokane, Washington leads the pack out for its evening exercise — in his F4U Corsair.
(Photo by Dick Stouffer)
Wildcat, Hellcat and Corsair — the U.S. Navy's principal fighter aircraft of World War II.
f
U S AIR FORCE
(Photo by Ted Koston)
George Enhorning of Wolcott, Connecticut owns this big T-28A.
N2790
Chipmunk
W M Whittington. Ft Lauderdale. FL
N4996
Chipmunk
Ronald C Nowling. Ft Wayne. IN
GRUMMAN N9G f BF Bearcat N198F F8F-2 Bearcat N700H F87-2 Bearcat N150U F6F Hellcat
A26
Denny Sherman/Don Whittington. N Palm Beach. FL
N79863
DE HAVILLAND
DOUGLAS N26WB
FAIRCHILD N46180 PT-19 N50808 PT-19 N 58202 PT-26 GOODYEAR N33714 F4U Corsair C-GCWX FG1D Corsair
Jack Baker. Monticello. KY Patrick O Connor. Blue Island. IL Frank Donnelly. W Covina. CA
F6F-5 Hellcat
Gunther Balz. Kalamazoo. Ml John Gury. St Louis. MO Chub Smith. Knoxville. TN
Connie Edwards. Big Spring. TX Michael Rettke. Atlanta. GA
FM-2 Wildcat FM-2 Wildcat
Preston Parish. Hickory Corners. Ml
N6290C N1146
J2F6 Duck
Carl Koelmg/EAA Museum.
N1214N
Duck
N1PP
Rudy Frasca. Champaign. IL
N67790
Duck
N136607
U S -2B Tracker
Hales Corners. Wl John Siedel. Sugar Grove. IL Frank G Tallman. Newport. CA John W James/U S Navy.
N71Q
Widgeon G-44-A
Richard Burns. Hinsdale. IL
Washington. DC
John Schafhausen. Spokane. WA
Dennis Bradley/Canadian Warplane Heritage. Missasuaga. Ont . CAN
SPORT AVIATION 45
Centerspread Photo
LEEWARD P-51D NL9LR is a P-51D owned by James R. Leeward of Ocala, Florida. Manufactured in 1944, the Mustang was sold to the Swiss after World War II, who later sold it to Israel. It was imported back into the U.S. in 1965 by Pioneer Aero, which, in turn, sold the plane to Larry Strimple of Mansfield, Ohio the following year. Not flown from 1969 to 1974, when it was sold to Jim Leeward, the '51 was then put in ferriable condition and flown to Darrell Skurich's Vintage Aircraft Ltd. in Ft. Collins, Colorado for complete restoration. Every part was overhauled or replaced with new components. It has a custom instrument panel with everything moved from the right side panels to the front, a two-place interior and a complete IFR Narco "Spectrum" radio package. The engine is a dash 7 bottom with transport heads and banks, dash 9 supercharger, dash 9 carburetor and dash 9 water injection. Completed early in 1975, NL9LR was then flown to Charlie Day's shop in San Angelo, Texas for an AlumiGrip paint job. It was rolled out on July 31, 1975, the restoration complete, at last. Jim Leeward, 35, is president of the Leeward Companies of Ocala which are involved in real estate development and aircraft leasing and sales. He has been flying quite literally since early childhood — once performing climbs, turns and glides for news reporters at age 3! By age 14 Jim had completed AT-6 school and was flying co-pilot on DC-3s and Lodestars. On his 16th birthday, he officially soled a Cessna T-50 "Bamboo Bomber" and a BT-13. Today he has a Commercial license with single engine land and sea, multi-engine land, instrument, helicopter and glider ratings. He is also type rated on the DC-3, Lodestar and Howard 500. Flying time in almost all the propeller driven aircraft active today is recorded in Jim's log book, including pylon racing experience beginning in Formula I at age 20.
(Photo by Mike Heuer)
EAA Fly-in Photographers, left to right, Lee Fray, Jack Scholler, Cam Warne, Dick Stouffer and Ted Koston. Jim La Malfa was not present when this picture was taken.
(Photo by Ted Koston)
"I See No Problem" it says on the snoot of this B-25. Don Ericson and Lynn Florey flew this Mitchell down from New Brighton, Minnesota.
48 DECEMBER 1975
LOCKHEED N1118U N12416 N12417 N9005R N11CD
William Harrison. Tulsa. OK Edward G Fisher. J r , Kansas City. KS Douglas J Clark. Daytona Beach. FL William Ross. Winnetka. IL Ed Erickson/John Sandberg. Waconia. MN
T-33 T-33
T-33 P-38 L-18
NAVY N 12063
Ahlers-Niedner. St Charles. MO
N3N-3
NORTH AMERICAN Harvard MK IV N2WS N6FD AT-6 N13AA SNJ-5 AT-6 N101GB SNJ N141SP N194A AT-6 N641NR SNJ-5 N1044C SNJ-6 N1666T SNJ-5 N2831D AT-6G N3188G AT-6 N3682F SNJ-SB N3687F SNJ-5 N3698F AT-6 AT-6 N6625C N6628C SNJ-5 N6983D AT-6D T-6 N7197C N7230C AT-6 ' N7418C AT-6D N7448C AT-6 N7461C AT-6 N7476C AT-6
N7980C N7986C N8214E N9161 N9604C
AT-6
AT-6 (Zero Replica)
N9825C N9871C
SNJ-5B AT-6 AT-6 T-6G AT-6A SNJ-6 AT-6
N 13595
Harvard
N44999 N51428
SNJ-5 SNJ-4
CF-HWX CF-MKA
Harvard 2
CF-RZO
Harvard Mk 4
N9670C N9785Z
Harvard 2
Stephen F Ramsey. Muncie. IN Joseph F Dulvick. Lake Orion. Ml James G Pete Malone. Sikeston. MO George Bowers, Galesburg. IL Sue Parish, Hickory Corners. Ml John C Mosby. Chesterfield. MO Jeff Michael, Lexington. NC J. H. Bohlander. Marengo. IL Gary Lund. Redwood Falls. MN John Brickerhoff. Redondo Beach. CA Michael C Sukosky. Los Angeles. CA G A "Doc Swayze. Mesquite. TX G L. Walbrun. Charlotte. NC Dennis K. Simpson. Anderson. IN Danny Dunagan. Atlanta. GA Graves Sanford. Columbia. MO EAA Museum. Hales Corners. Wl Doug Goss. Hanover Park. IL Richard J Bowers. Rockford. IL Howard Crowe. Toledo. OH Pat Ouinn. Saugus. CA John P Swartz. Mishawaka. IN Peter Vandersluis/N A Flyers. New Fairfield. CT Paul Schorn. Niles. IL EAA Museum. Hales Corners. Wl John Paul Stamer. jr.. Louisville. KY Bob Harkey. Indianapolis. IN Elmer F Ward. Santa Ana. CA Lou Antonacci. Oak Lawn. IL Willis L Webb. Ft Valley. GA Bernard Karsh. Champaign. IL Jack Hagle. Roswell. GA Gus Limbach/Confederate Air Force. St Paul. MN Dan Dameo. Somerville. NJ C. Bruce Ashenfelter. Toronto. Ont.. CAN John S Cowan. Ottawa. Ont. CAN Norman Beckham. Woodstock. Ont.. CAN Chuck McWilliams. Missisauga. Ont.. CAN
(Photo by Dick Stouffer)
T-6s away!
CF-UFZ CF-UUU
Harvard Mk 4 Harvard Mk 4
CF-WPK N9LR N19H N30FF
Harvard Mk 4 F-51D
N117E N169MD N201F
N6S1D N921 N988C N 5423V N5441V
N 5551 D
N6306T N6320T N6327T N 12700 CF-FUZ N 840 N100JE N213BC N3313G N4642C N5251V
P-51 P-51 P-51 P-51 P-51D P-51 P-51 P-51 P-S1 P-51 P-51 P-51 P-51D P-51 P-51 P-51 P-64 T-28-KA T -28
Tony Swain. Vancouver. BC, CAN Norman Shrive/Canadian Warplane Heritage. Dundas. Ont . CAN James Vernon. Oakville. Ont . CAN Jim Leeward. Ocala. FL William Edwards. Big Spring. TX Don Plumb. Windsor, Ont. CAN John Williams. Tampa. FL Bums Byram, Marengo. IA Paul Poberezny/EAA Museum. Hales Corners. Wl John Bolton. Maitland. FL John Schafhausen. Spokane. WA R J Shaver. Linwood. NJ William "Robby" Roberts. Maitland. FL Steven Hinton/Planes of Fame. Claremont. CA John S. Steinmetz. Gainesville. GA Tom Wood. Indianapolis. IN Kent W Jones. Dallas. TX Garland Brown. Ft Wayne. IN Will Martin. Palos Park. IL Gary McCann, Stratford. Ont. CAN Paul Poberezny/EAA Museum. Hales Corners. Wl John Ellis. Delton. Ml Charles Lazier. St Louis. MO George Enhornmg. Wolcott. CT R J Dieter. South Bend. IN Tony Guirreri. Atlanta, GA
N9674C
T-28A T-28A T-28A T-28A
N14141 N 146 238
T-28-KA T-28C
N3161G
B-2S
Don Ericson/Lynn Florey.
N9167Z
B-25N
Allan R Crosby. Wauwatosa. Wl
PIPER N33561
L-4
R E Townsend. Garden City, KA
Robert Dunavant/John Gury.
Warson Woods. MO Tom Austin, J r , Greeneville. TN Michael Davis/U. S. Navy. Washington. DC New Brighton. MN
REPUBLIC P-47 Thunderbolt N47DB
Ed Messick/C A F . San Antonio. TX
RYAN N47620 STINSON CF-ZMW
VULTEE N59961 N63838 N67789
PT-22
Hugh W. Moreland/Harold Watson. Havana. FL
L-5
Jon Verrneulen. Winnipeg. Mani.. CAN
BT-13 BT-13
Solar/Fritz/Fredline. Kentwood. Ml Louise Pfoutz. W Alexandria. OH Paul G. Pfoutz. W. Alexandria. OH
BT-13
(Photo by Jim McDonnell)
Joe Dulvick of Lake Orion, Michigan and his AT-6, winner of the "Best AT6/SNJ" award at Oshkosh 75.
(Photo by Jim McDonnell)
Dr. Allan Crosby of Wauwatosa (Milwaukee), Wisconsin greases on his B-25N "The Devil Made Me Do It."
(Photo by Jim McDonnell)
Mike Rettke of Atlanta fires up his Grumman F6F-5 Hellcat.
50 DECEMBER 1975
(Photo by Ted Koston)
The 1975 Oshkosh Warbird Grand Champion the General Motors FM-2 "Wildcat" owned by Preston Parish of Hickory Corners, Michigan.
By Mike Heuer
W,
ILDCAT — SURELY A name to stir the blood of any fan of Warbird aircraft. A diminutive fighter when compared to some of the other American behemoths of World War II, the Wildcat was accorded its due at this year's Oshkosh EAA convention. Preston Parish's beautiful and authentically painted General Motors FM-2 NL1PP was awarded the much coveted Warbird Grand Champion trophy — the first time a Wildcat had ever won such an honor at an EAA Fly-in. Preston's immaculately restored Wildcat is painted in the colors of the Navy VC-90 squadron, which was a composite unit of FM-2s and TBM "Avengers" during World War II and based on the jeep carrier, "Steamer Bay". Quite a bit of research was conducted prior to painting to insure that the paint scheme was accurate in every way. Major John Elliot, U.S. Marine Corps, and archivist with the Smithsonian Institution provided much valuable assistance to Preston during this process. More and more in recent years, fancy custom paint jobs have been giving way to authentic military schemes as the owners have become increasingly aware of the historical value of their aircraft. Call it nostalgia if you will, but the importance of authenticity cannot be overemphasized if history is to be preserved.
(Photo by Ted Koston)
Sue and Preston Parish of Hickory Corners, Michigan — both very active in EAA's Warbirds of America Division. The Parish's are now restoring a Curtiss P-40 which Sue will fly upon completion. SPORT AVIATION 51
Therefore, it would be appropriate if we look back and review the history of this much ignored little fighter. It has a record of distinction and a few surprises. On researching the records, the first surprise was
that the F4F "Wildcat" was originally conceived to be a biplane. Subscribing to many military pilots' idea that a fighter wasn't any good unless it had two wings and certainly no monoplane could stand the stress of aerial combat, Grumman "Ironworks" engineers initially envisioned the F4F as a successor to the famous F3F Navy biplane fighter. However, due to developments in fighter aircraft design in Europe during that time and the fact that only marginally better performance could be expected over the F3F, Grumman decided to continue the F4F design as a monoplane. Despite lingering doubts about the feasibility of using monoplanes on aircraft
carriers, the airplane ultimately became America's first successful shipboard monoplane. Thus, the XF4F-2 (the -1 being the biplane) project began on July 28, 1936 as a competitor to Brewster's XF2A-1. This aircraft first flew on September 2, 1937 and was delivered to Anacostia Naval Air Station on December 23 of that year for evaluations. In these tests, the XF4F-2 did not fare well against the Brewster. Even though its speed was respectable, it was disappointing in many other ways. Due to the results of these tests, the prototype XF4F-2 was returned to the factory for major rework which resulted in the XF4F-3. Several significant modifications were made which drastically altered the appearance of the aircraft to what we know today. Wing area was increased from 232 to 260 square
feet, wingtips were squared off, the tail surfaces were changed in shape and design, and a 1200 horsepower experimental Pratt and Whitney XR-1830-76 engine was installed. This aircraft resumed trials on February 12, 1939 and performance was much improved. During these tests, the tail was redesigned further, the stabilizer and elevator were raised, and an intake was added on the upper lip of the engine cowling. Due to the success of this revised aircraft, the Navy placed a production order for 78 F4F-3s. Export models were also produced (Grumman designation G-36A) and served with some distinction in the European theater with the British Fleet Air Arm. Called the "Martlet" by the British, the F4F has the distinction of being the first U. S. aircraft in British service to destroy a German aircraft. On Christmas day, 1940, a Martlet shot down a Junkers Ju 88, near Scapa Flow. In all, the British ordered 90 G-36As under Lend-Lease. The U. S. Navy F4F-3 first flew on August 20, 1940. This had a fixed wing, whereas the British export model G-36B (Martlet H) was the first F4F built to have folding wings. 103 F4Fs were built in 1940 and 323 were built in 1941. It is interesting to note that British operational experience with the F4F helped with the development of the aircraft and assisted in its success during the early years of the war. It is not widely known that the F4F served with the British, but the fact that it did and this resulted in a better airplane when used by the U. S. Navy is quite noteworthy. It was not until 1941, however, that the aircraft was officially named the "Wildcat" by the U. S. Navy. Thus, the F4F became the first in a long string of "Cats" that were to serve our country well in time of war. This name was standardized by the British in January 1944. Meanwhile, from 1940 to 1944, the British aircraft continued to be called Martlets. The first Wildcats to see action in U. S. military forces were serving with the Marine VMC-211 squadron on Wake Island. In a battle that has now become legendary, 8 out of 12 aircraft were initially destroyed by the Jap52 DECEMBER 1975
anese during their attack on the island of December 8, 1941, but the remaining 4 fought on for two weeks, causing considerable havoc among Japanese forces. These were later destroyed by Japanese forces when they occupied the island. By 1942, the Wildcat equipped all U. S. carrier fighter squadrons and became the only American shipboard fighter for the first half of World War II. The F4Fs destroyed a total of 905 enemy aircraft for a loss of 178 of their own numbers. Production figures are interesting: 1468 in 1942 and only 100 in 1943. At this time, Grumman was scaling down its Bethpage, Long Island Wildcat production to start on F6F Hellcat production. It was during this time that the Eastern Aircraft Division of General Motors picked up the ball on producing this aircraft — still much in demand — and redesignated it the FM-1. The XF4F-8 began trials in December 1942 which were prototypes for General Motors' FM-2. Thus, in 1943, Wildcat production shifted to the Eastern Aircraft Division. They were to ultimately produce 4,777 Wildcats. It is also surprising to note that production continued until the very end of the war — August 1945. Even though the Wildcat was virtually obsolete from almost the beginning of the war, it was popular due to its simplicity and ruggedness. It could effectively operate from small carriers and, therefore, was still an effective weapon. General Motors flew their first Wildcat on September 1, 1942, and which they designated the FM-1. The FM-1 was essentially the same as the Gruman F4F-4. The wing machine guns were reduced from six to four .50 calibers but ammunition capacity was increased. The Pratt and Whitney R-1830-86 engine was retained. 23 FM-ls were cranked off the assembly line in 1942 and 1,127 were produced in 1943. Of that number, 312 were sent to Britain as Martlet IVs. Finally in September 1943, production began on the revised FM-2 — the subject of this article. Many have asked what the differences were between the FM-2 and the Grumman F4Fs. The principal difference was the Wright R-1820-56, 1,350 horsepower engine used in the FM-2. This was a single-row, 7 cylinder engine, in contrast to the Pratt and Whitney twin-row, 14 cylinder. The FM-2 also had a slightly higher vertical fin and redesigned cowl flaps. Due no doubt to the increase in horsepower, the FM-2 had considerably better performance than the F4F models, as the specifications accompanying this article bear out. 3,130 FM-2s were built in 1944 — an impressive number in view of the fact that it was obsolete and inferior in performance to other Navy fighters of that period. In the service of the U. S. Navy, FM-2s accounted for 422 enemy aircraft in 1944 through 1945. Thus, when World War II came to a close, the Wildcat and the Curtiss P-40 held the unique distinction of having served with U. S. forces for the entire duration of the war. Preston Parish's beautifully restored FM-2 is a fitting tribute to that outstanding record. Resplendent in military colors, Preston's FM-2 is a living monument to the hundreds of Navy and Marine pilots who saw combat in the seat of a Wildcat. When this aircraft — along with many other beautiful Warbird aircraft — fly at Oshkosh and thrill hundreds, the memory of that record is revived and relived. This particular aircraft, NL1PP, holds Bureau Number 8658 and was previously owned by another wellknown Warbird member, Gunther Balz. Gunther has been seen at many EAA Fly-ins over the years with his spotless Grumman F8F-1 Bearcat, now painted in the colors of the Siamese Air Force. This airplane is the only
-1 model still actively flying. Much of the restoration work was done by Richard Schaus, mechanic with Kal-Aero in Kalamazoo, Michigan. EAA'ers will recall that John Ellis, owner of KalAero, won the Grand Champion Warbird trophy in 1974 for his "Blue Angels" T-28. Thus, the FM-2 NL1PP became one more tribute to Kal-Aero's excellent work-
ponder and encoding altimeter. It is fully certified for IFR flight. Preston says, "The airplane is very easy to fly, is stable and maneuverable, and has excellent visibility in the air." 85 KIAS is used on base and it is slowed up to 65 to 70 KIAS on final with power on for approach. The Wildcat has always had a reputation for being a
manship.
very docile aircraft.
The electrical system was completely refurbished as well as the cockpit area and avionics systems. The propeller and engine were removed and overhauled. As we mentioned before, one of the chief appeals to the military of the FM-2 was the simplicity of the aircraft. This carries over today, even with more emphasis due to rising costs of parts and labor, and this airplane is probably the simplest of the Warbird fighter types. The only hydraulic system on the aircraft is the brakes. The rest is mechanical, electrical, or vacuum. The landing gear must be raised by the pilot with a handcrank — taking 29 turns and much huffing and puffing to completely tuck it in. The flaps are a simple vacuum system and the propeller is a Curtiss electric. In the maintenance department, a Wildcat owner is surely the
No slouch on flying ability or experience himself, Preston hails from Hickory Corners, Michigan, and is an executive with the Upjohn Company, a major pharmaceutical firm. His wife, Sue, is also very active in the Warbirds of America, flies an SNJ, and was a fomer Director of the Warbirds. Preston is now on the Board of Directors of Warbirds. Preston and Sue now have a Curtiss P-40 under restoration which Sue will fly when it is complete. An amazing couple! Preston's military flying career did not begin until after World War II. However, he did serve in the USMC Fleet Marine Force from 1941-1946 and saw action, as an officer, on such battlefields as Guadalcanal, New Guinea, New Britain, and Pelilieu. From 1945 to 1946 he attended military flight training, remained with the inactive reserve after the war, and retired with the rank of full colonel. Preston holds an ATR and has 3,300 hours of flying time. Thus, as a military officer and pilot, the Wildcat is even more significant to Preston. In addition to the radio equipment listed before, the aircraft has a number of other systems and features which make it safer to fly. For example, a chip detector is installed on the engine and anytime an unusual number of chips are detected by this sensor, a small warning light goes on in the cockpit. There is also a fuel vapor warning system installed which performs a similar function. Printed checklists are installed in the cockpit as an additional feature to insure flight safety. The cockpit is better than new and is well-designed in layout and utility.
envy of every other Warbird owner.
The beautiful military paint scheme — original except that the paint is polyurethane in the interest of maintenance and appearance — was also done by KalAero under the supervision of Maurice Hovius, manager of aircraft service. The painters, who beautifully applied the striking paint job, were Rick Hoyt and Ed Schippers. Preston's aircraft was completed in May of this year and since that time he had accumulated 40 hours of flying time at the time of the Oshkosh Fly-in. Carrying 126 gallons of fuel, the aircraft burns about 45 gallons per hour and cruises 200 knots true.
The airplane is amply equipped with avionics gear — much more than the original ever did. It features Collins and King equipment including PN-101, trans-
WILDCAT SPECIFICATIONS COMPARISON
General Motors FM-2
Grumman F4F-4
ENGINE
1,350 hp Wright R-1820-56 7 cyl. radial. Air cooled.
1,200 hp Pratt & Whitney R-1830-86 14 cyl. radial. Air cooled.
ARMAMENT
Four .50 caliber machine guns with 430 r.p.g.; Two 250 lbs. bombs or six 5 inch rockets.
Six .50 caliber machine guns with two 100 lb. bombs.
PERFORMANCE
Maximum - 332 mph at 28,800 feet; 306 mph at sea level; economical cruise 164 mph. Initial rate of climb - 3650 fpm. Service ceiling - 34,700 feet. Normal range - 900 miles; Maximum range - 1,310 miles.
Maximum - 318 mph at 19,400 feet; 281 mph at sea level. Initial rate of climb - 1950 fpm. Service ceiling - 39,400 feet. Normal range - 770 miles.
WEIGHTS
Empty - 5,448 lbs. Normal Loaded - 7,487 lbs. Maximum - 8,271 lbs.
Empty - 5,758 lbs. Normal Loaded - 7,406 lbs.
Span - 38 ft., O in. Length - 28 ft., 10% in. Height-9 ft., 11 in. Wing area - 260 sq. ft.
Span - 38 ft., O in. Length - 28 ft., 9 in. Height - 9 ft., 2Vz in. Wing area - 260 sq. ft.
DIMENSIONS
Maximum - 7,952 lbs.
Note: Above figures from "Fighters - Volume 4" by William Green. Doubleday and Company, 1962.
