THE HOMEBUILDER'S
Corner byPAUlH.POKRfZNY
W
(Photo by Verne Joost)
OULD IT NOT be nice if we could write only about the joys and fun of flying? Of building and restoration? Would it not be nice if almost all of those involved in aviation and especially in appropriate areas of government knew and reasonably understood the problems of the airplane owner and the flyer? Would it not be nice if many of those who own and fly an airplane recognized and were willing to a'dmit the real reason they purchased their flying machine? Though most fixed base operators consider themselves a commercial operation, should they not really be recognized as being mostly involved in the recreational business of aviation? Do all these factory aircraft owned and operated by the FBO for student instruction and private pilot rental fall into the category of commercial aviation? Or is it recreational aviation? Do the manufacturers of standard certificated aircraft recognize that the majority of their products are used for the joys and fun of flying . . . and, sometimes, for a little transportation, too? Did you ever wonder where aviation would be without the recreational aspects of aviation? Do you know of many fixed base operations that could survive if their business was limited to those few aircraft that are actually used 100% for business? Did you ever wonder how the majority of our airports started in the first place? Did you ever wonder how much luck you would need if you walked into the local City Hall and suggested that the community build an airport? Have you ever given thought to the fact that some 85 to 90% of today's established airports — now operated and supported by local, state or federal government — had their humble beginnings as sport aviation fields, scratched out by the Little Guys of aviation who were merely seeking a place from which they could ascend and descend from the vast ocean of air above us ... for fun! If you recognize the obvious answers to these questions, then why is it so difficult to recognize that fun or recreational use of the airplane is quite important? I often get the impression in meetings with some governmental officials, some in aviation industry and even some airplane owners that they believe that use of the airplane for anything other than transportation is a crime. At the present time major aviation and industry groups as well as government are reviewing the fuel situation and it is extremely discouraging for me to hear that the first ones who should be sacrificed are those who use the airplane for recreation — for fun. How blind can we get? Constant meetings are held by the government, the aviation industry and representatives of various aviation groups pertaining to flying safety. Refresher courses are offered "on the verbal side of aviation" to attempt to reduce the accident rate . . . but yet we do nothing to encourage pilots to improve their skills by flying more frequently. It is only when one participates that his or her skills really and significantly improve. How proficient would a typist be if she typed only four letters per month? Or if we drove an auto only 40 hours a year? We could go on and on. EAA undoubtedly has been more instrumental in increasing pilot proficiency than any other aviation group (including also the efforts of government) by the establishment and promotion over the years of thousands of aviation events annually that cause pilots to attend — to fly — to become more proficient, to give more purpose to the airplane. We need to fly more to really be good pilots . . . not less. Flight checks? Government regulation? They will never take the place of pilot proficiency gained through frequent flying. Who is this recreational flyer slated to be the first to go in a worsening energy situation? It is difficult to get accurate figures, but, in my opinion, of the supposedly 130,000 active and "possibly in service" civil aircraft in the U. S., the recreational flyer owns approximately 100,000. And what of the remaining 650,000 of the 750,000 U. S. citizens who hold pilot licenses? Does anyone claim that this vast group of non-owners of aircraft fly mostly for business? If we in any way sacrifice this fine group of aviation people, we will have done a great injustice to those who represent a very significant part of our aviation heritage — a group we cannot do without, a fact that, if not recognized in aviation and government, will lead to some unexpected woes for aviation in the future. For instance, how can the great expenditures (Continued on Page 15)
SPORT AVIATION Official Publication of the Experimental Aircraft Association International Inc. An International Non-Profit Organization Dedicated to Aviation Education
Vol. 24 — No. 2
FEBRUARY 1975 Copyright
r
SPORT AVIATION ASSOCIATION INCORPORATED
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
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Lifting Body Homebuilts? . . . by Chester Nelson ....................... 11 Toward Better Performance . . . by Al Backstrom ....................... 16
Spins — Will Your Aircraft Recover? . . . by Donald A. Kennedy ......... 18 A Mystery Is Solved! . . . by George Hardie, Jr. ......................... 21 Should I Modify The Plans?? . . . by Burt Rutan ........................ 23
Page 28
IFR and the Homebuilt . . . by Capt. Eugene T. Eckel .................... 24 Skyjacker II Ready for Flight Testing . . . by Jack Cox ................... 28 Autobiography of A Jodel F-12 . . . by Mrs. George Knapper............. 29 The Designee Corner . . . by Antoni Bingelis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Boyhood Dream . . . by Sharon Simon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oshkosh Beauty Pageant Winners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Luscombe Colt . . . by Joseph R. Johnson ......................... Tiara Air Car . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36 38 39 43
Page 39
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Larry Burton's Cavalier . . . by Larry Burton ............................ 50 . . . And From an Unbiased Reporter . . . Well, Almost . . . by Bill Turner . 53
Who Says They Don't Build 'Em Like They Used To? . . . by Wenda/l Anschutz ........................................ 56 Vernon Payne's New Dolphin . . . by Jack Cox .......................... 59 EAA Response To Custom Built NPRM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Directory of Completed Custom-Built and Restored Aircraft . . . . . . . . . . . . . 68 Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Washington Report . . . by David Scott ................................. 91
Jack Cox
Paul H. Poberezny Publisher
Ray Scholler
Assistant Editor
Editor-in-Chief
Bonnie Soucy
Page 57 ON THE COVER . . . Larry Burton's Cavalier. Photo Courtesy Larry Burton
Bernice Scholler
Advertising Manager
Publication Layout
EAA AVIATION MUSEUM 11311 W. FOREST HOME AVE. FRANKLIN, WISCONSIN 53132 (A MILWAUKEE SUBURB)
Aviation Museum hours of operation are 8:30 to 5:00 on Monday through Friday — Saturday — 10:00 A.M. to 5:00 — Sundays and Holidays — 1:00 to 5:00. It is closed on New Years, Easter, Thanksgiving and Christmas.
EAA AVIATION MUSEUM FOUNDATION, INC.
AA
WIATION USEUM
PAUL H. POBEREZNY, DIRECTOR
GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH
SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc and is published monthly al Hales Corners. Wis Second Class Postage paid at Random Lake. Wis 53075 and at Hales Corners. Wis 53130 Membership rales are $15 00 ($20.00 alter February 1 1975) per 12 month period of which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation. FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY — The Experimental Aircraft Association. Inc cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will be of help to the majority ADVERTISING — EAA does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measure can be taken.
Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130 SPORT AVIATION 3
ORGANIZATION THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. PRESIDENT PAUL H. POBEREZNY 9711 W. FOREST PARK DRIVE
VICE-PRESIDENT RAY SCHOLLER 453 FIFTH STREET RANDOM LAKE. WlS. 53075
HALES CORNERS. WIS. 53130
SECRETARY S. H SCHMID 2359 LEFEBER AVE. MILWAUKEE. WIS. 53213
TREASURER ARTHUR KILPS 10205 KAY PARKWAY
HALES CORNERS, WIS.
53130
DIRECTORS HARRY ZEISLOFT 2069 CRESTLINE DRIVE
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BURTON, MICH. 48509
ROCKFORD. ILL.
1606
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RONALD G. SCOTT 1005 COPENHILL DR. WAUKESHA. WIS 53186
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TOM POBEREZNY
54901
BOX 5255 ,25
LUBBOCK. TEX.
EAA CHAPTER EXECUTIVE SECRETARY
BUSINESS MANAGER
OSHKOSH. WIS.
VAN WHITE 79417
EAA OF CANADA PRESIDENT HERB CUNNINGHAM 16 ACRE HEIGHTS CRESCENT SCARBOROUGH ONTARIO. CANADA
EAA WASHINGTON REPRESENTATIVE DAVID SCOTT 1346 CONNECTICUT AVE., SW.
EXECUTIVE VICE PRESIDENT
S J WITTMAN
BOX 276
EAA DIVISIONS EXECUTIVE SECRETARY DOROTHY CHASE
GOLDA COX
GENE 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 TREASURER THOMAS POBEREZNY
4322 BELLHAVEH LANE
SECRETARY DR LYLE MC CULIOUGH 11222 W. FOREST HOME AVE.
OSHKOSH, WIS. 54901
FRANKLIN, WIS 53132
APARTMENT 8
PRESIDENT PAUL H. POBEREZNY 9 7 l l W. FOREST PARK DRIVE
VICE PRESIDENT DAVE JAMESON
HALES CORNERS. WIS 53130
4075 S 84TH ST GREENFIELD, WIS. 53228
TRUSTEES
JAMES BARTON. 262 CAVUGA AVE.. ELMHURST. ILL. 60126 EVANDER M BRITT, BOX 458, LUMBERTON. N, C. 28358 ROBERT H, FERGUS. 3060 OAKRIDGE RD.. COLUMBUS. OHIO JIM C. GORMAN. P. 0. BOX 1217. MANSFIELD, OHIO 44902 E. E. HILBERT, 8102 LEECH HO.. UNION. ILL. 60180
FWY SCHOLLER. 453 FIFTH STREET, RANDOM LAKE, WIS. 53075
RAY STITS. P. 0. BOX 3084. RIVERSIDE. CALIF. 92509 DICK STOUFFER. 65 MILLER ROAD, LAKE ZURICH, ILL. 60047 BILL TURNER, 4110 MARSTEN. BELMONT, CALIF. 94002 M. C. "KEUY" WETS, RR 1, BOX 151. STILWELL, KS 66085 GAR W. WILLIAMS, JR., 9 S 135 AERO DR., RT 1. NAPERVILLE. ILL. 60540 HARRY ZEISLOFT. 2069 CRESTLINE DR., BURTON. MICH. 48509
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EAA DIVISIONS ADDRESS ALL DIVISION MAIL TO (NAME OF DIVISION). BOX 229.
INTERNATIONAL AEROBATIC CLUB, INC.
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WARBIRDS OF AMERICA, INC.
ANTIQUE AND CLASSIC DIVISION
PRESIDENT VERNE JOBST 1910 NORTH ORCHARD BEACH RD McHENRY. ILL. 60050
PRESIDENT DON PLUMB 765 CHAMPLAIN CR. WINDSOR, ONT., CANADA
PRESIDENT E. E. HILBERT 8102 LEECH RD. UNION. ILL. 60180
VICE PRESIDENT MIKE HEUER 10137 FOREST HOME AVE., APT. 105 HALES CORNERS, WISCONSIN 53130
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TREASURER BOB DAVIS 910 WOODLAND DR WOODSTOCK. ILL. 60098
TREASURER GUNTHER BALZ c/o ROTO FINISH CO. 3900 MILHAM RD. KALAMAZOO. MICH. 49103
TREASURER GAR W. WILLIAMS, JR. 9 S 135 AERO DR'., RT. 1 NAPERVILLE. ILL. 60540
4 FEBRUARY 1975
61820
will start planning now to attend Oshkosh 75.
LETTERS TO THE
EDITOR Dear Paul: I was reading the December issue of Sport Aviation, and came across Mr. Mickey's letter in 'Letters to the Editor." I could hardly believe what I was reading. It seems I recall in the early days ot EAA there were many homebuilts that flew many hundreds of hours with used parts. And I ask myself. 'Why?" Could it be that the builders of those airplanes were skilled, well-informed people who could take so called "junk parts." rebuild them to as good as new, or use them as a mock up or a pattern. And isn't it strange there was no one around to put a tag on them stating their condition? I also ask myself. "Why did those people buy used parts in the first place?" Maybe it was because they didn't have the funds available to them as some people do The buyer was aware. I think someone should make Mr. Mickey, and all who believe as he does. AWARE, that the key is education not legislation. We should direct our efforts toward education so that no matter where used parts are sold, the buyer can determine condition as well as the seller I'm sure Mr. Mickey's intentions are good, but we have been ruled, regulated, controlled, labeled, tagged, stamped, and signed off so often I don't think there is room in the old log book for one more signature. Sincerely. Dix D. Mackey (EAA 5859) 4901 Green River Dr.. No. 113
Corona, Calif. 91720 Dear Paul: I regret my comments criticizing David Scott
headed the December "Letters" column. Overall I think Dave does an excellent job in a very important area. Further, your reply to my letter, and subsequent correspondence with Dave, have helped explain his position, and more important, both of you have demonstrated your continuing effort to encourage constructive dialogue with the membership. Keep up the good work. Lesley N. Forden 1448 Page St.
Alameda. Calif. 94501
Dear Paul: Just thought I'd drop you a line thanking you for the new Pober Pixie plans. It's amazing that so few errors were in the originals, considering how fast they were put together Well, just like to tell you you're doing a great job, keep up the good work. A Pixie builder, Dale Olson 4726 W Main Rapid City, S. D. 57701
Dear Gene: Ever/time I pick up my copy of Sport Aviation and read articles about what happened at Osh-
kosh 74. lam again sorry that our Commissioners were not able to attend. I am hoping that I can work it out this year for them and a number of other aviation enthusiasts who have never attended to come to Oshkosh. Would it be possible for me to get about a dozen extra copies of your December issue of Sport Aviation? I would like to attach a personal note and send these out to some people (including the Commissioners) who, I hope.
I continue to get some inquiries from educators who are interested in establishing aviation or aerospace education courses in their schools.
I would appreciate some additional copies of Project Schoolflight folders and any other material you feel would be desirable for me to send to these teachers. I also want to commend you. Paul, and all of the dedicated staff of EAA for your fine work. I think you have done and are doing a super job! Cordially yours. Frank T. Edwards. Director Oklahoma Aeronautics Commission 424 United Founders Tower
Oklahoma City. Okla. 73112 Dear Mr. Cox: The article by Mr Antoni Bingelis (Designee Corner. November 1974) contains some interesting details. However, we think for our Hoffman n propellers we have a few things to correct. First, we allow an out-of-track of 1/8 inch, measured four inches from the tip on the trailing edge, on our propellers. In no case would we recommend the use of paper shims to correct the out-of-track condition if it is outside this tolerance. From our experience, the propeller starts burning and comes apart very soon because the.torque moment is transferred mainly by friction. If the propeller is out-of-track (beyond allowed tolerance), it should be sent back to the factory for correction. The torque moment of the screws (bolts) is also very important. We recommend for our propellers with. 5/16 - 24 UNF = 140 in. lb. 3/8 - 24 UNF = 170 in. lb. 7/16 - 20 UNF = 220 in. lb.
1/2 - 20 UNF = 300 in. lb.
These values are for dry threads. Retorquingis required after the first flight and thereafter every 50 hours. In any case, the hub section should be observed very carefully during the torque process to avoid pressing in the front
flange. Sincerely yours. Gerd Muehlbauer Manager. Marketing and Engineering Propellerwerk Horrmann D-8200 Rosenheim 2 Postfach 265 Kuepferlingstrabe 9, West Germany
Dear Membership Department: Don't send a credit slip — send money. Check, money order or cash will do. (Better skip the word cash — even the U. S. mail can't be trusted). My only benefit from the EAA is the magazine; the recent notice of a dues increase will force me to drop my membership. $20.00 a year is just too much to pay for a magazine Tell Proberrezknee that, to belong to a local chapter costs $50 00 a year; this is just too much. The members supporting the EAA are not even democratically represented Also, the income from Oshkosh must be fantastic; how about a dollar accounting in the magazine (and where does it go?) I'm willing to pay $1.00 an issue for Sport Aviation, otherwise, I'll buy Flying magazine (which I do anyway at $0.41.58333 an issue — that's $4.99 a year). The EAA, like the rest of General Aviation, is just too money hungry. I'm just about ready to sell my airplane. Sports cars are much cheaper and just as interesting. The EAA magazine is already known as the Readers Digest of aviation. Don't bury your head in the sand. The least you could do is print a good report about the cause of the three deaths at Oshkosh so that the members could benefit. You might even save some lives by doing this. Paul Walton (EAA 80305) 10548 Briar Hill Kirtland, Ohio 44094
P.S. Please forward this to Paul Poberezny
Dear Paul: You have stated and said that if we members of EAA have any suggestions and/or recommendations that will improve any phase of our organizations activities they would be welcomed! Well. I have been a member of EAA now for 9 years going on 10 years and have been close to sport and private aviation all of my life and your Sport Aviation magazine is tops in the world of sport aviation — the sport and fun of flying is my own love of the art!
But I know and I am sure you also know the great importance of model aircraft building and flying! Some fine and mighty works have been done in this field that without a doubt has helped in design as well as many other aspects of full size aircraft progress. And so far there is no space devoted to aircraft models in Sport Aviation. I am sure even some home builders of full size aircraft still work at building and flying model aircraft — no doubt before a new design of homebuilt aircraft is attempted a model of the design is built and flight tested — maybe not always but it seems like a wise idea. I suggest that a page or two of Sport Aviation be devoted to model aircraft of homebuilt and antique aircraft or the type of aircraft that is associated with EAA and sport aviation. Also I am sure the younger generation associated with EAA who may be very involved in model aircraft with their dads and moms building and flying sport aircraft, some are building models of same class of airplanes Also any information of interest to help a modeler obtain plans to build any of the homebuilt and designed aircraft. I think to restrict the model building and news to only homebuilt aircraft and antique and any new novel successful flying model aircraft could also be presented and all this only for members of EAA and their families I think a photo of the monthly model could be printed with details of interest about the model. If doubt exists to have such a department in Sport Aviation, why not ask the membership for a write in vote who would like to see such a department and if enough speak up about it I think it would be a great addition to all concerned with EAA from the youngest to the oldest I so now hereby cast my vote for a special department with the EAA "What Our Modeler's Are Building" and flying! I'd like to hear what other members think of the idea, for there are also some mighty well built beautiful models — both radio control and free flight — being built and flown that should be seen and shared by photos and short stories of their experiences and pleasures. Well. I'll stop here and see what happens to this suggestion or idea. Sincerely, Robert E. Forrest (EAA 29014) 385 Rose Ave. Sabina. Ohio 45169 Dear Mr. Poberezny:
Thank you for making the Designee Newsletter available to individuals. Such writing as your letter (November 1974) and the article in two parts. "Building the Homebuilt' , sure helps a greenhorn clean up his thinking about flying and airplanes. Also — sometime back in Sport Aviation I read an article by Wm. J. Alston. I copied one of his thoughts and put it on our dresser mirror. 'Integrity is not for SALE! Although it is
available in abundance and while it cannot be borrowed or shared, it may be had if it is wanted enough." Good motto! Integrity appears to me to be one of the ingredients of EAA that makes membership so enjoyable. Please find a check for $10.00 for the EAA Air Museum Foundation Wish it were more — all
I can spare now — maybe another $10.00 later. Sincerely, Hugh P. Harrison, II (EAA 76504) 10125 N. Park Ave. Indianapolis. Ind. 46280
(Continued on Page 84) SPORT AVIATION 5
PIXIE PLANS PRICE CHANGE
Due to ever rising production costs, the price of Pober
Pixie plans has been increased to $40.00, effective immediately. These plans consist of 15 sheets of exceptionally detailed drawings, including a great many cutaway views of more complex components. Proceeds from the sale of Pober Pixie (and Acro Sport) plans go to support the EAA Aviation Museum. The Pixie, incidentally, has just been test flown by President Paul Poberezny after the installation of a Limbach engine and Hoffmann propeller. The engine has a full electrical system and is fitted with a pressure cowling, which Herr Limbach says his extensive test stand work reveals is necessary for ALL VW based engines operated on aircraft. Burned valves at 75 to 100 hours . . . or sooner
. . . is the penalty for attempting to do otherwise. A set of skis has also been fabricated for the Pixie and will be flown with them shortly. Look for pictures on the latest Pixie mods next month.
OSHKOSH NEEDS
One converter, 6 volt to 12 volt, for emergency vehicles at Oshkosh '75 Convention. Needed to power radios at the
NEW SECRETARY OF TRANSPORTATION
William T. Coleman, Jr., a Philadelphia attorney, has
been nominated by President Ford to replace Claude Brinegar as Secretary of Transportation. Little opposition to Coleman is expected when he comes up for confirmation in the Senate, even though he is a board member of Pan American Airways and owns stock in that company. This Pan Am Board membership is Mr. Coleman's only experience with transportation in general and aviation in particular. Under Claude Brinegar the Department of Transportation placed such tight control on the everyday operation of the FAA that interminable delays in many important programs resulted. Much of the public criticism leveled recently at FAA regarding safety belongs at the door of Claude Brinegar and DOT. EAA Headquarters hopes that Mr. Coleman will develop a closer and more cooperative working relationship
with the FAA once he assumes office. It should be noted here that EAA has also written to President Ford strongly recommending that FAA be removed from the jurisdiction of the Department of Transportation and again be made an independent agency. FAA has gone down hill in every respect since it was placed under DOT.
Convention site. Contact: Ron Scott, 1005 Copenhill Drive, Waukesha, Wl 53186. NTSB THREATENS VFR FLYING BACK COVER AVIATION PAINTING
This month's back cover aviation painting is again by artist Fred Pearman (EAA 90463), P. O. Box 23, Anderson, South Carolina 29621. (Phone: 803/225-1564). The subject should be familiar to anyone who has been to an EAA Convention in the past decade — EAA President Paul Poberezny's much beloved big iron aerobatic bird, the North American P-64. The sole survivor of a batch of P-64s originally built for what was then Siam, the aircraft is a fine example of the state of the art of all metal military aircraft of the late 1930s. Owned by the EAA Aviation
Museum, the P-64 has been flown by President Paul in the Warbird fly-bys and in the aerobatic demonstration periods of EAA Conventions for a number of years. The aircraft was damaged shortly after the 1973 Oshkosh Fly-In when the left main gear collapsed on a landing rollout, but the ol' bird has been rebuilt and is flyable once again. Fred Pearman's painting has Paul and the P-64 over EAA's Burlington, Wisconsin hangar. Artists are encouraged to submit paintings of sport aircraft for consideration for use on the back cover of SPORT AVIATION. 6 FEBRUARY 1975
The National Transportation Safety Board has recommended to FAA that special VFR clearances be eliminated altogether and that controlled airspace weather minimums — one thousand foot ceiling and three miles visibility — be extended to include all uncontrolled airspace where one mile visibility and remaining clear of clouds has previously been the rule. The continuing high incidence of weather related fatal crashes was listed as the reason for the recommendation.
If this NTSB recommendation is ever issued by FAA for public comment in the form of a NPRM, it is certain to be bitterly opposed by almost all of civil aviation. Just
last year the FAA withdrew a NPRM that would have restricted VFR minimums. It had been vigorously opposed on the grounds that this was just a continuation of the chipping away of airspace available to the civil aviation pilot. NTSB's recommendation would be equally oppressive. NTSB offered as justification for eliminating special VFR clearances the fact that there have been 44 fatal crashes from 1964 to 1972 involving flights on "specials". This averages out to 5.5 per year which, though tragic for those involved, is hardly a statistic over which to panic
HEADQUARTERS . . . or to use as an excuse for depriving us of still more of OUR airspace. Paul Poberezny has for years made the point that the most positive approach to improving aviation safety is to make it possible for pilots to fly more often and thus maintain their proficiency. He has said that areas like the Los Angeles basin with its smog and the entire Gulf Coastal
area and the South Atlantic states with their summer haze conditions would lose many flying days each year if VFR minimums were tightened over what they are at present. EAA has and will continue to oppose every effort to further reduce our airspace.
BUY THOSE GYROS
A note in San Diego's Chapter 14 newsletter advises homebuilders to buy up any surplus gyro instruments they will ever require and store 'em until they are needed. It seems French and Italian interests are scouring the country buying every surplus instrument in sight, overhauling them and installing same in new helicopters.
OOPS!
outside Geneva, Switzerland. The RSA National Fly-In will be held in Laval (in western France) on August 1-4. RSA welcomes EAA members at both meets. Further information can be obtained from: Jack Carlier, 153 Rue V. Boissel, 53 Laval, France.
ACRO SPORT PLANS NOTE
Reference: Page 8.0, Zone A87, upper aileron horn.
The plans sets sold subsequent to Set #486 show a "K-4" bearing press fitted into the upper aileron horn. This
should be "K-3", with a 3/16" hole. This is a non-selfaligning bearing. If self-aligning bearings of the Heim or uniball type are used on both upper and lower ends of the aileron interconnecting push-pull tube, it is possible for vibration to develop due to air loads. It is important that the horn be perfectly in line with the throw of the push pull tube. Otherwise, there will be wear on the AN3-10A bolt. THE K-3 BEARINGS CAN BE EASILY OBTAINED FROM AIRCRAFT PULLEYS WITH A 3/16" HOLE. CAREFULLY PRESS THE BEARINGS OUT OF THE PULLEY AND PRESS IT INTO THE UPPER AILERON HORN.
The gremlins did it to us again . . . in David Scott's Washington Report in the J a n u a r y issue of SPORT
AVIATION, "Biennial Flight Review" went into print as "Biannial Flight Review". Heavens forbid! "Biennial",
FAA PUBLISHES NOISE RULES FOR SMALL PLANES ALONG WITH EPA PROPOSED CHANGES
which is the correct term for FAA's new pilot flight review
(FAA Release)
program, means occurring every two years. "Biannual" means twice in one year. We haven't found anyone who likes the every-two-years review and we certainly don't want to suggest to anyone a twice a year flight testing. Please erase from your memory banks . . . and think
"biennial."
RV-3 NEWSLETTER
RV-3 builders, if you have not been contacted for this year's RV-3 Newsletter and wish to receive the 1975
copies, please contact: R. L. Murphy, 90 Pebble Woods Dr., Doylestown, Pa. 18901. Subscription for the quarterly letter is $5.00 per year. Anyone may subscribe. FRENCH FLY-INS
RSA, the French equivalent of EAA, will be having two fly-ins this year that will be of interest to EAAers who happen to be in Europe over the dates of the meets. On May 17, 18 and 19 a fly-in will be held at Annemasse, just
The Federal Aviation Administration of the Department of Transportation has adopted a new regulation setting maximum noise levels for propeller-driven small aircraft. At the same time, FAA published proposed amendments to the new regulation submitted by the Environmental Protection Agency.
The FAA rule sets maximum noise levels ranging, according to weight, from 68 to 82 decibels (A-weighted) for propeller-driven small airplanes applying for type
certification after October 10, 1973, and 68 to 80 db (A) for those applying for type certification after January 1, 1975. The FAA rule is aimed primarily at stopping the escalation of noise by new propeller-driven small airplane types. However, FAA estimates that up to 50 per cent of current small airplane types cannot meet the noise standards and the manufacturers will have to incorporate noise abatement features in order to continue production after January 1, 1980. FAA's rule affects all propeller-driven airplanes under 12,500 pounds in the normal, utility, aerobatic, transport SPORT AVIATION 7
and restricted category with the exception of those airplanes used in agricultural and fire-fighting operations. FAA noted the frequent need of these excepted aircraft to use all available engine power to carry large loads and said the installation of mufflers and other noise reduction devices might compromise safety. The proposal submitted by the Environmental Protection Agency (EPA) differs from the new FAA rule in a number of respects including the total reduction in noise levels, the effective dates for complying with certain provisions and the scale to be used in making noise measurements. Under the Noise Control Act of 1972, EPA is responsible for recommending aircraft noise standards to FAA and these must be published as a notice of proposed
rule making. However, FAA has final authority for accepting or rejecting these recommendations based on its consideration of such factors as safety, technological feasibility and economic reasonableness as well as comments received on the notice. The noise levels proposed by EPA are of the same general order for future aircraft types through January 1, 1980. However, EPA would require a further reduction in noise levels for aircraft applying for type certification after that date. The FAA rule has no such provision. The effective date for application of the rule to existing aircraft types also differs under the EPA proposal. New production units of aircraft already type certificated would be affected as of January 1, 1977, instead of January 1, 1980, as FAA requires. The FAA rule calls for the use of the A-weighted
EPA advocates the use of effective perceived noise decibels (EPNdB). The dBA measurement can be made with relatively simple instrumentation. EPNdB, on the other hand, includes corrections for such factors as tone and duration and requires more sophisticated equipment. Comments on the Notice of Proposed Rule Making submitted by EPA (Notice No. 74-39: Docket No. 13243) should be sent to the Federal Aviation Administration,
Office of General Counsel, Rules Docket, AGS-24, 800 Independence Ave., S.W., Washington, D. C. 20591. Deadline for comments is March 7, 1975.
PRESIDENT PAUL'S NEW PROJECT This past Christmas Audrey Poberezny surprised her husband, Paul, with a one-of-a-kind present — the very first kit of a new airplane to be called the Cuby. The completed aircraft will be outwardly identical in size and appearance to a Piper J-3 Cub. Paul was so pleased with his Christmas present that he already has the fuselage nearly welded up, all the wing ribs finished and in position on the spars and the tail surfaces completed. An 85 h.p. Continental will be installed. The principal difference between the Cuby and a Piper J-3 is that the homebuilt version will have built-up, all-wood ribs and will have the option of
using one of the higher horsepower VW engines. The prototype Cuby is nearly ready for flight testing and information on the project will be presented on these pages in a later issue . . . including the identity of the kit producer.
decibel (dBA) in making noise measurements whereas
Members of the nationally-televised PBS program
department, AOPA Safety Foundation; and Jan Allsman,
"AVIATION WEATHER" were honored recently by the
of appreciation is Robert H. Stanton, director, FAA
former television briefer and now an air traffic controller at the Washington, D.C. National Airport. "AVIATION WEATHER" is transmitted nationwide on Friday nights
Eastern Region. Recipients are, from the left, Alan Evans, producer; George Beneman, director; Vie Turner,
public television stations.