SPORT AVIATION 53
With approximately 1,000 pounds of military armor and armament removed, the FM-2 is an excellent performer. Undoubtedly, it will be enjoyed by many hundreds of aviation enthusiasts at fly-ins to come. Our congratulations to Preston Parish for a beautiful aircraft and our thanks for keeping this aircraft in such fine condition as a living tribute to the Wildcat's outstanding record of military service.
(Photo by Mike Heuer)
Another view of the Grand Champion General Motors FM-2, NLIPP. The aircraft is painted in original Navy VC-90 squadron colors which was accomplished after much research to maintain originality.
(Photo by Mike Heuer)
The cockpit of Preston Parish's FM-2 Wildcat. Easily visible are the PN-101 HSI, the encoding altimeter, warning light systems, and Collins and King avionics. Also note the specially printed checklists on the left console.
54 DECEMBER 1975
TABLE I NASA GA(W)-2 MEASURED AIRFOIL COORDINATES
e •« 61.01
x/c
0.0 .00199 .00498 .01246
NEW FROM NASA . . . THE GA(W)-2 AIRFOIL
.02498 .03747 .04996
NASA has completed tests and is now publishing information on the new GA(W)-2 airfoil. This 3M thick airfoil shows increased max £ and L/D ratio over the
IT7( GA(W)-1 airfoil while retaining the same stall characteristics. The preliminary report is NASA TM X-72697 (Order Number N75-24678) entitled "Low Speed Aerodynamic Characteristics of a 13% Thick
.02365 .03304
-.01870
.05230
-.02904
.09992 .12490 .14988
.05831
-.03246 -.03528
.06323
.07609
.62448
.07342 .07035 .06688 .06305 .05890 .05446
.74938 .77435
-.04471 -.04508 -.04475 -.04363 -.04149 -.03803
.08441 .08425 .08294
.59950
.72440
-.04129 -.04353
.07857 .08171 .08357
.08025 .07835
.67444
-.03769 -.03966
.06731 .07080 .07381
.54954 .57452
.69942
-.03582 -.03326 -.03048 -.02745 -.02428
-.02107 -.01783
-.01460 -.01145
.79933
.04974 .04476
.82431
.03956
.84929
.03417
-.00851 -.00587 -.00357
.87427
.02864 .02296
-.00187 -.00086
.01712 .01112 .00497
-.00143 -.00377
.89925 .92423 .94921 .97419 .99917 1.0
Figure I Section Shape for NASA GA(W)-2 Airfoil
-.00486' -.00847 -.01385
.07494
.64946
Airfoil Section Designed for General Aviation Application". This report is available from the National Technical Information Service, Springfield, Virginia 22161. Cost is $4.25. The final report is to be published in late 1975.
(z/c)
lower 0.0
-.02196 -.02465
.19983 .24980 .29975 .34971 .39967 .44963 .49958
La Mesa, California 92041
(z/c) upper 0.0 .00922 .01481 .03957 .04460
.17485
By Don Wextergren (EAA 423871 3942 Calavo Dr.
cm (24.02 inches)
-.00052
.00143
-.00720 -.00732
.00164
.2
I .4
.5 x/c
.9
SPORT AVIATION 55
1.0
FLYING R\ Paul L. Schriebmmer lEAA 92576) Box 118, Shady Hill Dr. Apalachin, New York 7,77.72 About The Author
Paul Schriebmaier is a former military pilot having flown over 300 hours combat formation in B-24 Aircraft. He has been a GFI for 25 years, holds a Commercial pilot's license, SEL and MEL ratings and is building a Pitts Special. He is a technical engineering specialist w i t h the Aircraft Equipment Division of General Electric.
INTRODUCTION
On occasion, formation flights are desired for the visual effect they present or as a convenient way to travel enroute as a group. Formations can be enjoyable, they are esthetic in appearance and they are legal for consenting pilots. They can also be disastrous to the uninitiated, but the element of danger can be minimized if a few basics are understood and caution is exercised. This article discusses the rudiments of formation flying but it is not intended to be a substitute for formal instruction. A competent pilot with formation experience should be employed to demonstrate the techniques involved. A recent three plane mid-air collision which occurred during formation practice for a fly-in underscores the wisdom of this advice. AIRCRAFT QUALIFICATIONS
Ideally, all aircraft in a formation should be of the same type. Since we are not always subject to ideals some compromise must be made; however, all aircraft should have approximately the same speed and climb envelopes. The lead plane should be selected from the most stable of the slower aircraft. The more powerful (or faster) should be placed at the extremes of the formation for they have the speed and acceleration reserve needed for position control at these locations. LEADERSHIP The lead pilot should be the smoothest and the most
experienced. Without a qualified leader, plans for a formation should be abandoned.
The' most important role of the flight leader is safety, for he alone is the eyes of the formation, he alone knows the position, altitude and attitude of the formation. He alone sees what lies ahead and is responsible for establishing safe clearance around all terrain and airspace obstructions for all planes in the formation. All other pilots must concentrate their attention on their immediate lead pilot. Failure to do so invites disaster.
When flying into control zones the leader establishes 56 DECEMBER 1975
SAFELY contact with the tower. He identifies the formation and the number of planes in it. He receives and carries out instructions, all other pilots follow his lead. To the control tower, a formation is considered one aircraft and it is left to the individual pilots to establish their own separation during approach and landing. Smoothness is the essence of leadership. Without it, it will be difficult for others in the formation to maintain their position. Every error in leadership will be transmitted down the line and amplified at each succeeding stage. The speed of the lead plane should be adjusted so that wing positions need only normal power settings to hold their positions. Once any given speed is established for flight, whether in climb, cruise, or descent, the leader must maintain a constant power setting. When power changes are necessary, the adjustment
should be made slowly and smoothly to the new setting. This permits wing positions to adjust their speed with-
out resorting to excessive throttle control. Signals are desirable, especially in the early stages of training. All changes in flight direction should be announced prior to i n i t i a t i n g the maneuver. Signals can be visual or by radio. Turns should be made with .'30 degrees or less bank angle to make it easier for wing pilots to follow. At an-
gles greater than 30 degrees, some low powered planes on the outside of the turn may not have sufficient power to keep abreast with the formation. WING PILOTS AND TECHNIQUES
Wing pilots should also be selected with care. Each should be well experienced with the limitations of the aircraft they fly. Each should know and understand any
visual signals to be used by the leader. Each should know exactly which position they are to hold in the formation. Safety in formation requires a new technique of coordination for transverse movement of wing aircraft. Lateral separation must be made with rudders only, skidding in and out as position requirements dictate.
The skid permits a gradual lateral movement, providing a long time constant for control. In contrast, even a shal-
low bank angle will cause a position change too rapid for safety. Your author lost two planes from a three plane element during a night formation during WW II.
One pilot who had fallen too far behind and too wide attempted to regain position by b a n k i n g (less than 10") towards the lead plane. A collision occurred killing the pilots in both craft. Ailerons are used only to keep wings at the desired attitude, level during level flight, banked during a formation turn. When a formation turn is initiated, nor-
mally coordinated rolls are necessary to establish the turning rate; however, separation is still controlled by skids during these turns. The pilot must be careful not to "move" the rudders, but only apply the pressure necessary to get the desired reaction.
Good control of longitudinal separation mandates good speed control. Without it, over control and apprehension are prevalent. Pilots should be aware that short bursts of full power, or a reduction of all power may be required at various times to hold a position, but with a good leader such "throttle-jockeying" can be held to a
LONGITUDINAL SEPARATION
LATERAL _ SEPARATION
m i n i m u m . In fact, an experienced pilot can hold constant position for many minutes without adjusting the
power setting. Small changes in speed are easily made with elevator control. A small gain in altitude will slow down forward velocity while a loss of altitude can be used to effect a
gain in speed. When a trade-off in altitude for speed exceeds ten feet, throttle must be used. If visual contact is broken with the leader, and the wing pilot is confused as to his exact position with respect to the formation, he must, for the safety of all, break
VERTICAL SEPARATION
from formation. This requires that he roll sharply away from the formation in a level or climbing turn. When
well away from the formation, and after visual contact is regained, the pilot may then establish a re-entry into his position. Full power may be required to approach the
formation, but caution must be exercised to prevent over shoot and all lateral closure must be made by skidding into position. FORMATIONS
ALTERNATE POSITION
ALTERNATE POSITION
B VIEW FROM BEHIND
FIGURE 1. THE VEE FORMATION
There are many formations possible, the Vee, Diamond, Echelon and Javelin to name a few. Most are more adapted to the military, but a few are applicable to general aviation. The Vee, and its extension into the diamond have a high esthetic value while the Echelon makes a good pattern for dispersal or landing approach.
Perhaps the easiest formation to fly is a three plane element in the shape of a Vee as shown in Figure 1. It is shown as seen from above and behind. Number one aircraft is the lead plane. It is the key plane which both wing planes used to establish their respective positions. Wing aircraft may be above or below the lead as shown in Figure lb. It is strictly a matter of choice but both wing planes should be at the same level for best appearance. At no time should they maintain the exact
(a) VIEW FROM ABOVE
altitude of the lead. The vertical separation is a safety buffer zone which prevents interplane contact should one change its velocity abruptly. Generally, high winged aircraft present better vision below so that a high position is desirable while low winged aircraft, with their inherently poor downward vision
may dictate a low position on the lead. With caution both positions can be used by either type aircraft. The simple expedient of tucking a fourth plane below and behind the lead converts the Vee into a diamond formation as shown in Figure 2. This fourth plane also uses
.jd
no. 1 as his key for position and separation.
A larger formation can be formed by adding a second three plane element to the Vee as shown in Figure 3. In this formation, planes 2, 3 and 4 maintain separation from plane 1 as in the diamond. Numbers 5 and 6 however, fly as though the first element does not exist. Number 4 is their leader and they provide their separation from it. It is prudent to be aware of the first element, keeping it in peripheral vision to avoid a possible collision should one or more planes drift from position. The Echelon formation is one where all planes are staggered rearward to one side of the lead as seen in Figure 4. You will note each progression becomes higher (or lower if desired) than the previous aircraft. Each aircraft maintains separation from the one immediately ahead of it. This is a more difficult formation requiring smooth leadership. All errors by the lead, or by any wingman except the last, are transmitted down the "daisy-
(b) VIEW FROM BEHIND FIGURE 2. THE DIAMOND FORMATION
chain" amplifying the error at each position so that the last in line is virtually on the end of a whip. AIRCRAFT SEPARATION
Proper separation of aircraft is required for safety,
appearance and ease of control. Improper separation is perilous as it can place wing aircraft in the down wash
from the leader's wing and it leaves no room for maneuver should turbulence or aircraft wake be encountered
while flying too close. On the other hand, too great a spread destroys appearance and makes position control difficult. It is easier to note and correct small changes in
position when the separation is at its optimum. SPORT AVIATION 57
A good lateral position to start with separates two planes by two wingspans length. Vertical separation should be approximately ten feet. Longitudinal separation should place a wing aircraft where the pilot's line of sight positions his wing slightly behind the empennage of the leader as shown in Figure 5. This position can be altered for less clearance as experience is gained, but for overall appearance all wing craft positions should match that of the lesser experienced or timid pilots. In gusty and turbulent air masses, caution must be exercised and a separation greater than one wing span is necessary for safe operation. Holding position during straight flight is not difficult. It becomes a bit harder during turns but a few techniques will facilitate the management of your position. Consider the four plane formation in Figure 2, as an example. The maneuvering of each position during a left turn will be discussed. A little study will show that each plane will move about a different radius as the formation wheels around the turn. This means that each wing plane must alter its speed to remain fixed on the leader. The lead should roll into the turn with a slow but positive maneuver. The bank angle should not exceed 30". The leader's power setting should remain constant and elevator pressures should be steady to keep altitude change, with its inherent speed change, to a minimum. The outside position (no. 2 during a left turn, no. 3 during a right turn) will be the most difficult to hold but it can be made easier by anticipating the turn. When the lead signals his intention to turn slide more forward than usual and gain altitude (about 10 feet) at the same time, see Figure 6a. As the turn is initiated increase power while simultaneously loosing some altitude to help increase speed. Sliding back to normal position also helps reduce over control on the throttle while establishing the new speed requirement. The inside plane will have a problem with overshooting during the turn. The pilot should fall back and loose altitude (as shown in Figure 6a) upon receiving the left turn signal. As the turn is initiated a gain in altitude as well as regaining position will help reduce speed as the new power setting is made. The pilot on the inside should never permit his plane to slide ahead of the leader during the turn. To do so breaks the visual contact with the lead forcing a break from formation and it restricts movement of the lead so that he must abandon the turn or risk collision. By far, the easiest position to hold is that of no. 4 who needs only change the turn radius to keep in position. The turn should not require any power adjustment, instead, aim inside the lead plane to reduce separation, conversely aim outside to increase it as shown in Figure 6b. TAKE-OFF AND FORMATION
Experienced pilots can and often do take off and land while in formation. It is not the intent of this article that such practice be outlined. Instead the take-off in train is proposed. After completing refiight checks, all aircraft should congregate at the take-off end of the runway in order of their positions, lead first, followed by 2, 3, etc. The leader should establish take-off clearance with the tower of by visual perusal of the pattern. Each aircraft should then take off in turn at thirty second intervals.** The lead should climb straight out until pattern altitude is reached whereupon a level 180" turn should be 58 DECEMBER 1975
(a) VIEW FROM ABOVE
(b) VIEW FROM BEHIND FIGURE 3. FORMATION OF TWO VEES (BOX)
(a) VIEW FROM ABOVE
(b) VIEW FROM BEHIND FIGURE 4. ECHELON FORMATION
initiated while maintaining climb air speed until all aircraft have advanced to their position. As the lead starts the 180° turn, all wing aircraft start their turn while climbing, varying their turn rate to permit joining formation in a minimum of time as shown in Figure 7. Once the grouping is completed, the lead plane can slowly advance to a pre-determined cruise speed. CHANGING POSITION
At times it may be desirable for wing positions to interchange to permit experience at either wing position, or the formation may wish to change from the box to an Echelon formation. Wing positions can be changed safe-
ly from the Vee formation if both wing planes fall behind the leader where they will not loose it as a visual reference during transition. Both planes should then rotate about the leader in a clock wise manner as shown in Figure 8. A six plane box formation can be changed to a modified Echelon which is easier to control than the more conventional alignment. Transition is accomplished much the same as described for a Vee except here, rear element moves as a unit. No. 4, the second element leader, selects a position on the first element which permits space for his wing planes as seen in Figure 9. Breaking from larger formations for dispersal or landing is more uniform if made from the modified Echelon. Planes can then "peel off' in succession without interfering with the flight path of the remainder. Dispersal is implemented upon signal from the leader; consider the modified Echelon shown in Figure 9. Upon receiving the signal, no. 3 aircraft will immediately roll left to "peel off' in a left turn while all others continue on in straight flight. At a pre-determined interval (10 to 30 seconds) no. 1 will break left followed in succession by nos. 2, 6, 4 and 5 each at the prescribed interval.
In summary, the leader must be an experienced pilot for both safety and smoothness. Wing pilots must know their aircraft and their position requirements. Maintain an adequate, but not too large, separation in all three planes of flight, lateral, vertical and longitudinal. Above
all, never bank the aircraft to close the lateral separation, always skid in and out with rudder. If visual contact with the lead is lost, immediately roll away from the formation and re-enter the position after regaining visual contact. Formation flying, like anything else, can be safe if the proper procedures are learned and followed. ** Caution: at uncontrolled airports each pilot should scan the approach to be sure it is clear before advancing to take-off position.
(a) ANTICIPATING A LEFT TURN
s
(b) POSITION DURING TURN FIGURE 6. THE FORMATION TURN
FIGURE S. SEPARATION
I/
NO. 2 JOINS
0«OP BELOW LEADER
NO. 3 JOINS
(b) VIEW FROM BEHIND
FIGURE 8. CHANGING WING POSITIONS
DEPARTURE ;/" V
\l
[- -
30 SEC ——^.
-
NO 1 INITIATES
TURN
30 SEC. —|
NO. 7 FORMATION AFTER TAKE-OFF
When the dispersion is made into the landing pattern, the interval of separation should be not less than 30 seconds. This will put all aircraft closely in train on the approach. It is therefore, imperative that each landed aircraft clear the runway as rapidly as possible so as not to interfere with the landing of following aircraft.
FIGURE 9. CHANGE FROM BOX TO ECHELON SPORT AVIATION 59
CONSTRUCTION METHODS . . . FAIRING STRIPS -S LONG AS fabric covered aircraft are built, the installation of fairing strips will continue to be an element of construction h a v i n g a greater effect on the looks of the aircraft than on structural integrity. Naturally, none of the essential internal aircraft structure . . . no matter how beautifully executed, is evident in the finished aircraft; while the all too obvious presence of the fairing strips supporting and shaping the aircraft's fabric surfaces does
show. In other words, the external appearance of the fuselage is determined not only by the shape and the location of the formers, but also by the lofting of the fairing strips or stringers.
Fairing strips must blend into the structure at their forward and aft attaching points to obtain the best possible effect. F u r t h e r m o r e , the fairing strips should be so positioned that the impression of long smooth flowing lines is created. After a l l , t h i s effect is w h a t makes fabric covered aircraft so appealing to the eye. Crudely or carelessly installed, the fairing strips alone can ruin the appearance of the aircraft. It is u n f o r t u n a t e that there are instances where the builder finds, after the fabric has been put on and
shrunk, that the strain on the fairing strips and their attachment points was more than anticipated and the f a i r i n g strips distorted under the fabric's tension. He learns too late that fairing strips must be stiff
enough to withstand flexing under the lateral loads imposed along their length by the fabric . . . that they need to be secured rigidly and supported at sufficiently close intervals to forestall the unattractive consequence of "the sags". FAIRING WOOD FUSELAGES
Installing the fairing strips on a
wood fuselage can be a satisfying stage of construction. Everything is
accessible and visible and the results fairly predictable.
Wood fuselages, however, have external gussets, ordinarily in the area aft of the cockpit where they can create a "cosmetic" p r o b l e m .
For example, no matter how severely the gussets are beveled along the longeron edges, they nevertheless show up as u n a t t r a c t i v e bulges beneath the fabric. 60 DECEMBER 1975
THE SPORTPLANE BUILDER By Antoni (Tony) Bingelis EAA Designee Program Advisor 8509 Greenflint Lane Austin, Texas 78759
A first time builder may not realize that there is a simple remedy for this condition. Small strips of wood about Vfe"-%" wide, and of the same thickness as the plywood gussets, s h o u l d be glued to the longerons as f i l l e r strips between each of the gussets. Figure 1. A typical fabric covered wood fuselage sports at least one, maybe two f a i r i n g strips along the sides, perhaps 3 more on the bottom, and several others on the top of the fuselage comprising the turtledeck. While some plans indicate locations for each of the fairing strips, others do not show this detail or how the installation is to be made. The details are left to the builder. In the absence of guidance as to the material to be used, you might consider making the fairing strips from spruce, Douglas fir, or aluminum. Although fir is stiffer and stronger than spruce, it does splinter and split easily and is somewhat heavier. The size of the strips varies a bit from one design to another. Essentially though, for a given size, stringers or fairing strips seem to be quite effective when their cross sectional dimensions approximate a 4:1 ratio. That is, a "4" thick strip would be a p p r o x i m a t e l y 1" wide. F a i r i n g strips are ordinarily mounted edgewise. They should be supported at a number of places along their length to m i n i m i z e deflective b e n d i n g . However, it is difficult to be specific as to the spacing of attaching points. Sometimes bulkheads and formers are not spaced closely enough and additional supports may be needed. Before p e r m a n e n t l y securing a fairing strip in place, temporarily tack or clamp it in place and give it
stringers (fairing strips) appear as smooth flowing lines?
one final eyeball check. Back off and view it from the side. Does alignment in relationship to the longerons
upright to the outside edge of the temporary stringer at each intended
and o v e r a l l fuselage shape look natural? Take a look at it from the front end of the fuselage and then from the aft end. By squinting your
eyes a bit you can get a better overall impression. Docs it look right?
Are both sides u n i f o r m ? Do the
FAIRING STEEL TUBE FUSELAGES
Anyone who has had the unique experience of recovering an old "tube and rag" fuselage will assume and naturally so, I guess, that fairing strips are almost certain to be found badly warped, rotted, or split, and
f u r t h e r m o r e . . . t h a t all f a i r i n g strips will ultimately develop a permanent sag between the attach points. When recovering an older aircraft, it would probably be easier to replace the sagging, suffering stringers than it would be to salvage them. A builder aware of this chronic sagging problem should attempt to minimize the condition with a fairing strip installation that is well supported. Sometimes, warpage is caused by inadequately secured fairing strips. Fairing strip attachment difficulties are a bit more prevalent with welded steel tube fuselages than with wood fuselages. While wood can be glued to wood in one simple operation with permanent results, steel tube fuselages require a different treatment. Ingenious use must be made of welded brackets, clamps, cord, rivets, tape and bolts or machine screws to obtain good results. Brackets or tabs may be accurately located for welding by using a long temporary stringer clamped to the fuselage as an aid to marking the tab locations. It might be necessary to shim out the strip to obtain the exact curve desired. The length for each tab can be determined at this time by m e a s u r i n g from the fuselage
attachment point.
The blending of fairing lines and curves is more complex in some steel tube designs than in most all-wood varieties. For example, in many s m a l l b i p l a n e s it is d i f f i c u l t to
achieve a pleasing appearance around the area of the fin. These
the purpose, you might try using a couple of strands of lighter gage wire twisted together. The wire or wires used must have sufficient rigidity to support the weight of the clamp and the tab in whatever position it is bent. ALUMINUM FAIRING STRIPS
FIGURE
small aircraft customarily incorporate an a l u m i n u m skin over their turtledeck which ends abruptly at the juncture of the fin. Inevitably the t r a n s i t i o n from the edge of the smooth rigid metal portion to the unsupported fabric portion of the fin is marked by a harsh edge beneath the covering. Extra attention and preparation is required in this area particularly if small details are important to you.
I.
ed to one end and a medium size battery clip secured to its other end. In using this rig as a holding device, the wire can be bent to any position you want. It will retain that position i n d e f i n i t e l y , assuring you of the precise positioning of the tab. With both hands free, tack welding it in place is a breeze. If you cannot obtain a heavy gage copper wire for
There is a type of a l u m i n u m channel strip u t i l i z e d by companies m a k i n g a l u m i n u m windows and doors that is suited for use as fairing strips and stringers. The channel is sold in 12 foot lengths. It is very light and extremely rigid when secured in place as a fairing strip. In its natural state, each of these strips of channel material seem to have a long gentle curve along their entire length. This may be due to the manufacturing process but it in no way presents a problem in its use. The channel can, of course, be bent, drilled, cut or contoured to whatever shape you wish. These metal fairing strips may be secured in place with a cotter pin or, if only a single attachment tab is provided on a tube fuselage, preferably fastened to the tab with a small bolt or machine screw. See Figure 4. IN SUMMARY
The slightest deviation of a fairing strip from its intended profile is certain to be magnified after the aircraft is covered and painted. Strive for perfect alignment even if you have to use shims. Avoid sharp
HOLDING DEVICE FOR WELDING TABS
Preparing a welded steel tube fuselage for the attachment of the stringers or fairing strips generates the need for scads of small metal tabs. As previously mentioned, these must be welded to the structure in order to provide a means for securing the fairing strips to the fuselage frame. Similar tabs are used to secure formers, instrument panels and other components. With so many to install and align, it becomes quite frustrating when you can't keep the tab positioned where you want it until it can be tack welded in place. Figure 3 shows you one way to solve this problem. The feature that makes the device practical is the short ductile piece of heavy gage copper wire (about
FABRIC WILL COMTOUft OF
DOTTED
FIGURE
ASSUME
LINES
2
3
/3i" to '/»" in diameter) which has a small alligator spring clamp solderSPORT AVIATION 61
tapers at both ends of the fairing strips. Be sure the edges of the fairing strips are smooth and gently rounded, and that no part of the support formers or attaching brackets will touch the fabric covering. At any location where the metal or wood skin terminates and the stringers begin, extra effort should be taken to effect a smooth transition. In the case of wood skin, the edges can be tapered and in some locations scalloped. Finally, before you cover, once again eyeball the overall effect . . . from the front, from the rear and from the sides.
DESIGNEE NEWSLETTER SUBSCRIPTIONS
FIGURE
3.
Technical Advisors this month — My thanks to: Donald Childs 11404 Hunters Lane Austin, Texas 78753 Bob Serack, EAA Designee P.O. Box 595 Fremont, California 94537
FIGURE 4.
HmH0MHHBVHW^BWBMi^^»—~
"SCOTfSBLUFF EiEv.3945
MUNICIPflL
flIRPORT
(Photo by Gene Chase)
P-40N, N1197N, photographed at Scottsbluff, Nebraska in 1956. This aircraft was fitted with a silver iodide burner fueled by propane, and was flown by Gene Chase, Warbird 282, in a cloud seeding/hail suppression program. The burner is visible mounted on the left side of the fuselage behind the wing fillet. The plane was owned by the Weather Modification Co. of San Jose, California. 62 DECEMBER t975
In addition to Tony Bingelis' monthly column, The Sportplane Builder, EAA Headquarters p u b l i s h e s a montly Designee Newsletter containing even more "How To" material, a compendium of the previous month's Designee inspections and a summary of all homebuilt accidents occurring around the nation the previous 30 days. Any EAA member can subscribe to the Designee Newsletter for $7.00 per year. Make your check payable to: EAA P.O. Box 229 Hales Corners, WI 53130
(Lee Fray Photo)
Business session of the EAA Board of Directors held Saturday, November 8, 1975.
EAA AIR MUSEUM BOARD OF TRUSTEES MEETING
EAA BOARD OF DIRECTORS MEETING
Friday, November 7, 1975
Saturday, November 8, 1975
Place: Haedtler Hall, EAA Air Museum, Franklin,
Place: Haedtler H a l l , EAA Headquarters, F r a n k l i n , Wisconsin
Wisconsin
Present: Paul H. Poberezny, Dave Jameson, Dr. Lyle McCullough, Tom Poberezny, James Barton,
Robert Fergus, Jim Gorman, E. E. Hilbert, Morton Lester, Robert Puryear, Ray Scholler, Ray Stits, Dick Stouffer, Bill Turner, M. C.
"Kelly" Viets, Gar Williams, Mike Heuer The meeting was called to order by President Paul Poberezny. The Secretary's and Treasurer's reports were accepted as read. A "Project Crossroads" report was given by Trustee
Bill Turner. The project was a success with $126,211.07 raised to date.
The recent Aviation Greats Day program was discussed. Suggestions were made regarding follow-up on this important event. Jim Barton was appointed to investigate the feasibility of hosting an Early Birds reunion at Foundation Headquarters. An update on restoration projects in conjunction with a summation of new Foundation acquisitions was presented by the President. A committee was appointed to monitor the flying of Foundation aircraft. Members of the committee are Gar Williams and Dick Stouffer. The future of the EAA Air Museum Foundation was discussed. A paper was presented listing past and present accomplishments which provided insight as to future direction. The Board felt that it was now time to move ahead with the planning of the EAA International Aviation Center at the Burlington, Wisconsin site. An Engineering Committee was appointed. Members of the committee are M. C. "Kelly" Viets, Chairman, Morton Lester, Ray Scholler and John Parish. A Building Committee was established with Morton Lester appointed chairman. Future Board expansion was discussed.
Present: Paul H. Poberezny, Ray Scholler, S. H. Schmid, Arthur Kilps, Harry Zeisloft, Robert J. Gyllenswan, Gus Limbach, Steve Wittman, Jerry Walbrun, Ron Scott, Bob Puryear, Van White, Dave Yeoman, Herb Cunningham, Tom Poberezny, Chet Wellman, Verne Jobst, W. L. Goodman, E. E. Hilbert. The meeting was called to order by President Paul Poberezny. The Treasurer's and Secretary's reports were accepted as read. The Directors and Officers were briefed on subjects covered at the EAA Air Museum Board of Trustees Meeting held on Friday, November 7, 1975. Another organization has approached EAA regarding the leasing of the Oshkosh Convention facility. After reviewing the information, the Board authorized the Headquarters staff to pursue negotiations. Correspondence received from members was read and discussed. A committee was established to evaluate the type of membership available in other organizations. Committee members are Dave Yeoman and Van White. Insurance proposals received by Headquarters were reviewed. None were accepted. One proposal regarding sport aircraft insurance is to be pursued. Plans, improvements and acquisitions for the 1976 EAA Convention and Sport Aviation Exhibition were discussed. Suggested registration fees for 1976 were reviewed. Division reports were presented by Verne Jobst of the International Aerobatic Club, Buck Hilbert of the Antique-Classic Division and Jerry Walbrun from the Warbirds of America. Other items discussed and reviewed were: Convention Chairman's Debriefing Session, EAA Flight Research Center, Museum Acquisitions and Washington Report. SPORT AVIATION 63
DONORS TO PROJECT CROSSROADS
July 1 through September 18 Project Crossroads has now reached a total of $126,111.07. Following is a list, in order of receipt, of donors whose gifts were received during the months of July, August and through September 18, 1975. Donations received prior to this period have been listed in previous issues of SPORT AVIATION. Guy A Snyder
Bartonville, IL Leland F. Van Allen
Roseburg. OR Elmer F Ward Santa Ana. CA J. W. MacGillivray Onawa. Ont . CANADA Miles J. Hubbard Nokomis. IL William R Long
Atlanta. GA George Moulds Fairbank, IA Lyne Preston Thorton. CO Stan Siggins Fmleyville. PA Lee Strzelecki Downers Grove. IL Fred Minden
Miami. FL Walter M Petersen dence*. MN Bruce Runyon Flemington. NJ Hilmer S. Swanson
Kent. WA
Lee W lowers Wayzata. MN Walt Tubb
Scottsdale. AZ Frank J. Wilson
Reseda. CA Edward Yencliius
Mentor, OH EAA Chapter 474 Warwick. NY
Margaret S. Middleton Little Rock. AR Ken Stremming Chicago, IL Paul R. Grundstrom Clearwater. FL Curtis D. Macomber Big Spring. TX Bill Schauer Honolulu, HI John t Mary Hesser Oshkosh, Wl
Clayton J. Brukner Troy, OH Percy M Hyde, Jr Topsham. ME James L. Mechling Coconut Creek, FL Frank P. Morgan Whitesburg, GA John M Scott Adelaide. S AUSTRALIA James A Taylor Mequon, Wl
Paul A. Weeks Lakeland. FL C. E Montgomery Bngham. UT Donald Shull Ludmgton. Ml
William K. Woodcock Eureka. CA Arthur L. Yoder
Reedsville, PA Fmie Moser St Augustine, FL Frank E. White
Lakeland, FL Stewart K. Wright Robert L tome Emmetsburg. IA
Arlie Marlenson Rock Falls, IL Jack R Poison EAA Chapter 291
Jack J Topper
Semard Kasha Sewaren, NJ Howard A Oakley Troy, 11 F H. Seabrook Lucenne Valley. CA L A Jemsjo Jeddah, SAUDI ARABIA
Haslett. Ml John J Zseleczky
Sea Cliff. NY EAA Chapter 166 Manchester. CT EAA Chapter 250 Menomonee Falls. Wl P Richard Coughlin
Syracuse. NY Norman Erhardt Bassano, Alta . CANADA Kurtiss E. Raygor
Scottdale. PA Edward W. Stehl Dre»el Hill. PA Frank S Ben F Vondrak Brookfield. Wl
Warren. Ml
Ernest H Webb Charlotte. NC 64 DECEMBER 1975
Greenville, IA R. Kenneth Brown Wray. CO Walter K. Langendorf Stony Brook NY
Jaime Ruiz APO New York, NY
Frank B. Easton
Rockford. IL Werner G. Wilson Milwaukee, Wl Earl F. Yost. Jr
St. Paul. MN Lincoln G Thomas Milwaukee. Wl Jon Sadler
Furlong. PA
Arch Young
N Redington Bch.. FL Jonny Brumbaugti North Pole. NH
Donald L. Olsen Decorah. IA Jan J Skibinski Richmond. VA
EAA Chapter 491
Solvang, CA N L. Heintzman
Oak Ridges. Ont , CANADA
Jim Hazelton
Pierce E Woodworm
Shelby B Hagberg
Salem. OH Gus Lmbach
William Davis Harold R Lamed Pleasantville, NJ Larry Nelson Broken Bow, NE Lawrence H. Russell Toledo. OH
Le Mars. IA
Robert E Wales
Haddonfield, NJ EAA Chapter 6 Atlanta. GA Smyrna, GA
Burlington. IA
EAA Chapter 16S Little Rock, AR
Richard B Smith Dover. MA Arville L. Stanley Albemarle. NC Mrs. John F Taylor Essex. ENGLAND Irving T Woodhams Kalamazoo, Ml
Karl Turkot
Jerry Ferguson St. Louis, MO Stephen H. Syrus Irvine. CA Arnold J Weber Cedar Springs, Ml J. Ralph Brown Kannapolis. NC William Safranek Lancaster. CA Harold A Troxel Gardena, CA Allen P Walt; Flonssant, MO James T. Wentmk
Wheaton, IL
Denver, CO
Antioch. IL Alexander M. Lippisch Cedar Rapids. IA Richard C. Stiles Berkeley. MO Roger W Story Alplaus. NY Ray 1. Scroggms
Brookfield, Wl
S R Chambers Duncan. OK
Reatan. HONDURAS Henry Smiechowski Cudahy. Wl Dale E Vickland
Seattle. WA Victor H Baier
Oshkosh, Wl A J. Dobrowski Chicago. IL
Glendale. AZ Don Morton
Harvey M. Mayer
Burlington. IA
James S. Westover
Medina. OH Errol Jansen Houston. TX Russell R Sprague
Randallstown. MD Donald 8. Lovern Miami, Fl Cecil R Rogers
Eunice. LA L Vance Hester Denver, CO Fred A Seban La Grange. IL Eugene Toner
Renton. WA Robert M Berns
Calabasas. CA Floyd L. Brown. Jr.
Clovis. CA David Dreisbach Wisconsin Rapids, Wl Bernard Gross Flushing, NY
Walda Hasselberg Ukiah, CA Robert L Ruddick Ukiah. CA Donald R Lindsey Springfield, VT Edward C Looker Maribel. Wl
Lyle Hefel Dubuque, IA Charles L. Henkenins
Moorhead. IA Craig Mitchell Birmingham, AL
Bruce H Vardeman Cedar Rapids. IA David E Carr Menomonee Falls, Wl Glenn Davis LaSalle, IL Edwin 0 Disch Brooklyn, Wl C Hadlai Hull Chicago. IL Maurice E Lewman Knightstown. IN W A. Van Der Molen Soldiers Grove. Wl Stephen Bedlek Chicago, IL Richard Flamang, Jr. Solon Springs. Wl
Daniel A Jaworski Wisconsin Rapids. Wl Walter M. Korol, Sr. Chicago. IL John t Nell Lindholm
Omaha, NE Allan Lune Peoria, IL
T. Mitrenga Chicago, IL Jennifer Olsen
Beloit. Wl Norman Sten Minneapolis. MN Tom Arbogast Madison. Wl
Wayne Collier Stockbridge, Ml Gerald K. Czarniak Greenfield. Wl James C Hayes Big Lake, MN
Vernon L. Hicks Littl Rock. AR Jerome E Johnson Fargo, ND Matthew D Kiriazis Detroit. Ml Clair 0. Meyer
Cohn A. Clarke Sioux City. IA James Daley Bricktown. NJ Don Dickenson
Santa Paula. CA Donald M. Dole. Jr. Indianapolis, IN William H Donnelly Springfield, IL
Leslie J. Elliott Valley City. ND Wilbur Fomento
East Hampton, CT William Garry Fox Atwater. OH James W. Gavin Surfside Colony. CA
Donald Hanson Shirley. IN Walter 8 Harris
Cleveland. OH
W. T. Haskell, Jr. Comfort. TX Phil Hipe Mongaup Valley. NY E T Kirkpatrick Boston. MA Sherburne W. Klein Redwood City, CA Myron Knapschafer Denver. CO George Krumm
Clyde. OH David S. Kugler Minneapolis. MN J Allen Lancaster Flint, Ml
James E. Miller St Joseph. MO George B. Moore Dayton, OH L. C McClain Amarillo, TX George J. Nimm Watertown. Wl James Parkerson Bakersfield. CA John F Phillips
Las Vegas. NV Virgil E. Rabine Corpus Christi. TX
Charles A Roehrig Utica. NY Al Rolando
Vmeland. NJ Clare Sawallesh Union City. IN
Francis L Birchard
Greenbelt. MD V C. Bomar
Peachtree City. GA R N. Bransom
Burleson, TX Bill Browning Austin, TX Byron L Buckles Los Angeles, CA John Burrell Sylmar, CA
A J Caldarale Smyrna, DE Frank Carlmo Franklin Park, IL Timothy D Casserly Rockford, IL Don C Christensen Albert Lea, MN
Herbert A. Oahlbom Sebastopol. CA Sam Davis Corpus Christi. TX
Jesse A Denison Memphis, TN J M Donald Gulfport. MS Robert T. Dnschel Decatur, IL E H. Fletcher Canby. OR Byron H. Fowler La Canada. CA Marshall W. Freeman Diablo. CA Cecil M Fritz Indianapolis. IN
Bernard Gallagher
Palisades, NY Tim Goodin Whitehall. PA Marvin H Greenwood
Bellaire, TX L. C Halverson E. Falmouth MA Klaus Heddergott La Habra, CA Roger A Huff Columbus. OH John W. Hughett Johnson City. TN James J Irby
Killeen. TX Marshall J. Kaiser Allentown. PA Tarry Kubert
Racine. Wl Myron M Lewoczko Middleboro. MA Lawrence Leybum Cato. NY Nancylee Malm Rocky River. OH
Bob Massey
Estherville. IA Manuel F Perez Kansas City. MO
Wayne W Springer Detroit. Ml
Frednck W Ray
Norton AFB. CA Charles R Milam Lafayette. LA Russel A Miller North Benton, OH Kenneth L Moore Harlem, GA James A Morgan Miami, FL
Max G. Stone
Chester Motyka
Delhi, NY R J Schmidt Pasadena. CA Albert B Aplin Miami. FL
Richard L Benson
Douglas. GA Wilfred Benzing Neosho. Wl
Robert Bidigare Warren. Ml Carl Biro. Jr.
Marblehead, OH Glen R Borchard Fremont. CA
John Caldwell
Genoa. IL Glenn P Carroll Macon. IL William C Chellew Superior, Wl
Ted Schaal Aptos, CA R M Simpson Birmingham. AL Theron Southard
Manistique. Ml
Jacksonville. FL Bruce Talmadge Hampton Falls. NH
Plymouth. MA
George A Paschke Pompano Beach. FL Arthur Patstone
Robert R Ueeck Hopkins. MN Robert E Wales Rockford. IL John White Mabel. MN Allen G Wiesner Stafford. VA
Glenn L. Pierce South Bend. IN Ralph Rodieck China Lake. CA
John T Wright
Wilbur E Ruess
Salinas, CA Jack Allwardt Salinas. CA Tuck Archer Bartlesville. OK
David M. Best Seattle. WA Gordon R Binns Elmwood Park. NJ
Ann Arbor. Ml
Ted Rohlfing Los Altos, CA La Mesa. CA John W Sadler Lake Worth, FL
Keith B. Sekavic Denver. CO Gerald K Shaffer Cumberland. MD George W Shott Fords, NJ
Guy J Smith Dallas. TX Frank Stites Wayland. MA Donald L. Stovall Allen, TX Carl Vik Villa Park. IL Don Wagner EI Paso. TX Orlo R. Watson Concord. CA
Dell L Wescott Freeport. IL Clayton D Wilhelm Helena. MT
Clarence E Williams Marshall. TX H. T. Winn Ft Worth. TX Malcolm H Zirges
Logsden. OR Charles L Banks Austin. TX Wallie R. Bumgardner Hampton, VA Robert W Bunke Rushford. MN
James O Burgard Pontiac. IL Paul M. Carabelli Sepulveda. CA Don Clisham Ann Arbor. Ml
1 William Davis Edina, MN
Wayne H. Boiler Freeburg. IL Robert Bradbury Clarkston. Ml J W Braden
Vern Doolittle Port Townsend. WA Harwood S. He)leu Lynwood. CA Lee Hurry
Hutchinson. KS Alan A Brubaker Woodbury. PA
Hopkins. MN
F. E. Jenkins Pompano Beach. FL W. B. Lunn Culver City, CA
Warren E McCalmont Montezuma. KS Harold L Prior Fulton. NY B. H. Rawls, Jr.
Ormond Beach. FL John B. Severin Mount Angel. OR Alan Sewall
XPERIMENTAL
Thomaston, ME
Roberts E. Snively Hoopeston. IL Stephen S. Wemple Douglas. A2 Walter Yeider
Cody. WY David C. Yeoman
Toddville, IA Ken Allison Tucson. AZ
Dennis Ames Darien. Wl Richard H Balderson Citrus Heights. CA George R. Blackmore
Bethany, OK
SSOCIATION
Johnstown, NY Richard Roeller Clifton. NJ William H Sanders Winter Park, FL C H. Schmid Grand Forks. ND
Gerald W Dick St Paul. MN James R Dubois Somersworth. NH C. J Gronewold Lake Crystal. MN
John E Schmidt
Alvin L. Haas
David & Mary Waldemer Fairdealing. MO
Des Plaines, IL Richard E Hartjen
IRCRAFT
Francis W Reed
North Canton. OH Hellmut HeU Wilton. CT Aaron B. Higley Yuba City, CA
San Bernardino. CA Burton S. Shiner. Jr
Mesa. AZ Francis H. Spickler Westtown. PA William R. Wilt Marllon, NJ
Jack Kashak Chesterton. IN Fred H Kramer
Jamestown, NJ Milo Miller Skokie. IL Edward Murphy Troy, NY
Eugene F Pascoe Kansas City. MO Neil H. Perkins Dayton. OH Kenneth Porter Madison. Wl
_*•**_!
(Photo by Lee Fray)
The erection of the new EAA Air Museum building at Burlington, Wisconsin is progressing nicely as thispanoramic shot by Lee Fray illustrates. The 100lx 100', steel building was donated by the Toledo Public School System through the efforts of Herb WillfordJEAA 89),the Dana Corporation of Toledo and, EAA Chapter 149 of Toledo. The new structure is located' just northwest of the EAA hangar at Burlington and although slated initially.for storag'e pf museu.jri aircraft,, jcpuld eventually be the site CHtfie proposed EAA FligTrt Test and Research Center. . ""*•
OSHKOSH
(Composite Photo by Jack Scholler
t-JJ
(Photo by Ted Koston)
A portion of the Warbird area at Oshkosh '75. The Convention was going at full tilt when this picture
was taken. 66 DECEMBER 1975
PANORAMA
(Photo by Ted Koston)
One of more than 12,000 Hellcats cranked out by Grumman's Bethpage "Ironworks" in World War II. Owned by Connie Edwards of Big Spring, Texas.
(Photo by Ted Koston)
Early morning mists haven't had time to dissipate before the admirers of the big iron are up and about.
SPORT AVIATION 67
EAA SHOPPER
(Photos by Lee Fray)
JACKETS
SIZES
New EAA Jackets in our traditional blue with double white stripes. EAA Patch over stripes. The new Antique Airplane Jacket is in the same style as the EAA Jacket but made of same material as jumpsuit below. Choice of top quality knit or polyester cotton. J1 )2 J3 J4
Knit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) . Liners for above jackets (order same size as Jacket) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$26.95 $15.95 $15.95
Adults Small Medium Adults Adults Adults — X-large Children Children Children
Small (5-8) Medium (8-11) Large (10-13)
$11.95
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. 51 52 53 54
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . .
$39.95 $27.95 $27.95 $69.95
SIZES Men — 36-50 Regular Men — 38-50 Long
Ladies — 6-20 Regular Ladies — 8-20 Long
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 - Allow 4-6 weeks for delivery)
Note — Orders for Jackets, and Jumpsuits should be sent to I A -\ Headquarters. Apparel will be shipped directly from the manufacturer. Flight Apparel Industries, Hammonton Airport, Flight Apparel Lane & Columbia Rd., RD 4, Hammonton, N) 08037. Any returns or exchanges must be made directly to Flight Apparel Industries.
JEWELRY The following jewelry items are shown left W6 (from left to right): W7 W1 P-51 Tie-Tac (silver) . . . . . . . . . . . . $ 3.25 W8 W2 Acro Sport Tie-Tac (silver/blue) . . . . . . . . . . . . . . . . . $ 4.25 W9 W10 WJ EAA Lapel Pin/Tie-Tac (blue/gold) . . . . . . . . . . . . . . . . . . $ J.00 W11 W4 EAA Lapel Pin/Tie-Tat (white/gold - not shown) . . . . . $ 3.25 W12 W5 EAA Earrings (gold, pierced post type) . . . . . $11.25 68 DECEMBER 1975
Acro Sport Earrings (wire type, silver/blue) . . . . . . . $ 5.25 EAA Bracelet (white/gold, blue/silver, or white/silver) . . . . . . . . . . . . . . $ 4.25 EAA Necklace (while/silver) . . . . . $ 4.25 EAA Earrings (gold, wire type) . . $11.25 EAA Earrings (gold, r e g u l a r ) . . . . . $ 9.80 EAA Charm (on yellow gold plate) . . . . . . . . $ 4.80 EAA Charm (blue/silver, white/silver, or white/gold) . . . . . . . . . . . . . . . $ 2.75 (Above Kerns Postpaid — Please Specify Color)
PUBLICATIONS P26 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30l
Basic Hand Tools, Vol. 1 Basic Hand Tools, Vol. 2 Custom Aircraft Building Tips, Vol
P27 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . P28 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . P29 EAA Air Show & Fly-in Manual . .