Federal Aviation Administration. Presenting certificates
originator; Richard Gless, director, special courses 8 FEBRUARY 1975
by the Public Broadcasting Service to more than 180
William J. Lynch Shawnee. KS
CROSSROADS The month of December established another record response to Project Crossroads. Between the 2nd and the 31st of that month, 405 gifts were received amounting to $11,765.54. The Crossroads' total as of January 15, 1975 is $85,000.77 from 2135 donors. Because of the generous concern for preserving the history of EAA and aviation in general by the people whose names appear on these pages and in the past three issues of SPORT AVIATION, new exhibits are appearing in the Museum. The grand-daddy of all Tailwinds, Steve Wittman's prototype, now stands proudly in a place of honor, restored to its original configuration and scarlet
color. Historian George Hardie, Jr. is producing a steady stream of photographic displays and texts which offer descriptions of the aircraft on exhibition. The following is a list, in order of receipt, of donors whose gifts were processed between December 3, 1974 and December 31, 1974: Joseph W. Layer Ridgewood, NJ Theodore Lesher Atwater. CA Howard Levy Brooklyn. NY John Lindsay
Manchester, MA Stanley R Lovell Ocala, FL Warren E. Lueders Wauwatosa. Wl George John Luke. Jr. Hawthorne. CA Bruce R. Lund Mobile, AL James H. Macklin Tulsa. OK Charles Machus Cambridge. Wl Al Mam
Sioux Falls, SD Ed Marquardt Oneonta. NY Alf R. Tiberg
Valley Stream. NY Al Hawver
Tampa. FL Frank J. Kramer Halden. FL
Paul E. Kansa Omaha, NE Ron Kemper
Oakbrook, IL Frank B. Kendrick Franklin, PA 1
Win. V. "Bill Krecek Panorama City. CA Kenneth H. Lane Elm Grove. Wl Lorentz M. Lindblad Willmar. NM
Charles J. Mader Alvm G. Cox
Herndon. VA J. E. Hardesty Delmar. DE Thomas W. Harrington
Selma, FL Myron F. Hassett
Hanover Park, IL Wrather Holmgreen Uvalde, TX Denny Hughes Castlegar. B.C. PAUAnA
Harold Lausen Florissant, MO
William S. Lewis St. Clair. Ml R. E. Lighter
Grand Haven. Ml Herman Lmder Kalamazoo, Ml
John E. Lukasiewicz Camillus, NY Frank Marker
Columbia City. IN Allan W. Marshall William J. Marshall Holland. PA Ernest R. Matejaitis
Waukegan. IL Irvmg Gittin Manassas VA J. E. Hickman
Phoenix, AZ
George W. Hobbs Shelbyville, IN Richard D. Houk Stow. OH Truman A. Johnson San Francisco. CA Richard Keogh
Ft. Lauderdale, FL Kenneth Kitzmiller
Two Buttes, CO Wayne A. Lanphear Bergstrom AFB. TX
Joseph E. LaPalme South gate, Ml Glenn Lane Brownsville, CA Ron Leathers Schaumberg, IL Charles L. Lee
James A. Mattox Peru, IN Jim H. White
Mississauga. Ont. CANADA Gus A. Limbach St. Paul. MN
Mike Brago Germiston, SO. AFRICA
Richard A. Fee San Jose. CA W. R. Fields Reno. NV
South Bend. IN R. Grose Lakefield, Ont. CANADA
Donald B. Heck Rochester. Ml Aaron Ivie Kenneth. MO
Roy Jack Big Valley. Alta. CANADA
Robert Jackson Onondaga. Ml Clarence Kiesling Grand Island, NE Bernard W. King Auburn. WA
John 0. Kmsey Prairie Grove, AR
Artie Kirkpatnck Plana, TX Vance R. Kloster Howell. Ml Bob Knutzen
Wmona. MN
Thomas M. Love
William Kunst Miramar, FL Alan P. Kushner Sylmar. CA Harley E. Lane Los Alamos, NM
Annapolis, MD
John L. Langenheim
Dunwoody, GA Hilary H. Leiss
Danbury. CT
Summit, NJ
Estherville. IA J. Mackowiak
J. A. Lauderbaugh Indialantic, FL
Stanwood. WA
J. D. Laven Mmot, ND
Edmonds. WA
Antoine J. LeFaivre
Chalmette. LA Carl B. Marbach Ft. Washington. PA Frank Martucci
Sylmar. CA Gordon E. Leiler Durham. CT Milton Lien Columbus. Wl
D e e r C Johnson
C. Scott MacCulloch Dartmouth, N. S. CANADA Ronald W. Markt Oregon, MO
Nick Martin Wilmington. DE
Ann Matthesius College Park, MD John L May Kent, WA Chris McBride Seymour. MO
Endwell, NY
Paul J. Kovacik Ford City. PA
Bakersfield, CA John W. Mattingly Ft. Collms. CO Kip Matkins Sturgis. SD
E. R. & Penny E. Loerke
Des Moines. IA I. E. Loudenslager
Sussex. NJ
Luis C. Mendoza
Rochester, Ml G. Manko
Pompano Beach, FL Dole Metcalf
Portage La Praine. Man. CANADA F. Richard Meyer, III Chicago. IL Ronald T. McGrath Pluckemm. NJ Ralph R. McGuire Medina. OH Thomas J McMurray Oceanport. NJ
Jim McCanles Buttes. MO
Jack McRae
S. H. Schmid
Cecil A. McRee Marlm, TX James E. McVey
Milwaukee. Wl Paul Laster Melrose Park, IL
Huntmgton Station, NY
Sheridan. IN
Joe Locasto San Mateo, CA
Everett Howell Yadkmville, NC
Theodore A. Marbet Palatine. IL Vmce Manani Fmdlay. OH
H. C. Keeter. Jr.
Don Marks
Randall Kreft
Santee. CA John L. Martin. Jr.
McLean. VA Ted Martin
Richardson, TX Robert Konicek LaPorte City. IA Sac City, IA Leroy A Kruckeberg Craig AFB, AL
Hayden, AZ Clinton B. Meshey Danbury. NE
Thomas H. Migel Coraopolis, PA Bill McAdams Somerset, KY William A. McClure Seattle, WA Gerald J McDonald APO San Francisco William L. McKenna Torrmgton. WY
Rod McKenzie Fairfield, CA William McKeown
Houston. TX John McKmney Scottsdale, AZ M. L. McLaughlm
Iowa City. IA Hayden L. Sheaffer Mt. Joy. PA EAA CHAPTER 402 Newark. OH
Fred A. Komlosy N. Palm Beach, FL
Wayne F. Leimcke
David H. Krueger King Cove. AK
James V. Mason Mt. Pleasant. IX Glenn Mauch Dodge City, KS
Springfield, IL Ben LiTipach Houston, TX John MacGmnis Barre, MA
R. C. Larson Libertyville, IL Ferdinand M. Linares Cabo, Rojo PUERTO RICO
Mr. i Mrs. James 0. Mayor
Olaf B. Man. son
Edward W. Malley, III
Clarkston. WA
Damascus, MD Americo J. Mazziotti
Portland. ME Jim McCalhster
West Lafayette, IN John M. McConnell Mooresville, NC Steve McConnell Franklin, NC
Ron Whipple Yreka. CA
Herbert Baumgarten North Bend. OR Harry Foglietta APO. New York Harry L. Frahm Fremont, CA George M. Frisbie Derby. KS
Gordon D. Grant Elmwood Park, IL Louis S. Graves
Atascadero, CA Walter L. Hallberg Downey. CA Robert J. Hartle Austin, MN Glenn A. Hubbard
Long Beach, CA David M. Liston. Jr. Columbus, OH Eugene Livmgston Charlotte. NC
Richard S. Lombard Schoolcraft. Ml S. A. Mandra
New Fairfield. CT Ira E. Mason Meadow Vista. CA Arthur P Maynard Warwick. Rl
Donald F. Maynard Rockford. IL Richard J. Meis Milwaukee. Wl F. F. Mellon West Allis. Wl William P McKay Kansas City, MO EAA CHAPTER 71 Bakersfield. CA EAA CHAPTER 445
Tallahassee. FL Robert H. Klock
William V. Leasure Jordan. MN Donald C. MacDonald
P. Richard Coughlm Syracuse. NY Alfred Iller Camp Springs. MD John King Oxon Hill. MD
Hespena. CA Morris Melby Gary, SD Jack V. McCam New Bern, NC Cecil G. McConnell
North Platte, NE John P McKeever Lynn Haven, FL Dennis McLagan Corvallis. OR EAA CHAPTER 29
Cohasset, MA R H. Meek Kansas City. MO Charley Messner Milwaukee. Wl Leslie L. Milberger Great Bend. KS James W. Miller Marble Falls, TX Ralph L. Mitzler Wauseon, OH John A. McAnulty
Urbana, IL Charles W. Harris Ft. Wayne. IN
Dickmson, TX terry McDonnell Cmcmnatus, NY
Robert P. Hurley FPO, Seattle, WA
Margaret R. McFarlm Big Spring, TX E. A McGuire Huron, OH
Ben Kelly Colorado Springs, CO Charles Kerestesi Elgin, IL R. A. Kestmg Lynnfield, MA Fred Kracht
Don Mills, Ontario CANADA
James E. Kurne Burlington, IA C. W. Lamson
Woodsboro. TX Tauno Lappi
Anchorage, AK Duree LeClaire Wilmette, IL David M Lee Wever. IA Kenneth R. Lemke E. Amherst. NY
J. P. Leslie W. Vancouver, B.C. CANADA
Joseph C. Lincoln Scottsdale, AZ
Viets S. Logue Redondo Beach. CA Clarence 1. Macy Palm Springs, CA Vernon J. Mam, Jr.
New Orleans. LA Edward P. Majszak Chicago, IL
Paulette & Victor Masterjorm New York, NY
Vincent J. Masur Kansas City. MO Ben P. Maurer Escondido. CA Robert R. May Umontown, OH
Harold McMacken Yucaipa, CA Larry Schubert Wichita. KS
John J. Kalas Milwaukee. Wl Norman Kranzusch Appleton. Wl
Carl H. B. Larsen Waterloo. NY
John F. MacLean Dartmouth, N.S. CANADA Robert E. Martin Miami, FL Victor Meinarsic Melrose Park. IL Robert McClintock Rahway. NJ Michael A. McDonald
Green Bay, Wl Glenn W. Gauger
Oaktown. IN Duane Jansen Minneapolis, MN Leon F. Jones Rio Grande. NJ John E. Layman Dayton, OH Edward McGrath Amelia. OH
Kermit Weeks West Lafayette, IN Henry J. Gratton Windsor Locks, CT Ted King
Indianapolis, IN Scott A. Kressman
Pewaukee. Wl SPO.RT AVIATION 9
Albert LeVar Cleveland Heights, OH Oscar Lundstrom Sunnyvale, CA Robert J. Malak Beaver Dam, Wl Philip Mazziotti Toledo, OH George B. Melton Houston, TX Max Meredith Chelmsford, MA Tim & Betty Mickel Freeport. IL Michael J. Moe Fairborn, OH Leroy McCann Kansas City. KS
John B. McMaster Kansas City. MO John N. Tomishin Cleveland, OH Ed Escallon St. Petersburg, FL EAA CHAPTER 211
Twin Lake, Ml John M. Eby Manheim, PA John P. Francis
So. Pasadena, CA Guenter Hachtel Swartz Creek. Ml Harley K. Hammond
Twin Falls. ID Harry S. Hopkins
Brewer, ME G. C. Hrabal Houston, TX Paul D. Kortge The Dalles, OR Don Laird Smithers. B.C. CANADA Vincent H. Lanzetta Annandale. NJ Walter Lightner Elizabethan, PA David N. Lindsay
Pierceton, IN Ervin Lyon Lexington. MA Eric W. Marshall Douglas City, CA
Gordon & Gregory Meeuwsen Holland, Ml Gilbert Meier Wiggins, CO Al Minelli
Lafayette, NJ George L. Minor Webster Groves, MO Rudy A. Miserez Omaha, NE Darrell W. Mize Borger, TX
George W. Mojonnier Lombard. IL James G. Montgomery. Jr. Memphis, TN Gilbert E. Morgan, Jr. Chicago Heights, IL James L. Morris Little Rock, AR Gerald C. Mueller Madison. Wl Seth C. Myers Prattsburg, NY Gary McCormick
San Jose, CA Glenn V. McDaniel Evergreen, AL William E. McDaniel. Jr. Victorville, CA
Curtiss R. Hack
Sheboygan, Wl Frank R. Reeves Corte Madera, CA Richard Wagner Lyons, Wl W. T. Cunningham Northridge, OH Rudy Duncan Belmont. CA Joe Lacey Newhall, CA Murdy Aviation Ltd. Billings, NY
John R. Johnston, Jr. Lake Hopatcong, NJ Henry J. Kennedy, Sr. Whittier. CA Donna Mae Kinton Indianola, IA John S. Marsh Whittier, CA Gale D. Merrick South Bend. IN George C. W. Meyer St. Louis, MO James L. Miller Kansas City, MO Charles R. Near Hastings, NE John Poehner Flushing, Ml Ken Brynestad Puyallup, WA Donald P. Hunt Bedford, VA K. D. Johnson Los Angeles, CA John U. Keating Indianapolis, IN David Kushner Ann Arbor, Ml Walter Morrison Orinda, CA Lawrence Moser Claresholm, Alberta
Harry V. McWade
Plainfield, NJ Charles Nemec Omaha, NE Lawrence Nonnie Oswego, IL Aircraft Spruce & Specialty Co. Fullerton, CA
Paul E. Neely Grants Pass, OR John H. Nelson Crystal Lake, IL Larry Niswander Cardington, OH G. W. Niva Monte Sereno, CA Edwina Noble Borrego Springs, CA
Morristown, NJ
Harold LaCounte Anaheim, CA Neal LaFrance Wichita, KS Gary Lampman Johnstown, NY Jerome L. Marostica
Anchorage, AK Elza Minton, Jr. Castro Valley, CA
Bob Norrison
Palmyra, NY
(Photo by Lee Fray)
Bob Ladd, left and Cliff Gould (EAA 91131) of Milwaukee, put the finishing touches on the EAA Air Museum's Waco UPF-7 prior to covering — another project made possible by Project Crossroads donations. Cliff is a volunteer who has given quite a number of his free hours toward making the EAA Museum the finest anywhere.
Robert Honec, Jr. Newport News. VA David C. Johnson Colorado Springs, CO Steve Keller Huntington Beach, CA Ronald W. Knight Portland, OR Joseph Koneck Chicora, PA Robert J. Lannen Wixom, Ml Bob Law Jacksonville, FL Alien A. LeBlanc
St. John, N.B. CANADA Charles H. McMannes
Oregon. Wl James McNeilage Dresden. Ontario CANADA Donald G. McPherson
Michael S. Mitchell St. Louis, MO L. R. Mittendorf Murphysboro, IL
Stow, MA
Gerald L. Netherton Glenwood, IL
Kent, WA
Newton, NJ Col. M. M. Kovar
James S. Hitchcock Bricktown, NJ
Delcambre, LA
10 FEBRUARY 1975
Robert D. Deyell Rochester. NY Hubert M. Drake San Jose, CA
Elmer B. Benedict
Madison, Wl R. L. Murphy Doylestown, PA
Edward R. Hughes
William P. Flynn Schofield, Wl H. Robb Hathaway, Jr. Hollywood, CA
Harold A. Lossner Des Moines, IA William Malone St. Louis, MO F. H. Mattison Hannibal, NY Charles K. Mernitz
Rochester, MN
Rawson L. Nelson Clear, AK
Earl M. Adkisson Atwood, IL
Stanley C. Mockrud
Lawrence S. Eresh St. Louis, MO
EAA CHAPTER 362 Fulton. NY
Sitka, AK
R. McLeese
R. P. Netzel Wheeling, IL Ronald Niborski Dearborn Heights, Ml James V. Nickel Brook Park. OH Carl J. Noltze Sioux City. IA
CANADA
Cene Mueller Wheaton, IL Robert G. McCoy, Sr. Cambridge. OH
Jim McFarland James M. McKeon
Gordon E. Montgomery Oakland, CA Francis B. Murray Oshkosh. Wl Daniel H. Myers Hanover, PA David McKinley Glen Ellyn, IL Bruce McMillen Incline Village, NV Ernest McOdrum Warren, NJ
Santa Clara, CA
(Photo by Lee Fray)
Steve Wittman and the original Tailwind.
LIFTING BODY HOMEBUILTS?
By Chester Nelson (EAA 597791 811 Forest Circle
Manitowoc, Wis. 54220 Phone: (414) 682-3619
(Photos and drawing by the Author)
W,
ITH SUCH "NEW GENERATION" designs as the BD-5, Miller JM-2, Vari Viggen, and now Ratony's Pegasus I being readily accepted by the sport aviation world, building a lifting body sport aircraft is no longer a bizarre proposition. Roughly three and a half years ago my interest in new and unusual aircraft designs prompted me to begin researching the possibility of developing a wingless homebuilt aircraft. Initially, I had very little knowledge of full scale aircraft engineering principles and limited experience in the field of aerodynamics, so it was necessary for me to limit my research to reading about NASA's lifting body program, and testing some small model lifting body gliders. I began to further my knowledge by reading nearly everything available that dealt with light aircraft design and aerospace engineering. In the fall of 1972, at one of our local EAA chapter meetings, I gave a "hanger talk" in which I outlined the history of lifting body research and introduced the possibility of building a low speed lifting body sport aircraft. Most of the EAA'ers were not overly receptive to my ideas, but there were a few members who thought I had good ideas, and encouraged me to continue my studies. Although it may not be immediately obvious to most people, there are very good reasons for the development of wingless aircraft. The basic ideas behind all lifting bodies evolved in 1957 in the mind of Dr. Alfred J. Eggers Jr. of NASA's Ames Research Center, who envisioned using such an aircraft as a controllable atmospheric re-entry vehicle. 1 His original lifting body design was a masterpiece of simplicity, a simple half-cone shape, with its center of gravity offset to induce forward motion and stability during free fall descent. Through extensive NASA wind tunnel testing, the design was modified and refined. To augment control and stability, fins were added. Boat tailing the cone and blunting the nose increased stability and streamlining, while minimizing heat build-ups during re-entry. To prove that a manned lifting body would be successfully controllable at subsonic speeds, Gus Briegleb was contracted by NASA to build a steel tube and plywood lifting body glider called the M2-F1.2 The craft underwent extensive auto towing behind a converted Pontiac before a series of very successful aero tows behind a NASA C-47 in 1964. Contracts were awarded to Northrop Corp. for two "heavyweight", all metal, manned lifting bodies, the M2-F2 and the HL-10. By late 1966 both of these vehicles had been delivered to the NASA research facility at Edwards AFB, and were undergoing drop tests from a B-52.
speeds to extreme altitudes under the power of an XLR-11 rocket engine. Martin Company, under Air Force contract, also carried out substantial research work using rocket boosted, unmanned, automatically controlled vehicles. These aircraft, however, were all designed to operate in very high speed regimes. Martin therefore built the manned, XLR-11 powered X-24, and a turbojet version of the samr vehicle, the SV-5J, for tests at lower speeds. From 1969 to the present time, greater emphasis has been placed on the testing and development of the X-24 series aircraft, with the new X-24B making its first flights in the fall of 1973.3 Except for small unmanned test vehicles and scale models, NASA and the Air Force have done very little to develop true low speed lifting bodies. As the year 1970
The only significant failure to occur during the test program happened in May of 1967, when test pilot Bruce
Its smooth, curving lines make it both aerodynamically
A. Peterson ran into a controllability problem that forced him to crash land the M2-F2 on Rogers dry lake. Unfortunately, he sustained severe facial injuries, but was able to minimize damage to the airframe, which was later rebuilt. (Actual NASA film footage of this crash was used recently in the television series, The Six-Million Dollar Man.) During the following two years, many successful manned lifting body flights were made at supersonic
approached, the Aereon Company of Princeton, New
Jersey (a now defunct firm once dedicated to the revival of the commercial airship) came up with the idea of using a light-weight, large volume lifting body as a basis for the design of their Aereon commercial dirigible. The cargo ship was to have been an "aerobody", or airship-airplane hybrid. A large computer was used by the company to determine a body shape large enough to make buoyant lift from the enclosed helium a significant factor in load carrying ability, and still possess the aerodynamic qualities of a medium performance lifting body. After several semi-successful flights of a radio controlled scale model of the design, a 27 foot long manned version was test flown. In contrast to the NASA heavyweight bodies which often had landing speeds in excess of 200 knots, the Aereon low speed test vehicle touched down at a mere 45-50 knots. Those of you who have read John McPhee's excellent book, The Deltoid Pumpkin Seed*, are already aware of the docile flying characteristics of this aircraft. Because of the great success of this ship, several other companies are now looking at the possibility of similar projects.5 Certainly it can be seen that lifting bodies have great possibilities as future space vehicles or aerobodies — but where does the sport flyer fit into all of this ? The importance of the lifting body concept lies in its adaptability to greatly varied speed regimes and uses. In each application, one can see several advantages that the lifting body may have over standard designs, and in the case of light aircraft, we come up with quite a sizable list of possible good points:
1. A properly designed lifting body is very stable. clean and aesthetically pleasing. 2. The general shape of a lifting body would allow it to be built extremely strong, yet very light weight. The configuration of a light lifting body could be easily altered to accept a wide variety of powerplants. 3. Proper pilot placement and canopy design would offer excellent in-flight visibility. Its large internal volume would provide spacious cabin and luggage arrangements in multiple place aircraft. SPORT AVIATION 11
Chet Nelson holding a semi-scale model of his NX-4 glider design. This model has undergone free flight stabil-
ity tests, captive tuft tests and has yielded a wealth of information in glide ratio, glide speed and pitch moment measurements.
The author and his wind tunnel. The intake shroud can be seen over his left shoulder. Most of the underhanging portion of the aluminum aerodynamic force balance can
be seen under the test section. A one foot long model is mounted in the test section. The airspeed readout sets on top of the tunnel.
FIGURES 1, 2 and 3. The framework of a 1/6 scale lifting
body glider model by the author. It is just under 3 feet long. Originally intended as an exact scale free flight model, the fourth in the author's design series (NX-4),
it was redesigned for use as a control surface design test bed because enough data had been obtained from other models on this configuration.
4. The use of a ducted fan, shrouded propeller, or jet engine on a lifting body offers the possibility of STOL capability. 5. The general configuration of the lifting bodies make them naturals for use as flying boats.
There are many added benefits for the homebuilder: 6. Because lifting bodies need only small stabilization fins, there are no wings to build. 7. Using the proper techniques and materials, a lift-
ing body homebuilt would offer fast, low cost, simple construction with a minimum of jigging. 12 FEBRUARY 1975
FIGURES 4, 5 and 6. One of the author's more successful wind tunnel models, a 1/26 scale model of a jet powered (Sermel TRS-18, BD-5J engine) homebuilt lifting body design based on the Air Force's X-24. It is one foot long. The markings were added because this model was also used for display.
8. A lifting body with folding fins could be built small enough to be easily trailerable, yet large enough to provide excellent handling qualities and crash safety. The next problem that arises is the actual process of applying the lifting body technology to our private aircraft/ sport aviation needs. There are multitudes of possible designs to choose from, and because no one has yet flown a sport lifting body, there are no tried and proven ones. When I set out to investigate this problem, I already had on hand, a 27fps. wind tunnel with a lighted 12" x 18" x 12" test section, which I had built to test model rockets. Of course before I could begin to use it for any really systematic research I had to improve the airflow quality and speed, increase the usable size of the test section, and install balances for aerodynamic force measurement. A small homemade wind driven generator was installed in the tunnel and connected to a voltmeter to give a calibrated readout of the airflow speed in the test area. The 20" x 22" intake shroud was re-inlarged to 22" x 25". The air blown through the tunnel is drawn into the intake throat by a
high speed Hamilton Beach motor (driving a 3-bladed paddle type prop), and is then forced through a section of screens and tubular airflow straighteners. For testing models that were too large for the tunnel, experimentation was done with both free-flight models and a tuft test rack which mounted on the door of a car. Because lifting bodies create less blockage of airflow in the tunnel and are less affected by changes in Reynolds number than standard aircraft, I was able to obtain reasonably accurate results with my testing methods. The tests run in my tunnel on models one foot in length compared very favorably with corrected NASA and NACA test data. Using wind tunnel models as well as hand and bungee launched, large free-flight models of 50 different configurations, I compiled a sizable amount of aerodynamic data. I was lucky enough to be able to work on my design studies during my junior and senior years of high school, receiving class credit for my research. Making frequent use of the school's programmable office computer, I was able to compile and interpret data at a much faster rate. During that time, I carried out a complete design study on the "NX-4" — a homebuilt
lifting body glider. (This included drawing plans for the vehicle and computing a fairly complete stress analysis.) Tests on scale models of the NX-4 were very encouraging.
I began examining the possibilities of using an NX-4 type
configuration for a powered lifting body and started making further tests.
The best configuration to emerge thus far consists of a relatively thick symmetrical airfoil, and a roughly "U" shaped planform view. Although the body is aerodynamically capable of flying without them, gull-type stabilization fins and a central vertical fin are used to improve flight characteristics. The aircraft's engine, which is housed inside the body, uses an extension shaft to drive the pusher prop. The propeller tip passes down through a slot separating the aft portion of the body from the elevon surfaces. When it became apparent last spring that this would be a good workable design, I began making plans to test the configuration in the form of a large, radio controlled model. The model (which I hope to have on flying status by mid-1975) will be an exact one-fifth scale replica of a hypothetical prototype homebuilt called the NX-5G III. Although the NX-5G III is only a "drawing board" airplane, its basic design features and parameters must be carefully determined before a test model of any real value can be built. Therefore I can give a fairly clear idea of
what a full scale prototype lifting body homebuilt would be like. The NX-5G III would be powered by a 70 h.p. Hirth (or a comparable powerplant) and would use a retractable conventional style landing gear. The proposed
construction incorporates the use of a steel tube "crash cage" pilot's compartment, attached to a light weight spruce framework. The entire aircraft would be covered with a foam and fiber-glass sandwich skin. Spoilers would
be located on the upper surface of the body immediately SPORT AVIATION 13
adjacent to the cockpit area. While normal entry would be made through a hatch in the bottom of the body, the bubble canopy would also be removable. I have listed here, some of the NX-5G Ill's projected
specifications. It must be understood that, with the exception of landing speed (which could prove to be considerably lower), the performance figures here are conservative estimates, reflecting the minimum anticipated performance. All are subject to change upon acquiring data from the radio controlled model tests, and therefore are not necessarily indicative of the level of performance achievable by a propeller driven lifting body. Total length . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 0 . 8 ft. Total span . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 . 2 ft. Body span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.1 ft.
Body length . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 . 5 ft. Planform area . . . . . . . . . . . . . . . . . . . . . 1 5 4 . 0 sq. ft. Aspect ratio of body . . . . . . . . . . . . . . . . . . . . . 0 . 4 3 7 Design gross w e i g h t . . . . . . . . . . . . . . . . . . . 7 4 5 lbs. Design CG . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 7 . 2 0 % Design pilot weight . . . . . . . . . . . . . . . . . . . 2 0 0 lbs. Design fuel weight . . . . . . . . . . . . . . . . . . . . . 6 5 lbs. Surface loading . . . . . . . . . . . . . . . . . . . . 4 . 8 lbs. psf. Design landing speed . . . . . . . . . . . . . . . . . . 6 8 mph Design stall speed . . . . . . . . . . . . . . . . . . . . . 5 8 mph Top speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 5 mph Speed at 75% power . . . . . . . . . . . . . . . . . . . 1 0 4 mp Rate of climb . . . . . . . . . . . . . . . . . . . . . . . . . 6 5 0 fpm Service ceiling . . . . . . . . . . . . . . . . . . . . . . 1 4 , 0 0 0 ft. Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 0 mi. Max. L/D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 . 0 As I am currently studying pre-engineering at the University of Wisconsin, Manitowoc Center, the amount of time that I have to spend on correspondence is limited. I will, however, try to answer any letters I receive and would enjoy hearing from any EAA'ers who have suggestions relative to my project or who have been working on similar ideas. In closing, I would like to thank Donald G. Gruett and Gordon Nelson of Manitowoc, Dr. Richard M. Andres of Parks College, my teachers, and the members of EAA Chapter 383 who have given me their technical advice and encouragement over the past three years. Foot Notes 'Kenneth Gatland, Manned Spacecraft (New York, 1967) 'Richard Miller, "Southern California's Fabled Soaring Centers", Air Progress (Aug. 1965), p. 68 3
Ben Kocivar, "Flying NASA's X-24B Lifting Body", Popular Science
5(1973), pp. 87-89, 114
'John McPhee. The Deltoid Pumpkin Seed (New York, 1973) 5
"New Lift for Airships", Time (Aug. 12, 1974), p. 80
14 FEBRUARY 1975
ABOUT THE AUTHOR
Chet Nelson came by his aviation interests naturally enough — his grandfather built and flew a Chanute hang glider prior to World War I and his father has been a lifelong, dedicated aviation enthusiast. Chet grew up surrounded by aviation and aviation people and has been building models since he was four. During his junior high days his interests centered on astronomy and rocketry models and the real thing. He was a member of the National Association of Rocketry and 3-time president of Space Explorers Post 998. Chet was a member of the National Honor Society and was listed in Who's Who Among American High School Students, 1973-74. At Oshkosh '74 he was awarded one of the three EAA Scholarships presented to outstanding young EAAers from around the nation. He currently is a freshman aerospace engineering student and is a student pilot. He flies an Aeronca 7AC that was built in 1946 . . . just ten years before he was born.