Custom Aircraft Building Tips, Vol Custom Aircraft Building Tips, Vol
.
Custom Aircraft Building Tips, Vol Custom Built Sport Aircraft
( » 10 11 12 13 14
SHIRTS
Handbook Design, Vol. 1 Design, Vol. 2 Design, Vol. 3 Engine Operation, Carburetion, Conversion Engines, Vol. 1 Engines, Vol. 2 Engineering for the Custom Aircraft Builder — Hoffman
4.30| 4.30l 2.80|
P30 EAA Log Book for the Custom-Built Airplane . . . . . . . . . . . . . . . . . . . . 1.301 P31 Flying Manual, 1929 . . . . . . . . . . . . 2.30l P32 Flying & Glider Manual, 1932 ... 2.30l P33 Flying Miscellaney, 1929-33 . . . . .
2.301
P44 Hang Gliding (by Dan Poynter) .
5.951
P45 How to Build the Acro Sport . . .
4.501
P46 Service & Maintenance Manual . 3.8o| P47 Theory of Wing Sections (Abbott and Van Doenhoff) . . . . . . . . . . . . . .
6.501
P48 Wings of Memory . . . . . . . . . . . . .
2.80J
EAA T-Shirts Blue nylon mesh material with "EAA-Sport Aviation" on front.
Machine washable — high quality! T1 Child Sizes — small, medium, large . . . . . . . . . . . . . . . . . . . $5.25 T2 Adult Sizes — medium, large only . . . . . . . . . . . . . . . . . . . . . S6.95
Oshkosh 1975 lerseys Dark blue cotton, tootball-style jerseys with "Oshkosh 75" and EAA emblem on front. Special reduced price! T3 Child Sizes — small, medium, large . . . . . . . . . . . . . . . . . . . $3.90 T4 Adult Sizes — small, medium, large, extra large . . . . . . . . $5.60 EAA Sport Shirts — T5 Knit pull-over types with zipper at neck. EAA emblem. Sharp in red or blue! Specify color. Small, medium, large, extra large . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S10.95
(All books above — Postpaid)
15 Metal Aircraft Building Techniques
16 17 18 19 20 '21 '22 '23 •24 '25
Modern Aircraft Covering Techniques Pilot Report & Flight Testing Sheet Metal, Volume 1 Sheet Metal, Volume 2 Sport Aircraft You Can Build Tips on Aircraft Fatigue Welding Wood, Volume 1 Wood, Volume 2 Wood Aircraft Building Techniques
WATCHES QUALITY LEIOUR WATCHES AT A 30% SAVINGS
$3°° ea. (All Books Above — Postpaid)
••••^••••H EAA Embroidered M1 M2 M3
Cloth EAA EAA EAA -
Patches Small (cap size) ...... $ .75 Medium (3'/i" x 4V2") $1.95 Large (5" x 6") . . . . . . . $2.25
M4 M5
EAA Wings . . . . . . . . . . . . . . . . $1.50 Aircraft Builder . . . . . . . . . . . . $1.75
M6 Antique/Classic Division ... $1.75 M7 I.A.C. Division . . . . . . . . . . . .
$1.95
M8 Oshkosh '75 . . . . . . . . . . . . . . $ .75 EAA Vinyl Decals M9 EAA Standard (round) ...... .50 MIO EAA Winged . . . . . . . . . . . . . . .50 M11 Antique/Classic Division ... .50 M12 I.A.C. Division . . . . . . . . . . . . .50 Other M13 Metal Aircraft Placards ..... $2.50 M14 Flight Bags (14"x5"x11'/j") .. $7.50 M15 Garment Bags (1 suiter) .... $2.25 M16 EAA Lucite Key Chain ...... $1.25 M17 EAA Letter Opener . . . . . . . . $1.80 M18 EAA Coaster Set (4) . . . . . . . . $1.55 EAA CAPS M19 EAA (white mesh, blue visor) . . . . . . . . . . . . . . $3.50 Men's sizes . . . small, medium, large
x-large
Plans M22 EAA Acro S p o r t . . . . . . . . . . . $60.001 M23 Super Acro Sport Wing Drawings . . . . . . . . . . . . . . $15.00| M24 Acro Sport Info Kit . . . . . . . S 4.00I
M25 EAA BiPlane P-2 . . . . . . . . . . $27.0ol M26 Pober Pixie . . . . . . . . . . . . . . $40.001 M27 Farm Type Hangar . . . . . . . . $ 5.00l
CHRISTMAS SPECIAL. . .
M20 "Fun in the Sun" . . . . . . . . . . $5.00 (sailor type - small, medium, large, x-large) Knit (navy and gold) . . . . . . . . . . $3.95
I he Flygraf - LJ Ihe pilot's w a t c h ' This precision
thronograph
EAA JACKET REDUCED
The EAA Jacket (not shown) with I the triangular white panel is being! closed out. M28 Unlined — medium and large only (formerly $14.45)
$11.45|
M29 Lined — medium and extra small only (formerly $21.45)
Ladies . . . one size, adjustable to fit all
M21
MERCHANDISE
The Major — L1 17 jewel, shock-resisljnl I uminous dial and hands. Sweep-second hand, window frames when at rest in ?ero position. Date changes a u t o m a t i c ally nightly. to minute register. Tai hynieter scale. Available in gold or white $82.00
$17.45|
I he Pegasus II — L i I h is high quality chronograph has 17 jewel, shock protected movement Records passage of time up to 12 hours All slainless steel case guaranteed water-resistant. Slain-
less steel bracelet. A fine timepiece . . . . . . . . . . . . . . . . . . . . $142.00 (Above Items Post paid i
(All Items This Section — Postpaid)
Send check or money order to*
EXPERIMENTAL AIRCRAFT ASSOCIATION P. O. Box 229
Hales Corners, Wisconsin 53130
(Wisconsin Residents — Add 4% Sales Tax; Please Include Item Number)
SPORT AVIATION 69
WASHINGTON REPORT . . . (Continued from Pag* 91)
aviation and should be given some responsibility in handling problems on its own rather than monitoring programs run by other divisions of the FAA. We are deeply concerned by statements from FAA officials that restraints should be placed upon the growth of general aviation and particularly personal flying because the system cannot handle the increased traffic. In other words if the system is inadequate to meet the needs of the users, then the users must be curtailed rather than designing a system to meet their needs. This philosophy is contrary to the Federal Aviation Act of 1958 and the intent of Congress which clearly states that the function of the FAA is to foster and PROMOTE aviation. Artificial restraints on personal flying will do incalcuable harm to all civil aviation. Many airports and aviation ser-
PL-4
Winner ol Oshkosh 1972 Awards
lor "Outstanding New Design" and "Outstanding Contribution to Low Cost Flying". Under construction as a trainer tor Canadian Ministry of Defense Air Cadet Program. A superbly engineered design. Roomy cockpit. Fun IFR instrument panel Sate and Easy to lly. SO Hp VW to 100 Hp Continental. Folding wing Towable. All metal. Pop riveted. Easy to build. Aerobatic Large baggage space. Keep your flight proficiency tor less than $2.00/hour Introductory Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J 3.00 Drawings ................................................... S80.00 Construction Manual ........................................ f 10 00 Exploded Views ............................................. 112.00 Drawings + Construct. Manual » Exploded Views ............. $9500 Materials, Hardware, Pre-fab Parts Kits Available
PAZMANY AIRCRAFT CORP. Box 80051-S, SanDtego, Calif. 92138
vice organizations can stay in business only because of the revenue they get from personal flying. If this support disappears it would mean the closing of many airports and aviation service facilities which are vital to the short range transportation needs of business aviation, including air taxis and commuter airlines. One of the chief jobs of an FAA Administrator is to use effectively the great reservoir of aviation talent that lies within the building at 800 Independence Avenue. There is no doubt that the aviation experience here is second to none and the trick is to use this expertise effectively. Our working relationship with FAA personnel is excellent, both at the Washington and local levels. We are the principal organization that actively works with FAA to solve the problems of the growing sport aviation community ... competitive aerobatics, airshows, air racing, amateur building, etc. EAA is, in fact, involved in all matters that affect the operations of the privately owned airplane. No group works so closely with your general aviation district offices, largely in connection with the certification and inspection of amateur built aircraft. A relationship has been built up over the years that is mutually beneficial to the FAA and the flying public. We wish you great success in your new job and hope that we will have an opportunity to meet with you personally so that we can get better acquainted. Other Administrators have accepted our invitations to come out to EAA Headquarters and see our aviation museum and also attend our annual Fly-in and Convention at Oshkosh in the summer. We hope you will avail yourself of these invitations. In the meantime you can always count on our assistanceon any task where we can be of help. Yours sincerely, Experimental Aircraft Association
—
NIW ELECTRIC AND MAGNETO POWERED AltCMFT INSTIUMENTS
—
AIRCRAFT ELECTRICAL SYSTEM NOT REQUIRED
All new manufacture, low cost.
lightweight
instru-
accuracy, dust and morsture proof, lighted. 2'.4" and 3',s" standard sizes.
CROWDED PANEL?
Jacobs 30 STOH Cent. W-670 . . . . . Lyc. IO-360 A1A 900TT
HOMEBUILDERS Complete One Stop Shop For Your Aircraft Engine And Needs
.
Rate ol Climb . . . . . . . .
Lyc. 0-360.AIA
Altimeter
Lyc 0-320-E30 201 ITT Lyc. 0-290-G As removed
...........
Electric Turn and Slip
2257TT
Cont. ZERO SMOH .
Remote Compass
.
G-Meter . . . . . . . . . . . Manifold Pressure . . .
Suction .
LYCOMING 125 HP TO 260 HP
Fuel Pressure
CONTINENTAL A-65's TO 0-200's Completely remanufactured engines plus high and low time engines. (91 aircraft engines built in 1974. 41 this year to date).
NEW OIL COOLERS For ALL 4 Cylinder and
most 6 Cyl
NEW ENLARGED CATALOG —
Send *1 00 — Refundable First Order
Our Name /s Our Guarantee AIR ENGINES, LTD. 1325 W. Washington Bldg. A-6, Orlando, FL 32805 1 305-4224595 nights 1 305-896 3692 DICK WATERS or GENE KERR 70 DECEMBER 1975
36O5E SPRING ST *2I8 LONG BEACH (AIRPORT). CA 9O8O6
(213)4274703
Oshkosh Tower and Claudia Jones
6 or more SIZE
PLY 4 6 4
5 00 x 4
5:00 x 5 6:00 X 6 6 00 x 6 800 x 4 800 x 4 800 x 6 8 00 x 6 7 00 x 6 7 00 x 6 6 50 x 8 6 50 x 10 8 50 x 6 8 50 x 10 15 x 6 00 X 6 15 x 600 X 6
6 4
(Smooth) h) 4
6 6 8 6 6 6 6 4 6
1 8 x 5 x 5 TuBeless. 10 ply
26 x 6 x 6 Tubeless 10 ply
WAG AERO -
(One Size)
1-6 $2409 18 10 2034 2095 4520 4535 3687 3702 2245 2334
$21 14 1685 1928 1989 4320 4035 3487 3582
21 40 2234 2397 2745 4232 4287 30 15 3081
2597 2895 44 27 4582
31 26 3226 CIAL CORPORATE TIRES . .
S 94 16 13095
TUBE PRICE $1230 906 9 13 9 13 1363 1363 1486 1486 933 933 11 70 11 93 1473 1831 1233 1233
S 90 16 12595
Box 181, Lyons, Wisconsin 53148 • 414. 763-9588
1976 Aircraft Calendar 13 AIRPLANE PORTRAITS IN BRILLIANT COLOR. 131/4" X10%"
A collectors treasure, our 1976 calendar is a panorama of the past. Superbly printed, each page has a large pad with room for notes. Available in hobby shops and book stores or direct. $4.95 each, plus 51.50 (overseas S2.50) per calendar for handling. Calif, residents add 6% sales tax.
LYMAN E. COX
PO. BOX ISSOZSA, SACRAMENTO, CA. 95313
A tape cassette featuring Oshkosh tower communications during the 1974 EAA Convention and aviation songs by Claudia Jones is available from Fun Flite Enterprises. The Oshkosh Tower side of the tape g i v e s a r e c o r d i n g of tower communications on August 2, 1974, when controllers handled a world record 13,645 aircraft movements in one day at the world's largest air show. The fast-moving patter lets the listener in on moments of tension, suspense, and good humor as the world's tightest traffic pattern is handled with breath-taking efficiency. The B side of the cassette offers five catchy aviation songs by Claudia Jones, Las Vegas entertainer and Piper dealer. Her songs offer an appealing variety of themes varying from the fascination of flight to chuckling aviation humor. The cassette, which is suitable for gift giving, personal enjoyment, or as background for an aviation event, may be ordered for $5.95 plus 50? for postage and handling from Fun Flite Enterprises, P.O. Box 603, Lock Haven, PA 17745. FUN FLITE ENTERPRISES
P. O. Box 603 Lock Haven, PA. 17745
Name ———————————————— Add ress______________
City________________ State_______________ Zip___________________
Cassette Tapes
Payment enclosed - Total $6.45 ea.
SPORT AVIATION 71
CA LEX it A n OF EYE\TS JANUARY 19-25 — LAKELAND. FLORIDA — 2nd Annual Mid-Winter
Sun 'n Fun Fly-in Contact Martin Jones. 1061 New Tampa Hwy.. Lakeland. Fla (813) 682-0204 MAY 1-2 — CORONA, CALIFORNIA — Southern California Regional EAA Fly-in sponsored by EAA Chapter 1. 7, 11. 92. 96. 448 and 494 For information contact Terry Davis. 13905 Envoy A v e . Corona. Ca 91720 Phone (714) 735-8639 MAY 22-23 — HARTFORD. CONNECTICUT — Bicentennial Air Show.
Brainard Field Aerial performers, static display of military, antique, classic and homebuilts Display space available. Chapter 166 assisting in preparation and seeking display aircraft from above categories For further information contact Joe Gauthier after 6:00 p.m. and weekends (203) 635-4058 or Hercy Lord week days between 5:30-7 30 (203) 563-7813 JULY 31 - AUGUST 8 — OSHKOSH, WISCONSIN — 24th Annual EAA
International Fly-in Convention. Start making your plans NOWI FUEL CAPACITY TOP SPEED
420 LBS
CRUISE SPEED
WO LBS VW 1600
STALL SPEED SEATS
AUGUST 30-SEPTEMBER 3 — FOND DU LAC. WISCONSIN — 11th
Annual EAA/IAC International Aerobatic Championships. Sponsored by International Aerobatic Club
Send $1 For Info Pack
YOU ARE INVITED to send for a free, illustrated brochure which explains how your book can be
TO the author in search ot a publisher
published, promoted and marketed
RAND/ROBINSON ENG., INC
DETAILED PUNS t INSTRUCTIONS '45.00
Whether your subject is fiction, non-fiction or poetry scientific scholarly, travel, memoirs, specialized (even controversial) this
handsome 52-page brochure will show you how to a r range f or prompt publication
Unpublished authors, especially, will find this booklet valuable and informative For your free copy, or more information, write
Vantage
Press, inc . Dept. T-54
516 W 34 St . New York. NY 10001
THE NEW EAA ACRO SPORT-A SPORT BIPLANE FOR EVERYONE!
aero 22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •
NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS. AND "EXPLODED" VIEWS.
•
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 72 DECEMBER 1975
Super Acro Sport
Wing Drawings
$15.00
EAA AIR MUSEUM FOUNDATION Box 229 Hales Corners, Wisconsin 53130
FOR DURABILITY SPORT TRAINER
plus BEAUTY 7/ie CUBy - A New Dimension In Amateur Built Aircraft A PROVEN DESIGN. Available in kit f o r m with many p r e f o r m e d and p r e welded components, providing ease of construction and assembling
plus PROTECTION
Send for FREE information packet showing photos and 3-view illustrations plus complete list of assembly kits and accessories available. Builder Assembly drawings available for $65.
WAG-AERO, INC. Box 181, North Road,lyons, Wise. 53148
SPECIAL
SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . . 12 ISSUES FOR $7.50 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 out any 12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is making this offer to clear out badly needed storage space. Take advantage of this offer while the issues last. This offer is for issues up to and including December. 1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973, 1974 and 1975. Back Issues Available are the following . . . 1960 - July, September, October, November 1961 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, November July, August. September, October, Ncvember January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec. February, March. April, May, June, July. August, Sept., Oct., Nov.
Flight Proven"
AIRCRAFT FINISHES • POLYURETHANE • BUTYRATE • NITRATE • ACRYLIC • EPOXY • ENAMELS • PRIMERS
NEW... Painting Manual Available, Over 70 Pages . . . $3.00 per copy
WRITE FOR NEAREST DISTRIBUTOR
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
P.O. BOX 67 CARLSTADT • N. J. 07072 tow ../«. J.-201-431-3700
/
N.Y.-212.279-3254 SPORT AVIATION 73
BARKER VW Engines - Ports - Fittings Ted Barker Experimental Engines Palomar Airport • Bldg. SE Carlsbad, California 92008 Telephone (714) 729-9468 or 729-9033
ALL NEW (including case)
HAND BUILT ENGINES
—
VW
5 5 - 1 0 3 H. P. Ready to install.
CONVERSION PLANS by TED BARKER (VW) INFORMATION PACK
AND CATALOG
—
—
$5.00
$1.00
"SWAGE-IT" YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves Nicopress Oval Sleeves: Zinc Plated: ft '/„'. 12 for Jl. ^ . 10 lor Jl " V,". 20cea : V 25c ea V. 50.cn ; '/,-. 75c ea
Stainless Steel Thimbles: ) AN 100 C3 (',. & V i 8 for Jl: ' AN 100 C4 (',
) 6 for Jl
"SWAGE-IT"* TOOLS
*2 fir V. &" t '/•"
Nicopress Oval Sleeves $12.50 *3 for Vi", V. V and W Nicopress Oval Sleeves $27.50
AN 100 C5 (S, ) 20c ea AN 100 C6 (>,. ) 30cea.______ Tightening koltt applies swaging pres-
divinized Cable MIL-W-1311A: 7«7. '„'
lic fl
7il9. '-,". 1 9 c f t K. . 25c ft
V
Si
14cft
!-„ . 21c ft
sure. Will hold full rated strength of cable. -trademark
13th Year Nationally Advertised S & F TOOL CO.
Send check or M.O. with order. Calif residents add 6% Sales Tax =E-Box 154$ Costa Mesa, Calif. 12826 Orders postpaid in U.S A - Foreign Orders Add 10%
BD-S HOMEBUILDERS — Finish Your Airplane NOW!
BD AIR SPORT can supply ANY part(s) you need to finish it. RIGHT NOW, put your BD-5 on its landing gear with Trunions(LG147) and Pivot Axels'LG 14). We have them in stock now. You eventually will receive only raw stock (steel) as part of your kit and will have to do the critical machining and heat-treating yourself. XENOAH ENGINE Purchasers — Order a light weight, long lasting. Stainless Steel Muffler now and have it when your engine comes. The muffler runs from the exhaust manifold to the Extractor, and weighs less than 3'/2 Ibs. A super quiet, larger system is also available (7 lbs.). NEWLY AVAILABLE PART PRICES Pre-Christmas Description Reg. Price Special Price Main Landing Gear Trunions(LG147) ........$64.95/pr. $49.95/pr. Gear Actuation Pivot Axels(LG 14) . . . . . . . . . . . 64.95/pr. 49.95/pr. Side Mount Canopy Latches . . 9.95/pr. 8.40/pr. Write for our Brochure of other pre-made parts and alignment services, or a quote on ANY part of the airplane.
We have completed and flown our BD-5, so we know what its all about. BD AIR-SPORT, MINUTEMAN FIELD, STOW, MASS. 01776 (617) 897-6916
WHAT IS
The National Association of Sports Aircraft is an independent, non-profit organization of aircraft designers and enthusiasts, dedicated to the development and improvement of aircraft and related components. WHAT DOES NASAD DO? 1. NASAD has set up a system of standards to evaluate the commercially available aircraft plans and drawings for amateur-built aircraft. 2. NASAD's panel of experts has, at the request of the designers, evaluated twelve designers so far. Of these, nine have complied with at least the minimum standards, and have been awarded a "Certificate of Compliance". 3. NASAD makes available its evaluations fee to its members and to the public at a nominal fee in order to promote excellence in all phases of aircraft design. 4. NASAD provides a forum for the free exchange of ideas among its member designers and enthusiasts. 5. NASAD coordinates with other national aviation organizations to achieve regulations which will deal fairly with Sport Aviation. Annual memberships available for $25.00 BOX 1861 DAYTONA BEACH, FLORIDA 32015 74 DECEMBER 1975
SA!02.5 CAVALIER All Wood — Two Place
BROCHURE . $4.00 PLANS ....$125.00
JUNGSTER II All Wood Aerobatic & X Country Brochure . .$4.00 — Plans . .$75.00
JUNGSTER I Brochure
$4.00
Plans . . $75.00
K & S AIRCRAFT 4623 FORTUNE RD SE CALGARY ALBERTA WESTERN CANADA T2A-2A7
LOTS OF FEE MUG
2.95
Strong
RAZORBACK
Durable ».#^. -^3^ Economical /^^I^, ^x- v> ^-\ f — Fire Resistant g^ ,r^> f
Permanent
MINOCQUA, , WISCONSIN
$229
DUAL FUSELAGE STROBE Flush mounted strobe lamp assy-, wiring, and remote power supply.