HOMEBUILDER'S CORNER .. . (Continued from Page 2)
for aviation now made annually by the federal government be justified if limited to the privileged few? "Safety" has always been the excuse for all regulation and expenditure. What will be the result if only airline and corporate flying is to remain — will not these groups be called upon to pay for ALL new facilities at some future time? Can we really justify millions of dollars of local, state
already out of the jig and ready for welding. I plan on using a center section over the fuselage and standard Pixie wings for a total span of 34 feet, the same Pixie tail group and an Acro Sport gear. For power we will use the 72 hp Limbach engine. I probably would have had a lot more completed but the full size Piper J-3-like kit Audrey gave me for Christmas had a bit of priority. With the help of Bob Ladd, we have completed the fuselage, all the wing ribs and start-
ed assembly of the wings — plus a full schedule of EAA work.
and federal tax money for support of, say, 10, 15 or 20 commercial flights per day involving 50, 75 or 125 passengers boarding or deplaning at airports having FAA
towers . . . without doing the same for any other free enterprise situation? — Like the bus companies, the railroads, the taxi cabs? I don't think the non-aviation tax payer has really thought of the implications in all this.
We are told that the proposed new schedule of user taxes on general aviation — the "departure" fees of $10.00
at airports with FAA towers and radar and $5.00 at fields with FAA tower only to raise 88 million dollars from some 100,000 aircraft owners — is because we don't pay our fair share of the existing user taxes. No one listens to the
argument that most general aviation pilots don't need and don't want the sophisticated electronic equipment that all
this money is to be used to purchase, install and maintain. Some look on recreational flying as frivolous and wasteful... but have you ever considered how many of our fine citizens use commercial transportation in conjunction with their recreational activities — vacations, sporting events, etc.? Compare this use of fuel to that used by private pilots for pilot proficiency flying. What will be the affect on flight safety if fuel allocations drastically cut down on such proficiency flying? Safety is always such a big issue with government that perhaps we could trade
some flying vacation time on the airlines for fuel for Sport/ General Aviation — which has priority?
But whatever we do, we must work together — all of us in aviation. Did you ever think how big a weight (no discredit intended) the airline accidents are on Sport/General Aviation? In the public and governmental eye it is the big
mishap that hangs us all. As a team we can do our best to combat all of this. I have had a number of inquiries as to the status of the two place Pober Pixie design that I had planned to work on over the holidays. The fuselage design is completed and is
OFFICIAL PUBLICATION Pursuant to the directive of the Experimental Aircraft Association, Inc. By-Laws as amended at the 1971 Annual Business Meeting held at Oshkosh, Wis., the president has appointed six members in good standing to act as the nominating committee for four Class I directors (three year terms), and one Class IV director (one year term), whose terms expire during 1975. Nominations for one Class II director (unexpired one year term), and one Class III director
(unexpired two year term) will also be accepted in 1975. The committee appointed consists of Carroll Dietz, (chairman), 6781 Halley Road, Rockford, 111. 61103; Joe Poklasny, 870 South Park Avenue, Oshkosh, Wis. 54901; Bob Ladd, 5083 N. 107th St., Milwaukee, Wis. 53225; Arden Hjelle, Route 1, Box 233, Oakfield, Wis. 53065; Jim Stewart, P.O. Box 10996, St. Petersburg, Fla. 33733, and Richard J. Bowers, 3933 South Bend Road, Rockford, 111. 61109.
NOMINATIONS FOR EAA OFFICERS AND DIRECTORS In accordance with the Association's Constitution, the terms of four Class I Directors, and one Class IV Director will expire at the 1975 EAA Annual Business meeting, Oshkosh, Wis. CLASS I DIRECTORS:
Paul Poberezny, President Ray Scholler, Vice President S. H. Schmid, Secretary Arthur Kilps, Treasurer CLASS IV DIRECTOR:
Steve Wittman
In accordance with Paragraph (a) Article VTI of the By-Laws, which was amended at the 1974 business meeting, authorizing the Board to increase its membership from 11 to 13 members, which increase the Board has now authorized, nominations for one Class II Director (unexpired term of one year) and one Class in Director (unexpired term of two years) will be accepted and will be elected at the annual meeting of the Association to be held August 4, 1975. Nominations for these offices shall be made on official nomination forms obtainable from EAA Headquarters. The Nominating Petition shall incude a recent photo of the candidate and contain a brief resume of his background and experience. Candidate must have been an EAA member for the previous two consecutive years. The Petition requires a minimum of twenty-five (25) signatures of EAA members with their EAA number and expiration date. Nominating Petitions must be submitted to the Chairman of the Nominating Committee, c/o EAA Headquarters no later than March 31, 1975. Voting Instructions and procedures will be published in a forthcoming issue of SPORT AVIATION. S. H. Schmid EAA Secretary The annual Business Meeting will be held August 4, 1975 at Oshkosh, Wisconsin, during the 23rd International Fly-In Convention to be held July 29 through August 4, 1975. SPORT AVIATION 15
TOWARD BETTER PERFORMANCE By Al Backstrom (EAA 1162) Rt. 1 Frisco, Texas 75034 Article IV EPILOGUE
-L HE PREVIOUS ARTICLES in this series have presented data and suggestions on aerodynamic improvement of airplanes. However, no general discussion can cover all the information that would be useable in aerodynamic cleanup and each individual design will have different areas of primary importance. As an exercise let's look at what can be done for aerodynamic improvement of a couple of good basic airplanes. No structural changes will be considered, so that the changes could be made to existing airplanes without taking them out of flying status for long periods. The Evans VP-1 Volksplane and the Jensen VJ-22 Sportsman would be good airplanes for review. I have not attempted to calculate performance changes because a reliable estimate of original airplane drag is
FULL COWL FOR VW
FIGURE 1
16 FEBRUARY 1975
extremely difficult. Also, if you were checking the changes on an actual airplane the results could be affected by the order in which the changes are made. One point that should be made is to not look at top speed as the only measure of performance gain. The basic reason for this is that a 10% reduction in drag will produce approximately a 3% increase in top speed. On the other side of the coin, a 3% increase in top speed without a drag reduction will require a 10% increase in power. At least you can't lose them all because a 10% reduction in drag will give a 10% increase in range at the same speed. Also a reduction in drag will leave more power available for cruise-climb conditions at the same speed. Now let's look at the VP-1. The greatest drag reduction can be made by adding a canopy and a good engine cowling. The canopy design selected is essentially the NASA X-l (Report WR-L-642 and Turner T-40). This canopy has very low drag and can be built without having to use compound formed plexiglass. Cowling a VW installation like the Volksplane is a real problem. This is one of those areas where the inability to do an excellent job is not an excuse. The best way out of this problem is to start with a large spinner. In this case a 12" spinner is assumed and lines sketched out from this. The exhaust system uses a 180° bend on the front stacks outside the cowling and carburetor air heat taken from muffs on the rear stacks. The cooling air exit is along the side of the fuselage.
SPINNER-LIKE COWLING
STRUT FAIRING
LANDING GEAR FUSELAGE FAIRING FOR
UP POSITION FIGURE 2
The wing root and strut fairings are based on NASA TR 482 and the information in Article 3 (Sport Aviation, January 1974) of this series. The elevator and wheel fairings complete the major rework; from here on you could happily proceed with fairing minor areas. The resulting
appearance is shown in Figure 1. Well, on to the VJ-22. The primary items here are fairing of the landing gear in the up position, smooth canopy, fillets, and strut fairings. The engine cowling used on most Sportsmen could be better. The gear fairings recommended fair behind the wheel and cover the strut in a manner similar to the fairings shown in Sport Aviation December 1974. A piano hinged lower section allows for gear retraction. A free blown canopy might be used, or one built using a compound formed Fiber-glass top with flat wrap sides. The best choice would depend on the method of hinging desired. A fillet around the wing leading edge and underside at the hull should be used. Fairing of the wingstrut intersection and tip floats completes the major fairing rework. An improved engine cowling could be based on a spinner forward and an approximately 14" spinner aft. The middle area bulk will depend on the engine carburetor air heat and muffling requirements. A shape like the Osprey-Air Skimmer is good if you don't need carb heat and can live with the noise of racing type stacks.
Heating Plexiglas From Robert E. Richards (EAA 7221) 302 W. 4th Ave. Barrington, NJ. 08007
Do not use a household oven for heating Plexiglas to bend it. Heating this plastic in an oven produces monomer bleed-off, and these gases are highly combustible. If the gases are ignited they can cause a severe explosion. Kitchen ovens and other heating devices that do not circulate air to prevent accumulation of gases, and which are not equipped with proper temperature controls and safety devices for this kind of work, should not be used. For safety, use only a strip heater, plans for which are available. Assembled heaters also can be purchased where Plexiglas" is sold. For a series of brochures on using this plastic send 50c to Rohm and Haas Co., Dept. WN, P.O. Box 9730, Philadelphia, Pa. 19140.
The resulting appearance to these changes is shown in Figure 2. I hope that these suggestions will encourage you to make your own airplane look and perform better. SPORT AVIATION 17
Aerodynamic
Inertia
moments.
moments,
noseup
nose down
SPIN A X I S
AIRFLOW
Figure 1. Balance of Moments in a Developed Spin
Will Your Aircraft Recover? Reprinted From Sport Aerobatics
by Donald A. Kennedy (EAA
69138-1 AC 1536)
Department of Aerospace Engineering Sciences University of Colorado Boulder, Colorado 80302
-————— 1
1 HE SPINNING MOTION of an aircraft is extremely complicated to analyze. Most theoretical studies have involved a large computer and the NASA spin tunnel at Langley Field. The reason for this is that the normal theory for most aircraft studies assumes that various aerodynamic parameters vary linearly with small changes of the aircraft's equilibrium position. This is clearly not true for the spinning motion of the aircraft. However, there are many aspects of the spin that are well understood on the basis of research and experience in the past forty years. The NACA and now NASA have been actively engaged in spin research for at least this period of time. Most of the results that are applicable to light aircraft are the result of experiments which have been
conducted on models in the spin tunnel, radio controlled models, and full sized aircraft. After many years of data acquisition and study, several design parameters have been identified as relevant to spin recovery. The 18 FEBRUARY 1975
14
16
I I 18
I
1
20
22
1
1
26
1 28
1
1
30
32
J
34
36
SPAN , b , ft
Figure 2. Chart for Relative Density Parameter
primary ones are mass (weight) distribution of the aircraft, the relative density or the weight of the aircraft compared to the weight of the displaced air, and the tail design. The mass distribution is called the Inertia Yawing Moment Parameter. It is computed by calculating the moments of inertia of the aircraft about the rolling axis and about the pitching axis subtracting these and dividing by the mass of the aircraft times the wing span squared. For most light aircraft this number is fairly close to zero. That is, the weight is distributed almost equally along the wings and body. Weight along the wings increases the moment of inertia about the roll a axis (Ix) while weight along
the body increases the moment of inertia about the pitching axis (I v ) Figure 1 is a diagram of the moment balance in a developed spin. The aerodynamic moments tend to pitch the aircraft nose down while the inertia moments tend to pitch it nose up. If the aerodynamic moment is altered by power application or aileron deflection, it may also pitch the nose up resulting in a flat spin. This may or may not be recoverable depending upon the aerodynamic characteristics of the aircraft. The relative density, u, can be computed at sea level from Figure 2. As an example the Super Acro Sport with a wing loading (W/S) of 11.24 lb/ft 2 and a wing span (b) of 19-1/2 feet
gives a relative density (u) of a little less than 8 as shown by the dotted lines on Figure 2. The last, and perhaps most important, parameter is the tail design. The Tail Damping Power Ratio (TDPR) has become the design parameter to insure satisfactory recovery from a developed spin. This parameter was first suggested in 1939 by Seidman and Donlan, NACA TN 711. They based this parameter on the results of flight tests performed in a Fleet biplane in 1932 and described in NACA TN 421. From 1939 until at least 1971 the NACA and now the NASA have used the experimental formula of Siedman and Donlan as a criterion for satisfactory spin recovery in aircraft. Hundreds of experiments have been conducted in free flight, the NASA spin tunnel, radio control models, and other wind tunnel tests. As a result of these data the spin criterion has been refined by Neihouse and is reported in NACA TN 1045 of 1946. These results have been summarized in reports by the NASA in NASA TR R-57 of 1960 and the most readable of all by J. S. Bowman, Jr., NASA TN D6575 of 1971, which can be purchased for three dollars from the National Technical Information Service, Springfield, Virginia 22151. The remainder of this article will present the method that has been used to predict good or poor recovery from spins. Figure 3, which is used in most of the reports concerning tail design, is used to define the various letters in the formula for Tail Damping Power Factor (TDPF). There are two essential parts of this expression; the Tail Damping Ratio (TDR), which is the fuselage contribution to the damping of the rotation and the Unshielded Rudder Volume Coefficient (URVC), which is the contribution from the rudder area that is not in the wake of the horizontal tail during a spin. The Tail Damping Ratio is calculated by determining the side fuselage area under the horizontal tail, called Sp This area is multiplied by the square of the distance from the center of gravity of the aircraft (usually at the rear limit) to the centroid (center of gravity) of the area Sp. This is called L. This product SpL2 is divided by the wing area S. multiplied by the wing semi span squared (b/2)2. This
combination 2
SpL
TDR =
S (b/2)2
NOTE : If there was no rudder below stabilizer,
C|G 30°
TDR less than
then SR2' 0
0.019
and so TDPF -0
(flatter spin)
TDR greater than 0.019
Figure 3. Diagram for Tail Damping Ratio and Unshielded Rudder Volume Coefficient.
LEGEND .Recovery by rudder alone
t Will
recover
-Recovery by rudder8 elevator ^Won't recover
.0007
Z
.
-0004
i Q. O
-.012 -.01
-.008-.006 -.004 -.002
••-body heavy
Inertia
0
.002 .004 .006 .008 .0.
wings heavy
y a w i n g moment parameter
Figure 4. Spin Recovery Design Requirements
the spin angle of attack (flatter or steeper) depends strongly upon this number. If the TDR is less than 0.019 the spin angle of attack is taken to be 45°, if the TDR is greater than 0.019 the angle of attack is taken to be 30°. This spin angle of attack is used to determine the location of the horizontal tail wake which diminishes
the rudder effectiveness. Once the angle of attack is established by the TDR, one draws a line at that angle plus fifteen degrees from the leading
is called the Tail Damping Ratio. The
edge of the horizontal tail and at that
results of many tests have shown that
angle minus fifteen degrees from the
trailing edge. The spin angle of attack is shown by the dark arrow for the two cases of TDR larger than and smaller than 0.019. The Unshielded Rudder Volume Coefficient (URVC) may now be calculated. The unshielded rudder is that portion of the movable vertical fin which is not inside the wake of the horizontal tail during a spin. The actual wake on a particular aircraft
may not be just as shown, but all the data indicate that this guess of the wake location predicts the spin recovery properties of the aircraft. SPORT AVIATION 19
There are two terms to be considered, the contribution by the unshielded rudder above the horizontal tail and secondly the contribution by the rudder below the horizontal tail. The rudder area above the wake line is called SRI and the distance between the center of gravity of the aircraft and the centroid of this area is LI. Similarly the rudder area below the horizontal tail and outside its wake is called SR2 and the corresponding distance to the center of gravity is L2 These areas and distances are combined into the URVC in the formula. SR2L2 URVC =-
NOTE: WAKE
Problem if
"T" tail is used,then TDR = O and inverted flat spin will not recover.
Figure 5. Diagram for Tail Damping Power Factor and Unshielded Rudder Volume Coefficient for Inverted Spins.
S (b/2) In this formula the distances are not squared. The product of the Tail Damping Ratio and the Unshielded Rudder Volume Coefficient is the Tail Damping Power Ratio (TDPR). Figure 4 shows the results of the many years of data correlation. If the numerical value for the TDPR is less than that indicated for satisfactory spin recovery, then it would be unwise to let a spin develop in that a i r craft. If the numerical value of TDPF is greater than 0.0007 then the aircraft will recover from any spin. Since for most light aircraft Ix - I .
mb2
is close to zero, a TDPF of 0.0004 will be satisfactory. As an example, say an aircraft has a TDPF of 0.0001 and a u = 10. The chart indicates that this aircraft will not recover from a spin with only rudder control, since the number 0.0001 is below the solid line for u = 10. Note that since this value is above the dotted line for recovery by use of rudder and elevator, the aircraft would recover if both controls were used. If your aircraft has a TDPF of 0.00005 or less, it would be unwise to spin it intentionally. These numbers do not say that a stall with some rotation is not recoverable but that it would be unwise to let a spin progress after it started. There are two different lines for satisfactory recovery, one with rudder alone and one with rudder and elevator. That is, some aircraft will recover from a developed spin by just rudder reversal, the elevator may be left full back (Citabria, Decathlon, Pitts S-2A all fall into this category). Others must have elevator 20 FEBRUARY 1975
control applied to effect a spin recovery; an example is the Aerobat. All the figures and calculations are for erect (positive g) spins. For inverted spins, one just turns the drawing upside down and determines the areas and horizontal tail wake again. For inverted spins the TDR is normally larger than 0.019 and thus only one wake is shown in Figure 5. Flat spins normally will not occur if the Tail Damping Ratio is larger than 0.019 unless some other destabilizing element is present such as engine power and aileron deflection. In many good aerobatic aircraft, flat spins are no more dangerous than any other spin and in some may be safer than landing. If the Tail Damping Ratio is less than 0.019, it is this author's opinion that intentional flat spins may not be recoverable, and intentional flat spins should not be attempted in any aircraft that will not recover by rudder alone from a devel-
oped spin. For most aircraft the Tail Damping Ratio is much larger for inverted spins due to the presence of the fixed vertical fin. It is for this reason that one finds the inverted flat spin easier to recover from than the erect flat spin. It is strongly recommended that you determine the spin recovery properties of your aircraft before attempting any aerobatics in it. Unintentional spins may be obtained under a variety of classes of mistakes while performing aerobatics, and it is for this reason that one should know the spin recovery prediction for their aircraft. As a matter of safety, one should not attempt flat spins of any kind without proper instruction from an aerobatic school that has competent instructors and quality aircraft. Like many other aerobatic maneuvers one may become disoriented and not follow the correct procedure to complete the recovery.
Art Brown (EAA 1806), 394 Hunters Ridge, Marietta, Georgia 30060 owns
this sharp Cassutt.
A Mystery
Is Solved! By George Hardie, Jr.
-L HE "MUSEUM QUIZ" in the May, 1974 issue of SPORT AVIATION featured a homebuilt airframe that has been unidentified since the inception of the EAA Aviation Museum. Now at last we have the history behind this historic exhibit. Here's the letter with the interesting story: The May issue of the SPORT AVIATION magazine culminates a long search for an aircraft. This aircraft is your "Question Mark". In the March issue the picture shown in the museum shows this ship hanging above the "Church
Midwing" and I was almost certain that I recognized this plane. It all started back in 1929. This ship was designed by two brothers, Ward and Bruce Hendershott of Sioux City, Iowa. In 1931, while on a barnstorming trip to Springfield, South Dakota, they ran out of gas and wiped out the landing gear on the "Stonecrusher", a home-built two place OX-5 biplane. My father, Ray A. Young, of Springfield, took the boys and the plane under his care and they took the remains of the plane to his shop in Springfield. That winter was spent repairing and re-designing a new gear. Early in the spring of 1932 the ship was taken out to our farm west of town and reassembled. Dad and Ward checked it out and away they went on the test hop. Needless to say, all went well. In order to cover the cost incurred, Dad took the fuselage of the "Question Mark" as part payment. It was hauled up from Sioux City on an empty stock truck. Materials were ordered from the old Nicholas Beazley Company and work started. Dad built the ribs. I handed
him the cement coated nails and placed the gussets. I was twelve years old at the time. The spars were built and other parts completed. In 1933 things were pretty tough and with four children to care for, work on the plane came to a standstill. The plane was hung on the garage wall where it remained until 1940. It was there when I entered the Air Force that same year. In 1961, after I retired, I started looking for the "Question Mark". In checking around Springfield I found that Dad had given the plane to Waylon Dempster. Incidently, Waylon's brother was killed in 1946 in a Goodyear Racer out in Los Angeles. Previous to this the wings and all the other parts were lost in a fire when the shop burned. The fuselage is all that remains. Waylon informed me in 1959 that he had sold it to someone in Wisconsin. This was the dead end I ran into until now. The ship was to have a Harley-Davidson engine installed but Dad had planned on changing the mount and using a Szekley. This was never accomplished. As I recall the longerons are of ash. The picture indica'ed the right lower longeron is broken forward of the tail group. This is not the original landing gear as the original gear was faired with spruce formers. The altimeter is missing. It was an old World War I French altimeter. The plywood bulkhead above the front wing attach fittings is missing. The seat which has a piano hinge which allows it to be tilted forward looks like someone has upholstered it. The throttle on the right side is the original. The rudder bar appears to be complete. The stick looks to be the original with a red rubber grip on it. The tail skid as 1 reSPORT AVIATION 21
call was from an old Indian side car spring. You will note
We are in a remote area but the EAA members are going strong here in our corner of Montana. Each summer I have had my plans changed, but one day soon I'll make the EAA Fly-In and spend some time at the museum. George, this should solve your puzzle and I will look forward to meeting you at the Museum.
by the wing attach fittings what a thick wing it had. This was designed after the Barling wing which climbed like a "homesick angel". The wheels were the old spoke type and.I suppose.have been lost. I cannot recall the dimensions of the ship, but as a young boy I sat in this ship and flew many dream hours. There was a great deal of fine workmanship that went into this ship. I am so thankful that the ship has found its rightful place in our EAA Museum. Perhaps some of the real old timers in the Sioux City area will recall the old Hanford Field, the old Kari-Keen plant, and all the fun of the old days. Men like Johnny Benedicat, Al Anderson, Al Tappon, and the Hendershott brothers. All were familiar names in those days. I believe
But the donor remains anonymous, unless he reads this letter and identifies himself. I hope he will do so, so we can complete the record on this exhibit. We are grateful to Mr. Young for his cooperation, and hope that this
that Mr. Ed Freeman lives in the midwest and is also a fellow member of the EAA. Perhaps Ed will read this and will
will inspire others to come forward with needed information for our exhibits.
Chuck Young, EAA 40674 Box 622
Columbia Falls, MT 59912
be able to verify my statements.
(Photo by Lee Fray)
22 FEBRUARY 1975
SHOULD I MODIFY THE PLANS?? By Burt Rutan (EAA 26033-Lifetime) Rutan Aircraft Factory P. 0. Box 656 Mojave, California 93501 x~i.S YOU MAY know, it has been our policy to not be adverse towards those who want to modify the VariViggen. We have had this policy mainly in the interest of promoting education and design progress. However, we have seen some examples of modifications, even some under construction, that will result in disappointing performance and in some cases, unsafe flight characteristics. In all cases those individuals designed their modifications by aesthetics and by eyeball rather than by valid engineering calculation supported with appropriate tests. In most cases, when I was able to point out the disadvantages and calculate the effect on performance and stability, the author of the change decided to stick with the plans. I must modify our policy to point out that we are not adverse to anyone modifying the airplane who is qualified (or finds qualified help) and is willing to conduct the analysis and test required to verify the modification before flying his aircraft. lam very ad verse to those who may give all the rest of us a bad image by building a "VariViggen" that either has poor performance or contributes to an accident statistic under the name VariViggen. A plans-built VariViggen has good utility and excellent flying qualities. Modifications that add weight, be they as subtle as extra heavy gussets everywhere or fiber-glass over the wood skin, or more substantial as 70 gallons fuel or four place, etc., etc., can result in very disappointing climb performance at high altitudes. Our experience in flying the prototype, N27VV, over 400 hours in all kinds of flight conditions, runways, weather, density altitudes, etc., is very valuable and we have found that due to the low aspect ratio (necessary for optimum low speed flying qualities) the airplane should have a lower weight-topower ratio than conventional designs. You cannot expect to carry four people and more fuel adequately from Albu-
querque in the summer unless you use at least 200 hp. You cannot expect the same safe flying qualities if you stretch the nose several feet for "looks." This would decrease stability and actually slow down the aircraft! You cannot just assume that a beautiful flush inlet three inches from the top of the wing will provide adequate cooling. My measurements during development of an oil cooler system showed terrible pressure recovery during low speed. I should point out that because with a canard aircraft both surfaces are lifting wings (The canard actually has a much greater wing loading than the main wing) their size, position, interference with each other, high lift devices, etc., have a very important effect on the eg range, the flying qualities, and low speed performance. Their design is far more critical than with a conventional aircraft with one main lifting wing (sized for performance,
etc.) and a tail sized merely to provide adequate static margin and sufficient eg range. For example a formula-one racer has an extremely small tail — but it can be designed for one eg only and still provide adequate stability and sufficient control. But if it were a canard, the designer would have much less room for change to provide a large flight envelope (speed range and maneuverability) even for one eg. Therefore I am unable, without conducting the appropriate test, to answer a question like "is it okay to move the canard down eight inches to clear my extra radios in the instrument panel?" I am not adverse to anyone making the change, however, if they are willing to conduct the test and verify its satisfactory result. The car-top "wind tunnel", for which we will have plans in early 1975, is an excellent method; others are also valid. Remember, this aircraft was not developed by "guess work" but by a very careful design/test program. Small changes can be full of 'surprises'. If you modify an aircraft, when it is ready to fly, you are an experimental test pilot, not a production test pilot — be prepared to accept the full responsibility to safely plan and conduct exploratory testing and critical flight envelope expansion for there are no proven limits on your airplane. I don't mean to inhibit progress, only to promote valid development. In this way we are also promoting education, which is what EAA is all about!
Burt Rutan's VariViggen. Plans for this aircraft have been approved by NASAD and have been rated "Amateur, Average." This means that, in NASAD's opinion, the VariViggen can be built as a first time project by persons having only the common hobby shop power tools and hand tools. The prototype now has over 400 hours of flying time logged and copies are being built in 10 different nations. Look for some very exciting developments from the Rutans in the months ahead. (Photos Courtesy Burt Rutan)
FR
AND THE HOMEBUILT
By Capt. Eugene T. Eckel (EAA 40550) Golden West Airlines 8953 Ramona Avenue Montclair, California 91763
-Y HOMEBUILT WAS designed for IFR flight and I've logged 20% of my total time on IFR flight plans. My brother Bill and I spent 4V2 years building a Thorp T-18. We wanted something that was efficient, fast and had a go-anywhere, almost-anytime capability. We've got it. High performance homebuilts are more responsive to control pressures than most "store-bought" airplanes and it is easy to overcontrol them, particularly on instruments.
The FAA now has no reservations about IFR certification for homebuilts. True, there's more paperwork, but nothing unsurmountable. Keith Fowler of Irvine, California completed the first Pazmany PL-1 back in 1962 and received IFR certification in 1967. For the next two years, he commuted daily between El Monte and a job near the Orange County Airport. In two years of making this 18 minute flight, Fowler missed just five times when the weather was below minimums. In all, he logged almost 150 hours of "wet" IFR before selling the Number 1 PL-1 to neighbor Lee Conlan who has owned it for the past four years. T f you're building a homemade job and expect to fly it IFR, plan in advance or you'll wind up with a large can of worms. For example, you'll need adequate power with an alternator rather than a generator, a 25-amp battery
Venturi tubes and un-heated air-speed indicators ice up when you need them the most. Use an engine-driven vacuum system for your primary instruments; attitude horizon and directional gyro with an electric turn coordinator or turn and slip (not needle and ball) indicator. Actually, we planned our whole T-18 panel around the new SWI (Southwestern Industries, Inc.) "Attitude Orienter." This is the read-it-right pitch and bank instrument developed by veteran engineer Irv Culver (Cosmic Wind designer and many others) and has been refined by SWI. The unit has been approved by the FAA as a replacement for the conventional artificial horizon (which reads backwards). The new SWI "attitude orienter" has proven a valid keystone instrument. If you've never flown an SWI "attitude orienter," take a long look at some of the accompanying photographs,
Instruments should be a proper match of vacuum and
made while we were filming a short promotional film for SWI titled "Right Side Up." Picture yourself sitting on the tail of the little airplane on the attitude instrument. Then fly it as you see it. Actually, both old-fashioned gyro and horizon instruments read backwards, and it is only through painstaking training that we've been able to learn to live with them — most of the time. I fly conventional gyros and extensive instrumentation in our Golden West Twin Otters daily in the smog of the Los Angeles basin. Yet, I have no problem in converting back to the SWI instrument when I strap on the T-18.
electric with no venturi instruments if you can help it.
The "attitude orienter" has the added feature for aerobatic
or more, adequate wiring and proper voltage regulators.
Gene Eckel and his fully IFR T-18 near Ontario, California.
N2S2PE 24 FEBRUARY 19>5
pilots in that it won't tumble during a spin or roll maneuver. Some aerobatic schools, including Mike Dewey in Santa Paula, California, have been teaching spins and off-your-back recoveries under the hood with this instrument. A full IFR system isn't cheap. Couple it with the nav/ com equipment you're going to need in a high density area and you may easily double your investment in your homebuilt. Blind flight instruments, in my opinion, should
include the vacuum SWI "attitude orienter," a Brittain electric turn coordinator, new airspeed indicator, calibrated altimeter accurate to within 30 feet from sea level to 32,000. Encoding readout is becoming more and more of a requirement in the larger hub areas. Add a manifold pressure gage accurate to 2/10 inch and a calibrated tachometer. Most RPM counters are a long way off, and while it makes little difference with a fixed pitch prop, there's a problem with a controllable
unit like the Hartzell we have on the T-18. The simple package mentioned above costs at least $2,500 in 1970 dollars. When you add the nav/com gear, the price of admission gets really steep. We have two King KX-170's with 360 channels, one VOR head with a glide slope, ADF, 3-lite marker and a boom microphone. We have not yet installed
an encoding altimeter to go with the King KR-75 transponder, but since LAX has gone to a Class I TCA, it's on the list. This nav/com package, if purchased new and at list price, is somewhere over $7,500. However, if you have friends in the business — and who doesn't if he's working on a homebuilt? — you can probably pick up some of this material at wholesale or used and do some of the installing yourself. Personally,
Keep your eyes on the SWI!