$229 THREE LIGHT STROBE SYSTEM
AIRCRAFT MAKE & MODEL LIST PRICE Aeronca 11-AC .................... $219.60 Beech D-17 . . . . . . . .............. 372.37 Bellinca U Series ............ 290.82 Boeing Stearman PT-17/Waco . . . . . . 375.96 Cassutt Racer ........ 136.02 Cessna 120. 140. 170 ............ 95.04 Champion 1-2 & 7-AC . . . . . . . . . . . . . 22452 Consolidated PBY Series . . . . . . . . . . . . . 804.48 DeHavilland Dove ................ 173.64 Douglas DC-3. C 47 . . . . . . . . . . . . . . . . 254.10 Douglas DC-4 .......... 332.04 Ercoupe 415 Series ......... 77.64 Fairchild M62-A Series ........ 238.56 Grumman AG CAT G-164 ....... 197.46 Luscombe 8A Series 110.64 Mini Ace 161 15603 Piper 1 3 PA 11 L-4 Series 242.46 Piper J 5. PA 12. PA-14 Series 235.59 Piper PA-18 Series 244.41 Piper PA 16 17. 20 22 22050 Piper PA-25 Series ... . . . . . . . . . . 214.56 Pitts/Smith Miniplane ............. 148.68 Sonerai . ............... 54.04 Starduster Too .............. 208.26 Stinson 108-3 SerieJ . . . . . . . . . . . . . . 19302 Stilts Playmate ............... 150.42 Tailwind . . . . 131.88 Taylorcraft. All Series 243.75 Partial & Other Kits available upon Request Prices F O B Manila. Arkansas
Dual tip strobes plus high intensity tail light strobe, wring and re power
RAZORBACK GLASS PRODUCTS
RAZORBACK RECOVER KITS
DUAL WING TIP STROBE
mote
di£%J
A HOG FOR PUNISHMENT
WHX.INC. ,BOX 24?fe , ROUTE Z
2 Model 429 strobe limps, wiring, remote mounting. & power pack
supply
$319
Each Kit consists of sufficient Glass Cloth. Glass Reinforcing Tape and Glass Finishing Tape required
STROBE-NAV LIGHT COMBINATION
54 GAL.
DC 3 Elevator Aileron Rudder
(C-47) $417 00 496.00 456.00
power pack
BEECH Elevator Aileron Flap . Rudder
18
(C-45) $275 00 210.00 . 195.00 180.00
Fresh Razorback Cover with 12 coats C A B . dope Finished thru silver. Exchange-outright • FAA 337 Satisfaction guaranteed. Write or call:
GAL 5 GAL DRUM C A B . Clear Dope $5.63 $5.31 $5.13 C.A B Thinner 3.93 3.62 3.43 C . A B . White 8.13 Retarder . 5.89 5.58 5.39 Non Tautening Dope 5.29 Dope Softner 8.25 Nitrate Clear Dope 8.00 Nitrate Thinner 3.94 3.63 3.44 Aluminum Paste $3.13. All Dopes and conform to MIL Specs
RAZORBACK 1FABRICS. INC.
WAG-AERO, INC. North R d . Iyons, Wl 53148
TIME TESTED - PROVEN QUALITY No adhesives, sealers, irons or other gimmicks not to be confused with other coverings. Razorback is 100% glass cloth especially pre-treated to give you the best money can buy. Tautening by use of C.A B. dope. No STC necessary Fully F. A A and Military apro/ed Compare! Then choose the number one covering.
DOPES AND THINNERS
CONTROL SURFACES
strobe tor left
light, wiring &
PART NO PER ROLL 44" Pretreated Glass Cloth 100 Yard Roll 200 $24600 51" Pretreated Glass Cloth 100 Yard Roll 250 285.00 72" Pretreated Glass Cloth 50 Yard Roll 300 195.00 3/8" Reinforcing Tape 36 Yard Roll 100 1.80 1/2" Reinforcing Tape 36 Yard Roll 175 1.95 3/4" Reinforcing Tape 36 Yard Roll 150 2.59 1" Glass Finishing Tape 50 Yard Roll 150 3.70 2" Glass Finishing Tape 50 Yard Roll 225 6.72 3" Glass Finishing Tape 50 Yard Roll 350 11 76 4" Glass Finishing Tape 50 Yard Roll 350 14.96 6" Glass Finishing Tape 50 Yard Roll 375 1780 (Each Additional Diameter Inch ,03<) Cloth Less Than Full Rolls. Add \0%.
Instructions and Decals included in each kit.
High intensity
and right wings, including left & right navigation light plus tail
,.«,„«
OF AIRCRAFT COVERING
Pliable
FAA Approved
High Intensity Strobes
' METHOD '
P. O. Box 217 - Manila. Ark ansas 72442 — (501) 561-4447
4147639583
NOW! You get PROVEN PERFORMANCE "
_
with the ALL NEW
•
two-place amphibian
WOOD. FOAM AND FIBERGLASS CONSTRUCTION
•
I
T R I C Y C L E , R E T R A C T A B L E LANDING GEAR • ACCEPTS 125 TO 160 H.P. ENGINES
lntormition pick ties 3 vie* drawings color picture *." .''. (URe pnolo bcrMr
$500
Desig 3741
El Ricon Way. Dept SA-12
Sacramento. California 95825
Ctmplete Plans includes 150 sq fl ol prints, construe
I
'ior manual wttr- eve1 SO photos, matenal .n: .JOPIC ' sim.$151)0(1
STILL AVAILABLE:
OSPREY I,
SINGLE
Plans . . . . .$65.00
PLACE
SEAPLANE
Info Pack . . . . S3.00 SPORT AVIATION 75
BUILD YOUR OWN AMPHIBIAN
INVERTED OIL SYSTEMS . . . . . . . . . . . . . . .$107.50 Includes *Oil changeover valve
"COOT"
*0il Separator tank
*Sump fittings
PITTS
—
SKYBOLT
*Fuel Tanks - Smoke Tanks *Flop Tubes • Wing Fittings
—
ACRO SPORT
Two-Place — Folding Wings —
*Dyna Focal Ring Kits *Dyna Focal Rings
Towable — Easy Construction
Completely welded Complete with Bearings * Stainless Steel Exhaust *"l" Struts - Slave Struts 150-180 and 10-360 200 HP * Engine Mounts *Pilcl Tubes For Complete Listings and Prices
Construction Photos — $25.00
Write To:
COMPLETE PLANS AVAILABLE
A C R A - L I N E PRODUCTS P. O. Box 1274
Kokomo, Indiana 46901
"COOT-A with fiberglass hull.
We have hard to build parts and hull shells available
MOLT TAYLOR
(317) 453-5795
Box 1171 — Longview, Wash. (98632)
SEND
$3.00
For Specifications Photo, 3-Views, Prices and Information Packet Phone (206) 423.8260
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-ID 4-aileron model consisting of 47 sheets of production quality drawings with assembly manuals. We also have a large selection of off-the-shelf parts to facilitate construction. All the details are included in a vinyl portfolio containing spec sheets, parts lists, assembly details, etc., plus a giant full-color brochure that opens up into a poster-size picture of the finished airplane. SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS ($6.00 outside continental limits of U.S.A.) PITTS AVIATION ENTERPRISES
Box 548E, Homestead, Florida 33030
"YOUR FAVORITE PILOT"* The PERFECT GIFT
tr Sky Blue Bank Checks that are TRULY PERSONAL ft 1,000 Checks from your B & W Photo only $40.00
Personal size Plane Checks follow the self-addressing format used on the larger business check. Used with our "No Fuss" double window envelopes, they will speed up bill paying time, so you can get back to building your airplane sooner.... 100 free envelopes with each order. Please furnish one sample check, and one deposit slip from the "favorite pilot's" checking account. Also, please indicate clearly any changes on these items. Both these documents are necessary to make your checks compatible with the
bank's computer, and the American Bank Assn. specifications Enclose photo and mark envelope "DO NOT BEND." Any size photo of good quality is acceptable The subject matter should be approximately twice as wide as it is high. If you do not have a photo available, our files contain pictures of most recent production aircraft. Our artist can fake in your "N" number on any photo. There is an add'l. $15.00 charge for this service
IDENTITY CHECK COMPANY Ship to:
P.O. Box 1490 Park Ridge, Illinois 60068
Name_
O No Photo. Check for S55.00 enclosed
Address_______ City_________
Starting Number____________
D Photo & Check for S40.00 enclosed
State
_2ip.
(Checks are shipped by United Parcel Service. Someone should be at this address to sign for package)
Aircraft__________________ "N" Number____________ Send information on your other Aviation Checks.
»fj"LEAVE MAGAZINE AND PHOTO WHERE ONE OF MY "HELPERS" WILL FIND IT." Santa
76 DECEMBER 1975
PLANS NOW AVAILABLE . . .
PLANS FOR ALL-WOOD FLY BABY
FOLDING-WING SINGLE-SEATER WINNER OF 1962 EAA DESIGN CONTEST.
$25.00 SEND $1.00 for literature, specifications, material cotti, tooling requirements,
Simplified step-by-step assembly drawings and detailed printed instructions.
POBER PIXIE
PETER M. BOWERS 13826 DES MOINES WAY SO. SEATTLE, WASH. 98168
large flight
photo.
Build Paul Poberezny's latest design, the VW powered Pober Pixie. Features a very roomy cockpit, super short
field performance, economical operation and is easy to built. Plans consist of 15 big sheets drawn by Bill Blake
who also did the widely acclaimed EAA Acro Sport plans The Pixie is a very docile little- sportsplane designed for the pilot who wants an honest, inexpensive fun airplane for weekend and sparetime flying.
Plans are only $40.00. Mail your check to:
HATZ CB 1 Thrifty 100 h.p.
EAA AIR MUSEUM
3-view & photo S3.00 Plans $125.00
FOUNDATION, INC. BOX 229 HALES CORNERS, WISCONSIN 53130
DUDLEY KELLY Rt. 4,
Versailles, Ky.
AL BUTLER will do your 49% with PRECISION!
STITS C A T A L O G
COMPLETE SERVICE
LISTING
Certified aircraft quality material cut to blueprint sizes full COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce. Pine. Douglas Fir. All Plywoods - Nails Wing ribs fabricated J AN hardware packages are complete to conform to plan J down to cotter pins and all details.
AEROLITE 306* 4130 TUBING PACKAGE
^
ONE SHOP • ONE STOP
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 protect. We are
a shop, not just a store/
HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS, CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT STRIPPER, REPAINTING & RECOVERING SUPPLIES.
POLY-FIBER AIRCRAFT COVERING PROCESS SERVICE PROVEN. NON-BURNING
COMPLETE FABRIC COVERING SYSTEM USING NEW MODERN MATERIALS WRITE OR PHONE FOR CURRENT CATALOG AND DISTRIBUTOR LIST
STITS
FAA Facility * 103-13
PitrtHMil by Pimulti Button SEND ONE DOLLAR FOR CATALOG
Quality materials and Craftsmanship are buy-word* at BUTLER'S. TM o« CIBA Cb
STITS AIRCRAFT COATINGS POST OFFICE BOX 3084S
^
RIVERSIDE, CALIFORNIA 92509 A H BUTLER. EAA 57353 R D 2. Box 174 BLAIRSTOWN. N J 07825 AC 201-362-6333
PHONE 714-684-4280 SPORT AVIATION 77
OFFSET TIN SNIPS CUTS FROM ONE SIDE OF SHEET, KEEPS YOUR HAND SAFELY AWAY FROM
CUT, NO EDGE DISTORTION, FIXED STOP, SOLID CHROME-XICKEL STEEL, FULLY GUARANTEEED, MADE IN GERMANY BY ROBIN. ORDER NO. RA403, $19.50 EACH, FREIGHT PREPAID. 1.65 LBS., 11" LONG.
THE SAME AS ABOVE WITH ADJUSTABLE STOP, 14" LONG, 2Vfr LBS ORDER NO. RA407. $22.50 PPD. NAME
...
ADDRESS CITY
....
STATE
ZIP
QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NORI, P. O. Box 141, Kenilworth, Illinois 60043
JOIN NOW! COVETED MEMBERSHIP Receive twelve big issues of The Vintage Airplane featuring never-before-told stories and photographs. Just $10.00 a year. Send check to EAA Antique/Classic Div. Box 229, Hales Corners, Wl 53130
JACK HOOKER
BUILD THE ALL-METAL T-18 SPECIFICATIONS & 3-VIEW... .$3.00
PLANS... .$180.00
THORP ENGINEERING CO. P. O. Box 516
Phone: (716)745-9544
Sun Valley, Calif. 91352
1635 LAKE ROAD, YOUNGSTOWN,
NEW YORK 14174
"Perhaps the nearest thing to a fighter the average pilot will ever fly.1 • • • •
Possibly the fastest all-wood 2-place retractable in existence 200 mph plus!! Will take 150 to 300 H.P. engine ^ Docile!! Well mannered!! T^ Sophisticated . . . yet simple to build Stressed for limited aerobatics Comfort for 2 large people Engineer designed ^__^_ i
Information Brochure - $5.00 Complete Plans - $125.00
78 DECEMBER 1975
JEFFAIR CORP. Dept. RS, Box 975 Renton, WA 98055
JUNGMEISTER JUNKET 50 States in a Biplane
ORDER FROM_____ VANTAGE PRESSING. . 516 W. 34TH. ST. NX N.Y 1QOO1
• • •
oy Dick Stouffer)
A full side shot of a rare Warbird, Jack Flaherty s (Monterey, California) Bell P-63 Kingcobra. Most were f l o w n to Russia during World War II to soldier as low-level tank busters.
MONARCH ULTRALIGHT SAILPLANE plans and kits information pack......$2.00
$8.5O
MARSKE AIRCRAFT CORP 130 Crestwood Dr. Michigan City, Indiana 46360
by SAM BURGESS Lt. Col., U SAP, Ret
SPECIAL OFFER!buy direct &save EXTENDED TWO YEAR WARRANTY
845.00 475.00
ML 200 100 CHANNEL COMM. QIC 30 100 CHANNEL NAV.
$1320.00
YOUR COST ONLY
$695.00
vOOOO corporation For more information on the complete
Terra Corporation line of communication and navigational equipment, write to T E R R A CORPORATION, 3520 PAN AMERICAN FREEWAY, ALBUQUERQUE, NEW MEXICO 87107.
A COMPLETE COMM/VOR/LOC SYSTEM PACKAGE, FLEXIBLE INSTALLATION ML 360 360 CHANNEL COMM ML 105 200 CHANNEL NAV QIC 30 VOR/LOC QIC CONVERTER
$ 945.00 $ 595.00 $ 525.00 $2065.00
YOUR COST ONLY $1275.00 SPORT AVIATION 79
4130 AIRCRAFT STEEL 4130 Chromoly tubing and plate, Sitka Spruce and plywood, dopes and fabrics, oluminum sheets. 25c FOR PRICE BOOKLET
CLASSIC (813)
686-1285
AIR
723-S Saratoga Ave. • Lakeland, Fla. 33801
BUILD THE LITTLE 0-8 SAILPLANE:
* All Metal * Easy to build for beginner and veterans alike * Plans — only $39.00 * Brochure — $1.00
AIRCRAFT
Write EAA: P. O Box 229 Hales Corners, Wisconsin 53130
La Jolla, California 92037
DRAGON
SKIN
Fiberglass wing and fuselage skins. Sheets up to 4 x 8 in four thicknesses. Also molded leading edge materials Send $1.00 for sample and specifications.
'75 Award Winner, Bill Pomeroy, Ont. Can.
VAN'S RV-3 1973 & 1974 EAA Flight Efficiency Winner The total perfomance homebuilt, Tops 195 mph on 125 hp. Lands 48 mph. STOL. Aerobatic. Aluminum structure. Easy to build and fly. 85 - 150 hp. Parts Available. Brochure $3.00 Plans $85.00
WICKS AIRCRAFT
P L Y W O O D S AIRCRAFT To MIL-P6070
MARINE To MIL P 18066 HARBOR SALES CO., INC. 1401 RUSSELL ST., BALTIMORE, MO. 21230
Phone 301-727-0106
Sport Aviation Supply Ltd. 1104 Cambie Rd., Richmond Vancouver, B. C., Canada V6X 1L2 604/273-8501
THE AMERICA COMPANY
CERTIFIED AIRCRAFT BIRCH PLYWOOD
1521 Breezeland, Oconomowoc, Wis. 5306*
In stock in thicknesses from .6mm 3-ply thru 6.0 mm 5 ply. Various size sheets.
IPROPFLANGE REINFORCING PLATE For Lycoming 0-290 Engines Model G 'o' Lyc O 290 G Modei D for Lyc 9 290-0 engines wtien prop extension is used Eiircr Monel S29 95 Prop bushings lor use witn Reinforc mg 0itt $47.50 isel ol 6|
VAN'S AIRCRAFT
PLYWOOD
Madison County Highland. III. 62249 618/654-2191 No Collect Calls, Please
EAA Aeronautical Engineering Scholarships—
PACIFIC AIRCRAFT P. O. Box 2191
SPRUCE AND
Spars, Stringers, Cap-Strips * Surfaced either two or four sides. * Plywood and spruce in stock for immediate delivery. * Dynel Fabric Polyurethane Foam and Epoxy Resins for KR-1 Aircraft.
AIRCRAFT 3
NOW IN STOCK SITKA SPRUCE (MIL 6070S)
A", 1", 2" x 6'", dressed to 20' long. HOMEBUILDERS SUPPLIES, AN, BALSA, AEROLITE GLUE
Write For Free Quarterly catalog
AIRCRAFT SPRUCE « SPECIALITY CO. Box 424 Fullerton Ca 92632
22730 S. W. Francis, Beaverton, OR 97005
COMPLETE HARDWARE SUPPLIES
FIRST IN SPRUCE Second to none in building supplies of all kinds including spruce kits, steel tubing kits, covering materials, instruments, accessories and hardware. KILN DRIED SPRUCE TO SPEC. S-6073
Finished spars, stringers, capstrip — All sizes available 3.i" x 6" lengths 10-14'___________$1.80 lin. ft.____________ HUGHES FPL-16A
AEROLITE*
Epoxy Wood Glue
Wood Glue
1 lb. Kit S lb. Kit 8 lb. Kit
1 qt. Kit - 5 Ibs 1 gal. Kit - 15 Ibs.
$ 4.25 9.95 15.05
$11.00 $29.90
ASSORTED SUPPLIES Seatbelt 8> Harness Set $1.50 Yd. Dynel Fabric, 39" 2" Quick Disconnect $25.70 Epoxy Resin Kit Vernier Controls Foams 2ir Rigid 24" x 48" Blk, Blue, Red Knobs Styrofoam Polyurethane Injector Carbs for VW ..$2.12 $4.65 New AC SR-88 plugs 5.20 1" ................... .. 3.68 LA-47 plugs for VW .. 7.36 10.40 2" ................... Radair 10 radios (Port.) Battery Packs $1.90 Yd. Dacron Frabric 2.7 oz. 66" Intercoms (Battery Opr.) $22.75 Non-Taut. Nitrate Dope 5 Gal.. RT-7 Recording Tachs 5 Gal. $24.75 Butyrate Dope All Prices F. O. B Fullerton, Calif.
19.50 49.95 5.95 3.25 330.00 75.00 99.50 32.50
Prices per Sq. Ft. Birch 90*
45*
1/32" 3 ply
1.53 1.21
2.27 (Poplar only) 1.94 1.26
3/32" 3 ply
1.26 1.31 1.36 1.63 1.76
2.07 2.18 2.26 2.94 3.01
1/8" 3 ply
3/16" 5 ply
1/4" 5 ply
2.11
1.31 2.16 1.37 2.20 1.51 2.«1 1.57 2.83 1.68 3.08
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 80 DECEMBER 1975
SPENCER AIRCRAFT INDUSTRIES 8410 DALLAS
SEATTLE, WA. 98108
$23.50 4'
AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Mahogany 80' 45* Thickness
3/16" 3 ply
EVERYTHING IN HARDWARE SEND YOUR REQUIREMENTS
F O. B. Fullerton, Calif.
* Trademark of Ciba Co. Ltd.
1 /«" 3 ply
Aqua Glider Kingfisher Eaby Ace Mustang Baby Great Lakes Pazmany PL 1 & 2 ED-4 Sidewinder Coot Starduster Bakeng Duce Starlet Dyke Delta T-18 Fly Baby Turner T-40 Heath Bantam Others in Process
714/870-7551
VJ-ll
"Sole" H*n( Glidtr to build biplane fl.dt' world's first : control h«n(
Ihder
WORLD'S LARGEST
I.M.S.C.
SELECTION OF MILITARY FLIGHT CLOTHING AND EQUIPMENT
USAF ISSUE L2B LT. WT. NYLON JACKET
Sage Green Color Knit cuffs and waistband Orange reversible lining ' 0 'b Nylon twill shell 10 0
USAF ISSUE MAI MED. JACKET
WT. FLIGHT
Same Jacket but Dacron Lined for Cold Weather ......................... $34.95 USN
TYPE
LEATHER INTERMEDIATE JACKET
* Mouton like fur collar * Bi-swing back, Rayon lined * Knit cuffs and waistband $74.95
Extra Size $79.95
Genuine USN Issue . . . . . . . . . . . . . . $99.95 WW II TYPE A2 BROWN LEATHER JACKET
* Genuine steerhide leather " Wool quilted lining - Knit cuffs and waistband V32!(j
*74-95
Extra size
$79.95
Same Jacket in Leather Look .... $24.95 MILITARY TYPE LEATHER FLIGHT JACKET
* Genuine steerhide leather * Two-way front patch pockets * Fur collar * Fleece lined * Knit cuffs and waistband * Heavy duty zipper $84.95
Extra Size $89.95
In Leather Look . . . . . . . . . . . . . . . . . . $39 95
Full Color Sport Aircraft Cutaways
A unique new concept in sport aircraft construction drawings. These illustrations are 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 matt white stock 18" x 24". D PITTS S-IS O STARDUSTER TOO D STEPHENS AKRO Price including postage and sturdy mailing tube is S 12 for one drawing. $22 for two and $30 for the set of three. (Calif, residents add 6% tax) Remit check or money order to Ivan Clede Studios. 296 Ridgemark Dr.. Hollister. Ca 95023
WW II TYPE B3 BROWN LEATHER HVY. WT. COAT
* Shearling fur lined s Copy of the original $84.95
Extra Size $89.95
Leather Look copy . . . . . . . . . . . . . . . $24.95 USAF TYPE N2B (Parka Hood) NYLON JACKET
Sage Green or Blue color *••• Wolf-like fur hood * Knit cuffs and waistband * 100% Dacron filled $29.95
Extra Size $34.95
MATCHING TROUSERS . . . . . . . . . . . $17.95 USAF TYPE N3B NYLON FLIGHT PARKA
_
Sage or Blue color * 10090 Nylon twill shell
* Wolf-like fur hood "Jr'hflB ^^
Receive one of these Popular / Maintenance Books!
* Orange color nylon lining * 100% Dacron filled $49.95
Extra Size $54.95
Genuine USAF Issue . . . . . . . . . . . . . $39.95
Used Reconditioned USAF TYPE B15 "BOMBER" JACKET
Sage Green or Blue color * Dynal fur collar
* Knit cuffs and waistband
WHEN YOU BECOME A REGULAR SUBSCRIBER!'
THE MAGAZINE FOR MECHANICS/'
SUBSCRIBE AND SAVE
1 ——— ——— ——— —— ———
(MAINTENANCE BOOKS
s ; ;S
RATES: $7.00 per year $12.00 for Iwo years $10.00 foreign per year
* Wool quilt lined $14.95
With Knit Collar and Orange Reversible Lining . . . . . . . . . . . . . . . . . . . . . . . . . $17.95
Enclose $2.50 for Postage and Handling — SEND FOR FREE CATALOG — INTERNATIONAL MILITARY SUPPLY CO. INC.
6583 Roosevelt Blvd. (21S)
Phila, Pa. 19149
Become a regular subscriber to the only trade maga/ine published exclusively for aviation maintenance personnel. Receive a Free Book! The Avialion Mechanics journal contains monthly maintenance tips, new product news, tool evaluations, parts information, job opportunities, and much more! Don't miss an issue. Simply fill out the coupon. Clip and Mail.
u- **""
"Offer limited to NEW subscriptions only.
JES-0500
SPORT AVIATION 81
NEED A & P RATING
Guaranteed to pass written, oral, Practical. All Three txams in s to 14 aays. Very Moderate Tuition. Examiner on btaif For Full Information call or Write: FEDERAL EXAMS
5602 N. Rockwell, Okla. City, OK 73008 405/787-6183
Western Division 4137 Donald Douglas Dr., Long Beach Apt. Long Beach, Calif. 90808 213/429-3315
CUSTOM CRAFTED WOOD KITS A/C SPRUCE, PLYWOOD & SUPPLIES
Kits for most homebuilts with parts cut,
sanded, ready to assemble. Spar kits with spars beveled and tapered. The Wood Specialist.
Z E N I T H
Top performance 2 seater - 85 to 160 HP - Award Winner - NASAO quality seal INFO $3.00; Plans $150.00; Kits; Parts.
TRIMCRAFT AERO
4839 Janet Rd.
Sylvania, OH 43560
419-882-6943_______Catalog 25c
SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and
MONO
Tubing. All sizes, any length. No minimum charge Distributor for all STITS Products. AN Hardware, Etc. KNAPP AVIATION
P. O. Box 764, Miami, Fla. 33148 305/888-6322____________305/887-9186
SAL 2/3 Mustang Miniature Fighter Plans - $150 00 Brochure - $4.00 S-14 High Wing All wood STOL Plans - $50.00 Brochure - $3.00 Also available F-9, F-10, F-ll & F-12 brochures $3.00. Add $1.00 extra for Airmail,
Kits for above will be available. Let us know your needs.
aerobatic performer: 100 HP Continental. Removable Wings - INFO $2.00; Plans, Kits, Parts. ALL METAL - BLIND RIVETS EASY TO BUILD - SAFE TO FLY
Designed by Chris Heintz ZENAIR, LTD., 236 Richmond Street Richmond Hill, Ontario, Canada, L4C 3Y8
A & B SALES
WHEELS AND BMKfS
36 Airport Road
New, manufactured to F.A.A.
Edmonton, Alberta, Canada 403/453-1441
Stondords. Will fit sid. ules
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.
MASTER BRAKE CYLINDERS leiervoir style with pork- ••»•»«« ing broke ond seoled ocrobolic If ft. New. Mfg. for Cessno, Beech, riper A.C. t ECT. A
fLArO CARMICHAEL CA 95608
BAKENG DUCE
THROTTLE QUADRANTS
Outstanding, roomy, two-place, basic steel tube fuselage, wood wing. Simple to build. Agile but yet docile.
Push-pull controls, ignition switches, yokes, primers, rudder pedals, control wheels, etc. SEf YOU* OISTflBUTO* fO*
Flaps, 75 to 125 hp. 100 to 150' take-off, amazing climb. 35 to 120 m.p.h., cruise, top 140. Plans $45.00 Brochure $400 A D J U S T A B L E PROPELLERS 2-3 BLADED PLANETARV GEAR DRIVES ALL ENGINES C H A I N D R I V E SYSTEMS • ALL ENGINES V - B E L T DRIVES • FOR V O L K S W A G E N S DIRECT DRIVE SYSTEMS ALL E N G I N E S DUAL
M A G N E T O S • FOR
CORVAIR
AND
VA
DUAL SPARK PLUG HEADS C O R V A I R VW CUSHION COUPLINGS ENGINE TO DRIVE S T A R T E R S • ACCESS END C O R V A I R VW IIR C O O L E D • W A T E R C O O L E D E N G I N E S C O R V A I R - V W - P O R D - C H E V - O L D S - B U I C K PLANS
• C A S T I N G S -
K I T S
• C O M P L
GVRODYNAMIC SYSTEMS
ADD II 00 OUTS'De U S A
REDLANCS CA 97373
P O BOX SS. DEPT
THCSC PRODUCTS PRODUCTS CO , INC. ^ P O BOX 142 - BROOKVILLE AIR PARK BROOKVILLE OHIO 45309 p
BAKENG AIRCRAFT 19025 92nd West EDMONDS, WASHINGTON 206/774-7846
98020
JET ENGINE
UNITS
ONE ITEM 'NFO PACK J3 00 ALL 'TEMS INFO P A C K 14 00
t includes seoled bearing. 2.80/2.50x4 «.50 * 5.00x5 ......... .109.50 •.Wl* ......... 119.50
L
"1971 EAA OUTSTANDING DESIGN"
Info. $3. Plans $65. Special to EAA Members $55 including plans for landing gear. ,CT D| AkJC 180° Carmelo Drive (E) JCI
Z
You can afford to build . . . and fly this economic single seater: V.W. powered -
n»i
if
REVOLUTIONARY!
All who see it
FLYING BOAT A Challenge to The Home Builder!
marvel at its POWER. SIMPLICITY. PUSH-BUTTON STARTING'
100%Throttleable CONTROL! • SAFE! RELIABLE! Clean Eihaust! LIGHTWEIGHT Never wears out! • POWER your Glider. Small Plane. Ice Sled. Boat. Go-Karl Test Stand. Etc O EASY TO lulLD CONSTRUCTION PLANS 15-11 THRUST JET WT 5 IBI PLANS SI2 00
40 Li THRUST 116 00 * title INf ORMATION PKtl|C.
W-IB
»1S »5
••• p.r^-"f * *ir^ t>!1f .Fl-
^0 j Boo* on Uses
n Brochure! ft CalalMI I
t Four lilO sPhotot
EI AK G
ENGINEERING CO.
Build and fly the boat that does not use or need ailerons, elevator or rudder. Information free.
SPRATT CO., Inc. BOX
351
*
MEDIA, PA. 19OG3
18518 4 SO. BROADWAY. GARDENA, CAL 90248
SMYTH SIDEWINDER 1969 EAA "OUTSTANDING DESIGN" INTERESTED IN GYRO-COPTERS? STEP UP TO THE REAL ONE!
to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
great 2-place dune buggy. Costs no more
$jO 00. Taylor Titch. A super single place
to build than the little ones. Forget the
low wing aerobatic tourer/racer. Simple
hard to get high octane gas and the
two-place construction, ideal for wide range of engines; so adaptable that al-
most any body can be used,
shown
above, the BOOMERANG II. Kits start at $295.00. Send $5.00 for information pack-
age, $35.00 for complete one or two-place plans to ROTOR MASTER AIRCRAFT
Shangrila Ranch, P. O. Box 81769 Ramona, CA 92138 82 DECEMBER 1975
TAYLOR TITCH —Taylor Mono. The popular single-place low wing, all wood, aerobatic model. 30
The all-aluminum Boomerang uses 65 to 180 hp engines. So rugged it makes a
special strips. Take off from and land on almost any terrain and even use car gas in most engines. 1 airframe for one-or
TAYLOR MONOPLANE &
to build wood construction for 40 to 95 H.P. engines. Superb plans for this su-
High performance, all metal, two-place sportplane. Designed with the amateur builder in mind. Three-view, specs, sample drawing, 15 page illustrated brochure $200. Good quality, easy to follow, stepby-step construction drawings. $125.00 Plans may be purchased in five - $25.00 packages if desired. JERRY SMYTH
Box 308, Huntington, Indiana 46750
perb airplane include full size rib sheets, material list, and numerous advisory
rotes. $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
CERTIFIED AIRCRAFT
BIRCH
P
O
L
1/32" 1/16"
Y
W
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°b. Cut in half, or smaller for prepaid parcel
post and faster service. Marine,
Cabinet,
Plywood,
Lumbercore.
Most all species, up to ?y. 4 x 8 ' sheets or cut to size VIOLETTE PLYWOOD CORP.
P. O. Box 141X
LUNENBURG, MASS.
Engineered For Safety And Simplicity — VW Powered DO you flfWfMflf a the en »dl tor pl«n« inclu-
ded t er mi w*ch at $333 down.
Brochure . . . . . . . . . . . . . . . . . .$3.00 Plans (168 sq. ft.) . . . . . . . . . .$75.00
Aerobatic Adventure
with proven products from Christen Industries
Ihtngt Ilk* br»h»t, oomptu »fX)
tailwheel? Announcing tne introduction
o* J foully new *fit«u»-*viation product
- jnlique pUne
MacDonald Aircraft Co. O. Box S43-S
Sonoma, CA 9S476
adv reproduced « hign-Qualiiy
decontive potteri") ORIGINAL •dwtitermnti tor Piper Cub Taylorcraft. Beechcraft. Aeronca. Waco. Cmna. St i rt*on. LuKombe. Fairchild. etc - piu* several noveHy *vu tion-i«lai«d adl trom the ume
VW AIRCRAFT PARTS & Leaf Type STEEL & ALUMINUM LANDING GEAR
era' - Ow SO different adver
V
nternerm lo e hoot* from'
Send name «"O *Odr«*i *
Price List SOc
PROP 'N HOPE AVIATIOH PRINTS
P O Bo* 6O36 W*ih.. O C 20005
METAL MASTERS 5599 University Avenue
San Diego, Calif. 9210S
Christen 801 Series Inverted Oil Systems for all directdrive Lycoming aircraft engines
(714) 582-27SS
KIT AVIONICS
BUILD, INSTALL. REPAIR YOUR OWN: Audio
Panel, 3Lt Mkr. Rcvr, Test Equip. & More
NOW IN STOCK Flying Struts and Strut Tubing
Stabilator Tabs, Control Sticks, Bushings & Other Goodies Send Copy of Drawings for Quote
• Reliable
• Low Cost • High Quality
• Legal
SEND STAMP FOR FREE CATALOG FORD V-8
RADIO SYSTEMS TECHNOLOGY
P O Box 23233 B San Diego. CA 92123
CONVERSION KITS
( 7 1 4 ) 277-1917
COMPLETE READY FOR INSTALLATION On 289-302-351-400 CID. Ford V-8. Now
1975 WARBIRD CALENDAR
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.
6 beautiful 11 x 14 color inflight photos taken at Oshkosh.
DEVELOPING TWO NEW ENGINES
Included are F6F, P-51, FM2, P-38, P-40 and AT-6. Order From WARBIRDS OF AMERICA P. O. Box 229 Hales Corners, Wis. 53130 Only $2.50 including postage
NOTICE 2-1 Reduction Pinto and Capri 4 cyl. (2000 cc and 2300 cc) Caori and Mustang II V-6 (2600 cc and 2800 cc) These engines could be installed in many popular homebuilts with improvement in performance and appearance. For further information contact us.
GESCHWENDER Box 5152
Homebuilders, Antiques, Custom World's Largest Variety of Fiberglass Parts. New items are under construction all the time. Special machined parts, hardware, spruce. Write for catalog - $1.00
RATTRAY AIRCRAFT CO. 2357 Afton Road
Beloit, Wis. 53511
(608) 362-4611
Christen 844 Manual Fuel Pump System lor reliable fuel control. A miniature selfcontained fuel _ control unit » * with pump, *~ " selector valve and filter-drain.
AEROMOTIVE, INC. Lincoln, Nebr. 68505
o
Christen 820 Seat Belt/Harness System for positive support during unlimited-class
competition aerobatic flight Christen 814 flight goggles for wide angle vision and comfort during open cockpit aerobatic flying
•o
Components MARCEL JURCA MJ-77
(P-51 3/4 scale Information Package) $5.00
Send two dollars first-class postage and handling (refundable with order) to receive new full color product catalog.
Christen Industries, Inc. 1048 Santa Ana Valley Road Hollister, California 95023 Telephone: (408) 637-7405
Quality products for sport aviation SPORT AVIATION 83
HOMEBUILDER'S CORNER . . . (Continued from Page 2)
On a national level, I am very proud of the many chapters and EAA'ers within our organization who have shown concern and who have actively participated in aviation affairs on the local, state and ational level. 1975 has shown us here at Headquarters that there is much to do for the cause of sport/general aviation. I am sure that many people feel that EAA is only involved in homebuilding of aircraft, as indicated by many conversations and letters received. Not so — EAA has long recognized that upon completion of their projects, those who design and build or restore immediately have the same problems of aircraft ownership that those members who own factory built aircraft have. Consequently, EAA feels an obligation to its members and to its beliefs to continue encouraging and working toward insuring a strong and healthy growth and a great future for those whose primary reason for owning and operating aircraft is for fun and recreation. Oshkosh '75 was another good example of combining fun and recreation and a bit of transportation in aircraft ownership. We certainly disagree with the statistics that have been put out by the aviation industry in national newspapers and publications that only 5% of the flying done in the United States is for sport. We have some 6,000 experimental/amateur built aircraft in our general aviation fleet alone, and when one looks at the approximately 100,000 privately owned aircraft in the general aivation fleet, that's a large percentage alone. EAA does not consider approximately 30,000 aircraft such as air taxi, corporate owned aircraft used for transportation of personnel or materials, agricultural and others as part of the sport/general aviation fleet and recommends that thought be given to a seperation of these identities. One can hardly justify corporations owning business jets being classed in general aviation on an equal basis with individuals operating a Stinson, homebuilt or a Bonanza. True, all of us would like to call ourselves "professionals" and operate our aircraft in a professional way. But the difference is the purpose for which the aircraft was purchased . . . and the crews that operate these aircraft or employees who are paid for their professionalism. PUBLICATIONS
On another subject, from time to time we receive letters from members asking why we don't have more how-to-do material in SPORT AVIATION. They would like more technical material on riveting, sheet metal work, wood work, laying out wing ribs, items that may be applicable to getting started on a homebuilt project. For many years, we have combined much of this material into separate "How To" publications to add continuity and produce a great amount of it under one cover. It is a bit discouraging to receive these constructive suggestions knowing the sales picture. These publication are done strictly out of our sense of responsibility towards the educational aspect of our organization, for from a business and publisher's standpoint, not enough are purchased by the homebuilders to warrant the investment. In most cases, the funds invested would earn a lot more for
other services to the member drawing interest in the bank than in boxes in the warehouse and as stock on the shelves. If you have not completed your library, please do. LOW BUDGET DESIGNS
We also receive letters from time to time from members stating that they are dropping out of the EAA because of costs and that the designs available are centered around big money — the 125, 180 and 200 h.p. designs. Yet, the aircraft that are currently causing the greatest commotion in the homebuilt world — the VariEze, BD-5, KR-1 and 2, MiniIMP, W.A.R. Fighters, Sonerais, etc., are all low horsepower designs. There are some 150 designs to choose from and there seems to be an airplane for every pocketbook and every taste. If the past few years are any sort of reliable indicator, you will see even more of the same in the days to come — new configurations, new materials, new powerplants. EAA will continue to encourage the development of the sportplane, as it has for the past 23 years. LOOKING BACK . . . AND AHEAD
In closing, for 1975 I would like to take this opportunity to thank all of the Chapter presidents and officers who have worked so hard throughout the year to promote not only your organization, but sport/general aviation as well; the EAA Board of Directors and Air Museum Trustees who shoulder their responsibilities with great interest and outstanding participation to insure that the affairs of both EAA and the EAA Air Museum are accomplished in a business-like manner and that the welfare of everyone is considered; and to the over 100 Chairmen and Co-Chairmen who attended the Oshkosh 1975 De-Briefing here at Headquarters last month to take apart Oshkosh 1975 with the aim toward improving the Bicentennial 1976 edition. Our hats are off to all of these Chairmen, CoChairmen and the several hundred others who take their vacations or time away from work to volunteer their services, yet pay their own Convention fees and oftentimes use their own automobiles to accomplish the task at hand. And for those of you who plan on comi ng to Oshkosh '76, be a little less critical, be a little more understanding and if you would like to be a part of the "clique", we welcome you aboard. You will find the hours long, the work tiring and providing a great deal of satisfaction. When you drag into bed after 10, 12 or 18 hours of work, you can rest comfortably knowing that within three or four hours you will be back out at the field working for your fellow men and women and for the cause of sport/general aviation. There is no greater satisfaction.
BUILD 18 IN BAND SAW FROM KIT Precision crowned aluminum wheels,
ball beanng drive and blade guides ALSO KITS lor 12 in Band Saw 10 in
Till Arbor Saw. 6x48 Belt Sander.
Wood Shaper. Comb Drill Press Lathe Kits from $23 99 to $89 99 Send $2 00 each lor Plans or 26c lor catalog GlLLlOM MFG CO Dept SA 1.
St Charles. MO 63301
84 DECEMBER 1975
(Photo by Dick Stouffer)
This sharp SNJ-5 is owned by Jerry Walbrun of King of Prussia, Pennsylvania. Jerry is a past president of the Warbirds of America.
Classified Ads ADVERTISING CLOSING DATE: 1»t OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE: — Regular type per world 30c. Bold Iac* type: per word 35c ALL CAPS: per world 40c. (Minimum charge $5.00). (Rate covers one insertion one issue). CLASSIFIED DISPLAY $22.00 per inch (2Vt" width column).
Engines
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 PITTS S1S — Best in country. Many extras Not Cheap Call. Bill Oprendek, 703/8602441
ESPERANZA AMPHIB — A-1. welded parts,
ailerons, flaps, elevator, rudder, nosewheel & fork. Cut: wing strut fittings, control parts, strut material. Plans & parts. $325.00. Parts $195.00. 312/438-4543 evening.
KINGFISHER — amphibian project, plans, all hull frames plus many purchased components. Excellent workmanship. 115 HP Lycoming engine certified with 1900 TT. Lionel Robidoux, 195 Crestview Road. Ottawa, Ontario K1H 5G1 613/731-5814.
THORP T-18 — Real bargain over 50% complete — 0-290-G engine included, $1500.00. For more information write J. R. Michaels, 310 Hilltop Drive. Upper Sandusky, Ohio 43351. or phone (no collect) 419/294-1987 between 9 AM and 3 PM weekdays.
TRADE tri-gear 1961 (rebuilt 1974) Cougar
SONERAI II project, fuselage complete on gear, all controls in and signed off with Monnett converted engine installed. Wings, rudder and elevators covered and signed off. Canopy, cowling and wheel pants in shipping crate. Ronald Rengel. 913 Ridge. Mundelein. Illinois 60060. 312/566-0529
for amphibian^Jt^?50£o/5«rhche Fast. safe.
dependabler^EOfceTOTse. tested to 200, loaded. Valu«T$6000.00. 805/964-1093.
PITTS SPECIAL S-2A — Factory manufactured, FAA aerobatic certified 200 HP F.I. smoke system TTA-plus-E 356. Price $22,900 (original $32,000). Call 809/723-
2364. Write Pitts. Box 5747. Old San Juan, P.R. 00905. CLIPPED WING CUB — Famous version Manuals, drawings, authorization Kit includes spar heavy duty strut ends $50.00.
Reed concopyright plates and Wag Aero.
Box 18. Lyons. Wisconsin 53148.
1945 J-3 CUB — 325 hrs. SMOH, damaged wing tip, otherwise good condition, $2500 314/528-8306.
BUSHBY MUSTANG I — C-90. Stampe SV-
4-C. Both licensed and flying. Must sell to pay school tuition. Terry Gardner evenings, 816/665-2352
1917 SE-SA replica. 4/5 scale. 4 blade prop. Sebrings trophy winner, now 100 HP. $6950.00 firm Mal Piper. 1844 Southpark Drive. Arlington. Texas 76013. 817/4290404.
COOT A PROJECT — wings almost finished, majority Taylor parts, hull, trailer. Hirse-
korn s canopy. Plexiglas, pylon, tail kits. Other items. $400000 Deloy Blotter, 3648 Fowler. Ogden, Utah 84403 801/399-4840 after 10:30 PM MST.
SCORPION II — Now you can one Welded frame, cabin, tras, invested over $2000.00, Leonard Cooke. Comanche try. Rhode Island 02816.
PIETENPOL PROJECT — 2-place. with completely major overhauled Model A Ford engine, and accessories Mint craftsmanship, all wood construction, ready to cover except wings. All ribs finished. Chrome wire wheels, all fittings included. $2700.00. No collect calls. 616/684-1349 or 616/6846613 days.
afford to build controls, exfirm $1500.00 Trail. Coven-
PROFESSIONALLY ENGINEERED CONVERSION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2 and other aircraft. Simple, low cost, extremely reliable. Flight tested and proven over 300 hours. 28 page brochure $7.00 ppd. U.S.A. Chas. Ackerman. 1351 Cottontail Lane, La Jolla. California 92037. LYCOMING ENGINES — Homebuilders see or call us first We build the best from O-320 to 0-540. Call Dick or Gene 1-305/422-6595. 1325 W. Washington Bldg. A-6. Orlando. Florida 32805. MONNETT VW ENGINE CONVERSIONS —
Easy bolt on! Streamlined prop hub unit, rubber anti-vibration mount, Slick magneto for aircraft engine look and performance. Fits type 3 VW blocks. No modification to existing VW parts necessary! Available completely machined or "do it yourself" castings. Also new cast manifold system for "dual port" heads and Posa Injector carbs. Flight proven designs on the Sonerai I & II. Introducing - ready to run converted VW's 100% new parts. Monnett Conversion, Posa Carbs, you add exhaust and gasoline! 1600cc $1350. F.O.B. 1700cc $1395. F.O B Send $1.00 for Sonerai information. Monnett Experimental Aircraft, Inc., 410 Adams. Elgin, Illinois 60120. LYCOMING ENGINES — factory new. crated, for Acro. 150 HP 0-320A2A carbureted, Bendix ignition complete, $3895.00. 180 HP
IO-360B4A solid shaft, fuel injected, com-
plete $569900 0-360A4A 180 hp aerobatic engine, carbureted. $4599 00 Send check or money order to Aero-Fabricators, North Road, Box 181. Lyons. Wisconsin 53148. 414/763-3145.
VW 2074 cc — All new parts. POSA or Mikuni
carb. $1875.00 fob. Full electrical system available. SSE for specs. Bob Hoover. 1875 Monte Vista. Vista. Calif. 92083. 714/ 724-1513.
VP-1 — N3817. pictured February Sport Aviation, 90 hours TT A & E. 1650 cc, fuel injector. $2000.00. 309/289-4968.
1932 FRENCH MORANE-SAULNIER 130 — Rebuilt 1973 to original condition. Biplane,
BD-4 — kits 1. 3 through 7. plus metal wing plans, fuselage and tail 90% complete.
aerobatic, motor Salmson 230 HP. 65 hours on engine/airframe. Perfect for museum collection. Only two in world. $39,000 in
Now Available! Brand new Continental R670, 240 HP, 7 cylinder radial* for homebuilders. Weigh only 485 Ibs. Prop hub and new design wood prop available. Contact Chris Stoltfus, Box 470, Coatesville, Pennsylvania 19320. 215/384-1145 - or - Ken Stoltzfus. North Lawrence. Ohio 44666. (216) 833-7265. No Sunday calls please.
your container 1926 FRENCH MORANESAULNIER 138 — Rebuilt 1975 to original
VW CONVERSION booklet: H.P.. ignition
$3999.00 513/574-5833.