Turn your magazine upside down and you will see how it looks from the right seat of a T-18 during a slow roll. Notice that the SWI Attitude Orienter shows the actual, inverted position of the aircraft. SPORT AVIATION 25
I think that instrumentation is such a specialized thing that you're better off to draw up what you think you want and take the package to an expert. We used William Otto who has been working with instruments in Southern California since 1938. When I first took the rough sketch of what I wanted to put in our T-18 and showed them to Mr. Otto, he shook his head and said that it couldn't be done. Then he began to study it more closely, made a series of modifications and surprised everybody. We had to change the large older style instruments to new, smaller light-weight units to make everything fit. Otherwise, it would never have gone into that 33x11" panel of the T-18. We have both a voltmeter and ammeter but don't have any annunciator-type "idiot lights" both because of weight and the fact that I'd rather know exactly what's going on, not merely that some part of the system is malfunctioning. All our radios are the new solid state variety and the complete package draws less power than one tube-type Narco Mark 12. Actually, we used a built-in aerodynamic limiting factor and have not installed a heated pitot tube. The airfoil of the little T-18 is just critical enough so that I don't want to go out and do a flight evaluation of its ice-carrying capabilities. If there's any potential of wing ice, it's a no-go item! When you're going IFR, you tend to be just a little more careful of your equipment and spend a good deal more time with your pre-flight. In VFR flying, you can get
just a little careless because "I can see it," but if you have a malfunction IFR, you're promptly in deep trouble. Ours may not be the fastest T-18 in the air but we true out at 200mph+ (a 7,500 feet with 2450 rpm and 21" of manifold pressure. Thorp's own T-18 is probably a couple of miles faster because of his attention to detail and his experience of more than 40 years of designing and building light planes. I do believe, however, that we have the best instrumented T-18 in the fleet. With a 180 hp 0-360 Lycoming, we carry lOOmph on approach until all turns have been made and come across the fence at SOmph. Bill Warwick who built the first T-18 is just
about the only pilot who has flown our ship and done a responsive job without being told the stalling speeds in advance. Our T-18 has logged almost 500 hours since July, 1971. Of that total, perhaps 35 has been "wet IFR." However, this almost all-weather (NO icing conditions) capability has made it possible for us to go anywhere we wanted in the congested Los Angeles basin just as though we were flying an airliner. One of the great advantages of the T-18 is its high cruise performance. I went into LAX the other day "on the gages" with a 727 3 miles ahead and a DC-8 3 miles in trail. I was able to hold a true 210mph down final to maintain proper spacing. On this particular trip, I tangled with wake turbulence and was pitched up almost inverted. That's where the instant recognition of the SWI "attitude orienter," along with its non-tumbling characteristics, really helped. I rolled back to a normal attitude and advised the tower that I'd land long after breaking out of the clouds. One tangle with wake turbulence was enough for that flight. Did you know that your directional gyro changes heading as you go over on your back? It was only after repeated rolls during the filming of SWI's "Right Side Up" and then studying the films that I noticed my open-faced directional gyro turned 360° during a slow roll. It always settled back on the original heading, but if I tried to turn to a heading while inverted, I'd put myself into an outside vertical turn that would end up in a very unusual attitude. On a trip to the 1973 Oshkosh show with my wife Elizabeth (she has a private plus commercial written and is working on her IFR), we flew 50% IFR flight plan. Elizabeth has flown with me enough so that she's 1,000% better than any auto-pilot ever invented. She can come up with the proper frequencies, dig out the right approach plates, monitor the engine instruments and do all those good things that my co-pilots do in the twin-Otter. In addition, she's prettier.
The Author, Gene Eckel, adjusts the vertical scale of his SWI Attitude Orienter. 26 FEBRUARY 1975
It's always interesting for me to work with a strange FAA/FSS. Coming back from Oshkosh, we filed IFR out of Billings with a 300 + ' ceiling. The tower was trying to be helpful and gave us a special VFR departure out of the zone since visibility underneath was about 4 miles. We declined, played it by-the-book and filed for Boseman with an assigned altitude of 8,000' and well below the icing level of 12,000. Radar coverage was good and we were between layers most of the time. Actually, we were
Acknowledge." "Roger, Ontario. I'm now approaching 6,000 and building to 160K. By the time you've finished talking, I should be there." I caught a new controller one day, sort of a disbelieving soul who changed my altitude from 6 to 9,000 and within l'/2 minutes, I complied. He came back with, "Hey, man, what have you got for an aircraft?"
very VFR on top and the Great Falls Center wanted to know if we wanted to cancel IFR. "Negative. I may
operate IFR in the basin at reduced power and not climb at more than l,500fpm so that I won't get ahead of ATC. When I file IFR, I use 140K as a constant speed and take care of headwinds with added power. IFR into LAX I always tell the controller on initial handoff that my airspeed capability is from 100 to 180 knots. Approach control usually settles for 160K and sometimes will go down to 130K. Whether you're flying a homebuilt, storebuilt or aircarrier IFR, most of your work is done on the ground before take-off. You study the approach plates (actually, they're "approach charts" and you don't eat off them), find the intersection coordinates and know how to crank them in quickly. Anticipate what ATC is going to ask next. One day Elizabeth and I were going into Denver IFR. I'd studied the approach "plate" for half an hour while we were VFR en-route from Des Moines, Iowa. Then ATC asked me to report over the "Banner" intersection and I just couldn't find it on the approach plate on the first go-around (Actually, it is on the area chart). The ATC man on the ground was very sharp (most of them are). When I was a little slow in replying, he picked it up quickly and gave me the radials off Denver and Kiowa VOR's. Then I punched the mike button and replied, "Roger on that intersection. Request radar vectors . . ." I had only two hours of actual IFR when I went to work for one of the companies that formed Golden West. I spent four years and 3,000 hours in the right seat or as co-pilot in the left and learned all the fine points from the slightly older, WW II types who would rather fly the Commuters and be home every night than continue the ratrace of living half a life at home. Fortunately, my wife has been most cooperative because she knows that, for the first time, I'm doing something that I really like to do, either in the T-18 or the twin-Otter. Our son Gary, 23, is now teaching IFR ground school at Mt. San Antonio and has a Flight Engineer's rating in DC-8's. Daughter Susanne, just a little older, didn't get "bit" by the flying bug, but you can't win 'em all. Just like flying itself, IFR isn't for everyone. However, if you want to dig into a whole new chapter of flight experience, put in those gages and give it a try.
need this clearance in another 30 minutes." We lost radar coverage east of Livingston, Montana and were picked up by Boseman Radio. This FSS Operator was one of the sharpest I've ever worked. He had anticipated our flight and since we couldn't contact Boseman directly, Livingston cleared us for an approach based on our Boseman estimate.
We made a standard VOR approach to Boseman and continued on underneath in VFR and came back because it was so turbulent he reported "lock to lock on the ailerons". The high span loading (72 lbs.) of the T-18 and the extremely accurate pitch and roll information of the SWI instrument made this flight nothing to be alarmed about. I work down to the same IFR minimums with the T-18 that we do with the twin-Otters. That's 200' and a half or RVR of 2400' at Ontario on the ILS. Instrument specialist William Otto uses the same minimums with the SWI-equipped Cessna 210 with which he commutes from Big Bear daily. Wild and wonderful things happen to you when you invade the system of ATC/IFR with a tiny homebuilt. Recently I filed IFR from Brackett Field to Hill Top Intersection near Lake Arrowhead. Flight Service didn't know how to handle me so I explained that the T-18 was a high performance homebuilt. "Just treat it like a Cessna 210, a Comanche or an Aztec." Then everyone seemed happy. Once you're airborne and climbing, you get to your assigned altitudes much faster than ATC expects. With full tanks and two aboard, I'm still climbing at 1,800 fpm to 5,000 feet. From Brackett, I was cleared to the "Prado" intersection at or below 4,000 with an altitude restriction at 3,000 feet. With 2,000fpm (a 135mph, I was at altitude three miles off the end of the runway and 6 miles before reaching Prado. I called Ontario Approach Control, "Two Papa Echo. Level, 3,000. We're IFR out of Brackett for Hill Top. 180K (a3,000."
Then ATC said, "Two Papa Echo, assigned 6,000.
While it's always a temptation to do so, I've learned to
Gene Eckel in his T-18 beside a Golden West Twin Otter at the Ontario, California airport.
Golden We
SPORT AyiATION_2Z
By Jack Cox (Photos by Ralph V. Sawyer)
Skyjacker II, a radical . . . and patented . . . new aerodynamic concept in aircraft design, has been completed, initial taxi tests have been run and flight testing should have commenced by the time you are reading this. Designed and built by Ralph V. Sawyer (EAA 66170) of Lancaster, California, Skyjacker II was featured in an article in the September 1973 issue of SPORT AVIATION. A two place, tandem "all wing" aircraft, N-7317 was completed on December 22, 1974 and is presently hangared at Fox Field in Lancaster. Powered by a Lycoming 0-290-G4A converted by Ralph to fuel injection, the Skyjacker II is expected to have super range and some very long distance flights are planned. Ralph Sawyer is employed by NASA's Flight Research Center at Edwards Air Force Base. He is a flight control systems specialist and has been involved most recently in L the lifting body research program.
Skyjacker II Ready
t>
28 FEBRUARY 1975
For
Autobiography
A JODEL F-12 By Mrs.
George Knapper (EAA 53679-A) Rt. 1, Box 208
Chisholm, Minn. 55719 (Photos Courtesy the Author)
I
FIRST CAME into being one cold gray evening early in February 1970 as a very unpromising appearing, nondescript little article called a "former", later used to connect my fuselage to the tail assembly. You might say I existed long before that as a thought in my Builder's mind and a gleam in his eye. But even then, as that tiny bit of me stood in the place of honor on top of the TV, I felt important. My Builder would point me out with pride to visitors saying, "Well, there she is — the start of my airplane!" My Builder's wife had reservations about me at first. She thought I should be kept "in my place" out on the workbench in the garage. "It's all right to have one or two conversation pieces around the house," she would say, "but does everything we own have to be one?" As the snow flew and the wind came from across the lake and blew around the house, I started to take shape — right on the kitchen table. Or, rather, I should say "shapes", as my ribs — all 24 of them — took form and were stacked up in odd corners throughout the house. My Builder insisted that each one should be perfect. When one turned out a little irregular, he closed one eye and looked at it thoughtfully. "This is too beautiful to throw away," he said. He pounded a nail in the space over the front door and hung it there. Soon he had the small spaces of the rib filled with photos and SPORT AVIATION pictures of homebuilt airplanes. "I am reserving the big space for a picture of you, my little bird," he said. Visitors to the house and even my Builder's wife thought it odd at first to use an irregular rib in this way. But I have it on the very best authority that the Great Builder himself used one of the ribs of Man (perhaps it was an irregular rib) to create Woman. And she has been around ever since. I understand that irregular rib of mine hangs in the house to this day. I will tell you that those two years after I left the house were rather discouraging ones. I had felt so light and graceful and feminine when I was just a wing. But then my Builder began on that long inert mass called my fuselage. And as I was just getting used to that, he started working on what he called my tail assembly. And that was simply monstrous! "Who
am I?", I asked myself. "Will I ever really fly?"
Never having seen a real, finished airplane, It is no wonder I was confused. I even developed a split personality. My wing was put in a long narrow structure which my Builder made especially for it. This was shared with garden tools, various pots and cans, and two small,
unimaginative little creatures called Rototiller and Lawnmower. They would go out every once in a while in the summer, accompanied by my Builder or one of his sons, and come back a few hours later smelling of garden dirt and grass and complaining about their hard lot. They would glance contemptuously at my long sleek graceful wing taking up the whole length of the building. "I'd like to see you dig out any weeds with that!", Rototiller would snort. "Or cut any grass, either," wheezed Lawnmower. They they would turn their glances downward and inward and that is the last I would hear from them until
one of them went out again. But my glances — even then went naturally upward. Out the open door I could see the restless movements of the leaves on the trees and above that the slower movement of white clouds in the blue sky. Even then in my disjointed condition I yearned to be up, ever upward and a part of that movement. "How glad I am that there is more to this world than dirt and grass," I mused. My tail assembly was hung on ropes along the inside walls of the lean-to garage which it shared with the car of one of my Builder's sons. This car was gone all of the day and usually half of the night, and otherwise so busy with its own concerns that it hardly knew I was there. Meanwhile, in the big garage important things were happening to my fuselage — first the wood framework, then the plywood covering — then holes for wires and controls and attachments of many kinds. I had never dreamed that I would be so complicated. Nor had my Builder, as he confessed to me in secret. He would unroll and scrutinize large blue-printed scrolls and lay them on the hood of the family car which occupied the other stall of the garage. This was a friendly old vehicle, quite content to share the garage with me, as on my account the garage was heated most of the time in the cold weather so that my Builder could work and so that fresh glue on my parts could dry. Even though the old car could not understand my yearning for the sky, it would sometime say, "There have been times when I have wished for wings." And it would reminisce about being stuck in deep mud or snow. During the early spring of 1973 my Builder spent a lot
of time checking over my engine, a Lycoming which he had taken from a defunct snow-sled, which in turn had been taken from an airplane of unknown vintage. He made a few repairs, cleaned it until it fairly glistened and bolted it securely to the front of my fuselage. Then came the very trying ordeal of my cowling. The worst part was when my Builder applied a heavy plaster cast over a screen covering he had made for my engine. It was then that I despaired of ever reaching the sky. My Builder's son took one look and said, "What a snout on that beast!" It was most humiliating for me who had always prided myself on being so light and graceful! What a relief it was when I found that this heavy, ugly plaster cast was merely a form to fashion my light fiber-glass cowling on. And when this was all finished and in place, my Builder applied a beautiful lemon yellow paint trimmed in rich brown, in such a way that everyone said that I looked "mighty streaky!" It was indeed a day of triumph for me. Late summer of 1973 my Builder came in carrying a
large shiny object. He patted me affectionately and told me he had been far away to a place called Oshkosh where there were thousands of homebuilt airplanes and their Builders. How I wished I could have been there too. "All in good time, my little Yellowbird," he said. "I have brought you something that will help you get there." Then he showed me the sleek lovely prop he had gotten for me at Oshkosh. SPORT AVIATION 29
This sleek Falconar F-12 is the pride and joy of George Knapper (EAA 53679), Rt. 1, Box 208, Chisholm, Minnesota 55719.
Inspection day! BD-4 builder A. C. Gibson, left, and Falconar F-12 builder George Knapper, center, congratulated each other after their aircraft had received the stamp of approval from FAA's Donald Brandt, right.
How do you transport that big one piece Jodel/Falconar wing to the airport? V-e-r-r-y carefully and very slowly! 30 FEBRUARY 1975
It was no time at all until my prop was connected; then my Cessna landing gear with two large wheels up front and one small one behind under my tail. Then my Builder climbed into my cockpit and asked his wife to come in too. And all of us suddenly realized that this is how it would be not so far in the future — except then we would be high in the sky with trees, cars, roads and houses far below. After this my Builder stood a long time admiring me, especially my landing gear which had just been fitted. "Well," commented my Builder's wife, "if I have to share you — if you have to admire some other legs — I suppose I should at least be glad that it's your little Yellowbird's!"
Another winter, another spring. Late in May 1974 my Builder carefully loaded my wing onto a trailer he had made especially for that purpose. It was my first venture out into the world and perhaps the only one I will ever have along a road with cars. My old friend, the family car rumbled encouragements to me, and very, very slowly we travelled the 20 mile distance to Hibbing airport. And after another trip, this time with my fuselage and other parts, my disjointed, split personality days were almost at an end. I stood there in the large hangar, a graceful little yellow plane trimmed in brown, with the eager, anticipating stance of the taildragger. On one side of me was a big red biplane, silent and vacant looking as if it had not flown in many years. On the other side of me was a large orange Cessna 180 wearing a rather haughty ho-hum expression. I was a little in awe of both of them. Right outside the door of the hangar was a little Bellanca painted yellow and brown very much like me, and looking for all the world like some close relative of mine. Naturally we came to be very good friends. Today was to be a very special day for me — the first of many in which I glided down the runway under my own power, taxiing up and down at speeds up to 65 miles per hour, so that my Builder and I could "get the feel of it." And what an exhilarating feeling it was, the air currents buoying up my wing, my engine roaring at the height of its power. "Pull that stick ever so gently, my Builder, and I
guarantee you we will be up," I begged. And he, feeling
the exhilaration too, could hardly restrain himself. September 3, 1974. Oshkosh is past. The summer is past. My building days are past. My taxiing days are past. The inspector is here, and I have passed inspection. My day is here. The hour is here. The moment is now! My Builder and I are taxiing down the runway. My Builder's wife had wanted someone else to take this first flight with me. "No," my Builder had replied, "I have spent four long years of dreaming and hard work. I know my little Yellowbird as no one else can know her, and she knows me. We will make that first flight together. She will not let
me down." So here we are finally. 50 miles per hour, 55, 60, 70; back on the stick — and we're airborne at last! My Builder (my Pilot now), my engine, my beautiful yellow wing, the very air about me, all a team working together
to perfection. Down again now for this trial hop. The little squeaksqueak as my wheels start rolling. Perfect! Perfect! Now we turn around at the end of the runway. No wind
this evening. A beautiful sunset. This will be the real thing this time. Faster, faster — back on the stick! Up, up, ever upward — the control tower is below on my right. Up
and on we go, well over the tree tops — how beautiful everything is down below. How orderly it all looks from here! I am in my element at last. It is as if I have always been here. And I am sure I share the smile
on my Builder's face as we turn and bank gracefully on the way to my first landing.
BOB CUMMINGS VISITS EAA MUSEUM Actor Bob Cummings is currently touring the country starring in the play "It's Never Too Late." He has just completed a very successful engagement in Milwaukee and being the pilot and avid aviation enthusiast he is, it was only natural that Bob found time to bring his lovely wife and children for a tour through the EAA Aviation Museum. The tour held very special significance for Bob because he was able to show his family the aircraft in which he made his initial solo flight, "Old Number One", the very first Travel Air 2000. This historic aircraft is now owned by the museum and is being restored to its original configuration. Actually the day of his first solo, Cummings flew two aircraft, first the Travel Air and then a Velie Monocoupe. He was thrilled to be able to examine one of these aircraft again as well as a Rearwin Sportster similar to one he once owned. Aviation enthusiasts recall that the long running Bob Cummings' TV show featured a lot of flying, including extensive use of Molt Taylor's flying automobile, the Aerocar.
(Photo by Lee Fray)
Bob Cummings shows his wife and daughter the EAA Museum's Velie Monocoupe, the second plane he soloed. EAA President Paul Poberezny looks on at left.
(Photo by Lee Fray)
Actor Bob Cummings and his family in the aircraft in which he initially soloed in the early 1930s, a Travel Air 2000 — the very first Travel Air Walter Beech built, in fact.
SPORT AVIATION 31
Sliding Canopies, Doors, Latches & Stuff
THE DESIGNEE CORNER
PART
By Antoni (Tony) Bingelis EAA Designee Co-Chairman
8509 Greenflint Lane Austin, Texas 78759
D,
' I D YOU KNOW a bubble
canopy (essentially an airfoil in character) will have a tendency to slide shut of its own accord in flight?
That's right. So, if on occasion, you like to fly with a sliding canopy slightly open, it will be necessary to fashion some kind of a position latch to make the canopy stay where you set it.
Since many bubble canopies will slide shut of their own accord in flight,
you would assume that no latch is needed to lock the canopy in its closed
position. Maybe not, in some cases. However, if your homebuilt has a good rate of acceleration, during fast applications of full power for take-off, you may have already experienced an unexpected and spooky Yo-Yo like opening of the canopy . . . just when you
didn't need to be distracted. But, even if the canopy does not slide open dur-
ing take-off, the effect of the airflow over the canopy is not strong enough
to cause it to be held shut tightly enough to keep out the wind noise. This means a good latch must be installed to remedy the annoyance. One type of latch merits an unqualified recommendation for use with sliding canopies, and that is the kind that exerts a clamping action.
This clamping action is essential if a cockpit is to be relatively free from wind noise. Designing a suitable latch
for your installation can be a satisfying experience.
Every now and then some builder brings up the issue of access to the cockpit from the outside in the event of an accident. Some say that a canopy or door must be constructed so that it can be opened from the outside . . . others appear to be somewhat less positive. A simple light-weight latch thatcan
be operated from both the inside and the outside of the aircraft is difficult to devise and consequently good examples are rather rare in homebuilts. It could be that one of the best examples of such a lateh is the type used on the old Navions. Of course, such an installation utilizes a rather large
PLEXIGLAS CANOPY FRAME OVER-CENTER POSITION OF LATCH
LOCKED POSITION
TRIM WINDSHIELD FRAME
MACHINE SCREW
LATCH (CUTAWAY VIEW)
HANDLE - ALUM. 2024 T-3 (1/8- 1/4") MOUNTING LUGS WELDED TO CANOPY FRAME
UNLATCHED
BASIC SLIDING CANOPY LATCH FIGURE 1 32 FEBRUARY 1975
handle that sticks out into the slipstream; a condition not totally acceptable to the builder who is determined to eliminate all external proturberances contributing to drag.
could turn out to be real skull cleavers. (See photo No. 1). This potential danger isn't nearly the problem in a side-by-side aircraft because the latch can be located be-
Photo No. 1
This latch design is excellent but in a single seater could become a skull cleaver.
FIGURE 2
tween the pilot and passenger safely out of alignment of either head. An alternative to the overhead latch is the practice of installing separate latches on either side of the canopy frame adjacent to the slide or track. Two such latches are very effective in clamping the canopy tightly shut. Designs for these latches range from simple pegs that drop into holes drilled in the canopy rails and longerons, to a complete complex of levers. FIGURE 3
ADJUSTABLE LATCHES
Photo No. 2
Individual side latches may be best for single seat sliding canopies.
If it is not practical to construct your door or canopy, so that it can be opened from both the inside and outside of the cockpit, other safety precautions could be incorporated. Often it is possible to install individual door hinges so that they have removable pins or some other emergency release feature. On the other hand, it might be practical to make the entire canopy jettisonable. Some builders don't appear to be particularly concerned with such precautions and believe that their plexiglas windows can be easily broken out if the need should arise. At any rate, this is a matter worth considering and resolving to your own personal satisfaction. For single seaters, one must be careful to select a latch design that will not endanger the pilot's head. Unfortunately, the best location for most any latch happens to be above, and on a direct line with the pilot's head. Some latches, you may have noticed, SPORT AVIATION 33
However, the problem of locking and unlocking two canopy latches does make the opening and closing routine more complex. (Photo No. 2) Take care that the latch installed is
DOOR OPENS
\
of the kind that will not do bodily
harm to your head or back as you get in and out of the airplane. It should also be easy to locate without groping for it and simple to oper-
ate with either hand, and from either side of the cockpit. Illustrated in Figure 1 is the basic type of latch used extensively on T-18's. It is simple to make and quite effective as it clamps the canopy tightly when secured. Its greatest deficiency is that it cannot be adjusted. When initially installed the builder will fit it to obtain the necessary clamping effect. However, with the passage of time, the weatherstripping will become compressed and an increase in wind noise will ultimately follow. Two alternative designs are shown (see Figures 2 and 3) which can be adjusted to effect whatever clamping pressure is desired. A number of other methods of accomplishing this kind of adjustment can probably be devised by the builder if he applies a little bit of thinking to the problem. These latches can be made of aluminum sheet, extrusions, bolts and other scraps from your workshop goody box. Decorative wood handles could be
MILD STEEL ROD (3/16" - 1/4")
r,-) COMPRESSION SPRING DRILL FOR COTTER PIN
GUIDESWELD TO DOOR FRAME
DOOR LATCH - VARIATION FIGURE 4
fitted to the thin aluminum handle, if
desired, to give it greater bulk. These latches need not be large, and the overall length can be limited to 5", possibly less. You will notice that there are two hinge axes. The main axis pivots in the mounting lugs and the latch-catch on
DOOR FRAME
DOOR HANDLE v
t?
the other axis, obtaining its locking
action by rotating beyond the centerline of the main axis. (Gad!) Why bother to figure out that description when you can simply refer to the drawings. (Figures 1, 2 and 3).
HANDLES-ALUM. (DRILL AND TAP)
j
Latches For Doors
Some variation of the sliding bolt latch is usually used for cabins and canopies equipped with doors. These turn out to be very easy to make and are durable and free from problems.
PLUG END OR INSERT SCREW OR RIVIT
a
All that is needed is a small spring, a short piece of rod (about 1/4 to 5/16
inches in diameter), a washer or two, a cotter pin, and a section of tubing to serve as a guide for the rod. Most of these latches work identically in that the spring forces the rod into a small hole in the door frame or behind it, wedging the door shut (See figures 4 and 5). Some sort of a handle or knob is used to pull the bolt back to permit the door to open. These
handles can be as simple or as fancy as your whims dictate. 34 FEBRUARY 1975
c
n
^3
U-wwm^s LATCH-BOLT (DRILL AND TAP)
DOOR LATCH - VARIATION FIGURES
THREADED ROD
Use your imagination to adapt the principle to the variation best for your installation. A fixed handle attached to the inside of the door is a very useful aid
in closing and latching the door as it can be used to apply the necessary pressure to compress the door seals.
COTTER PIN WASHER SPRING -
When your door is closed, it should
fit snugly enough so that daylight is not visible around the edges. In addition to a snug fit, is the need for a good seal strip to keep the air and wind noise out, especially at the forward end of the canopy or door. Incidentally, air must not be allowed to get under the front edges of windshields, doors or hatches as it might contribute to the loss of a canopy or door with a sudden, POW! A sudden loss can be a definite safety hazard.
GUIDES WELD TO HATCH FRAME
Fancy door frames with compound curves are difficult to match fit to can-
opy door openings. They also suffer, in flight, from the same invisible lift forces that are generated by the flow of air over bubble-like canopies. Designs 1 ike the Emeraude, some Jodels, and other aircraft with similarly contoured canopy doors, require the addition of an extra latch overhead to keep the aft portion of the doors from being sucked outward by the slipstream. If not so secured, the resultant air gap becomes a source of much noise and some added drag.
TYPICAL HATCH LATCH
Latches for Hatches
Any latch suitable for a door would also probably work on a hatch that
FIGURES
is hinged along its topside. Most builders utilizing a swing-over canopy
or a hatch, install some variation of the double action latch illustrated in Figure 6. It will secure both the forward and aft ends of the hatch effectively and permits the locking and unlocking of the hatch in a single action.
This type of installation also requires an inside handle to assist the pilot in the closing and locking operation. These few examples of latches merely scratches the surface of a design feature usually left to the builder to work out. If you have always
felt that you could do a good job of designing your own airplane, I would suggest that you first begin with a
good simple latch design that works from both sides . . . if you can.
VP-1 completed in June 1974 by Ted Lambasio (EAA 46553), 507 N. Swarts St., Abington, Illinois 61410.
SPORT AVIATION 35
By Sharon Simon (EAA 73195) 21-A Carr Street Watsonville, California 95076
Bo fHOOD DREAM ON JULY 4, 1974, Dwight Skelton (No. 29364) saw his boyhood dream coming true — an airplane of his own building was flying. Dwight has named his Bowers Fly Baby "Boyhood Dream" for the simplest of reasons — that's what it is. Dwight has been interested in flying and airplanes since his youth. He has harbored, besides his love of flying, a dream of building an airplane himself and seeing it fly. Not being a pilot himself,
the best under construction category. Construction at that time was at the
point of just having the fuselage finished, on the gear, and engine mounted. Most recently, Dwight's aircraft received a special award in the open
he must enjoy his airplane from the ground, but he feels all the pride of
monoplane class at the E.A.A. Chapter 62 fly-in in Hollister, California, on July 14, 1974. Dwight's interest in flying is best described in his own words: "My love affair with airplanes began in 1919 when I saw my first one, a Curtiss "Jenny." It flew over my
owner and builder just the same.
father's farm in the hill country of
Dwight is a resident of the community of Corralitos, near Watson-
central Texas just after W.W. I. I was then only twelve years old. Right then I knew I wanted to become an "aviator." Two years later General Billy
ville, California, and is a member of E.A.A. Chapter 204, Carmel Valley, California. The test flight of his Fly Baby, piloted by Bill Turner of Belmont, California, was entirely successful. It took place at the Hollister, California, airport and was of thirty minutes duration. Bill Turner is the owner of "Miss Los Angeles" (see SPORT AVIATION November, 1972, issue) and this is the seventeenth Fly Baby he has flown. Turner indicated to Dwight at the end of the test flight that his Fly Baby was one of the best flying — if not the best — that he had flown. His only suggestion for improvement was a small metal tab located on the left side of the rudder for better control in flight.