T-18 PROJECT — #387 - 80% complete. 150 HP Lycoming, ext, prop, starter, generator, Woodard. 340 S Lomita Street, Burbank. California 91506. LUSCOMBE 8A — Want left wing strut. Lloyd Alan LaFlin, P. O Box 511, Lake Forest, Illinois 60045
TAILWIND — TTA 190 HR Cont C90-12, slant-
ed tail, 150-plus, sharp Geneva 360 NavCom. $4100.00. Less radio. $3600.00 Trade. "Ray". 312/689-5847 weekdays 8:00 to 4:30.
T-18 — without engine. Aircraft built as school project and flown 1 hour. Flies well and in good condition. Contact Marlyn Tibbets or Agner Anderson. 2751 South Lennox. Bay View High School. Milwaukee. Wisconsin 53207
414/744-9840. This is the second
airplane built at this school. JODEL D-11 — 400 TT. 80 HP Cont., full elec-
trical system, King KX 120, transponder, rotating beacon, strobe, nav and landing lights, ELT. fresh rework wing fabric, fiberglass fuselage and tail. $4500 00 firm. N. A. DesRosiers. Box 62, Butner, North Carolina 27509. 919/575-4143.__________
RV-3 — 0-290-D11, red and white poly, beauty, 95 hours TT, Oshkosh '75. $8000 00. 602/931-1661
condition. Biplane, aerobatic, motor 80 HP Rhone rotary, zero hours. Only one in the world. $41,000 in your container. For information contact Jean Salis. Aerodrome de La Ferte Alais. Cerny 91. France or Dale Brooks, 5903 Bois D Arc. Houston. Texas. STARDUSTER TOO PROJECT — Health for-
ces sale. Fuselage, tail and gear 90% welded up. Wings and center section partially completed. New Lycoming 180 with prop. Numerous new parts and materials Will sell for amount invested. $6,000.00. 216/ 825-9686.
BD-5 HOMEBUILT — $12.500 complete. Trunions. pulley axels and spacers $110/set. main gear alignment $145, rudder pedals, all gear parts, fiber-glass rudder fairing, instrument glareshield available, for wing, flush gas caps, gauges and drains $75/set. MORE . . Kibler Bede Aircraft, 14118 Orange Avenue. Paramount. California 90723. T-18 PROJECT — 80% complete, fuselage 100% including tailgroup and outboard wing panels Lycoming #E3D 150 hp. com-
plete with prop and prop extension. Write for complete information packet and pictures: T-18. 368 Xavier St., Las Vegas. NV 89107.
wiring diagram, step by step instructions. $7.00 pp VERTEX MAGNETO, inserts into distributor hole. List $23750 EAA $19900 pp TACHOMETER, electric, 3 , 5000 RPM.
magneto actuated INSTRUMENTS, engine and fuel. For price sheets contact BAC. 78 E. Stewart Avenue. Lansdowne. Pennsylvania 19050. RANGER model 6-440-C2. 175 HP with mags
and carb on PT-19 engine mount. $300 O.B.O. Maurice E. Bissell, 27 Lark Street, Cobleskill. New York 12043. Heath Henderson with hub. Large pan, not run since overhaul. $325.00 Unused Hegy prop available. Wm. R. Peters, 5070 Commonwealth Drive. Sarasota. Florida 33581. For Sale or Trade: 10540J4A5. 1465 TT. since
new has new mags, alt., starter, looks like new platinum plugs, cross over exhaust pipe, fuel injector. $2.000.00. Trade for 10540 C4B5. 304/252-7908. Clemens Flite
Service. Beckley. West Virginia 25801. Jack Clemens. PROPELLERS TO TAILWHEELS — Acces-
sories Engines. Instruments. Wheels Brakes Belts Helmets. Manuals. Parts. Etc Bass. R D . 1, Toms River. NJ 08753. 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. 9917 Air-
port Way, Snohomish. Wash 98290 206/
AVIATION MAGAZINES, etc 1913 up Private collection For list, write Jim Weins. RD #1. Box 581, Portjervis. New York 12771. SASE
SIMPLIFIED Aircraft Performance Estimation, $300 Full size airfoil patterns. $300 Free brochure McCoy Aircraft Co., Dept X. 505E Rosecrans. Gardena, California 90248.
568-6792
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.
BIPLANES THEN/NOW Outline of biplane history Nearly 100 photos. $3.00. W. Thumma, 1314 Dulee Drive. Elwood. IN 46036 AIRCRAFT PROPELLER MAKER'S TECHNICAL HANDBOOK — $400. How to design
your own. including two full size drawings R. G. Huggins. 4915 South Detroit, Tulsa. OK 74105
Wayne Ross. Box 7554, Phoenix, Arizona 85011 602/265-9622
PROPELLERS: VW, Corvair. Continental, etc Ray Hegy. Marfa. Texas 79843 GROUND ADJUSTABLE PROP for VW. Cont.
Lyc . up to 125 HP All wood, lightweight. VW prop - 8 lbs., mirror finish, 2. 3 and 4
blades Bernard Warnke, Box 50762, Tucson. Arizona 85705
CARVE YOUR OWN with this step-by-step Oshkosh forum handbook $300 plus 50 PP Merle Miller. Aeroneering. Inc , Box 8. Claxton, Georgia 30417 I CAN HELP — Solve your propeller problems, standard, experimental. 33 years FAA APP STA
#3727 Tremendous inven-
tory. Hartzell distributor, new. exchange, recondition, McCauley. Beech. Ham. Std.. Aeromatic, Curtiss electric, etc Straightening. Chromic anodize. shot peening.
Magnaglow, our service. Experience and ability is a legend in the industry Information and propeller log book - send $1.00 or call ANDERSON PROPELLER INC., DUPAGE AIRPORT, WEST CHICAGO, ILL 60185 312/584-8787
PROPELLERS — VW. Continental. Lycoming, etc (Formerly M Steinhilber) ZENAIR LTD, 236 Richmond St.. Richmond Hill. Ont, Canada L4C 3Y8
PROPELLERS — V W . Corvair. Continental, etc approved for V P by Evans H A Rehm. Dousman. Wisconsin 53118
WOODEN PROPELLERS to suit wide range including VW, Continental. Lycoming & DeHavilland engines, also for gyrocopter, airboat and air cushion vehicles Variety of leading edge sheathings and finishes. Contact: lan Hart, Hawker de Havilland Australia Pty Ltd . P O Box 30, Bankstown, NSW Australia Telephone: 77 0111 Sydney PACESETTER - 200 — Custom wood propellers developed specifically for high speed aircraft. 150 - 200 mph-plus. Mustangs.
T - 1 8 s , Cassutts. RV-3 s. etc Bill Cassidy. 4652 Montview Blvd . Denver. Colo 80207 303/322-3423
PROPELLERS: VW, Continental, etc. Choice of hardwoods Nelson G. Keith. P. O Box 118. Uniontown, Kansas 66779 316/7564747.
Hang Gliding HANG GLIDING — PARACHUTING — FREE
information package Poynter. Box 4232-A. Santa Barbara. CA 93103
Books MODERN AIRCRAFT RE-COVERING — Complete manual with 50 illustrations on re-
covering with Grade 'A' cotton or Ceconite $2 00 postpaid Airtex Products. Box 177. Morrisville. Pa 19067
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
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING — Upper and lower shell, excellent cooling. $50.00 postpaid. Dick Ertel. RR #7. Quincy. Illinois 62301.
ALUMINUM kits; Mustang I. Mustang II, T18, Davis DA-2A, Sonerai, drills, reamers. Gerdes wheels and brakes Send large selfaddressed envelope stamped to SMITH SUPPLY COMPANY. Route 4. Brown Deer
Miscellaneous
Lane, Janesville. Wisconsin 53545
WHEELS — Custom made aircraft wheels, complete with brakes and bearings 500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr. 500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
700x4 (will take 800x4 tire) .$110 per pr Master cylinders. $20. per pair with wheel order $23 per pair without Alfred H. Rosenhan, 810 E 6400 South. Salt Lake City Utah 84107
FIRESTONE A SHINN wheels & brake parts 1" brake lining kit. $770, 1 ' brake shoes $8 25 each, brake dust covers $3 85 each all for model 6C assy's Mfg Firestone & Shinn wheel & brake parts WHEELERDEALER. P O Box 421, Harbor City. Calif 90710.
T-18 BUILDERS — Extrusions; sheet metal and hardware: instrument panel: gas tank; gas cap; landing gear; engine mount and ring; aluminum windshield frame; horizontal spar tube assembly: Cleveland 500x5 wheels and brakes; axle stub: Pitot-static tube; wing ribs: Maule tailwheel Write for catalog. MERRILL W JENKINS CO.. 2413 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
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. CANADIAN KR-2 ENTHUSIASTS — Why pay
more. Eliminate importation problems. Write, phone or visit your ONE STOP KR-2 CENTER, for KR-2 plans and building needs. Wood, foam, epoxy, dynel, professional parts — we have them all Free price list CANADIAN RAND AVIATION. Hangar #2.
Toronto Island Airport, Toronto M5V 1A1. Ontario. Canada 416/366-4253 FLYTE BOND EPOXY — A new. low viscosity, high strength, epoxy Specially formulated for use in wood/foam/dynel aircraft structures. Does not soften polystyrene foam, or become brittle on polyurethane foam Low toxicity. Use this one material as glue, filler, coating, laminating resin and strengthening filler material Does not shrink, craze, delaminate or crack Water, gasoline and chemical proof, it is also impermeable to water vapor and so prevents dimensional changes in wood with changing humidity. Prevents wood rot $25 50/U S. Gal Send for brochure "WOOD/FOAM AIRCRAFT CONSTRUCTION WITH FLYTE BOND EPOXY". CANADIAN AEROMARINE SERVICES. Hangar #2. Toronto Island Airport. Toronto M5V 1A1. Ontario. Canada 416/366-4253 AN HARDWARE & FITTINGS — Send 50c
for catalog • refundable first purchase. HB
EAA No 79. Box 917, Spokane. Wash 99210
AIRCRAFT STANDARD PARTS. BOX 4358.
DRAG WIRES, FLYING WIRES, BEARINGS,
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.
ETC. Per AN standards for homebuilts Send stamped addressed envelope for illustrated list. A. Wheels, P O Box 174. Ambler. Pa. 19002
FLINT, MICHIGAN 48504 313/239-2992.
AVIATION PRODUCTS. INC. 114 Bryant.
Ojai, California 93023 GEE BEE CANOPIES — T-18 Canopies and windshields fit T-18, Mustang II, Sidewinder. Turner Super T-40A. CA-65 Pazmany PL-2 Canopies, % and 7/10 scale P-51's $17000 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 A v e . So Seattle. Wash Glen Breitspecher
98148
Dynel, fiber-glass, resins, polyurethane foam Complete supplies Catalog 25c Kick-Shaw. Inc , 3527 Hixson Pike. Chattanooga. TN 37415 DON'T TAKE CHANCES on uncertified surplus or used wheels and brakes' 500x5 or 600x6 NEW PRODUCTION Cleveland wheels
and brakes, brake brackets $150 plus $6 50 for postage Wheel dust covers $7 50 set; M.B.C. with park brake $45 00 pair Bonanza type $4500 pair; 500x5 or 600x6 Cessna axles $53 00 pair; CONVERSION KITS for
Books (or Aircraft Designers, Builders. Out-
all Cessna. Beech, Stinson, Navion. 195. etc Stamped envelope for free list Hard-
of-print and current List 25c John Roby, 3703T Nassau. San Diego. California 92115
wick Aircraft, 1612 Chico. South EI Monte, Calif 91733
86 DECEMBER 1975
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.
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. V/4"
or 1'/z" flat, or H" round spring mounting.
$2795 postage paid Free brochure AVIATION PRODUCTS INC. 114 Bryant. Ojai. California 93023
HOMEBUILDERS — are you looking for the following - vac pumps, prop governors, fuel injected systems, blowers, cranks. Check with us first. Air Engines. Ltd . 1325 W Washington. Bldg. A-6, Orlando, Florida 32805 or call 1-305-422-6595 WOOD AIRCRAFT BUILDERS — We supply kit material to your specification, laminated spars made to your requirements. Epoxy,
aerolite glue, balsa, ash Kits for Pietenpol. Cavalier. Minicab. Taylor Mono. Fly Baby etc Catalogue $1 00 WESTERN AIRCRAFT SUPPLIES. 623 Markerville Rd.. N E Calgary. Alberta. T2E 5X1. Canada. Bus Ph 403/261-3046.
WHEEL PANTS — Lightweight, 500 x 5. as
used on Sonerai. $35.00 pr. Split racing type - $4500 pr
12" aluminum spinners and
backplates - $2500. T I & F V formed aluminum landing gears. 5' Azusa wheels and brakes, plexiglass canopys. fiber-glass nose bowls for VW s, Cassutt canopy caps, etc POSA INJECTOR CARBS — The answer for
carb problems. As used on Sonerai 29, 32, 35, 37 mm models available. $50.00. Why
pay more? Include engine type and HP. RIVETS — Cherry commercial "pop type" rivets. 120° flush or standard protruding
head. Vt" stainless steel. $25 30/1000; V»" aluminum. $11.55/1000. G28 Hand Rivet
Tool for above plus 120° dimple die $2300 Send $1.00 for Sonerai information. Monnett Experimental Aircraft, Inc., 410 Adams. Elgin. Illinois 60120. SPOKED WHEELS WITH BRAKES — Complete set of plans, with parts sourcing information. 16" - 18" rim size. 1V«' axle, use
on one or two place aircraft, price $4.50 postpaid. R & B Aircraft Company, R.D. #3. Box 446, Flemington, NJ 08B22.
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. COOT BUILDERS — My husband is so busy building beautiful new airplane that he never got around to editing the several hundred pages of COOT notes, comments, and instructions So. I got busy and with some help now have all of this material edited, organized, cataloged and beautifully printed. Copies are available for $6.00 — Send your check to Mrs. Molt Taylor. Box 1171. Longview, Washington 98632. WILL CONSTRUCT your aircraft or any component part of your specifications and to
any stage of completion desired. All welding and work accomplished by certified mechanics We specialize in W.W. 1 aircraft. W. R. Petrone, Dayton Park Road. Ames, Iowa 50010. 232-5363 AXLES - AZUSA WHEELS & BRAKES — %"
steel axles for Azusa wheels. $42.50 pr with nuts Full assemblies including cables and actuating levers Prop hubs and extensions for VW. 2074 cc VW engines ready to fly. $1875.00 fob. Bob Hoover. 1875 Monte Vista. Vista, Calif. 92083. 714/724-1513. RIVETS-BULB CHERRYLOCK — Universal,
countersunk and unisink heads. Approved by F.F.A. Hand Guns and Air Tools. POP RIVETS, aluminum closed-end, Monel. Threaded. ANCHOR NUT PLATES. 6/32. 8/32. 10/32 threads Write tor FREE information. Fastener Products Co . 615 W. Col-
fax. Palatine. Ill 60067 BD-S ENTHUSIASTS — Join the James XD-5
Club. Free Information, newsletter. James, Box 151, Pasadena, CA 91102.
ELECTRIC CAR companion project to VW
powered aircraft. Kit converts VW in single weekend to electric with 30 mile range. 57 top speed. Kits $895. details $1.00, MacArthur. Box 634, South Windsor, CT 06074. COOT BUILDER'S NEWSLETTER — $6/yr
Richard Steeves. 956 Highland Avenue, Pelham Manor. New York 10803 KR-1 KR-2 NEWSLETTER — Join the builders who have found the shortcuts. Subscribe now 6 mo. $2.50; 1 yr. $4.50; Ernest
Koppe. 6141 Choctaw Drive. Westminster. CA 92683 YOUR AIRCRAFT'S PORTRAIT PAINTED —
Great gift. Any size painted in oil. J C. Hooper. 70 Beacon Street. Marblehead. MA 01945. 617/631-7487
ALUMINUM OUR SPECIALTY — See July
Sport Aviation for product lln*. Catalog SOC refundable. BJG AIRCRAFT, 40 Countryside Drive, St Paters, Mo 63376.
BUBBLE CANOPIES — twenty sizes, send stamp BOUWENS AEROSPACE, Twing Road. LeRoy. NY 14482 716/967-8215
Stits covering materials in stock: polyfiber yardage, polybrush. polyspray, tapes, etc Write for information Call orders collect EAA discount. We will also recover your
TRANSCEIVERS — Radair 10. includes mounting case, eight crystals, two more optional Factory new warranties. $298 00. Use as portable or permanent installation Portable rechargeable Gel Cell batteries optional. $26.00 Send SASE for brochure Southern Aeronautical Corp . 14100 Lake Candlewood. Miami Lakes, Florida 33014
plane for you Sugarbush Stits, Box 68, Waitsfield. Vermont 05673. 802/496-2290 KR-I-II/W.A.R. BUILDERS — Polyurethane
foam and dynel Best deal. Sport Craft, 3510 Langdale Drive. High Point. NC 27260 919/869-3969 FIBER-GLASS SHAPES — Cowls, fairings,
blisters Custom work on request. Cowls for "Starduster Too" $125.00 "Sonerai II" $150.00 Don's Sports Specialties, 4110 Wayside D r . N.. Saginaw. Mich 48603 5171 792-3031 COOT BUILDERS — Anyone purchasing
parts from Forney Precision. Incorporated, please write to J DePippo. 114 Saskatoon Drive, Weston. Ontario. M9P 2G4 regard-
ing quality of workmanship.
MODEL IGNITION ENGINES — Complete or
otherwise - parts Have you a neglected "oldie" needing T L C . ? (wives excepted) Am augmenting lifetime model hobby with engine collection - static/flying. Send particulars for cash/barter offer W V Krecek. 8151 Matilija. Panorama Cily. CA 91402 213/780-7066
SKIN CLAMPS — for half the price of Clecos. V» dia - kit to make 50 clamps. $11.75, 100/ $21.95. Postpaid Data 25c Swanson Tool. 4018 S. 272nd Street, Kent. Wash. 98031 10% DISCOUNT TO EAA MEMBERS - Ma-
chine Shop Services. Send drawings for quote Pikes Peak Machine & Prototype. 112 East Mill Street. Colorado Springs, Colorado 80903 303/475-7625.
FLY WARM IN HEATED CLOTHING — Self
contained power packs for gliders Plug into 12 volt system of open cockpit planes and get FREE HEAT. Catalog heated suits. vests, socks. 25c. Chill Chasers. Box 486. Bridgeport. Conn. 06604.
W.A.R. BUILDERS — Have your metal hardware custom made. Send 25c for price list EAA members 10% discount. Pikes Peak Machine & Prototype. 112 East Mill Street. Colorado Springs. Colorado 80903. 303/ 475-7625.
BENDING BRAKE drawing (4-7 ft; steel) free
when ordering 'One-Sided/Hand rivet dimple dies, hole-flanging dies, monel rivets, tools. Free brochure(s) Dandy Dimple Die.
172 Boniface. Kitchener, Ontario, Canada 0-290-G OWNERS - Don't lose your prop. Clamp-on-Crankshaft Flange Reinforcement More protection than any other reinforcement on the market. Limited supply at this low price Pictured on page 20, November 1973. SPORT AVIATION Precision machined from 4130. Cadmium plated and baked. Flange. $45.00. Bolts $1.35 per set Add $2.00 postage and handling. Pennsylvania add 6% sales tax Presque Isle Air. Inc.. 7016 Belle Road, Harborcreek. Pa 16421 Sale: FOAM/DYNEL/EPOXY test wing kit. KR-1 airfoil. 24" chord. 30" span. All ma-
terials provided with urethane, extruded Styrofoam, instructions. $29.00. SUNFLOWER AIRCRAFT. Box 696. Hesston. Kansas 67062.
University of Albuquerque — offering Bachelor of Science in business administration with concentration in aerospace administration; associate of science degrees in aerospace science, professional pilot training in fixed- and rotor-wing aircraft.
Associate of science with emphasis in air traffic control available for those with facility rating only Academic credit for military/FAA training; courses approved for GI Bill funding. Contact Dan Reece. Aerospace Programs. University of Albuquerque. St. Joseph Pl NW. Albuquerque. New Mexico 87140. 505/831-1111. ext. 334. CABLES - SUPERSTRONG - ULTRALIGHT — 5 X strength-weight ratio stainless DuPont PRD-49 HiFlex urethane jacket 1/16 MinBreak 600* Wt 0025#/'.17c/ft 3/32 MinBreak 900# Wt 0037#/'.23c/ft 1/8 MinBreak 1800* Wt 0065#/'.34c/ft 5/32 MinBreak 2700* Wt. 0090#/'.46c/ft
3/16 MinBreak 4000* Wt. 0150#/'.65c/ft Swage and Hydrotest fittings. $2.75/end. Order length and fittings required each end, SSAE and coin for samples at list price. AirCraftMarineEngCo CA 91302.
CANOPIES — Lowest Price. Perfect Optics. KR-1 $56. KR-2 $67. Single seat bubble 21 x
55 x 12.5 $56. Super two seat bubble 32 x 70 x 14.5 for KR-2. etc $119 All available
in clear, green, bronze, grey. Prices include crating. Save freight, visit the Air Force Museum and pick up your canopy Available soon — T-18. Mustang II. Sidewinder, T-40A, CA-65 Also new low silhouette Vari-Viggen. THE AIRPLANE FACTORY. 7111 Brandtvista Avenue. Dayton. Ohio 45424.
EPOXY RESIN — 1 gallon plus 1 pint hardner $17 50. Urethane Foam. Vi, 1. 2. x 24 x 96. ,50c board foot, plus postage. THE AIRPLANE FACTORY. 7111 Brandtvista Avenue. Dayton. OHIO 45424. TRADE ONLY — One Bendix RSA5 EXP Fuel
Injection System; Carb . Injector nozzels. Injector lines, and Distributor for one operable aircraft Transceiver, omni receiver not needed. G. H Sollart, 18 Stadtmauer Dr., Clifton. NJ 07013.
ANTIQUE RADIOS — New. Shopworn. Benoix Flightweight" transmitter, receiver, speaker, headphones & mike; Also Learadio AMT-12 transmitter, receiver, training antenna, loop antenna, headphones and mike Make offer. Also 70' diameter Sensenich propeller like new Gilbert Trimmer. 9 Marine Dr., Vero Beach, FL 32960 HOMEBUILDERS SUPPLIES — hardware,
instruments, hoses, pilots supplies. Send $1 00 (refundable on first order) to Aero Supply. 2701 E Wardlow Rd.. Long Beach. CA 90807
SLING SEATS — provides seat belt attach points Weight; two pounds. Seat: $8. mounting kit; $5. Postage; $1/seat. (KR-1; $14.) (KR-2; $28.). SILICON MICROSPHERES — $2/half pound
postpaid James Bates. Box 45146. San Diego, CA 92145.
Calabasas.