Dwight started his Fly Baby in 1967 and finished it in May of 1974,
at the age of 67. The construction of Fly Baby, interrupted by the demands of his job and frequent bouts with arthritis, took just a few weeks less than seven years to complete. Dwight has received awards for his excellence in the construction of his Fly Baby. At the 1969 Annual West Coast Antique Fly-In in Watsonville, Dwight received the trophy in 36 FEBRUARY 1975
Mitchell's boys sank the Ostfriesland
and several other smaller ships by Congressional approval in a test of aircraft vs. warships off the Virginia Capes in 1921. By then I was fourteen and soundly hooked (I thought). I was saddened and discouraged when my hero, the General, was ordered to Washington to stand trial by Court Martial in 1925.1 shed tears when the verdict was made public, although I was now eighteen years old. Aviation was in the doldrums throughout America in the early twenties, but a few bold pilots who owned "Jennies" left over from the war made the circuits barnstorming
and doing "stunts" at county fairs. These pilots and the then available aviation magazines kept my interest up. Sometimes I did not have $3.00 for a ride, but if not I could talk to a pilot or his assistant and look at the plane and sometimes even touch it. In 1927 the story of Charles A. Lindbergh burst upon the world and I was thrilled no end. It was time I learned to fly — I was twenty, wasn't
I? But my dad saw things differently.
He couldn't spare my help on the farm as we were a large family and I was the oldest. Where on earth could I possibly get the money? The nearest airport was many miles away and even they had no flying school. The nearest flight school was 150 or 200 miles away. I'd have to wait a couple of years.
In 1928 I worked for a wheat farmer for four months in exchange for a Harley-Davidson motorcycle — a 1925 model, 74 C.I. Why did I need that? Well, every pilot I read about, including Jimmy Dolittle and Lindbergh, rode motorcycles didn't they? It only stood to reason that a motorcycle was the first step to becoming a pilot. In the late twenties I began to see small ads in magazines like Popular Mechanics about building your own airplane using Model T Ford or Model A engines — even Henderson motorcycle engines. That, I decided, was what I would do — build my own airplane and teach myself to fly it just like the Wright brothers did. In 1929 the depression came and I never did get that airplane built. I never even got the plans. In 1933 I got married and started raising a family and couldn't afford flying or planes and I just gave up on the whole thing until one of my sons joined the Navy and was stationed in New London, Connecticut in the submarine
service and my wife and I drove from California to New London to visit him and his family. We stopped off in
Washington, D.C. and visited the Smithsonian. In a way, that was a mistake, because not only did we see
the Wright Brothers' airplane, there was the Spirit of St. Louis, too, and in another room there was General Billy Mitchell's two-seater Spad and the "Winnie Mae," not to mention the Gulf Hawk and an old "Jenny" hanging from the ceiling in another room.
Suddenly I was a kid again. I still loved airplanes, as I realized that day. That was in 1964. My family had been raised and they were all married and gone from home, but I had a job that tied me down (I was working six days a week so I didn't do anything about it right away). In 1966 we made another trip to New London, only this time I stopped off at Wright Field and visited the
Airforce Museum. That was my second mistake. I didn't miss a single aircraft but spent more time with Jennies, Tommies, Spads and Stearmans. I was still hooked on open cockpit airplanes.
Early in 1967,1 picked up a secondhand Popular Mechanics magazine dated February, 1963. Why did I buy
a backdated, used magazine? It had a picture of a Fly Baby on its cover with
the wings folded on a trailer. It was Pete Bower's Fly Baby and it had just won a contest put on by the E.A.A. I had never heard of Pete Bowers, Paul Poberezny, the E.A.A., or a paper called Trade-A-Plane, all of which were mentioned in the article.
That same day I sent in my membership fee to E.A.A., subscribed to Trade-A-Plane and wrote to Pete
(Photo Courtesy Sharon Simon)
Dwight Skelton (EAA 29364), 34 Aldridge Lane, Watsonville, California 95076 Fly Baby, "Boyhood Dream," at the 1974 Watsonville Fly-In.
enclosing a check for information on the Fly Baby and a 5 x 7 photo.
In May of 1967, Watsonville's antique fly-in arrived and I went (all
three days). A young fellow, Steve Hawley, brought a static displa; — a Stits Playboy nearly ready for cover.
He was president of E.A.A. Chapter
204 (which I did not know existed)
of Carmel Valley. His airplane fascinated me. I would walk around a while and come right back to his static display. I looked it over bolt by bolt several times. I told him I had an information pack from Pete Bowers and I thought I might build
the Fly Baby. He said "come to our chapter meeting — we have a set of plans and some spruce and the two sides of a fuselage, and no one is interested in working on it. You might be able to get it." I went to the meet-
ing, and I got the plans and the two fuselage sides, along w i t h some spruce. Also, I became a member of Chapter 204. That was July of 1967. I finished building, covering and painting May
15, 1974, but didn't get F.A.A. approval for the test flight until July 1, 1974. The first flight lasted thirty minutes on July 4, 1974. Bill Turner of "Miss Los Angeles" fame was the
test pilot. He said it flew beautifully. It now has six hours on it (July 20, 1974). Herb Green (EAA 35095), also of Chapter 204, is doing most of the flying now. Herb owns a Piper Cherokee 140, but he likes the open cockpit
(Dwight Skelton Photo)
(Photo Courtesy Sharon Simon)
"Boyhood Dream" ready for cover in 1973.
A special trailer designed and built by Dwight Skelton to transport his Fly Baby.
Fly Baby. He says, "Boy, this is really flying."
As I see it, have four alternatives — I could learn to fly it, donate it to the E.A.A. museum, sell it to another pilot, or just keep it for a pet. One last thing, I read an article in Flying some years ago by Peter
When am I going to fly it? Shucks, I never did get around to learning to
fly. The last seven years I have been too busy building an airplane, and since I was sixty years old when I started, and since it took me seven years to build it, that seems to add up to sixty-seven years. Well, who knows, if that nice friendly doctor says I am medically fit, and if I can find an instructor with a taildragger and the patience to teach me to fly it, I just might give it a try.
Garrison criticizing Rockford (our E.A.A. convention site then) and the E.A.A. in general. In this article he
referred to the Fly Baby as "slow and ugly." He said he liked "bullets." He was only half right about Fly Baby.
Beauty is in the eye of the beholder — and my little "Boyhood Dream" is the
"world's most beautiful airplane." SPORT AVIATION 37
OSHKOSH BEAUTY PAGEANTWINNERS
Mrs.
EAA — Linda Morton
Here in the depths of dreary winter is a good time to present another item in our continuing coverage of Oshkosh '74 . . . one that perhaps will bring a little sunshine to your day, the listing of the winners of the 7th Annual Oshkosh Beauty Pageant. Last August a panel of judges consisting of Bob Hoover, Big Nick Rezich, Ed Lesher, Bob Bushby, David Scott, and Bob Gyllenswan selected Tivuana McKee of Wichita Falls, Texas as Miss EAA for 1974 and Linda Morton of Niceville, Florida as Mrs. EAA. Both were attending an Oshkosh fly-in for the first time. Tivuana is the daughter of Mr. and Mrs. Sam McKee (EAA 72411), Wichita Falls, Texas and is a sophomore at Rider High School where she was a band majorette this fall. Her father, Sam, is a member of Chapter 422 and is building a PL-2.
Miss EAA — Tivuana McKee
38 FEBRUARY 1975
Linda is the wife of Roscoe Morton (EAA 16753 - Lifetime), Niceville, Florida. Roscoe is a Southern Airways captain and owns a D-260 Senior Aero Sport — for which Linda is the number one crew member. Bruce Hutton of Washington, D. C. and West Virginia, Pageant Director and Chief Talent Scout (just ask him how many miles he walked to recruit entrants at last year's fly-in!), announced the additional contest results: Runners-up to Miss EAA — first, Sara Fulwiler, Algoma, Wisconsin; second Cindy Baier, Brownsville, Wisconsin; and third, Dorene Kevari, Bessemer, Michigan. Miss Congeniality was Amanda Miller of Canberra, Australia and Most Photogenic was JanieMorety of Wichita, Kansas. Runners-up to Mrs. EAA — first, Sheri Jobst, McHenry, Illinois; second, Shirley Taylor, St. Charles, Illinois; and third, Peggy Stewart, St. Petersburg, Florida. Mrs. Congeniality was Peggy Stewart and Most Photogenic was Mavis Plotz of Oshkosh, Wisconsin. Assisting in the presentation of awards were Kay Upham, Miss Oshkosh of 1974, and last year's Miss EAA, Deborah Robb of Oshkosh. And while you are there basking in the last rays of all this feminine pulchritude, think one more sunny thought. . . . it's only five more months 'til Oshkosh '75.
The Luscombe By Joseph R. Johnson (EAA 75832) 2516 Shadybrook Dr. Bedford, Texas 76021 (Photo by Bob Baas and E. M Johnson)
SPORT AVIATION 39
In April of 1939 Don Luscombe sold out his interest in the famous light plane company that bore his name. During World War II he and his former chief engineer, Fred Knack, designed and built an all metal, four place airplane, subsequently called the Luscombe Colt, for the post war market. For a variety of reasons, mostly economic, the plane was never put in production. Fortunately, however, a couple of Texans have saved the prototype. Joe Johnson and Bobby Slayton of Bedford have rebuilt the Colt to new specifications and condition. Joe and Bobby are Luscombe specialists. A Luscombe 11A Sedan and the fabulous Luscombe Phantom now on display in the EAA Museum preceeded the Colt. All have been big trophy winners. Have you ever dreamed of being lucky enough to find a "one of a kind?" I'm sure most of us have, but few are lucky enough to ever accomplish or complete the dream. It all started in April, 1972.1 had just come home from work and my wife met me with the statement: "I think the Luscombe Colt is for sale in Trade-A-Plane." My first thought was she had been drinking some poor grade of alcohol and was having flashbacks of previous conversations of how nice it would be to find the Colt. She continued with her story and backed it up with the ad in the paper. Still not being sure of what the airplane could be I felt a phone call was in order. After a short conversation with Joe Gertler of Raceway Garage in Long Island, New York, I was firmly convinced that it was THE Luscombe Colt. I thanked Joe for his help and told him I would call back. Then I immediately called a close friend of mine, Bobby Slaton, who is another
(Joe Johnson photo)
The Colt loaded and ready for the trip from Long Island to Texas.
antique airplane nut. I told him of my (my wife's) find and
asked him if he would like to buy half with me. The affirmative decision was not long in coming. I called Mr. Gertler back and told him Bobby and I would buy the Colt and would send a check to him to show our faith. Now we really had a bucket of worms. Here we were in Texas with the one and only Luscombe Colt way up in Long Island, New York . . . fifteen hundred miles from home. And to complicate things, the earliest we could get time off to go after it was the first week in June, and it was only April. The good part was, Joe Gertler said he would be able to keep it stored until then for Bobby and I, cost free. The time between April and June just seemed to drag by, but days went to weeks, and weeks to months and finally it came time to go. Now came another problem. Who was able to go with me? You know, ride shotgun, help drive, and most of all keep me from getting lost. My partner Bobby couldn't go because of work and my traveling buddy, E. M. Johnson (my dad), couldn't go because of other plans. So you guessed it, I was New York bound
(Joe Johnson photo)
Most of the Colt's restoration took place here on the author's patio.
alone. It wasn't as bad as it might seem though, I really
don't mind a trip like this when you are going after another rare airplane. Six A.M. found my trusty Ford pick-up and aircraft trailer heading for the north country. First stop for fuel was Memphis, Tennessee; since the truck has saddle tanks, the range is good. After one milk shake and sixty gallons of gas, I was bound for Bristol, Virginia and a night's sleep. Early the next morning, 6:00 a.m. again, I took off for Levittown, Long Island and after getting lost in Brooklyn a few times, I finally arrived in Levittown. This was forty-
(Joe Johnson photo)
. . . and now, to the wings. That's the author's son, Dean, with the Colt.
seven hours after leaving home. Not knowing Long Island at all I felt I better call my buddy, Maury Seitz, to guide me the rest of the way. Without Maury and his lovely wife, Jenny, I would probably still be "Lost on Long Island." The next morning, Maury and his boy Kevin and I went
over — I began to feel a little sick. It was as Joe told me, heavily damaged in a storm. Then it had been disassem-
to Zahns Airport to load the Colt for its long journey back to Texas. We met with Joe Gertler and looked the plane
that wasn't damaged was the horizontal stab and the elevators. Well, enough of crying over spilled milk. We had
40 FEBRUARY 1975
bled and stored for quite a few years. The left wing was broken in half. The rudder was demolished, the upper section of the fuselage behind the cabin was smashed in. Both wing tips were heavily damaged. About the only thing
to get the bird loaded so I could start moving down the road for home. This proved to be a chore. The aircraft weighs about fifteen hundred pounds and was quite broken up. But we did succeed in getting it all packed on the trailer and in the bed of the pick-up. The trip home consisted of the same R.O.N. spot, Bristol, Virginia, and about the same fuel stops. I arrived home in Bedford, Texas exactly ninety-six hours after leaving. I was very thankful I didn't have any major trouble on the road the whole trip. Bobby, my partner, came over to see what we had acquired and by the look on his face I really couldn't say if he was pleased or not. But he smiled and commented that we had a lot of work cut out for the both of us. We spent a few hours in the days that followed trying to set up a plan of operation for rebuilding and getting the Colt back in the air. And, needless to say, we kept missing completion dates coming and going. We even had a few days when we felt we would never make it. As time went on, things started to happen. First the fuselage, then the tail group were completed. Then the engine was finally overhauled and installed. Then came those huge, broken wings. Time was going by faster than we had thought; it was already October 1973 and we still had the wings to do. The hardest thing was building the jig to splice the broken one. On March 6, 1974, after five months of wing rebuilding, Bobby and I finally installed the wings, along with a group of helpers, stood back, and surveyed our completed but unpainted Colt. Then our real problem started. The wings are wet wings having no bladders but using wing skin and structure to form the tanks. Needless to say, we had leaks. This was even after we had sealed and leaktested them before installing them on the fuselage. So we spenta week orsoresealing and leak-testing them. Finally, we reached a point where they looked pretty good, so we felt it was time to see about getting the plane licensed. The only license the Colt ever had was in the old CAR Part 1 to show compliance with CAR Part 3; this is a ticket to show operation for certification for production. This, Bobby and I didn't want. We wanted to have the ship in a category where we could fly it and haul our friends with us so we could enjoy it and show it. We went to the FAA and requested Experimental Homebuilt. We felt since we built over fifty per cent of the airframe we might get it in this category. But we soon found out this couldn't be done. With the help of Mr. Owen at EAA Headquarters we found out we could put it in Experimental Exhibition and be able to use the aircraft just as we would like to. We made application on May 24, 1974 with Mr. Gene C. Berrier of the FAA for licensing. Mr. Berrier was, and is, one of the finest and most helpful men I have ever dealt with in the FAA. On May 25, he inspected the Colt and found ten discrepancies, which Bobby and I cleared as they were found. This all took about four hours and the Colt was licensed again, after ten years of being idle. Now a new problem arose, who among us would test fly it. Here we were with a completely rebuilt "one of a kind" aircraft that we knew nothing about (flying-wise that is, we certainly knew the structure). If we could only talk to someone who had flown it to find out if it had any bad tendencies or not. But as far as we knew, there was no one available who could give us any flight information at all. Bobby and I stood looking at each other wondering who was going to fly the ship. Was it going to be him, or me? We both decided that it couldn't be that rough to fly, so with Bobby as co-pilot and me as pilot, we taxied for the active runway. And fly it we did! The only problem with the flight was that the Aeromatic prop was not prop-
(Joe Johnson Photo)
The Colt's instrument panel and unique throwover wheel.
(Joe Johnson photo)
The aircraft completely restored except for spinner and paint.
erly adjusted and tended to overspeed. So we made the pattern once and landed. It is one of the easiest aircraft to fly I have ever flown to date. This includes landing and takeoffs. Bobby and I spent a few weeks adjusting and flying, and finally worked out all the bugs that all rebuilt airplanes have and felt the next move was the final paint. Here we ran into problems. I was sure Frank Popolowski was the man for the job, as he had painted two airplanes for me before. Now I don't know how many of you know Frank, but let me tell you this — he is an artist when itcomes to paintingan airplane. The only problem was that Frank decided he did not want to paint the Colt. To this day I do not know why, but no amount of begging could persuade him to do the job. So Bobby and I found another man by the name of Glenn Holden. He proved himself to be quite capable of giving us what we wanted. The paint scheme is as the aircraft was when new, except white paint went where originally there was polished metal. The surface was quite dull due to age. Well, time had slipped away as usual and it was now October, 1974. The fly-in season had come and gone, except for the Tulsa Fly-In and this was where the Colt would be shown for the first time. Of course, it goes without saying we were two of the happiest guys to attend that fly-in. We won five trophys including the EAA Award, the High Wing Monoplane SPORT AVIATION 41
Award, the AAA President's Award and Ladies' Choice along with Grand Champion. Gene Chase and many other antiquers got to solo the Colt there in Tulsa and I think Bobby and I enjoyed their flying it as much as they did.
Specifications and Data
Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 6 ft. 3 in. Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 ft. 10% in. Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ft. 1 in. Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ft. 1 in. Wing area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 sq. ft. Wing loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 Ib./sq. ft. Power loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13.7 Ib./h.p. Gross w e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 , 6 0 0 lb. Empty w e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 , 4 0 0 lb. Baggage capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 0 lb. Top speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 mph Cruising speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 0 mph Landing speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 2 mph Initial rate of climb . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 0 0 fpm Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5 0 mi. Seating.............................................4 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 0 hp Lycoming or 185 hp Continental Price . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a b o u t $5,000
SOURCE: AVIATION, November 1946
(Bob Baas and E. M. Johnson photo) An overhead view of the Colt. The pinched in wing roots were used on otheraircraftbut were something of atrademark for Fred Knack, designer of the Colt along with Don Luscombe.
(Bob Baas and E. M. Johnson photo)
A formal portrait of the Luscombe Colt. 42 FEBRUARY 1975
Just a beautiful shot of the Spencer Air Car by Don Dwiggins.
By Jack Cox
-L . LL. SPENCER AND Col. Dale Anderson were back at Oshkosh this past year in the prototype Spencer Air Car. Although it has always been an impressive
performer, the handsome green and white amphibian really arched a few eyebrows this year every time it thundered out in a fast, steep climb. Even the sound was different, for Oshkosh 74 was the national debut of the Air Car equipped with a 285 h.p. Continental Tiara and a fully
reversible, three bladed Hartzell constant speed propeller. This is the third engine for the prototype, N-11 IDA, having
previously been fitted with a four cylinder 180 Lycoming, a six cylinder 260 h.p. Lycoming and now the Tiara. With the 180 the Air Car was economical and performed well
with 4 aboard, except at high altitude lakes in the west; with the 260 it would do anything expected of it, including operations from places like Lake Tahoe with density altitude in the neighborhood of 8,400 feet; with the 285 Tiara the Air Car has become Superphib. It is a real tribute to designer P. H. Spencer that the airframe has so much built-in stretchability. A 5 degree rearward sweep of the wings has been built in on the Tiara version (Model S-12-E) and 18 inch wing extensions were fitted when the 260 Lycoming was installed, but, otherwise, the original Air Car airframe is essentially the same as it has always been. With the Tiara, the Air Car will attain a max cruise
of 147 mph at sea level at max gross weight. At 5,500 feet
and 15ff( power a cruise of 135 mph is possible and 130 is easy with 65% at 7,800 feet. Climb is 1,000 fpm at sea level after a take-off run on calm water of only 16 seconds. At the other end of the performance spectrum, the big Air Car will hang on all the way down to 53 mph before it will stall; with the flaps down (35 degrees), until 43 mph is reached — not bad for an airplane that grosses at 3,200
pounds, not bad at all. Every couple of years or so Spence and Dale try to take time off to fly the Air Car from coast-to-coast, with Oshkosh a major stop along the way. The purpose of the trip is,
of course, to promote the Air Car. Thousands get to examine it at the EAA fly-in, ask questions and watch it perform . . . maybe even buy a set of plans from Spence. The route is planned so as many Air Car builders as possible can be visited. This gives the builders a chance to see the finished product and, often, the opportunity to make a flight in it. You can bet the pace of these projects quickens considerably after a visit by N-11 IDA. The tour also provides some solid data on the performance, reliability and utility of the Air Car. The 1974 Air Car tour started from Burbank and proceeded eastward across the desert southwest and then northeastward across the plains to Oshkosh. Stops were made in Winslow, Albuquerque, Hutchinson, Kansas and Fond du Lac. The 640 mile leg from Hutchinson to Fond du Lac was covered in five hours and fifteen minutes. This was the longest leg of the flight — made possible by the 94 SPORT AVIATION 43
(Photo by Peter Breinig)
gallon fuel capacity and good cruise speed of the Air Car. After the Big Show at Wittman Field, the Air Car was flown to Piqua, Ohio to the Hartzell plant to have the reversible propeller updated — and a side trip to the Air Force Museum. From there it was on northeastward to New Hampshire's Lake Winnipesaukee, Spence's old stomping grounds, with an enroute stop at New Castle,
The number one and number two Spencer Air Cars to fly. N-111 DA is Dale Anderson's prototype and N-6PB is the first plans built version, by Peter Breinig, 535 Spring Street, Sausalito, California 94965. Notice the high thrust lines on both aircraft, indicating the presence of super smooth, high revving Continental Tiaras growling beneath the cowls.
Pennsylvania.
Clearing Lake Winnipesaukee, the Air Car was pointed south to New York City (landing at Caldwell, New Jersey), to Baltimore and on to Gainesville, Georgia, just northeast of Atlanta. From there it was almost straight west back to Burbank with stops at Tupelo, Mississippi,
offers over 480 square feet of blueprints and building information for $185 and sells the moulded fiber-glass and metal assemblies that go into the Air Car. His address is: P. H. Spencer, 8725 Oland Ave., Sun Valley, California 91352. Phone - 213 - 767-7042.
Hobart, Oklahoma, Albuquerque and Winslow.
From Burbank to Burbank, the Air Car had flown over 6,035 miles of U.S. real estate in 50 hours and 55 minutes flying time. Block to block time enroute had been a very creditable 118.3 mph. This was without a helping wind on any leg, according to Spence. An additional 8 1/2 hours of local flying was done at stops along the way — mostly at Oshkosh. It doesn't take too much imagination to realize what a glorious view Spence and Col. Anderson had from up front there in the Air Car's cabin — a panorama of desert, mountains, plains, rivers and lakes, vast forests, villages and great cities drifting by below. And with the lessened anxiety factor that conies with knowing one has the capability of landing almost anywhere, the enjoyment must have been all the greater. To date 85 sets of Air Car plans are in the hands of potential builders, with 25 aircraft known to be under construction. The first plans built Air Car was initially test flown in September 1974
by builder/owner Peter Breinig,
535 Spring St., Sausalito, California. This Air Car, N-6PB, is also powered with a 285 Tiara and the three blade Hartzell . The 50 hours have already been flown off and a long fishing trip into Canada has been completed— including
POSTSC Rl PT — On the morning of the last day of Oshkosh '74, Dale Anderson, P. H. Spencer, EAA Photographer Lee Fray and this writer climbed aboard the Tiara powered Air Car and taxied out on a picture taking mission that resulted in the centerspread photo for this issue of SPORT AVIATION. Spence was at the stick. The plan was to fly over to Lake Winnebago, spot a likely looking pier jutting out into the lake, land, put Lee out on the pier to take his pictures, retrieve him and fly back to Wittman Field. Such plans often go awry — but that's not always bad. I had taken the right front seat so as to get a turn at the stick and to observe the water operations — this was only my second ride in an amphibian. The take-off gave the first indication that we were to get the full demo treatment. The Air Car accelerates very rapidly on pavement and Spence let it built up a good head of steam — then sharply slapped the stick back right to the stops. The nose went up like a leaping porpoise and pasted itself at a steep angle above the horizon. The Tiara pushed us right out at this angle of attack as if we were being towed aloft by some powerful, invisible cable. Not your conventional take-off technique, but impressive nevertheless.
a number of operations in and out of lakes in the high Sierras along the way. The desire to do this kind of flying was what caused Mr. Breinig to choose the Air Car in the first place. Spence says another four Air Cars stand an
Out over the lake I took the stick and enjoyed myself for a few minutes making a number of turns and some general playing around. There is no doubt that you have a
excellent chance of being completed before Oshkosh '75. Perhaps we will see some of them there.
prised at the light touch needed on the stick. But this
The Spencer Air Car is a unique homebuilt in that there is nothing else in the world exactly like it in terms of its performance with four persons aboard. To equal its high altitude performance in an amphibian of any type one would have to go up to some awfully expensive machinery. The Air Car, itself, is not inexpensive as homebuilts go, but once completed one would have the sort of all purpose, go anywhere airplane all pilots dream of owning. Spence 44 FEBRUARY 1975
hold of a fairly heavy airplane, but I was pleasantly sur-
was not intended to be a flight test . . . I was more interested in seeing what the bird could do in the hands of an ol' pro like Spence.
We picked out a stretch of water near shore where no boats were operating and landed. Spence made it look easy. At this point the Air Car became a cabin cruiser
and we sped along on the step following the shoreline trying to find a pier that suited our purposes. Unfortunately, we were on the west shore of the lake and it was
morning — so to avoid shooting into the sun we needed to go into a cove and find a pier on the east side. Ducking in and out of several small coves really showed off the on-the-water maneuverability of the Air Car and the usefulness of the reversible prop, but we were unable to find a suitable pier. As we motored out of still another cove a boat pulled up alongside to inquire if we were in trouble and if we needed help. Obviously, the good people of the area are not used to having their lake invaded by amphibians. Then, the inspiration hit us all at once. Why not use the
boat as our camera platform? We had a little trouble getting across just what we wanted to do, but finally
the lady who was in command of the outboard cruiser understood that she was to stand dead in the water and we would maneuver to her. By judicious use of the reversible prop, Spence masterfully inched right up to the boat and Lee and I were able to scamper out of the bow door and into the boat with no more trouble than walking down a couple of steps at home. During the next few minutes Lee and I were so preoccupied with signalling which way we wanted Spence to move the Air Car about, changing film, moving the plane back in and getting back aboard that we forgot to learn
the names of the lady and her children who played such an important part in getting this month's centerspread photo. I'll bet those kids are still telling their friends about "the boat ride you won't believe!" Our photo mission accomplished, we proceeded to fly north a distance up Lake Winnebago. We were at low altitude so we stayed just far enough out from the bank to be a safe (and legal I distance from the homes and kept the throttle back to avoid unnecessary noise. This has got to be the most spectacular flying possible. You are right down where things are in human scale — you can easily see everything — and with that endless runway always under
you, the pucker factor usually experienced at such altitudes in landplanes is totally absent. If you have ever wondered why seaplane types are such fanatics for their kind of flying, try it once. You'll be addicted in a minute. You'll
start daydreaming about what a glorious adventure it would be to fly the full length of the mighty Mississippi
at 100 feet . . . the Inland Waterway from Maine to Miami . . . !! Huck Finn would have loved the Air Car. (Photo by Don Dwiggins)
This is take-off performance! Seabee owners die a little when they see this kind of get-up-and-go!
(Al t (Photo by Lee Fray)
What Our Members
V*'
(Photo by Ted Koston)
Richard Scriebmier of Hazleton, Pennsylvania and his Cassutt.
Right. Der Fledermaus (The Bat) is the culmination of ten years work by E. Alvin Schubert (EAA 3408), Rt. 2, Galesville, Wisconsin 54630. An original design, Der Fledermaus nevertheless draws inspiration in one way or another from theT-18, PL-1, Taylor Monoplane, Pietenpol and others, according to the builder. It is powered by a 36 h.p. VW, has a span of 21 feet and weighs 420 Ibs. empty. Of all wood construction, the plane features a large cockpit for flying comfort. No plans available or contemplated.
Patrick D. Dreyfus (EAA 78330), 1536 Forest Lane, McLean, Virginia 22101 and his modified Bartlett hovercraft. Powered by a Toro lawnmower engine. Pat has qualified to solo sailplanes and will build a powered plane when he is eligible for his powered license at age 16. Lonnie E. Prince (EAA 77563), 4460 Dayton Rd., Springfield, Ohio 45502 shows the progress to date on his Rand KR-1. 48 FEBRUARY 1975
When he isn't competing in mainland aerobatic contests or flying Acro Sports and homebuilt Jungmeisters around the U. S. on good will tours, Sam Burgess is home in Honolulu building airplanes. His latest is this 180 h.p., four aileron Pitts, completed November 27, 1974. The bird is painted yellow with brown trim. The word "Hawaii" is painted across the top wing in a sunburst effect. Oshkosh '75, Sam?
(Photo by Dick Stouffer)
James B. Harmon (EAA 90129), Rt. 4, Box 806, Sherman, Texas 75090 had his original design, N-7UN, at Oshkosh last summer. It is not an exact replica of any particular design, but is intended to reflect the spirit of the aircraft of the 1914-19 era.
Charles Klessig's OXX-6 powered Standard J-1 has been a familiar feature of recent Oshkosh fly-ins, but this year we hope to see Chuck's latest restoration, a Hisso powered Standard, N-6948. This picture of it was taken on December 18,1974 at Ryan Field in Tucson. The only thing better than owning a Standard is owning two of them, eh, Chuck!
SPORT AVIATION 49
Larry Burton's
FROM THE BUILDER . By Larry Burton (EAA 41884) 111 Trinity Klamath Falls, Oregon 97601
I
GUESS IT ALL started when a mutual friend of my older brother Frank and myself finished his EAA Biplane in December of 1968. It was at this time that we were introduced to the EAA. We were told about the many advantages and reasons for building your own airplane — and Frank began immediately to work on me to go in with him to build one. Initially, I wanted no part of it as I had helped Wayne Kinnan some on his Biplane and had worked 3 1/2 years for one of the FBOs here in Klamath Falls — so I knew what I would be getting myself into. Finally, however, I was convinced that we should build an airplane. Frank and I started looking for a design we liked. We had pretty well made up our minds that we would 50 FEBRUARY 1975
CcuHitie/t build a wood airplane and so the first design that really impressed us was the Cavalier by K and S Aircraft in Calgary, Alberta. We sent for the information brochure and were impressed with it, so we sent for the plans in February of 1969. The first wood was cut the 31st of March, 1969. Work progressed quite well for 3 or 4 months, but about this time we started getting the bug to fly. In August Frank and I bought a '46 Luscombe 8A and got busy finishing our flying lessons. Frank had started flying in 1946 but had not finished his Private ticket, and I had started flying in 1959 and had not received my Private either. With the expense of flying and keeping the Luscombe going, work on the Cavalier came to a complete standstill. In August of 1970 I bought Frank out of both planes. I then went to work on the Cavalier in real earnest. At this time the fuselage was framed up, the windshield and door frames were built and the tail feathers were signed off to close up. The wing ribs were cut out and the upper and lower spar flanges were also laminated. I was in quite a quandary at this time as to the landing gear configuration. I am not fond of tri-gears, so I finally decided to go conventional. After making this decision I figured I could tuck the toes and make my bird completely
(Photo by Bill Turner)
(Photo by Bill Turner)
Larry and Dee Burton.
different. I bought Cvjetkovic's landing gear drawings and proceeded to adapt his gear to the Cavalier. It took me a full year to build the wing and gear. There was some beefing up to do to the front spar because the gear is mounted 18" outboard of the standard Cavalier design. Not being an engineer or having access to one, I did the next best thing — I called on a very good friend who should have been an engineer, Francis McNeal. I had worked with him when working for the local FBO. Francis looked over the plan and the landing gear drawings and we discussed it
for some time. He then told me what he would do. I followed his instructions and it has worked out beautifully. At this writing I have 307 hours on the bird. The landing gear was then built and adapted to the wing. It then became apparent that the landing gear, although retracted, did not clean up that much drag. The next hurdle was to close up the wheel wells. This was accomplished fairly easily with fiber-glass fairings molded in place. Then the next two problems appeared. First the gear is longer when retracted than when it is extended. This was quickly overcome with a small sliding fairing attached to the wing with a piano hinge, and a slide arrangement on the gear leg. The second problem was not quite so easily solved. The part that covers the lower part of the wheel had to be attached and actuated. I toyed with the Staggerwing arrangement but quickly forgot it, as my covers have quite a curve to them. I finally decided to
hinge them to the root rib and figure out some means of closing them up behind the gear. It took me two months to get the linkage and over center lock to work right, but it has worked fine ever since. On April 4, 1971 the wing was mounted to the fuselage for the first time. With the help of a couple of Chapter 411 members, Joe Fisher and Ralph McKune, and my wife Dee, we set the airplane up in the front yard. We live a block off of and below the freeway, so we had a steady stream of visitors that day. The control system was changed from cables to push rods on the elevator and ailerons. I also changed from
sticks to wheels. I used a Cessna 150 control column. The only change to it was to shorten it 5 1/2 inches. The rudder pedals were taken from a Cessna 180. This meant rerouting the rudder cables. Originally they ran
down the inside wall of the fuselage, but now they had to be routed down the center section of the wing. My next hurdle to overcome was the panel and the upholstry. I was already on the second panel and still did
Larry shows off his Cavalier's doors . . . for people and wheels. Notice the curvature in the wheel well doors.
not have enough room for a gyro panel and at least two radios. The third panel was designed and built with a console incorporated with this one. The panel had already been moved forward 3 inches, which was a modification on the plans after about 1970. Moving the panel forward also allowed its lower edge to be lowered, thus more panel space. I ended up lowering the bottom of the panel 3" without affecting the knee room. I now have my gyro panel with room for two radios, actually two and a half. I have a Genave Alpha 200 and room for a Radair or Bendix or any of the very small comm transceivers and a Narco Nav 11 or 12.1 have plans of putting a transponder in the bottom of the panel on the left side. I may even eventually get my instrument ticket in the bird. Progress was slow but steady. I might add here that progress seemed to me to be slow. Considering the hours I was putting into the bird, it should have progressed more rapidly. My wife was working as head cook at the high school and had to be at work at 5:45 a.m. I found it worked very well to get up when she did and when she left for work at 5:30 I would go out to the shop and work until 7:30. I would then eat breakfast and go to work myself. Dee usually had supper ready when I got home at 5:15 so I would eat and then hibernate in the shop until ?. I tried to
be where I could quit what I was working on at about 10:00 p.m., but as most homebuilders know this doesn't always work out. This went on for nearly three years. I got my precover inspection in June of'72 and as I had already missed two Oshkosh fly-ins I just knew I would make, I started making plans for Oshkosh '73. The covering was finished in December '72, and most of the silver was completed in January '73. The upholstery was something else again. In the summer of'72 my younger brother, Dallas, who is a parachute rigger in the Navy stationed at Whidhey Island, Washington, took leave to come and make the upholstery for me. This was something new for him in two ways. First, he had never upholstered an airplane and, second, he had never had to start from scratch. The headliner was fairly easy, but when we got to the seats!!!! We could not get them to come out the way we wanted them to. By this time his leave was gone, so I cut a Styrofoam form the shape I wanted the seat and seat back and sent him home to make the covers. I picked them up in August when we went to the Arlington Fly-In. This time they fit beautifully. We moved the plane from the shop to the yard on Mother's Day '73. From here we ran the weight and balSPORT AVIATION 51
ance, built the cowl and engine mount. On July 14 we moved it to the airport pretty much in one piece, but not without a hassle with the State Highway Department. It all ended with a permit for 16' — we loaded the plane on a lowboy and ended up with 15'9" width. It was plain to see now that Oshkosh '73 was out of the question, but there would always be '74. The next two months were spent tying up loose ends
that seem to show up when you are nearing completion. I received permission to start my taxi tests about the first of September. I was amazed at the ease of handling — the airplane had no bad habits on the ground. I had a lot of taildragger time in a J-3, PA-12, 140, 170, Luscombe and an EAA Biplane — but the Cavalier was the easiest handling taildragger I had ever sat in. One morning I went to the airport real early to run some high speed taxi tests. Everything went so well I let the speed get up to about 80 mph . . . and 10' high. We have a 10,300' runway, so it is really nice for high speed "taxis." On the 15th of September I received my Temporary Airworthiness. Today was the day! We would see if 4 1/2 years of work would really fly. I arrived at the airport about 6:00 a.m. and was soon joined by several friends who had helped and would continue to help in preparation for this day. I checked the airplane over again from one end to the other and by 7:30 or 8:00 was satisfied it was put together properly. I decided to make two more high speed taxis. This time I would get up out of ground effect. Dale Paries took movies of these two runs; he was then going to go as photographer with Joe Fisher in his Cherokee. They were to fly close and check my gear on the first retraction. The first flight made all those long days and nights worthwhile. It flew hands off ... it was just beautiful. The first flight lasted an hour and 15 minutes and included cycling the gear several times, slow flight, a couple or three stalls and flight speeds from stall clean at 55 IAS to 140 IAS. No problems were encountered and the landing was a real squeaker. When I crawled out of the bird, I was still flying... in fact I don't think I came to earth completely for a week or more. Weather turned bad the last of October so it was sometime in January when I finally got my hours flown off. It was in February when the fellows from GADO finally came to Klamath Falls to give me my final inspection. By now I was planning for Oshkosh '74. A dream would finally come true. The flying season on the west coast or the northwest is kicked off with the Oroville Fly-In/Splash Down. By this time I had 140 hours on the plane, but it was in the paint shop that weekend. No sweat though . . . Watsonville was only a week away. I made arrangements to get off early Friday so we could leave for Watsonville as soon as my wife got off work at 2:30 p.m., but the weatherman would not cooperate — it snowed until Saturday night! The first fly-in we made was the 31st of May, the Merced Fly-In. The Cavalier took second in class (Doug Cline's Dude beat me by a fire extinguisher) and the Chick
the gear switch to the down position. The right gear came down, but the left one didn't. A quick evaluation of the situation showed something had broken. It was decided to fly back to Klamath Falls. The bird was going to get bent so it would be smart to get it home where I could work on it. The flight home was a heart breaker for both my wife and I, mainly because the following Saturday my sonin-law, Wes Kilgore and I were to leave for Oshkosh. Six years of dreams were going down the tube. I wouldn't make it to Oshkosh again! We filed a flight plan with Eugene radio as we flew over and requested they notify the tower at Klamath Falls of our problem and have them stand by with foam. I was going to attempt to land on one wheel. A good friend of mine was on duty in the tower that day and thanks to him,
Ed Nilsen (who had beaten me back to Klamath Falls) and my brother Frank for talking me into cranking up the other gear and putting it in on its belly. I am very glad we did it that way. We used 1490 feet of 1500 feet of foam and then about 80 feet of black top. I am surely thankful for the foam and fiber-glass I put on the bottom of the plane. It is only a fairing for shape, but it took the brunt of the landing. The prop, a three blade wood prop, was broken. There was no structural damage at all. After getting the gear down and rolled to the hangar it didn't look bad at all. Monday night after work I headed for the airport and was greeted by about half of Chapter 411. Work began and the following Sunday, the 28th of July, the repairs were completed. Monday morning, with a borrowed prop off of Bud Montgomery's Tri-Pacer I headed for Red Bluff, California to get the belly repainted. I got back home Tuesday afternoon and did not have the new prop I was expecting, so we went to work fitting a spinner to the TriPacer prop. We got it fitted and got home to bed at 2:00 a.m. Wednesday the 31st of July. At 4:00 a.m. we got up and took off at 5:15 headed for Oshkosh. It looked like my 6 year dream would come true after all, thanks to the members of Chapter 411. It would not have been possible without them.
We flew to Alliance, Nebraska that day and decided to stop for the night as we were both so tired we felt it unsafe to fly any longer. We arrived at Oshkosh about 1:00 p.m. Thursday. I had made it at last! I guess it had to be the most beautiful sight I had ever seen. One has to see it to appreciate it. The week spent at Oshkosh is one never to be forgotten. We met some of the most wonderful people in the world. We are looking forward to renewing these acquaintances at
Oshkosh '75. The return home flight was uneventful except for the 40 mph head winds from Sheridan, Wyoming to Klamath Falls. The weekend after Oshkosh always brings the Arlington, Washington fly-in, which is one of my favorites. We won the Best Homebuilt award. Chapters 20 and 393 had their annual bash at Rio Vista, California. There we took Grand Champion and Farthest Distance trophies. At Red Bluffs Air Roundup we received the Mayor's
Bede award, which I am extremely proud of as it is awarded by my peers. This started the summer for us. At Cloverdale, California we got Best Homebuilt; Marysville, California — 1st place monoplane and Grand Champion; San Fernando, California — Best Homebuilt; Auburn, California — 1st place homebuilt; Hollister, California — Grand Champion.
trophy. Our last fly-in for the season was at Porterville
On July 20th Ed Nilsen and his wife, my wife and I flew to Lenhardt, Oregon for a fun day fly-in. Ed flies a beauti-
not really top, but I use the plane mostly for cross country, so I am primarily interested in cruise.
ful Mustang II. Saturday was spent at the lovely Lenhardt Airpark. Sunday morning and Mulino Chapter of the Oregon Pilots Association was holding their annual fly-in
where we won the Grand Champion and Farthest Distance trophies. By this time I finally got a prop that really works. It is
one of Bernhard Warnke's out of Tucson, Arizona. He also made my three blade that got broken. The new prop increased my cruise by nearly 15 mph. My performance is I am very happy with the airplane. It has no bad habits and is a real delight to fly.
breakfast, so everyone flew over. After breakfast we re-
I am very thankful for being introduced to the EAA and the wonderful people I have met while participating in my
turned to Lenhardt. Upon entering the pattern, I flipped
favorite sport, FLYING.
52 FEBRUARY 1975
. . . AND FROM AN UNBIASED REPORTER . . . WELL, ALMOST . . . By B/7/ Turner
People who do things better than I can always make me mad. This means, of course, that I stay mad at a pretty
good share of the population, for it seems as if everywhere I look people are doing things better than I do. Particularly when it comes to making money. I have a special share of mad for those who do outstanding work on interesting airplanes. They make my creations look so shabby when they have everything shining and beautiful. They win all the trophies while the judges stone me from the premises for having the audacity to show up with such a strange collection of parts. My ire hit an all time high last year, when Doug Cline of Bonny Doon, California had the nerve to launch upon the public his fabulous Stephens Akro, "The Dude." While it was still in silver and undergoing it's initial flight tests, Doug parked it near my homebuilt at a fly-in. The show sponsors asked me to throw a tarpaulin over my plane! Just as I was beginning to become accustomed to seeing "The Dude" around, Larry Burton of Klamath Falls, Oregon, unleased a Cavalier 102.5 and began gobbling up trophies at a shameful rate. No plane should be so gorgeous. Nobody should be capable of such exquisite workmanship. Nothing should fly as easily and as effortlessly. So now I am mad at Larrry Burton. Well, let's say I WAS mad, until we met and I found that I couldn't stay upset at him just for doing everything on his aircraft perfectly. Besides, like Doug Cline, he's kind of a neat guy. The first time I came across Larry's Cavalier was at the 1974 edition of the Annual Merced, California Fly-In. I really didn't see the plane initially. What I saw was a large crowd of people standing in a circle, gazing at something. My first thought was that an aircraft owner had taken a baseball bat to the head of some thoughtless spectator who had let his kid walk down a glistening wing with his track shoes on! So I rushed over to the group hoping to get in a few licks myself I was somewhat crest-fallen to observe that I had not joined an angry mob, but rather a collection of drooling and 'ooing' airplane worshipers. The object of their lack of self-restraint was a dazzling white and green Cavalier. It looked too perfect to be real. One of the spectators summed up the feeling generated by observing that it appeared to be built in a mold, like a plastic model. When Burton confirmed that, like any normal Cavalier 102.5, it was a wood and fabric airplane the assemblage was convinced that he was putting them on. One of the viewers went into a frenzy of ecstacy when he discovered that, unlike other Cavaliers, the gear retracted and so neatly that the fairings were perfectly flush with the lower surface. Larry patiently explained that he had used a revamped Cvjetkovic system. In order to do this, he modified the spar somewhat by moving the gear mounting blocks out about 18 inches. It gives the plane a look of solidarity as it sits on its short, wide gear which, I am sure also contributes to the excellent ground handling characteristics. The up and down cycles are quite rapid and there are two visual checks to ascertain a locked condition. This retractable feature has performed its function quite reliably, with one exception when one of the U joints broke just as Larry called for the lowering of the wheels.
(Photo by Bill Turner)
Just a hint of the Cavalier's Minicab lineage is obvious in this rear view.
(Photo by Bill Turner)
The Cavalier's modified Cvjetkovic landing gear.
(Photo by Bill Turner)
Wheel controls are one of many modifications Larry Burton built into his Cavalier.
The original U joints have been replaced with a larger, more substantial variety and there has been no problem since. SPORT AVIATION 53
(Photo by Bill Turner)
The Cavalier at full tilt. Several miles per hour and better climb are attained as a result of the extra effort Larry made to completely enclose the landing gear.
The gear up incident makes for quite an interesting tale and the handling of the entire situation portrays Larry's ability to remain cool and do all of the right things. Larry and his wife, Dee, were attending a weekend flyin at Lenhardt, Oregon. They thought it might be interesting to take a little side trip on Sunday morning, before things got rolling at the fly-in, and so headed over to Mul-
belly in, there was no sense in doing it where they would have to truck back the remains, if any, so they just figured they would head for home. The Cavalier's three and one half hour range assured plenty of gasoline to accomplish the treck without need for refueling and the ride would also lighten the load considerably. Larry filed a flight plan into Klamath Falls requesting that they foam the runway at Kingsley Airport.
ino for an Oregon Pilots Association Breakfast. Larry hit the switch for the gear to come down and his eyes popped open as he observed that only the right one responded. He
By the time they reached the field, about 1500 feet of foam had been laid. Larry commented that this might not be
made several attempts, but could not budge the reluctant left gear. Seeing that he really had a problem on his hands, he and his wife discussed their next move. They decided that since it was obvious they were going to have to
it would be plenty.
54 FEBRUARY 1975
enough, but he was assured that for such a small airplane, He made one pass so that the tower could observe whether or not the gear was up good and tight, then headed
for the real thing. He remembered that time seemed to be
passing in slow motion. Thirty seconds was like an hour. At about a quarter of a mile out, he began shutting everything off— switch, mixture, gas, electrical system, until he had nothing but a nice, clean glider on his hands. When the three-bladed prop came to a stop, one blade was pointing straight down, but it was too late to hit the master switch, then the starter, to try and move it. Larry looked over at Dee and saw that she had tears running out of her eyes, like someone had turned on a faucet, and her hands were over her ears. She later explained that it wasn't fear that produced the waterworks, but rather the thought of all of their work which might be destroyed. Her hands were over her ears so that she wouldnot hear the crunching of the wood. Larry noted that the airspeed was just passing 70 as he reached the end of the foam and was able to set it down within about the first 10 feet. The beautifully clean undersurface that the Burton's had worked so hard to obtain, responded to the situation like a highly polished hydroplane hull, running on soap. The foam acted as a slippery film between the aircraft's bottom and the runway so that there was little indication that the ship would ever slow up. Larry noted that they were beginning to drift a little left and found himself automatically pushing on the brake. Again, as his mind raced at high speed, he started a discussion with himself and reasoned out that the rudder would probably act as if he was still flying and so, steered right down the runway in the best traditions of a highspeed swamp boat. The one cockpit check out that they hadn't even thought of was the outside air vents which were wide open. They quickly found themselves in foam right up to their knees, and still the Cavalier slid on. At the end of the foam, things began to happen fast. The crunching sound from which Dee had taken precautions to isolate herself, was suddenly very much in evidence as they ground to a stop about 80 feet past the end of the foamed area. Damage was really relatively light. The belly, of course, took the brunt of the final sliding action. Injury to the gear doors was almost negligible. Larry believes that had there been another 500 feet of foam, there might not have been any damage at all. But, irrespective of that, the Burton's are eternally grateful to the rapid response for assistance that they were given. The Cavalier was soon put back in its trophy winning condition, and as you have already read in Larry's article, an impressive number have already been garnered. The list will grow over the years. Trophies, shiny paint, fancy upholstery and the other contributing factors that go toward an award winning airplane really only encompass the static capabilities. The real proof naturally comes when one gets behind the controls and ascertains whether or not a particularly glorious appearing vehicle will really fly. I had that very pleasant experience a few months back when Larry and Dee stopped by Livermore airport, which is located fairly near my residence. My wife, Gail, and I arrived with cameras in hand on a standard, bright, sunny, California day. We shot the pictures which accompany this article and I asked Larry some of the specifics about the performance and construction of the Cavalier. He said that, so far, he has about $6,000 tied up in the project which he began with his brother Frank. They worked as a team the first year and a half. Then the project just sat around for about another year and a half with neither one of them doing anything on it. Larry finally bought his brother out and worked three years, one month and fifteen days before the first flight. He put 140 hours on the plane while it was still in silver and logged a total of 256 hours in the first year. The beautiful three-bladed wooden propeller, which is no more, was capable of pulling the little Cavalier along
at a top speed of 185 mph 75% power at 7,500 feet gives 145 mph true speed with the present Bernhard Warnke propeller. At gross load, takeoff requires about 2000 ft. with an equal distance for the landing roll. The field elevation at Larry's home town in Klamath Falls, is about 4000 feet and climb out with a full load is 500 ft. per minute. Service ceiling is 16,000 ft, which on the day of the tests, calculated to a density altitude of 18,000 feet. The 125 hp Lycoming 0-290-D burns 7.2 gallons per hour and, with a 24 gallon capacity, gives three hours cruising time with about 30 minutes as a safety factor. The empty weight is 1100 lbs. and the gross, 1700 lbs. The wing span, with tip tanks, is 27 feet, 6 inches, and has an area of 117 sq. ft., giving a wing loading of 13.88 lbs. per square feet. The fuselage is 20 feet 4 inches long and the two occupants can carry about 60 lbs. of baggage along with them. For a taildragger, the fuselage sits quite level so that taxiing is no problem whatsoever, as there is an excellent view straight ahead. Pilot and passenger comfort is easily controlled by just leaving the doors cracked open a little bit until you are ready for takeoff. As an old Fly Baby pilot, and consequently accustomed to having my "Faker Fokker" almost airborne on the mag check, I was somewhat surprised by the length of time it takes the Cavalier to get off the ground. But, when one reasons it out in relation to the airplane weight and the available power, it is all quite logical. The first and most impressive feature of flying this Cavalier is the fantastically light touch required on the controls. I don't mean that they are overly sensitive, because they are not, they arejust plain easy to move around. Very little rudder is required, even on the climb and once altitude has been reached and she gets up on the step, it is a matter of removing one's feet from the rudder pedals and just lightly driving along. Slowing this Cavalier up to try a stall takes awhile and I can see how readily the plane must have slipped down the runway on the foam. In a clean configuration, the stall comes at around 50 mph or about 45 with gear and flaps down. Just to read some of the dials for myself, we tried a flat out run at 1,000 feet altitude, 29 inches of mercury and 2600 rpm. This built up to an indicated speed of 175 mph. At 2000 feet, 24 inches and 2400 rpm, the needle on the airspeed indicator stayed at a steady 155 mph. Sound and wind insulation is superb and there is no sensation of moving at all, except that the ground seems to be slipping by at a pretty fair rate. Since the Livermore airport is blessed with an FAA tower, we elected to take a short run over to Tracy, which is uncontrolled and somewhat of a homebuilder and antique haven, to say nothing of a whole herd of hot air balloons and a squadron of gyrocopters. Again, the very fiat angle of the fuselage and wings with the horizontal precludes any problem with getting down in an easy fashion. You just sort of drive it on with a little power retained until the wheels touch and there you are. Roll-out, though long, presents no problems in visibility nor controllability. We decided to take a few more shots while at Tracy and, as I was snapping pictures, I became aware of an automobile driving out on the taxiway behind me. I turned to see the local sheriff in his black and white fuzz wagon and figured we were about to be booked for something or other. The good deputy, however, had been attracted from the highway by the Cavalier and came bounding out of his automobile all smiles and compliments. After Larry had answered the usual line of questions from other locals who appeared, we climbed in and flew back to Livermore. When we had parked in the transient tiedown area, I began to get mad at Larry all over again, for if there is anything I hate worse than an airplane that looks better than mine, it's an airplane that flies better than mine! SPORT AVIATION 55
Sou* DON'T BUILD 'EM LIKE THE? USED TO ?
Story by Wendall Anschutz EAA 70371 8310 Woodward Overland Park, Kansas 66212
As related by Sy Meek EAA 58319 Antique & Classic Div. 597 Chapter 200 Designee and former President 3510 Gladstone Blvd. Kansas City, Missouri 64123
I
T WAS 46 years ago — in the spring of 1928 — that the brief and unheralded career of the Star Cavalier began in the garage of a home in Bartlesville, Oklahoma. Now the Star Cavalier is evolving again from remarkably similar beginnings . . . a basement workshop in Kansas City. And the repetition of history is made even more
pronounced by the builder . . . 66-year-old retiree Sy Meek, who hired on as a welder for the Star Aircraft Company to produce the first two prototypes. Actually, that's understating it. For the first prototype he was virtually THE welder, comprising as he did, one-third of the production
crew. The Star Aircraft Company was a subsidiary of Phillips Petroleum, and the Cavalier was designed by two Phillips employees: company pilot Billy Parker and engineer E. A. "Gus" Riggs. They, in turn, were named the two top executives of the new subsidiary. The oil company's own aircraft needs dictated the specifications of the airplane: rugged, dependable, maneuverable; something that could get in and out of small, rough places — like oil fields, for instance. And the product lived up to those criteria. From the first production model "B" to the most popular model "E", the engine grew from a 55 h.p. Velie to a 90 h.p. Lambert R-266, giving the sturdy little ship an excellent short-field capability.
Because of the wealth of the parent company, Star Aircraft felt no pressure to scimp on quality construction,
and the plane enjoyed a good reputation. But for all the things the Cavalier had going for it, the timing was bad. And almost before it was off the ground, the Cavalier and the Star Aircraft Company were lost in the oblivion of the depression. Only a handful were built, including 15 "B's", 13 "E's" and fewer numbers of those in between. Only a handful found their way out of the midwest. Today, only four are registered with the F.A.A., and only two of those
are flying. But the fleet is growing once again. Sy's contribution to that rebirth began about four years after his retirement in 1963. As a new member of E.A.A. 56 FEBRUARY 1975
Chapter 200, he decided the experience would be more meaningful if he had a project of his own. And what could be more logical than one he had already built. It seemed simple enough. But if the homebuilding experience has taught Sy anything, it's the difficulty of spanning 46 years. Things started off fast enough. A tip from a fellowE.A.A.'er led him to William D. Jones in Mustang, Oklahoma. Jones' local chapter had already begun restoration of a Cavalier from plans and old parts they had saved from the trash-collector during a recent cleanup of the building that had once been the Star factory. The Mustang builders turned out to have a much better headstart than Sy. In addition to the plans, their booty from the hangar included a fuselage, gas tanks and parts of the tailplane and landing gear. Jones was happy to share the plans but suggested Sy obtain Billy Parker's permission, first. Sy traced Parker to Phoenix, Arizona, and got a green light. Then he got back to Jones and the two arranged a tradeout in which Jones would microfilm the plans for Sy, and Sy would build a set of wing ribs for the Mustang Chapter. Unfortunately, Jones had been able to salvage a complete set of plans and, except for the tail drawings, everything he was able to come up with was for the "A" Model, with no updates of the numerous modifications. Alterations which had been made in the fuselage for better airflow, for instance, were not noted. Furthermore, many details
of components were lacking and several prints were missing, entirely. There were no drawings of the landing gear, engine mount, control system or fairings; no specifications for the e.g., cowling, firewall or instrument panel. But Sy located the fuselage of a wrecked Cavalier tucked away in a hangar at the Lawrence, Kansas, Airport, and though the owner refused to sell, Sy was able to fill in many of the blanks in the drawings by studying the derelict.
To fill in the rest of the missing picture he went to plans of other airplanes. The control system he eventually developed, for instance, was adapted from drawings for the Steen Skybolt. Other missing pieces — like the bellcranks for the ailerons — he designed. He made three sets of cranks before he came up with the one that worked. Other modifications included adaptation of a steerable Scott tailwheel to an original Cavalier skid spring. Sy's search for a fully-equipped Lambert R-266 engine led him on a scavanger hunt that ended with a drawerful of letters and parts from all over the country. He located his first engine in East Sound, Washington, but it turned
out to have a bad cylinder. And a complete Lambert
Youthful Sy Meek (center) poses with friends beside the first prototype Cavalier, shortly after its first test flight late in 1928. Engineer Gus Riggs is far left. Others, including Phillips executive (far right), are unidentified.
First Star Cavalier prototype, on which Meek did all the welding work. Sy has reserved the number of the original, 7239, for the reproduction he's building from scratch in his basement workshop.
Old B'endrx"-Sktomberg No. 5135333 is just one p« three carbur.etors from widely-separated parts of the country that'Wre combined to make Sy's "collector's masterSPORT AVIATION 57
engine proved so difficult to find that Sy started looking for a Warner, instead. That search led him to a fellow in Fairbanks, Alaska. Strange, how fate charts the course. As it turned out, the fellow in Fairbanks did not have the Warner Sy had been looking for, afterall, but low and behold, he did just happen to have a Lambert R-266 (prop included), a turn of fortune which so overwhelmed Sy that he bought it sight unseen, over the phone. And instead of the rusted and canabalized remains he'd expected, the engine proved to be remarkably well-preserved. All five cylinders were in good shape. These were transferred to engine number one. There were still some parts missing, but they were soon rounded up with some more cross-country scavaging. He tracked down the magnetoes in Brownsville, Texas. And the carburetor is a real collector's masterpiece. The first one he ordered came from Ohio. But it turned out to be incomplete. So he got the other half from the fellow in Brownsville and got a third from Sault Ste. Marie, Michigan. He took all three to a local A. and E., who used the best of each to fashion the final product. Meanwhile, the search for a pair of 24 x 4 Bendix wheels with brakes continues. Sy doesn't know when he'll have his Cavalier in the air, and he's not going to work toward a deadline. "That would make it work," he says. "I'm doing it for fun." In the meantime, there's another small detail to occupy his attention. All the while he was working on airplanes in his younger years, he never got around to learning to fly one. So a year ago he began taking flying lessons. But though his instructor says he's doing fine, he's not rushing that, either .. .just as long as he has his license in time to take his wife for a ride in his brand new 1929 aeroplane. All things in good time.
The bellcrank for the ailerons Sy designed will facilitate control wires, which will be used instead of the push-pull rods of the original design.