TIRE - WHEEL COMBO for ULTRALIGHTS —
DuPont Hytrel Pneumatic two ball bearings. 10 x 3.50 Load 230# Wt 1 1/2#, Bore H . $11.50; 11 x 4.00 Load 350# Wt. 2 1/2# Bore H". $14.50; 13 x 5.00 Load 450* Wt. 3 1/4# Bore %". $19.50. AirCraftMarineEngCo. Calabasas. CA 91302__________ KR-2 FLIGHT CONTROLS KITS — Parts fixture-drilled and profiled. Send 50c for list.
Greg Stringham. 615 Canyon Road. Redwood City. CA 94062.
THORP T-18 OWNERS — NEW: MULTICEL
INSULATION & NOISE REDUCTION KIT —
Encased blanket of pur* fiber Hi Temp Insulation. Form fit to pattern specs Easy to install with special pressure sensitive
adhesive. Reduces noise & vibration effect Won't mold or mildew — Won't contribute to corrosion — Won't absorb moisture — Can't burn — added fire safety Used In military Installations. Distributed by: Ken Knowles Sport Aircraft, Inc., 27902 Alvarez Drive. Palos Verdes Peninsula. California 90274. 213/530-5242. SPORT AVIATION 87
Services BUILDING OR DESIGNING your own aircraft and in need of sound advice? For FREE detailed information about this engineering
mail service send a self addressed stamped envelope to: AMTECH SERVICES RD 8, Mansfield, Ohio 44904 Wood Testing Device; plans, detailed instructions - $17.38; description June 1970 Sport Aviation. 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.
BD-S BUILDERS: Structure. Controls and Landing Gear Safety Mods you will need. Issue 5. Send 20c SSAE for index. Gillespie Aero Services. 404 So. Reese Place. Burbank. CA 91506. KH-1, KR-2: The MISSING HOW TO, plus Design Review/Safety Update Index by the writer of the KR-2 Assembly Manual. Send 20c SSAE for details. Gillespie Aero Services, 404 So. Reese Place. Burbank, CA 91506.
WOODWORK ALL AIRCRAFT — Complete wings or any part. Build, rebuild, repair. FAA Repair Station #103-13. A. H. Butler A/C. R D. 2 Box 174, Blairstown. NJ 07825 201/362-6333
BD-5 BUILDERS — New machined Landing
Gear parts (you get only raw stock in the kit): Trunions (LG147) and Pivot Axels (LG14). each $59.95 a pair. Also new: Side mount Canopy Latches, $9.95 a pair and
Xenoah Mufflers made from Stainless Steel, weight only 7 Ibs. All other parts also available. Send for price list/quote. BD Air-Sport. Minuteman Field. Stow. Mass. 01775. 617/897-6916.
PLANS Plans of aircraft advertised In SPORT AVIATION must have satisfied the FAA minimum requirements of the Experimental Amateur-built Category and must have been operated a minimum of 50 hours when using a FAA certified engine or 75 hours with a non-certified engine and should have satisfactorily demonstrated Its advertised qualities. The FAA Operation Limitation must have been amended to permit flight outside the test flight area.
COUGAR 1 — 12 sheets, black line, full size wing ribs, folding wing modification. $20.00. Order from Leonard Eaves, 3818 N.W. 36.
AIRCAMPER, GN-1 — Complete plans for 65
to 85 HP. 2-place Parasol, all wood and fabric construction. Rib drawing and major fittings full size. $25.00 postpaid Cutaway and photos, $1.00 John W. Grega. 355 Grand Blvd.. Bedford. Ohio 44146.
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.
SHOESTRING — Formula One Racer, sportplane 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 for this single place homebuilt Navy Seaplane. Rest of plans as you build or complete set of original plans $65.00. JET Plans, 1800 Carmelo Dr. E. Carmichael CA. 95608. FLOAT PLANS — Metal. Designed by Stanley Dzik. Information packet, $1.00 US. 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. DIAMANT — 3-4 seater, all-wood: $100 — SUPER-DIAMANT - retract tri-gear: $125. SUPER-EMERAUDE - 2 seater, all-wood: $75.
BERYL - fully aerobatic, tandem seater: $80. COUGAR - all wood racer: $75. - TOURBILLON - fully aerobatic, all-wood single seater: $60. - EDELWEISS • all-metal, retrac. tri-gear, 2 seater: $125. - 4 seater: $175.00 - Specs, 3-view, photos. $2 per airplane to E. Littner. P. O Box 272. SaintLaurent. H4L 4V6. Quebec. Canada. RAND KR-1 PLANS — $25.00. The VW powered Styrofoam retractable. Ken Rand, 6171 Cornell Drive, Huntington Beach, Calif. 92647. 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 booklet $60 00 REPLICA PLANS, 953 Kirkmond
Crescent, Richmond. B. C.. Canada HEADWIND B — The original VW powered airplane with over a decade of success. Excellent plans. $25.00. info, $2.00 Stewart Aircraft Corporation, 11420 Rt. 165, Salem. Ohio 44460.____________________ CA-6S — Two place sport plane with retractable landing gear. Plans - $110.00 Brochure - $3.00 A Cvjetkovic, Box 323. Newbury Park. Calif. 91320. SMITH DSA-1 "Miniplane" Plans. 17 ft. Biplane. Excellent drawings. $25.00. Mrs. Frank Smith. 3502 Sunny Hills Drive, Norco. California 91760. C O O T
C O M P O N E N T S
by Shorty Hirsekorn
105 Rosamond Houston, TX 77022
* Fiberglass Hull
Assem. * Window Kit * Tail Kit
* Engine Pylon Kit * Many other parts Send $2.00 for info Pack.
COMPONENTS
AVAILABLE
monnott experimental aircraft, Inc. 410 adanw. elgln, III. 60120 send SI 00 for info pack
VHF NOW
DIRECTION FINDE FOR
LOWEST
*229°°
COST
YOU C A N . . . . . • Fly StraiQnl to any QrilB Fi»ld Of Sl'lp
LOWEST
FOKKER TRIPLANE DR-1 — Full size info
EAA BIPLANE P-2 — A fine sport plane for the amateur builder. 85-150 HP, cruise 105-140 mph. Fully aerobatic This rugged singleplace biplane has spruce wings, steel tube
fuselage, very detailed shop drawings, plus full size wing rib and jig drawing. $27.00 to EAA members. $37.50 non-members (includes one year's EAA membership). Experimental Aircraft Association, P. O. Box 229. Hales Corners. Wis. 53130. WITTMAN TAILWIND W-8 — Two-place, side-by-side. 85-135 HP Cruise (with 0200 Cont.) over 150 mph at 5.000 ft. at 70% power. Construction plans and photos $125.00 Brochure $1.00. S. J. Wittman, Box 2672. Oshkosh, Wis. 54901. 88 DECEMBER 1975
COST
ELT
Oklahoma City. Okla. kit, $3.00. Plans $50.00. Redfern Replica. W. W. Redfern, Rt. #1. Athol, Idaho 83801.
OF - a a
• Spot Nos 1. 2 & 3 Whan You'ia 4 to Land •! • Buty Airport • Low Fuai? £m«tg*ncy? Fly DlftCt to Naarail Aopofl Without Uta of Landmark*, VOR. ADF flNAV • Downed AlrciaM with F.LT7 You Can Find H>m Balora
BATTERIES EL GRINGO Stalls under 40. Top speed is 150 I A.S. V W . Power. Steel tubing airframe and wing spars. Quick removable wings. Adjustable seat and elevator trim New techniques in Foam, Dynel, and Epoxy. Plans, Photos and Instructions, $50.00. New to market. Electric Hot Wire Foam Cutting Unit. For a fast and professional job, makes cutting and conturing remarkably easy, $45 00. C. B. ENTERPRISES 2022 N. Acoma Hobbs, NM 88240
FRESH STOCK — MFG. THIS MONTH BOTH FAA APPROVED TSO C-91
FOR EBC102A & ALL OTHER E8C MODELS GS-21
SWO-O
,„,.„,
GS-51 u»»i
Ifc,**
i - T re^ljiement battery pact
EI T replacement ballcr> [Jac*
jooo lor au normal Nigfii oper Htons arm temperalure ranges
na* mote tntun at an lemjv a '"usi tot arclic I'ogic Oescn ocean tligM
Ow fnci $t >9 iollpa^ Ont Hiei: $11M mupMl Reg EBC P'gnMt t rriirfint il EBC l« Eifl" ru
i '. i
Glatzer Industries Corp.
Gli!*268-P Huguenot St l»/ f——.
— New Rochelle. N_ Y
9Hli/f?'DO
10601
'S-. V CV3 Dealer inquiries inviled
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. 403/261-3046.
BG-6, BO-7, BG-12D and BG-12/16 plans from $35 to $95.00. Information packages. BG-6
and BG-7. $1.00; BG-12D, BG-12/16.
$1.00. Both for $1.75. Sailplane Corporation of America, EI Mirage, Rt. Box 101. Adelanto, Calif. 92301. SONERAI I A 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.
BABY LAKES — Champagne performance on a beer pocketbook! Cutaway drawing and full reports, $3.00. Complies with NASAO "AA" quality standards. Dealer for Great Lakes Sport Trainers and parts. Send $3.00 for special info packet. Barney Oldfield Aircraft Company. P. O. Box 5974.
Cleveland. Ohio 44101. SPEZIO "TUHOLER" — two place, open cockpit, low folding wing. Full size rib drawings, very detailed plans. Info pack - $3.00. Plans - $75.00. William Edwards. 25 Madison Avenue. Northampton. Mass. 01060. WICHAWK BIPLANE — 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. $5.00. Javelin Aircraft Co., Inc., 917S East Douglas, Wichita, Kansas 67207. TAKEHOME T-18 WING — Airway to Highway in just minutes. Information $3.00. Plans $35.00. Sunderland Aircraft. 5 Griffin, Apalachin, N. Y. 13732. P.D.Q.-2 — Super simple homebuilt aircraft! Requires minimum of time, tools and money to build. Exceptionally stable and ideal for
the low time pilot. 60 sq. ft. of fully detailed
plans $25.00. 3-view and info pack $3.00. Parts and material kits available. P.O.Q. Aircraft Products. 28975 Alpine Lane, Elkhart. Indiana 46514. 219/264-2906. 1912 BELLANCA REPLICA — single place, sticks and wire monoplane. Many fittings and details full size. 2' x 3' poster incl. Plans, $40.00. Michael Murphy. 4923 W. 99 Street,
Oak Lawn, Illinois 60453. THORP T-18 PLANS — With all newsletters. Purchased June, 1975. never used. $125.00. Robert Fisher. 44 Gabb Road, Bloomfield Conn. 06002. 203/243-0037. ANDERSON KINGFISHER SPORT AMPHIBI-
UNUSED PLANS — Cavalier 102.5 perfect. $75.00. W. G. Edmunds. Box 272. North
Conway. New Hampshire 03860. CRUISE 200 IN A MUSTANG — Single and
two place models available. All metal simplified construction. No machining or jigs required. DRAWINGS AND KITS AVAILA-
BLE.
for sample copy plus literature. Soaring Society of America. Box 66071-X, Los Angeles. Calif. 90066.
NEW — never used — complete plans for Scorpion Too helicopter. $50.00 postpaid. Jack Smith, 600 Main, Gillett, Arkansas 72055. ___________________ UNUSED PLANS — Rand KR-1 — $15.00.
Icarus V(5) Hang Glider, $5.00. Duane Cromwell-Stern, 314 Thoreau Street, Concord. Mass. 01742. T-18 PLANS — and newsletters plus various sizes of tubing and 4130 sheet steel. $175.00. 312/697-60051. W. Teeters.
GREAT LAKES 2T-1A-E Plans — Complete factory Plans, unused $150. J. R. Freese. 13199 Eel River Rd.. Potter Valley, CA 95469. VARIVIGGEN — "Outstanding New Design" - Oshkosh '74. 2-plus-2 utility, superb maneuverability. Tech Report, $1000; plans and tech Report, $53.00. VARIEZE - "Outstanding New Design" - Oshkosh '75. Holds World distance record. 2-place, 210 mph cruise with Continental 0-200. 175 cruise with VW. Glass composite structure. 4000word, 15-photo info package $5.00. Rutan Aircraft Factory, Box 656, Mojave, CA 93501.
WANTED Will purchase P & W R1340 and R985 engines. Also Ham Std 2D30 and 12D40 propellers. Mid-Continent, Drawer L. Hayti, Missouri 63851. 314/359-0500.
PLANS — Wanted for Jungster 1, all wood biplane. Don Cookman, Petersham Road, Athol, Mass. 01331.
(Photo by Dick Stouffer)
Dr. Garland Brown of Ft. Wayne, Indiana and his P-51D Mustang.
PANEL T-18 , BD-5 . P L - a , RV-3 EAA. ACRO. PIXIE $30.00
WANTED — Set of plans for Jungster 1; useable. Charles Grau, General Delivery. Farmington, Pennsylvania 15437. MINICAB HAWK PLANS — Richard James, 1305 Greensprings Road. New Bern. North Carolina 28560._________________ WANTED — Navy Type Mark VIII Gunsite; 3" wide spade arresting hook for Grumman Wildcat. Hillside Tool & Engineering
Co.. 4143 May St.. Hillside. IL 60162. PLANS FOR JODEL 011; F11 or F12 — J. R.
Freese. 13199 Eel River Rd., Potter Valley. CA 95469.
FOKKER DK-I TRIPLANE DCTAILCD CONSTRUCTION DRAWINGS W/«« SPAR t Rie SSTS FIBERGLAS COWLS RCPLICA FUCL GMCS
04071
ate membership, only $12/yr. Or. send $1.50
Send $3.00 for illustrated brochure.
cal. Wooden construction. Piper Cub wings. Present builders note new address. Earl W. Anderson. P. O. Box 422, Raymond, Maine
SOARING magazine comes with SSA Associ-
Bushby Aircraft, Rt. 1, Box 13B. Minooka, III. 60447.
AN — Flight proven, simple and economiPLANS $150. information brochure $3.00.
Soaring
INFORMATION 'lOO
PEEP VACUUM FORMED
-
RON SANDS
T
KDI-S4I UC/tTZTOWH. f A.It SS t
TUBE •> FABRIC BUILDERS
Mounting Tabs — .040 • 4130
12O7 VALEBROOK PL. OLE N DORA. CALIF. 9174O
BUILD YOUR OWN ROMO III :t:
* * * * *
Beginners Hang-glider with tops performance 10 to 1 glide ratio Foldable roll-up wing 60 Hrs. construction time Plans: $15.00 ($20.00 Foreign) Brochure: send stamp
in
RONALD E. MOORE
P. O. Box 773,
HANSEN • AIRCRAFT COMPONENTS
Santee, California 92071
FINNISH BIRCH pkg. of 50 — $6.75 pkg. of 100 — $9.75
pkg. Of 200 — $16.00
U. S. Shipments prepaid
Send check or money order to: ALAN MFG. CO.
5017 Ritz Road.
Marengo, ILL. 60152
l/16"-.54 3/32"-.84 3/16"-.95 7/32"-1.02
l/8"-.90 Lakeland l/4"-1.25
Per Sq. Ft. HOWELLS 841 N. Combee Lakeland, Fla. 33801
\
$}
(813) 683-1224 SPORT AVIATION 89
STOLP STARDUSTER CORP. 4301 TWINING RIVERSIDE. CA. 92509
(714) 686-7943
ACRODUSTER 1 RATE OF ROLL —240°/SEC. BROCHURE $5.00 COMPLETE KIT - $5500.00
aeronautical paraphernalia
ALCLAD 2024 ROLLED AIRCRAFT ALUMINUM
T3 T3 T3 T3 T3 O O
.016 by 36" wide $1.60 per running foot .016 by 48" wide $2.15 per running foot .020 by 48" wide $2.55 per running foot .025 by 48" wide $2.75 per running foot .032 by 48" wide $3.50 per running foot .040 by 48" wide $2 95 per running foot .040 - 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. B R A N D NEW SHEET FASTENERS ! !
STARDUSTER TOO PLANS $75.00 BROCHURE $2.00
3/32" or 1/8" 39c eacn • 38c each in lots of 50 - 37c each in lots of 100. Sheet Holder Pliers used — $2.75 pair.
NAVY FLIGHT JACKET _ fme goatskin, bi-swmq back, fur collar « Flight Jackal — leather quilted lining. Knit Cutts, leather collar both m brown only 38-46. Navy $82 95 A2 $74 95
48-50 add $8 00
RIVETS (GOOD AIRCRAFT)
Lot -\ Mostly 3/32 mixed 95c per pound Lot -2 Mostly 1/8 mixed 75c per pound Lot £3 Mostly 5/32 mixed 50c per pound
Be sure to include ample postage, 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
STARLET
LEATHER FLYINQ HELMETS—newly made Available with radio gear—receivers, harness and carbon boom mike $58 95. w/out boom mike $43.95, with only radio adaptors $27.95 helmet only $23.95
KANSAS CITY, KANSAS 66106 913/831-3903
PLANS $50.00 BROCHURE $2.00
AIRFOILS NOW
FROM EAA
510 — tmest made Curved triplex lenses soft leather lined Light weight head band $£0 95. extra smoked lens $7.00. extra clear lens $5.00
VSTAR PLANS $50.00 BROCHURE $2.00
MK9—R A F style. English made, excellent visibility, adjustable $1295. tinted lenses $6 00. extra strap $1.00 100% WHITE SILK FLYING SCARF $19.95
THEORY OF WING SECTIONS ACRODUSTER TOO
By
2-SEATER
Ira H. Abbott and
PLANS $75.00 B R O C H U R E $2.00
PATCH CORDS—USE WITH ABOVE HELMETS JT400 W/PUSH TO TALK SWITCH $25.95 JT900 PATCH CORD ONLY $19.95
Albert E. Von Doenhoff The
best
single volume study available
on subsonic wing sections. include
theory
airfoil
Ordinates,
etc.
$6.50 (Includes
hook rate FROM
ADD POSTAGE & IN CALIF. ADD 6% TAX
693 pages To expedite delivery, U.S. resident* give Street Address (not P.O. Box)
postage) Prices Subject to Chang* at Any Time.
EAA GLENN BEETS SPECIAL PLANS S 5 C O O BROCHURE $5.00 LOWEST PRICES ON 4130 STEEL - 2024-T3 AL. SPRUCE, PLYWOOD, HARDWARE, ETC. CATALOG $2.00
90 DECEMBER 1975
Box 229 HALES CORNERS, WISC. 53130
WRITE FOR FREE CATALOG
AIRFOILS
SPLIT S. AVIATION 15320 WILLOW DRIVE LOS GATOS, CALIFORNIA 95030
WastUMtoo By
DAVID H. SCOTT, EAA 1004 1346 Connecticut Ave., Suite 915 Washington, D.C. 20036
An Open Letter to the New FAA Administrator The Honorable John L. McLucas, Administrator Federal Aviation Administration 800 Independence Avenue, S.W. Washington, D.C. 20591 Dear Mr. McLucas: We extend to you a hearty welcome as the new FAA Administrator. We not only wish you every success but
pledge our continued cooperation with your staff to help aviation progress and serve the needs of the people of the United States. Your business and government experience has been largely in the field of technological development rather than in the operational problems of civil aviation. Perhaps it will be of help to you to have the views of an outside organization on an important phase of civil aviation — general and sport aviation. One of the first and most important problems you will face when taking over as FAA Administrator will be the relationship of your agency with the Department of
Transportation. We noted your statement at the Senate Commerce Committee hearings on your nomination that
you had received assurances from DOT Secretary Coleman that you would be free to run the details of the FAA. We hope that you will insist upon this freedom and will not permit the lower echelon of the Secretary's staff to delay or change your prerogatives of making personnel changes or decisions on matters that pertain to civil aviation safety and operations. You must have the right to surround yourself with your own team of your own choosing. Some months ago the DOT Secretary issued a 19 point statement which included the point that the FAA must be allowed to run the details of its own internal affairs without interference from the staff of the DOT. Unfortunately this policy has not been followed so we urge that you be very sensitive on this subject. May we respectfully call your attention to the problem of regulatory action in the FAA which needs a complete overhauling. All members of the civil aviation industry complain that regulatory action takes too long particularly in cases where suggested rule changes come from outside the agency. It is significant that rules that are proposed "in house" within the FAA are adopted as
regulations in a reasonable length of time. This shows that the job can be done efficiently if there is a will to do it.
The basic problem with the present regulatory system is the so-called priority given to all proposals. The FAA Division that has jurisdiction over that particular type of regulation will assign a priority to the proposal. Generally speaking regulations that deal directly with aviation safety are given the highest priorities. This is as it
should be. Others that may be of great concern to the civil aviation industry may be given low priority and in many cases no action is taken on them for years and in some cases never even though the change may be so simple that it could be done very quickly. To illustrate the above point may we cite four instances on which we have petitioned the FAA for rule changes that have not been acted upon for several years. On October 26, 1970 EAA petitioned the FAA to change the designation of homebuilt aircraft from experimental to custom built. It was not until August 2, 1974, four years later, that a notice of proposed rule making was issued on this subject. But it contained so many additional rules and regulations for the proposed custom built category that the original purpose of our petition was lost. We therefore are reluctant to press for the adoption of these new rules because they contain many provisions that we would find most unacceptable. On October 20, 1970 we petitioned the FAA for changes in the size of registration marks for general aviation aircraft. A notice of proposed rule making was finally issued on November 12, 1974 but it contained a provision that large marks must be shown on the underside of the wings of general aviation aircraft. This completely negated the purpose of our petition to avoid the expense and labor of large size registration marks. In any event no action has been taken on this NPRM and apparently no action is imminent. On March 6, 1974 EAA petitioned the FAA to permit pilots to be checked for the Biennial Flight Review in single place aircraft if they were to confine their operations to these aircraft. There has been no action on this petition and we were recently notified that the FAA could not set a date for any action. In the meantime pilots flying only single place aircraft have to be checked out in multiplace aircraft with which they are not familiar and which they will not be flying. After several discussions with EAA the Director of Flight Standards Service initiated a proposal for rule making on November 19, 1974 that would make changes in the entry procedures for Canadian amateur built aircraft that would allow them to enter the United States with the same freedoms that the Canadians allow U.S. amateur built aircraft to enter Canada. No action has been taken on this NPRM and we are told that the delay will be indefinite. We hope you will look into this regulatory procedure as we think changes are essential to make the FAA more responsive to the needs of the aviation community. When Ken Smith was Deputy Administrator he started to overhaul the regulatory procedures in March of 1972 but he left the agency soon afterwards in June of 1972 and nothing was accomplished. A new regulatory system should contain at least three features: 1. The petition should be acknowledged promptly and within one month at least the petitioner should be advised whether the FAA is rejecting the petition or
taking steps to proceed with a notice of proposed rule making. 2. If the petition is to be processed as a notice of proposed rule making a time table should be established so that the NPRM will progress in an orderly manner through the agency until it appears as a rule change in
the Federal Aviation Regulations. 3. Some one should be made responsible for each petition to see that it is expedited and processed in accordance with the proper schedule. Turning to other subjects we have supported the concept of an Office of General Aviation within the FAA. This office should be sensitive to the needs of general (Continued on Pag* 70)