Specifications and Performance Data on original Star
Cavalier Model "E" (from Vintage Airplane, Jan., 1974) Wingspan . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 ft. 6 in. Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 ft. 8 in. Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ft. 3 in. Wing chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 in. Total wing area . . . . . . . . . . . . . . . . . . . . . 1 5 7 sq. ft. Weight (with engine and equipment) . . .740 lbs. Useful load . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 7 5 lbs. Wing loading . . . . . . . . . . . . . . . . . . . . . . . . . 8 . 3 1 lbs. Fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . 2 6 gal. Oil capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 gal. Max. speed . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 5 mph* Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 7 mph Landing speed . . . . . . . . . . . . . . . . . . . . . . . . 3 8 mph Climb (full load) . . . . . . . . . . . . . . . . . . . 8 0 0 ft./min. Service ceiling . . . . . . . . . . . . . . . . . . . . . . 1 2 , 0 0 0 ft. Fuel consumption . . . . . . . . . . . . . . . . . . . . 6 gal./hr. Take-off distance (in dead calm) . . . . . . . . . 2 0 0 ft. Landing distance (in dead calm) . . . . . . . . . 1 5 0 ft. 'Above performance data based on Model "E" equipped with Lambert R-266 engine and Hamilton Standard, ground-adjustable propeller.
Sy shaves ounces off the original construction at every opportunity; in this case by routing the spar to I-beam configuration.
The zero-timed Lambert R-266 is the best of two engines which Sy searched all over the country to find. The restoration includes chromed rocker-arm boxes and intake manifold.
Sy Meek displays his beautifully-executed Star Cavalier in front of his home at 3510 Gladstone in Kansas City. Sy is a former Chapter 200 President and recentlyappointed Chapter designee. 58 FEBRUARY 1975
VERNON PAYNE'S NEW DOLPHIN By Jack Cox
If that shopworn cliche, "You're only as old as you think," has an element of truth, and we believe it does, then Vernon Payne has found a way to cause clocks to run backwards. Famed the world over as the designer of the Knight Twister, the granddaddy of all midget biplanes, Vernon has every right to be resting on his laurels as one of the respected patriarchs of the homebuilding world . . . but that's not his style. Instead, as the drawings accompanying this article show, he is, at age 75, skimming along right out there on the leading edge of advanced lightplane design with a new bird he calls the Dolphin. Having the advantage of the perspective gained by observing and being a participant in the homebuilding world from the 1920s to the present, Vernon is somewhat concerned that we are moving too far away from the light fun plane. His Dolphin, in single place, VW powered and two place, 108 h.p. Lycoming powered versions, aims us back in that direction. He describes the aircraft thusly: "The purpose of our new design is to get back to the lightly loaded fun plane, similar to the Cubs and Aeroncas, but in a modernized form. The Dolphin is in some respects a flying wing, with an inherently stable wing. The pilot is placed out front for the best possible visibility. The twoplace version has to be flown from the front seat — when solo. For parking, the pilot drops a retractable tail wheel, which keeps the plane from falling back on it's tail when he gets out. When loaded, the C.G. is about over the main wheels. The single place plane has smaller wings with a span of 22 feet. The two-place has a span of 26 feet, with more area. Both planes fold their wings forward for transportation on a trailer. The front seat canopy with shield slides forward and
the rear seat canopy slides aft. The threeview shows a wide center-section which is an airfoil with a chord of 8 ft. 3 in.
It has leading edge slots for greater lift at take off and stall landings. At the outer edges of the center section are end
plates that have the effect of creating a tunnel of air over the top of this center section wing and, we hope, will also increase the efficiency as well as add lift.
The ducted fan is also intended to increase the flow over the center section as well as step up the efficiency of the propeller. We will do considerable experimentation with both propeller and duct to get the best combination. We will also experiment with standard controls and additional controls in the duct. The wing is so stable that we will not need a great deal of control surface, only for changing attitude for normal flight. This plane will not be an elaborate aerobatic type, but strong enough for it. There will be two gas tanks, each 14 gallons. The VW engine could fly over 7 hours, while the 108 h.p. engine would fly over 5 hours, but faster. You may have also noticed that there are slots just ahead of the ailerons. This assures control at or near stall. The airfoil we use has lift up past 20 degrees of incidence and will not fall off on one wing, it mushes straight forward.
We are building two planes, one with the VW and the other with the 108 h.p. Lycoming. The second plane may have retractable landing gear." Wing construction is wood/foam/glass cloth and the fuselage is steel tube/foam/glass cloth . . . we have been wondering how long it would be before someone applied the "Rand Method" to a steel tube primary structure, and now we know. The VW powered single place Dolphin is being built first and hopes are that it will be completed in late spring. Target date for completion of the Lycoming powered two placer is the winter of 1975. Vernon has provided us with the following projected specifications and performance figures for the two versions of the Dolphin:
DOLPHIN SINGLE-PLACE Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 5 sq. ft. Wing Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Ib./sq. ft. Total Loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 0 5 lbs.
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 0 lbs. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 gals. O p t i o n a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 gals. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 5 hp Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6 Ib./h.p. Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5 0 ft./min. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 mph Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 0 mph SPORT AVIATION 59
DOLPHIN 2-PLACE Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 sq. ft.
Wing Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Ibs./sq. ft. Total Loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 5 0 lbs. Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 0 lbs. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 gals. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 8 h.p. Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 . 6 Ib./h.p. Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 0 0 ft./min. Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 0 mph Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 mph Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 0 mph Those of you who want additional information and/or want to be kept up to date on the progress of the Dolphins should write: Vernon Payne, Knight Twister Aircraft, Rt. 4, P.O. Box 319M, Escondido, Calif. 92025. A $3.00 info pack is available. Vernon would also appreciate any comments and suggestions on the design.
60 FEBRUARY 1975
EAA Response To Custom Built In the October issue of Sport Aviation, we reprinted the complete text of FAA's Notice of Proposed Rule Making, Docket No. 13954, Notice No. 74-29 — the proposed new Custom Built Category regulations. Since it would significantly alter the system by which homebuilt aircraft have been licensed and maintained for the past 23 years, this NPRM must be considered the most important governmental action to affect EAA since the organization was started in 1953. The gravity of the situation thus requires that EAA's response to FAA's NPRM also be reprinted in its entirety in Sport Aviation. Enclosure 2 contains specific EAA comments on numbered proposed amendments to existing regula-
tions. To save everyone's time and for the benefit of new members who do not have the October issue of Sport Aviation, the FAA proposed amendments are reprinted in italics and are followed by EAA's comments.
Federal Aviation Administration Office of the Chief Counsel Attention: Rules Docket, AGC-24 800 Independence Avenue, S. W. Washington, D. C. 20591
RE: Docket No. 13954; Notice No. 74-29 Dear Sirs: The Experimental Aircraft Association would like to take this
opportunity to thank the Federal Aviation Administration forconsidering our petition of September 24, 1970 which at that time requested a more descriptive identification of experimental aircraft for the purpose they will be used, and in particular the amateurbuilt aircraft. (See Enclosure No. 1) We realize that since the submission of that petition other considerations and incidents have occurred that would cause the scope of our original petition to be broadened. We are fully aware that as a result of the many meetings and discussions that we have had with FAA personnel in Washington that a sincere interest and intent to preserve and continue the amateur-built program exists. It has also been noticed that a cooperative attitude has been displayed by FAA in their asking for recommendations and/or assistance in preparing any changes to the NPRM No. 74-29 that would assist both the FAA and the citizen. On behalf of the over 43,000 members of the Experimental Aircraft Association, we would like to thank those FAA personnel
whose efforts produced the NPRM for public consideration. We offer the following views and comments in response to the subject notice. Since its inception, the EAA has given full support to any effort designed to promote, encourage and aid in the development of U.S. civil aeronautics. In pursuit of this goal, EAA has placed special emphasis on the education and recreational aspects of aircraft design, craftsmanship and pilot proficiency. Foremost in our objectives is to preserve freedom of flight for the "little guy" and to achieve a high level of flight safety, aircraft construction and maintenance through education, a self-policing organization and cooperation with federal and state aviation agencies. We sincerely believe that this approach has been far more productive and effective than the introduction of additional federal
regulations designed to accomplish the same end. In this particular case (NPRM 74-29) the Administrator has not shown how the proposed rules will improve safety, give any greater protection to the public, or to what extent our current
procedures, that have worked so effectively, will result in unsafe operations. The subject proposal gives us considerable cause for concern and we anticipate almost universal rejection of the option to show
compliance with the standard for custom-built because of the maintenance requirements. Our past 23 years of experience with the amateur-built program have shown that maintenance by either the builder or non-builder of the aircraft has not presented a problem of safety. If the burden of annual recertification of amateur-built aircraft is a problem, the Experimental Aircraft Association would be most happy to cooperate and suggest several plans to attempt to reduce this burden without additional cost to the aircraft owner and with less cost to the taxpayer. We have been extremely pleased with our EAA Designee Program, which numbers over 500 volunteer inspectors, who make informal inspections of amateur-built air-
craft prior to FAA pre-cover inspection, original certification or recertification. It is our firm bel ief that this acceptance of citizen responsibil ity is very beneficial both to FAA and the safety and efficiency of the amateur-built program. This EAA service is available to both EAA and non-EAA members at no cost. An analysis of the many comments submitted by EAA members to our Headquarters indicates a very small percentage (less than 10%) are in favor of the proposal as drafted. The chances are that this group is not directly affected or stands to benefit from the maintenance requirements. On the other hand, some parts of the proposal appear to be quite acceptable. Many of the commenters have raised questions concerning intent and how the changes will be administered. The majority of the adverse comments deal with the amateur-built and custom-built portions of the notice. The maintenance requirements and owner/operator manual, in addition to the placarding requirements and operating limitations, are of special concern. Our staff study of the notice, giving due consideration to the wishes of our members, has caused us to conclude that the price to be paid for the name change from "experimental" to "custombuilt" is too great. It is estimated that it will cost the non-builders approximately $200 - $400 a year more to operate as custom-built without any assurance to the citizen that the aircraft will be any more airworthy, not to mention increased inconvenience, such as flying their aircraft to maintenance facilities, finding a means of returning home, and return for the aircraft, as well as locating certificated mechanics with a desire or experience needed for amateur-built aircraft inspection or maintenance. We are also convinced the proposal contains some features that should be adopted. This prompts us to make the following recommendations: Recommendation (1)
If the Administrator feels compelled to take immediate regulatory action it is suggested he consider amending the custombuilt concept proposed along the following lines: a. Amend the pertinent regulations to change the wording from "Amateur-Built" to "Custom-Built" anyplace it appears. b. Amend FAR 43.1 (b) to include custom-built. c. Amend 91.169 (c) (2) to include custom-built. d. Amend 45.23 to include custom-built. Permit the custombuilt aircraft to be so permanently placarded even though it will be restricted to flight test areas during the initial flight period. e. Make whatever amendments to the FARs or administrative procedures that are necessary to implement our con-
cept outlined above. This recommendation in effect would permit the reclassification of special airworthiness certificates as proposed. It will also respond to our petition of September 24, 1970 and permit the amateur-built program to continue on the same regulatory basis SPORT AVIATION 61
it has so successfully done over the past 23 years. We realize that if the maintenance provisions of NPRM 74-29 were made mandatory as described, additional privileges may be offered the custom-built aircraft category. Nevertheless, we believe that it would be in the best interests of the public to continue as we have in the past.
We concur that the change more realistically identifies the type of operations the aircraft will engage. We recommend air racing be separated from exhibition and separate standards be established for each.
Recommendation (2)
§21.181 Duration.
Should Recommendation (1) not be acceptable, the Administrator should withdraw the notice with the understanding that it would be reissued after taking into consideration the many objections and questions raised. Note: Enclosure 2 contains our detailed comment with reference to each of the 18 changes proposed. We would welcome the opportunity to work with your representatives to further clarify our recommendations or comments if necessary. We treasure the good working relations we have with the Administrator, Flight Standards Service and the field inspectors. We are sure we can come to some mutual agreement in all the problem areas.
(a)
Sincerely,
2. Amending 21.181
(3) The following certificates are each effective for one year after the date of issue or renewal unless a shorter period is prescribed by the Administrator: (i) Experimental certificates. (ii) Market survey, sales demonstration, and customer crew training certificates. (4) The following certificates are effective so long as the maintenance, preventive maintenance, and minor alterations are performed in accordance with Parts 43 and 91 of this chapter and no major alteration, as defined in Appendix A to Part 43 of this chapter, is performed: (ii Custom-built certificates. (ii) Exhibition and air racing certificates.
(Hi) Research certificates. Paul H. Poberezny President Enclosure 1
We do not agree that the past 23 year maintenance and operational record of amateur-built aircraft warrants the imposition of Part 43 and 91 standards. Our comments later on the above parts will further support our argument.
September 24, 1970
Mr. Kenneth Smith, Deputy Administrator Federal Aviation Administration 800 Independence Avenue, S. W. Washington, D. C. 20590
3. FAR 21.191
§ 21.191 Experimental certificates. Experimental certificates are issued for the following purposes:
Dear Mr. Smith: The Experimental Aircraft Association hereby petitions the Federal Aviation Administration to provide for a change in the Federal Air Regulations that would allow aircraft certificated in the experimental category to be identified for the purpose for which they will be used. Once an amateur built aircraft has completed its 50 hours of probationary flight time in a designated area, it should be permitted to show on the sides of the cockpit or entrance the classification of "Sport aircraft", "Racing aircraft", "Exhibition aircraft", or "Research and Development aircraft." We feel that proper identification of the type of aircraft and the purpose for which it is to be used is in the public interest. Many fine machines are not truly experimental as the majority of builders are using the experience gained during the past 67 years of successful heavier than air aircraft instruction. Under the circumstances we would be most grateful if this petition could be acted upon promptly.
Sincerely, Paul H. Poberezny President PHP/m Enclosure 2
The following comments are offered in connection with Notice 74-29 and are identified as Paragraphs 1 through 18, the same as
(a) Aircraft development. Testing new aircraft design concepts, new aircraft installations with either an aircraft to which the design concepts, equipment, or installations are directly applicable, or with an aircraft that is operated by its manufacturer in developing his future designs.
(b) Showing compliance with regulations. Conducting flight tests and other operations to show compliance with applicable airworthiness regulations including flight to show compliance for issuance of type and supplemental type certificates and airworthiness certificates, flights to substantiate major design changes, and flights to show compliance with the function and reliability requirements of the regulations. (c) Crew training. Training of the applicant's flight crews for the purpose of conducting operations specified in paragraph /a) or (b) of this section. Airplanes certificated for any purpose specified in paragraph (a) or (b) may also be certificated for this purpose.
(d) Operating amateur-built aircraft. Operating an amateur-built aircraft for which an experimental certificate for the purpose of such operation was issued pursuant to an application made prior to (the date two years after the effective date of this amendment).
We agree . . . if the Administrator is determined to adopt the concept proposed. We agree to the extent that a period of time after the adoption date is mandatory. The average builder will require 4 years to complete his aircraft. We therefore recommend 3 years would be more reasonable than the 2 years proposed.
the changes proposed in the Notice: 4. FAR 21.193
1. Amending 21.175(b) §21.175 Airworthiness certificates: classification. (b) The following are special airworthiness certificates: (1) Restricted certificates.
(2) Limited certificates. (3) Provisional certificates. (4) Experimental certificates. (5) Research certificates. (6) Custom-built certificates. (7) Exhibition and air racing certificates. (8) Market survey, sales demonstration, and customer crew training certificates. (9) Special flight permits. 62 FEBRUARY 1975
§ 21.193 Experimental certificates general. (a) Except as provided in paragraphs (b) and (c) of this section, an applicant for an experimental certificate is entitled to that certificate when the Administrator approves the following: (1) A statement, in form and manner prescribed by the Administrator, setting forth the purpose for which the aircraft is to be used. (2) Enough data (such as photographs) to identify the a ircraft. (3) Any pertinent information found necessary by the Administrator, upon inspection of the aircraft, to safeguard the general public.
(4) The areas over which operations will be conducted including, as applicable, the flight test area to be assigned by the Administrator for showing that -
(i) The aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be performed; and
Hi) The aircraft has no unsafe operating characteristics or design features. (b) An applicant for an experimental certificate for an aircraft to be used for training the applicant's flight crew is entitled to that certificate if, in addition to meeting the requirements of paragraph (a) of this section ID He has established a maintenance program for the continued airworthiness of the aircraft; and (21 He shows that the aircraft has been flown for at least 40 hours, except that for a type certificated aircraft that has been modified, 5 hours is sufficient. tc) An applicant for an experimental certificate for the purpose of operating an amateur-built aircraft as provided for in § 21.191 Id) is entitled to that certificate if, in addition to meeting the requirements of paragraph (a) of this section (1) He makes original application prior to (the date two years after the effective date of this amendment) or has a currently effective certificate for the purpose; (2) The major portion of the aircraft has been fabricated and assembled by persons who undertook the project solely for their own education or recreation; and (3) The aircraft contains the following placards as applicable, displayed in full view of all occupants; (i) A placard with the words: "Warning — This aircraft is amateur-built and has not been shown to comply with the safety standards of the Federal Aviation Regulations for standard category aircraft." (ii) A placard containing an operating limitation against acrobatics except those that the Administrator has found, through demonstration by the applicant in a flight test area, can be safely performed. (Hit A placard containing an operating limitation against otherwise permissible acrobatics while carrying passengers, except when all passengers are carried for pilot training purposes. We do not object to the majority of this standard except that, in keeping with Comment No. 3, Subsection 21.193(c) (1) should be changed to 3 years. Request 21.193(c) (3) (i) placard wording be changed to read "PASSENGER WARNING - This aircraft is amateur-built and does not comply with the federal safety regulations for standard aircraft." We make this request because for years EAA has been furnishing a metal placard containing the above language and you will find it displayed in 90 percent of the amateur-built aircraft. We believe the intent of the placard requirement is equally expressed. We do not agree that the placards requested by 21.193(c) (3) (ii) and (iii) serve a useful purpose. These placards are directed to the pilot. It seems more appropriate that they should be contained in the operating limitations prescribed by the Administrator at the time of certification. FAR 91.31 provides the necessary enforcement authority. The purpose of (ii) and (iii) is not too clear. We anticipate many aircraft will be approved for certain aerobatic maneuvers and the identification and descriptive data such as entry speeds, control use, etc. will be too complicated to be displayed in the form of a reasonable placard. Most aircraft of this type have little room to display a placard in a position that would be readily accessible to the pilot.
(b) An applicant for a special certificate under this section is entitled to that certificate if (1) The Administrator approves a statement, in form and manner prescribed by him, setting forth each purpose for which the aircraft is to be used; (2) The Administrator approves either -
(i) Evidence of operations that demonstrate that the aircraft has no unsafe features or characteristics when used for the purposes set forth in accordance with (b)(l) of this section; or (ii) Evidence that the aircraft has been operated in a flight test area for 40 hours in accordance with an approved test procedure carried out under an experimental certificate, except that the time may be shortened if the Administrator finds that the aircraft design and construction have been shown to be reliable in aircraft of the same design and that the aircraft has no unusual features or characteristics, or the time may be lengthened if the Administrator finds that additional
testing is required to determine that the aircraft has no unsafe features or characteristics;
(3) The Administrator approves data specifying
the
type of engine installed, the horsepower or thrust rating of
the engine, and the maximum airspeed in knots that the aircraft will be flown; and (4) The Administrator finds, after inspection of the aircraft, that it has no unsafe features or characteristics when operated in accordance with any restrictions or limitations
that he prescribes as necessary in the interest of safety, including special operating limitations found necessary for-
(i) Jet powered aircraft; (ii) Propeller-driven aircraft of over 800 horsepower and capable of airspeeds over 250 knots; or (iii) Aircraft to be used for acrobatics or for air racing.
We strongly recommend that exhibition and air racing be separated into separate purposes. We believe air racing aircraft as we know them today are an entirely different consideration than the typical exhibition aircraft. About the only similarity is that usually they both operate under a waiver provision of FAR 91.63 and before large groups of people who expect to be entertained. Since the regulation deals primarily with the aircraft airworthiness we find a big difference between the racing aircraft and the typical exhibition aircraft. Separation will also provide for more reasonable standards than expressed in the proposed 91.44(a) (3) which are not acceptable in our view. In 21.194(b) (2) ( i i ) there is no indication as to what type of a test program the Administrator might require. The standard airworthiness regulations give little clue since they don't anticipate this type of operation. If the program must be approved by the Administrator, it seems that the specified 40 hour flight test period may be unnecessary. 6. FAR 21.194
No comment. 7. FAR 21.195(a)
§ 21.195a Special certificates: research. (a) Any person eligible under the provisions of §21.173 of this Part may apply for a special certificate for an aircraft
that is to be used solely for any combination of testing new aircraft equipment, new aircraft installations, new aircraft
5. FAR 21.194
operating techniques, and new uses for aircraft.
§ 21.194 Special certificates: exhibition and air racing.
tion is entitled to that certificate if (1) The aircraft either -
(a) Any person eligible under § 21.173 of this Part may apply for a special certificate for an aircraft that is to be used solely for any combination of (1) Exhibition at air shows; (2) Exhibition at static displays; (3) Participation in motion picture, television, and similar productions; (4) Participation in air races; and (5) The establishment and maintenance of necessary
flight proficiency, and flying to and from air displays, productions, and racing events.
(b) An applicant for a special certificate under this sec(i) Is eligible for a standard airworthiness certificate except for those alterations necessary to perform the research operations; or
(ii) Is one that was designed and constructed in the United States, accepted for operational use, and declared surplus by an Armed Force of the United States, and conforms to all applicable military specifications and technical orders, except for those alterations necessary to perform the research operations; and (2) The Administrator finds, after inspection of the airSPORT AVIATION 63
craft, that it has no unsafe features or characteristics when operated in accordance with any restrictions or limitations that he prescribes as necessary in the interest of safety.
We do not concur with the aircraft limitation imposed by 21.195a(b) (ii). We believe the objective of research and development would best be served if the applicant could use any aircraft that best served the purpose. In view of the other safety restrictions and requirements, the country of origin has little significance with the suitability of the flight vehicle. 8. FAR 21.196
§ 21.196 Special certificates: custom-built aircraft.
(a) Any person eligible under § 21.173 of this Part may f°r a special certificate for operating a custom-built aircraft.
(b) An applicant for a special certificate under this section is entitled to that certificate if the aircraft meets the following: (1) It has a currently effective experimental certificate issued for the purpose of operating an amateur-built air-
craft or showing compliance with this section. (2) It has been fabricated and assembled by persons who undertook the construction project solely for their own education or recreation, and was built using raw materials, including preformed panels or parts, extrusions, castings, and forgings, except that the following
manufactured items may be used: (i) Engines and accessories,
(ii) Rotor blades and hubs. (Hi) Propellers, (iv) Instruments, (v) Wheels, (vi) Tires. (vii) Brakes. (viii) System components and parts including pumps, actuators, hydraulic lines, and fittings. (ix) Standard aircraft or commercial hardware including nuts, bolts, pins, handles, and knobs. (x) Individual components from previously type certificated aircraft. (3) It has an "Owner and Operator" manual that includes the following:
(i) A description of the aircraft (photos or drawings). (ii) The specification of all materials used in the construction. (Hi) Details of engine and propeller if other than
type certificated or if used beyond type certificated limits. (iv) Weight and balance information. (v) All operating restrictions and limitations prescribed by the Administrator under subparagraph (a) (4) of this section. (vi) Descriptions of all systems. (vii) Lubrication instructions setting forth the frequency, and the lubricants and fluids which are to be used. (viii) Pressures, electrical capacities, and electrical loads. (ix) Tolerances and adjustments necessary for
proper functioning of the aircraft and systems. (x) The methods and frequency of inspection, overhaul, testing, repairs, installation, and service. (xi) Special techniques for determining the condition of the aircraft and components, if applicable.
(xii) A list of special tools. (xiii) The life limits of components, if applicable. (4) It has been found by the Administrator, after inspec-
tion, to have no unsafe features or characteristics when operated in accordance with any restrictions or limitations that he prescribes as necessary in the interest of safety. (5) It has been operated safely under an experimental certificate in an area designated by the Administrator (i) For 40 hours, if equipped with an engine certificated in accordance with Part 33 of this chapter and operated within type certificated limits; or 64 FEBRUARY 1975
(ii) For 60 hours, if equipped with any other engine. The times specified in this subparagraph may be shortened if the Administrator finds the aircraft design and construction have been shown to be reliable in other aircraft of the same design and that the aircraft has no unusual features or characteristics, or may be lengthened if the Administrator finds that additional testing is required to ensure that the aircraft has no unsafe features or characteristics.
(6) It contains the following placards, as applicable, in full view of all occupants: (i) A placard with the words: "Warning This aircraft is custom-built and has not been shown to comply with the safety standards of the Federal Aviation Regulations for standard category aircraft."
(ii) A placard containing an operating limitation against acrobatics except those that the Administrator has found, through demonstration by the applicant in a flight test area, can be safely performed.
(Hi) A placard containing an operating limitation against otherwise permissible acrobatics while carrying
passengers except when all passengers are carried for pilot training purposes. (c) A previously certificated custom-built in Part 43 of this chapter and subsequently has been operated safely under an experimental certificate for 10 hours in an area designated by the Administrator to ensure that the major alteration does not adversely affect safety, is eligible for a
custom-built certificate, except that the 10-hour period may be shortened or lengthened if the Administrator finds that, for a specific major alteration, a shorter time is sufficient or a longer time is required, to ensure that the major alteration does not adversely affect safety. (d) A special certificate for operating a custom-built aircraft authorizes those operations covered by a special certificate for exhibition and air racing, but not those operations covered by any other special certificate. We have no objection to the title "custom-built" or the thought of substituting it for amateur-built. Custom-built more adequately describes the aircraft being built under the current regulations. We do have considerable difficulty with the concept encompassed in the various proposed regulations for custom-built. If the Administrator does not look favorably upon our recommendation (1) made in our basic response, the following comments may help while considering our recommendation (2) or in drafting the final rule for adoption. This amendment seems to be pointed towards airplanes. We invite the Administrator's attention to the fact that there are numerous gliders, rotorcraft, manned balloons, etc. that could fall under the broad heading of custom-built aircraft.lt doesn't seem realistic to require a glider to remain in a flight test area for a given number of hours, even if the glider is a new design. We suggest 5 flights fora proven design and 10 flights for other before release from the test area. This would also seem appropriate for manned balloons. 21.196(a) No comment 21.196(b) (1), (2) No comment 21.196(b) (3) We agree the concept of a manual has merit. We believe it would be better identified as a "maintenance manual" and any reference to "operator" removed. We will explain this point later. For several years, EAA has made available an "EAA Service and Maintenance Manual" to its members. EAA would be happy to work with FAA on development of a suitable manual. 21.196(b) (3) (i) No comment 21.196(b) (3) (ii) This requirement is unrealistic and for all practical purposes impossible to comply with "the specification of all materials . . . ". It is not too clear what is meant by "specification"; whatever the intent was, to require it for all materials used in construction is unwarranted. We believe something
along the following line would suffice: "(ii) Identification of the materials used to construct the primary structure of the airframe." 21.196(b) (3) (iii) It is not clear just what is meant by "details." Would the information normally contained on a type certificated
engine identification data plate by acceptable? 21.196(b) (3) (iv) and (v) We agree that this information is essential to the operator and maintenance personnel. We object, however to incorporating these items in the document. Our
reasoning is the FAR 91.31 in effect requires this information
to be carried in the aircraft. While we don't anticipate a voluminous document, most aircraft are limited in space and it is most difficult to protect the document from the elements, sticky hands, and still have it readily available to the pilot. 21.196(b) (3) (vi), (vii), (viii), (ix) No comment. 21.196(x) This requirement is too nebulous to be meaningful. It will undoubtedly be subjected to wide interpretation and various applications by FAA inspectors. In view of the requirements of FAR 43.13 and FAR 43 Appendix D, we believe this item should be changed to read "Scope and detail of items to be inspected to satisfy the requirements of proposed FAR 91.169(d)." 21.196(b) (3) (xi), (xii), (xiii) No comment 21.196(b) (4) and (5) No comment 21.196(b) (6) See comment for item 4 dealing with placards for amateur-built. EAA and its division, the International Aerobatic Club, would be most happy to work with FAA on development of a suitable, reasonable flight test demonstration in order that placard 21.196(b) (6) (ii) if required will be practical. 21.196(c) and (d) No comment
limited or restricted category aircraft or an experimental or
provisional certificate, except a special flight permit, the operator shall also display, near each entrance to the cabin or cockpit, in letters not less than 2 inches nor more than 6 inches in height, the following, as applicable: (1) For limited category - the word "LIMITED.) (2) For restricted category - the word "RESTRICTED." (3) For experimental classification - the word "EXPERIMENTAL." (4) For provisional classification - the word "PROVISIONAL." (5) For exhibition and air racing classification - the
word "EXHIBITION." (6) For market survey, sales demonstration, and customer crew training classification - the word "MARKET SURVEY." (7) For research classification - the word "RESEARCH."
(8) For custom-built classification - the word "CUSTOM BUILT."
9. FAR 43.3
§43.3 Persons authorized to perform maintenance,
preventive maintenance, rebuilding and alterations.
We have no comment except to point out that if our suggestion for item 5 was favorably considered it would require that 45.23(b) (5) be changed. 13. FAR 91.42 No comment
(j) The builder of an aircraft that has a custom-built certificate, who is the holder of a repairman certificate (custom-
14. FAR 91.44
built) for that aircraft, issued under this chapter, may perform
maintenance, preventive maintenance, rebuilding, and alterations, and 100-hour inspections on that aircraft, as provided in Part 65 of this chapter.
As previously stated we do not agree that the past operating history of this type of aircraft warrants the imposition of additional maintenance rules. However, if the requirement is justified for reasons unknown to us, we suggest the following change: "(j) The builder or owner of an aircraft that has a custom-built certificate, who is the holder of a repairman certificate . . . ". 10. FAR 43.7
§ 43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers and appliances for return to service after maintenance, preventive maintenance, rebuilding
or alteration. (g) The builder of an aircraft that has a custom-built certificate, who is holder of a repairman certificate (custombuilt) for that aircraft, issued under this chapter may approve that aircraft for return to service, as provided in Part 65 of this chapter.
§ 91.44 Aircraft having exhibition and air racing, research, custom-built, or market survey, sales demonstration and customer crew training certificates. (a) No person may operate an aircraft that has an exhibition and air racing, research, custom-built, or market
survey, sales demonstration and customer crew training special certificate (1) For other than a purpose for which the certificate
was issued; (2) Carrying persons or property for compensation or hire except for -
(i) Customer crew training in an aircraft having a certificate for that purpose; and (iil Providing flight crew and member training in a research operation, and the carriage of persons, equipment, or material necessary for the accomplishment of a research operation, in an aircraft having a certificate for that purpose;
(3) For the performance of acrobatics at an air show or participation in a closed course air race unless within the previous 25 hours' time in service, the aircraft has
been inspected in accordance with Appendix C of Part 43 See comments in item 9 with reference to "builder and/or owner." 11. FAR 43.17
§ 43.17 Maintenance of custom-built aircraft Each person performing an inspection or other work on an aircraft certificated as a custom-built aircraft shall perform
of this chapter and been returned to service in accordance with that Part; (4) Except under VFR day only, unless otherwise specifically authorized by the Administrator; and (5) Without advising each person carried of the special airworthiness status of the aircraft (b) In addition to the limitations contained in paragraph
the inspection and work in accordance with the applicable
(a) of this section, no person may operate an aircraft that has
maintenance provisions in the "Owner and Operator" manual for the particular aircraft.
a custom-built certificate except in accordance with the restrictions and limitations contained in its "Owner and Operator" manual, and the placards required by this chapter. Subsection 91.44(a) (2) (ii) should be modified to provide the same exception for exhibition aircraft. The carrying of cameras, special effects equipment, etc. and/or special crewmen that are part of the movie, television or similar production should not be considered as the carrying of persons or property for compensation or hire. Such carriage has not been considered "for hire" in past years, but this rule might be interpreted as such the way it is written. 91.44(a) (3) We object to this requirement as being unduly restrictive, an economic burden and not justified from past operating history. We have searched the records to find a case where an inspection conducted in accordance with Appendix D would have prevented the malfunction or accident involved. We do not question the wisdom of taking extra precautions to assure reasonable safeguards for the viewing public. The fallacy of requiring the inspection identified in Appendix D is that it is an over kill and in reality the 100-hour inspection is subject to much interpretation by the operating industry and lacks standard-
We question the necessity for this addition in view of FAR 43.13 and 43.15. However, if the Administrator feels compelled to single our "custom-built" for special maintenance treatment the following wording may be more meaningful to require something along the following line, "Each person performing the inspection required by FAR 91.196 (d) or other work on an aircraft certificated as custom-built shall be guided by the standards recommended by the manufacturer of the product and the information contained in the Maintenance Manual for that particular aircraft." 12. FAR 45.23(b)
§ 4523 Display of Marks: general.
(b) When marks that include only the Roman capital letter "N" and the registration number are displayed on a
SPORT AVIATION 65
ization. Racing and most air shows are a seasonal event with tight schedules. It is common practice to make major overhauls each season or to program progressive heavy maintenance related to the flight schedule. Since this inspection is required to be conducted by a certifica-
hour inspection and been approved for return to service in accordance with Part 43 of this chapter. We see no justification present or future to require the same frequency of inspection as that required for operations carrying
ted agency it makes scheduling of shows and maintenance within
a person for hire. However, if the 100-hour inspection is to be the
the 25-hour limitation impossible. This has a greater impact on
criterion for extending the duration of the special airworthiness,
air show aircraft than on air racing mainly because of the number of events per year. Some operators have air shows scheduled every weekend with hundreds of miles between locations. The only possible solution for most of the air show operators would be to develop a portable maintenance facility and employ full time maintenance personnel to follow the schedule. FAR 91. 163 places a responsibility on both the owner and operator to maintain the aircraft in airworthy condition and FAR 91.29(b) makes the pilot in command responsibile for determining whether the aircraft is in condition for safe flight. If the Administrator believes the above rules are weak, we suggest he consider requiring the pilot to perform an inspection of the aircraft prior to each air show. EAA is willing to work with FAA on the preparation of an inspection guide. In our opinion, the pilot of an air show aircraft is in the best position to determine if the aircraft is airworthy to perform the act. Such inspection could be keyed to the
we suggest the wording "(d) No person may operate an aircraft
specific aircraft and its equipment.
91.44(a) (4) No comment 91.44(a) (5) The requirement for a placard warning the passenger of the special airworthiness status of the aircraft should be sufficient, Therefore, a verbal statement is unnecessary. 91.44(b) See our comment on item 8, 21.196(b) (3) (iv) and (v). We suggest this section be reworded along the following line: "(b) In addition to the limitations contained in paragraph (a) of this section, no person may operate an aircraft classified custom-built except in accordance with the restrictions and limitations prescribed by the Administrator as part of the special airworthiness certificate." 15. FAR 91.161(c) No comment 16. FAR 91.169(d)
§ 91.169 Inspections. (a) Except as provided in paragraphs (c) and (d) of this section no person may operate an aircraft unless, within the preceding 12 calendar months, it has had -
(d) No person may operate an aircraft that has a custombuilt certificate unless within the preceeding 100 hours' time in service or 12 calendar months, whichever provides for the more recent inspection, that aircraft has had a 100-
that has a custom-built classification unless within the preceding
12 calendar months it has had a 100-hour inspection and been approved for return to service in accordance with Part 43 of this chapter." 17. FAR 65.101(g) No comment 18. FAR 65.102
§ 65.702 Repairman certificate (Custom-Built). To be eligible for a repairman certificate (custom-built) a person must (a) Be the builder of the aircraft to which the certificate is applicable; and
(b) Show to the satisfaction of the Administrator, that he is qualified to perform, maintenance, preventive mainten-
ance, rebuilding, alterations and 100 hours inspections on the aircraft components and parts for which the certificate authorizes such performance.
We do not agree with the whole concept of maintenance and airmen proposed by this notice. However, if the Administrator
does not look with favor upon our proposal in the basic letter we offer the following. The repairman certificate should be available to anyone who can show to the satisfaction of the Administrator that he is qualified to perform the privileges of the certificate. We do agree that the skills and techniques involved in building an aircraft are the same ones required for proper maintenance, Therefore, we agree the builder of an aircraft should automatically be considered eligible to apply for the certificate. We have thousands of amateur-built aircraft being maintained by the owner. In the past 23 years, non-builder/owners have proven to be quite skilled and capable of performing maintenance and inspection operations of their aircraft. We therefore recommend 65.102(a) be changed to read "(a) Be the builder or owner of the aircraft to which the certificate is applicable." Our records indicate no problems in maintenance. In connection with part 65 it appears some confusion may be brought about legally by the language proposed for 43.7(g). Part 65 does not contain any authority or privilege for a repairman custom-built.
(Photo by Dick Stouffer)
The Jeri-Copter by John Hughett of Johnson City, Tennessee is an unusual variation of the more common Bensen theme — a tractor version of a one man gyro plane. 66 FEBRUARY 1975
HELP OUR TEAM GET OFF THE GROUHD. Financially, that is. We're confident that the four pilots who will eventually represent the U.S.A. in the first World Precision Flying
Championship can take on the best from any country in the world. And come
PRECISION
FLIGHT
TEAM U.S. Precision Flight Team Fund Suite 623. 806 15th Street, N.W. Washington, D.C. 20005 D Here's my donation of D $5.00 or
D $10.00 or
D $____ Please send me the L'SPFT color decal. D Here's my donation of D $25 or more ($____). Please send me the USPFT embroidered patch as well. D I'd like to try out for the US Team. Please send me more information.
Name_ Street-Zip_ City/StateD Check or M.O. enclosed; or Q Charge to my credit card: PLEASE PRINT D American Express Acct. No. D BankAmericard D Diners Club D Master Charge Make all checks payable to "National Aeronautic Association/US Team Fund" (The National Pilots Association, sponsor of the US Team, is a division of the National Aeronautic Association.) All contributions are fully tax-deductible, and will be promptly acknowledged.
out on top. But first we have to get there. And that's why we're asking for your support. The world competition will take place this August, in Gavle, Sweden. And the National Pilots Association and the National Intercollegiate Flying Association have accepted the responsibility for sponsoring the official US Team. This means raising money now to defray travel expenses for the US Team to and from Sweden and living costs there. And organizing the funding for regional Team try-outs all across America. Matched in Sweden against dozens of other countries, our Team will test its talents in precise aircraft handling and precision navigation —techniques every pilot is taught but which few can do faultlessly. While there have been hundreds of contests for parachute jumpers, airplane racers, aerobats and sailplaners, this is the first World Precision Flying Championship of its kind ever, anywhere. It's a wonderful way to show the world that we're second to none when it comes to pilot skill in light aircraft. And, naturally, we hope you'll demonstrate your support by sending a contribution. Six regional contests during March and April, 1975, are open to all qualified pilots, and the top five finalists from each will participate in the national fly-off in Santa Fe, New Mexico, April 17-20. The four-member US Team will come out of that competition. To thank you for your support we'll send you an official United States Precision Flight Team decal. For a donation of $25 or over, you receive a beautifully embroidered US Team patch as well. All contributions are fully tax-deductible. You can feel free to contribute anything from $1 to $1000. And you can even charge it on your personal credit card. Just fill in the coupon below and get it in the mail to us as soon as possible. Since no agency of the Government is involved in any way, we have to rely on our friends to get our Team off the ground —and over there. This advertisement appears as a public service to the aviation community.
SPORT AVIATION 67
PLEASE REQUEST A REGISTRATION CARD FROM EAA.
Joe Szymanowicz
3202 W. 26 St., Erie, Pa. 16506
Ray, Minn. 56669
John H. Talmage
36 Sound Ave., Riverhead, N.Y. 11901 SPARTAN
B.C.. Canada, V7E, 1M7
Wes Army
15 Rhodes St.. Millbury. Mass. 01527 N-8000K 108-2 (1947)
Milbert Schott
Box 413, Winona-Minn. 55987
N-1981C Cessna 170-B (1954) Wm. A. Schwinn 3758 Anioton Ct., Cincinnati. Ohio 45227 N-8083K 108-2 (1947) Thomas G. Munden 25142 Fourl Rd., Newhall, Calif. 91321 N-4190V Cessna 170(1948) Jim Weir 10682 Esmeraldas Dr., San Diego, Calif. 92124 N-8328K 108-1 (1945) Woody Woodward 4209 Elmer, No. Hollywood, Calif. 91602 N-4635C Cessna 170-B (1953) Ray B. Smith 1265 So. Maple No. 305, Ann Arbor, Mich. 48103 N-8788K 108-1 (1947) L. R. Trumpore 15 Morgantine Rd.. Roseland. N.J. 07068 N-8336A Cessna 170-B (1952) Oscar L Dingman P.O. Box 76. Troy Center, Wis. 53180 N-9405K 108-2 (1947) Elmer L. Williams 255 Fremont Way, Layton. Utah 84041 N-9951 A Cessna 170-A Alfred J Bowers 27 Florida Ave., Rochester, N.Y. 14616 N-40157 108 (1946) Paul D. Hill 1429 Cohassett, Lakewood, Ohio 44107 N-3037B Cessna 195B (1952) Gary M Jones P.O. Box 19342. Dallas. Texas 75219 N-97815 108-1 (1947) Gerald R. Kloostra 6995 Paddock Lane. Jackson. Mich. 49201 N-3463V Cessna 195 George Nelson Box 248, Sugarloaf, Pa. 18249 C-GCRL 108-3 (1948) U. Stoessinger Box 52, Thunder Bay, Ont.. Canada P7C 4V5 N-4394 Cessna 195B (1947) Edward C. Sawyer 3685 St. Gaudens Rd.. Miami, Fla. 33133 N-4745G Cessna 195 (1947) George C. Stevens Box 581, Leland, Mich. 49654
N-90136 Cessna 140 (1946)
STINSON
Evelyn Bailey Shiprock, NM. 87420 N-16190 SR-S-B (1936) Ernest E. Fillmore 139 Spring St., Los Gatos, Calif. 95030 Robert G. Newman Rt. 4. Box 308. Wisconsin Rapids, Wis 54494 N-23705 HW75 (1939) George J. King Box 609, White Sulphur Springs. Montana 59645 Brenton J. Bowen 2212 Reckeweg Rd., Ft. Wayne. Ind. 46804 N-9260H V-77 (1944) William Blair Archer 4409 S.W. 34th Terr.. Ft. Lauderdale. Fla. 33312 Everette R. Jackson 415 Third St., Stambaugh, Mich. 49964 N-60634 V-77 (1942) Carver Rudolph 280 Stanton Dr., Winston-Salem, N.C. 27106 Janet Knowles 1025 Darling St.. Ogden. Utah 84403 N-10453 L-5 Ronald L. Golay 2025 N. College C-234, Ft. Collins, Colo, 80521 George Wamser 46 Glenview Dr.. Decatur, III. 62521 N-259C 108 (1947) Pete Pishotta 636 Chatham, Addison. III. 60101 Steve Scearce Rt. 6. 8B Sourwood Circle. Seneca. S.C. 29678 N-361C 108-2 (1948) D.L.Watford 2229 Fairview Rd., Gadsden, Ala. 35901
N-3162N Cessna N-4042N Cessna N-4048N Cessna N-4214N Cessna N-9430A Cessna N-81071 Cessna N-89382 Cessna
140 (1947) 140 (1947) 140(1947) 140 (1947) 140A (1949) 140 (1946) 140(1946)
E. A. McGuire 3710 Hull Rd.. Huron, Ohio 44839 Richard S. Alien 20130 Thompson Rd., Los Gatos, Calif 95030
N-77273 Cessna 120 (1946) N-1882V Cessna 140(1947)
BEECHCRAFT N-34SE 7W Executive (1940) George S. Mennen Round Top Road. Bernardsville, N.J. 07924 N-51969 Staggerwing D-17 (1944) Lane C. Leonard 20114 E. Damerel Dr., Covina. Calif. 91724 N-17605 7W Executive (1937) Donald E. Dickenson 1617 Dickenson Dr.. Santa Paula, Calif 93060 N-80024 Staggerwing D-17s (1943) D. R. Boice 930 Navajo St.. Farmington, N.M. 87401 N-71C Bonanza D-35 (1953) Barbara Kitchens Rt 1. Box 181A, Milner, Ga. 30257 STAR CAVALIER N-607B Bonanza A-35 (1948) Albert A. Dormaier 512 Newton No. 206. Seattle. Wash. 98109 NC-14860 "A" (1928) Gary L. Hanson 4352 Nicollet Ave., So.. Minneapolis. Minn. 55409 N-3061V Bonanza 35 (1947) Maurice A. Scheirer 1410 E. Highland St., Allentown. Pa. 18103 N-8635A Bonanza A-35 (1949) Geoffrey M. Pickling 6163 Rolling Road Dr., Miami, Fla. 33156 STEARMAN N-108P A75-N1 (1942) William E. Parent 4301 E. 78th St.. Minneapolis. Minn. 55420 BELLANCA N-1350M PT-17 (1942) Glenn G. Davis 111 So. Church St., Schenectady. N.Y. 12305 N-74346 Cruisair 14-13-2 (1947) Lawrence F. Anderson 11221 Mindora St., Los Alamitos, Calif. 90720 N-57041 PT-17 (1941) Joseph F. Atkinson 8329 Fair Oaks Blvd.. Carmichael, Calif. 95608 N-76846 Cruismaster 14-19-2 (1957) Charles E. Alley 910 N. Evergreen St., Burbank. Calif. 91505 N-57811 N2S-1 (1941) Richard I. Sears 103 Park Lane, Concord, Mass. 01742 N-60806 PT-13-D (1941) George R. Parsons 4901 Seminary Rd. 202, Alexandria, Va. 22311 BUCKER N-61496 N2-S3 (1943) Edward W. Brockman 14320 Joy Rd., Detroit, Mich. 48228 N-104A Jungman (1947) Robert L. Bowersox 1774 Kendall Ave., Camarillo, Calif 93010 N-63555 PT-17 (1946) Dick Boisvert 1801 W. 5th St.. Oxnard, Calif. 93030 N-63707 (1941) Jackson F. Reif 515 E. Juniper Lane, Mequon, Wis. 53092 CESSNA N-66557 (1943) Walter Edward Marks 1500 N.W. 182 St., Miami, Fla. 33169 N-1838N Cessna 120 (1946) Dean Kleeman West Point. Nebr. 68788 N-79535 (1942) John B. Ruhlin 2723 Ira Rd., Akron, Ohio 44313
N-9325 A-2 (1929)
ARROW SPORT
N-84077 Aeronca 7AC (1947) Louis J. Grabiec, Jr. 6960 Sy Road, Niagara Falls. N.Y 14304 N-54R PA-12 (1946) Steve Wilson 8392 Iron Gateway, Manassas. Va. 22110 N-84431 Aeronca 7AC (1946) Matt Miller 1098 Sharontown Dr., Stone Mtn.. Ga. 30083 N-4103M PA-12 (1946) Harry K. Mathews RD 1, Kempton, Pa. 19529 N-85366 Aeronca 7AC (1946) Garnett E. Tolbert 317 Smyser St.. York, Penn. 17404 N-7913H PA-12 (1946) Alvin J. Hubler, Jr. Bethlehem Pike, Spring House. Pa. 19477 N-8506B Aeronca 7AC (1946) naniel C. Brawley 304 Ramona Ave., Wenatchee, Wash 98801 N-5232H PA-16 (1949) Howard E. Law 125 Ohio Ave., Ft. Thomas, Ky. 41075 N-1127N Aeronca 7BCM (1947) Daniel F. Carson 209 Riverview Dr.. East. Great Falls. Mont. 59404 N-5714H PA-16 (1949) Thomas A-England. Jr. 103 Conestee Ave., Greenville. S.C 29605 N-2703C Aeronca 7BCM (1947) James W. Jensen 6985 S. Bedford Rd.. Hastings, Mich. 49058 N-285T PA-18 (1951) Verlyn L. Hagen 9700 Celig Dr., Shawnee Mission, KS. 66212 N-3584E Aeronca 7BCM Wesley M. Williams. Jr. RFD 1. LeRoy. KS. 66857 N-7370K PA-20 (1950) George L. Parsons Box 1. Ft. Mackenzie. Sheridan, Wyo. 82801 N-83633 Aeronca 7DC (1946) Melvin B. Hill 102 Ash St.. Danville, III. 61832 N-8546C PA-22 (1953) Herman M. Hellwig 20837 Hellwig Rd.. Box 300. R. 1, Utica. Ohio 43080 N-3360E Aeronca (1947) Robert Whitehead 3191 W. 975S, Fairmont, Ind. 46928 N-3706E Aeronca 11AC (1947) Harold L. Summers Box 191. Brookston. Indiana 47923 PORTER FIELD N-3842E Aeronca 11AC (1947) Edward Scherfling 3965 Pueblo Dr.. Lorain. Ohio 44053 NC-17029 35-70 (1936) John P. Innes 3470 Coldwater Cn., Studio City. Calif. 91604 N-9199E Aeronca 11 AC (1946) John W. Berendt Rt. 3, Cannon Falls, Minn. 55009 N-37764 FP-65 (1941) Bruce A. Martin 147 So. Milton St., Smithville. Ohio 44677 N-22322 Aeronca Chief (1939) M. J. Schultz W178N8778 Queensway, Menomonee Falls. Wis. 53051 RYAN N-33845 Aeronca Chief (1941) Larry R. Hite Rt. 1. Piano. TX. 75074 N-46685 ST-3KR (1941) Bud A. Williams 2423 Cragmont St., Madison, Ind. 47250 CF-XNO PT-22 (1942) C. R "Gogi" Goguillot 953 Kirkmond Cr, Richmond.
N-83075 Aeronca 7AC (1946)
J AERONCA CF-AKN J-3 (1946) M. W I. Smith RR 1, Richards Landing, Ont., Canada POR1 JO " N-21023 Aeronca KCA-8 (1938) GeneO'Lague 3 Cottage Dr.. Watsonville, Calif. 95076 CF-OIK J-3 (1947) M. W. I. Smith RR 1. Richards Landing. Ont, Canada POR 1JO N-36687 Aeronca Defender (1941) Charles B. Markham Rt. 1, Box 22, Country Estates, Amarillo, TX.79106 CF-KKQ J-3 (1947) Thomas Shaw 18 Durham St., Ajax, Ont.. Canada N-36548 Aeronca 65-CA (1941) Jon J. Thompson 7503 Patterson Ave., Richmond, Va. 23229 N-109N J-4A Cub Coupe (1939) Michael A. Fish P.O. Box 411. Lemont. III. 60439 N-1209E Aeronca 7AC (1946) Joseph Karaty Box 102, Unionville, Mo. 63565 N-5869V L4-B (1942) Frederick N. Maire 3500 Granada Ave.. Apt. 356. N-1338E Aeronca 7AC (1946) Roger Bacon 3243 S Magda Dr., Tucson. Ariz. 85730 Santa Clara. Calif. 95051 N-1418E Aeronca 7AC (1946) Robert N. Fitzwater 1036 Menlo Oaks Dr.. Menlo Park, Calif. 94025 N-33561 L-4J (1945) R.E.Townsend 1606 N. 3rd St., Garden City. KS. 67846 N-1882E Aeronca 7AC (1946) Richard W. Knutson 315 Portage St., Lodi. Wise. 53555 N-32686 J-5A (1940) Max L. Laribee 33 Harden Blvd., Camden, N.Y 13316 N-2098E Aeronca 7AC (1946) Robert G. McCoy, Sr. 509 Jefferson Ave., Cambridge. Ohio 43725 N-35028 J-5A (1941) GaryTowner 7452 So. Vance St.. Littleton. Colo. 80123 N-3019E Aeronca 7AC (1946) Henry Law/Warren Cone Glenmere Homesites Rd., Florida. N.Y 10921 N-35175 J-5A (1940) Ralph Blackstock 22 Murray Hill Dr., Charleston. S.C. 29407 N-3504E Aeronca 7AC (1947) Audrey L. Newsome Rt. 5, Mayfield, Ky. 42066 N-38048 J-5A (1941) R. K McGlothlin Andersen Rd.. Box 321. Milford, N.J. 08848 N-81600 Aeronca 7AC (1946) George Schlueter. Crescent Publishing Co., Hills, Minn. 56138 N-40713 J-5A (1941) Edward Ferber 4609 W. 96th Place, Oak Lawn, III. 60453 N-82309 Aeronca 7AC (1946) Hollis Hutchinson 58 Amherst Lane. Wappingers Falls, N.Y. 12590 N-4753H PA-11 (1948) David W. Hunt Revillo. S. Dak. 57259 N-82752 Aeronca 7AC (1947) Enor M. Jacobson, Jr. R. 2. Westby. Wis. 54667 N-4793M PA-11 Thor M. Herseth Tomahawk Resort, Lake Kabetogama,
I VINTAGE AND CLASSIC
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SPECIAL EAA OFFER! EAA Jacket Reduced
The EAA Jacket (not shown) with the triangular white panel is being closed out. Save on the unlined version.
L THE WAY!
Unlined — Medium and Large Only Lined — X-Small, Small, Medium, Large
Each special offer item, enclose $1.50 additional for
postage and handling.
iS&imiL&JitL. *t#£3K<£&£;..
JACKETS & BLAZERS New EAA Jackets incur traditional blue with double white stripes. EAA Patch over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but made of same material as jumpsuit shown above. Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jacket . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) . . . . . . . . . . . . . Liners for above Jackets (order same size as jackets) . . . . . . . . .
$26.95 $15.95 $15.95
Adults — Small
Children — Small (5-8)
Adults — Medium Children — Medium (8-11) Adults — Large Children — Large (10-13) Adults — X-Large
$11.95
Smart new double knit blazer in EAA blue with embroidered EAA Patch. SIZES
Double Knit Blazer.............................. $59.95 (Above Items Postpaid)
Men's Sizes Only — 36-50 Short Men's Sizes Only — 36-50 Regular M n/s s e 'zes On|y —36-5° Long
Note — Orders for Jackets, Blazers and Jumpsuits described on these pages should be sent to EAA Headquarters. Apparel will be snipped (allow 4-6 weeks for delivery) directly from the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight Apparel Lane and Columbia Road RD 4, Hammonton, NJ 08037. Any returns or exchanges must be returned directly to Flight Apparel Industries. All Photos by Lee Fray
JUMPSUITS You've been asking for it for years — an EAA Jumpsuit. Now they are available in knit, polyester cotton and Nomex fire retardant material — also a wild antique airplane pattern. These jumpsuits are tailored and fit beautifully — no baggy look. Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . .
* PUBLICATIONS __ Basic Hand Tools, Vol. 1 __ Basic Hand Tools, Vol. 2 __ Custom Aircraft Building Tips, Vol. 1 __ Custom Aircraft Building Tips, Vol. 2 __
Custom Aircraft Building Tips, Vol. 3
—— Custom Aircraft Building Tips, Vol. 4
$39.95 $27.95 $27.95 $69.95
__
Custom Built Sport Aircraft
__ __ __ __
SIZES 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).
__ __ __ __ __ __ __ __ __ __ __ __ __
Men — 36-50 Regular Men — 38-50 Long
(Above Items Postpaid)
EAA Embroidered Cloth Patches EAA - Small (cap size)......... $ .75 EAA - Medium (3'/2" x 4Vi".. $1.95 EAA - Large (5" x 6") .......... $2.25 EAA Wings........................ $1.50 Aircraft Builder.................. $1.75 Antique/Classic Division ..... $1.75 I.A.C. Division................... $1.95 EAA Vinyl Decals EAA Standard (round)......... $ .50 EAA Winged...................... $. 50 Antique/Classic Division ..... $ .50 I.A.C. Division................... $ .50 Other Metal Aircraft Placards........ $2.50 Flight Bags (14" x 5" x 11'/2") $7.50 Garment Bags (1 suiter)...... $2.25 EAA CAPS EAA (white mesh, blue visor) ............. $3.50 Men's sizes . . . small, medium, large x-large Ladies . . . one size, adjustable to fit all
Jewelry Brooch - yellow gold sunburst with EAA emblem ........... $6.80 Charm - on white gold plate or yellow gold plate........... $ 4.80 Earrings - regular.............. $ 9.80 Earrings - pierced,
Skool . . . . . . . . . . . . . . . . . . . . $3.95 (knit cap, navy and gold)
75
post-type...................... $11.25 Wire type........................ Lapel PinATie Tac (blue and gold)..................... Lapel Pin/Tie Tac (white and gold) ..................... Tie Bar............................
Plans EAA Acro Sport................ Super Acro Sport Wing Drawings...................... Acro Sport Info Kit........... EAA BiPlane P-2................ Pober Pixie . . . . . . . . . . . . . . Farm Type Hangar............
$11.25 $ 3.00 $ 3.25 $ 5.55
$60.00 $15.00 $ 4.00 $27.00 $40.00 $ 5.00
"Fun in the Sun" . . . . . . . . . $5.00 (sailor type • small, medium, large, x-large)
Handbook Design, Vol. 1 Design, Vol. 2 Design, Vol. 3 Engine Operation, Carburetion, Conversion Engines, Vol. 1 Engines, Vol. 2 Engineering for the Custom Aircraft Builder — Hoffman Metal Aircraft Building Techniques Modern Aircraft Covering Techniques Pilot Proficiency Pilot Report & Flight Testing Service & Maintenance Manual Sheet Metal, Volume 1 Sheet Metal, Volume 2 Sport Aircraft You Can Build Tips on Aircraft Fatigue Welding Wood, Volume 1 Wood, Volume 2 Wood Aircraft Building Techniques
EAA Sport Shirts Knit pull over types with zipper at neck. EAA emblem. Sharp in red or blue! Specify color. Small, medium, large, extra-large....................... $12.50
Add 30c postage first publication, 10c each
additional manual.
How to Build the Acro Sport ... $4.50 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30 EAA Air Show and Fly-In Manual $2.80 Golden Age of Air Racing ...... $2.80 Wings of Memory . . . . . . . . . . . . . $2.80 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30 Flying Manual, 1 9 2 9 . . . . . . . . . . . . $2.30 Flying & Glider Manual, 1932 ... $2.30 Flying Miscellany, 1929-33 . . . . . . $2.30 EAA Log Book for the Custom-Built Airplane . . . . . . . . . . . . . . . . . . . . $1.30 Theory of Wing Sections ....... $5.50 Hang Gliding (by Dan Poynter) . $5.25
Miscellaneous EAA Lucite Key Chain .........$ 1.25 EAA Letter Opener........... $ 1.80 EAA Coaster Set (4)........... $ 1.55 (Order Today — A l l items this Section Postpaid)
(All books lower section — Postpaid)
Send check or money order to:
EXPERIMENTAL Al RCRAFT ASSOCIATION P.O. Box 229
Hales Corners, Wisconsin 53130 SPORT AVIATION 71
& MAHOGANY PLYWOOD + > > » Certified spar
AN & NAS Wing
Kits,
Spruce < « < +
Fuel T a n k s , C o v e r i n g Materials SKYBOLT KR1-KR2 VP1-VP2
Kit and component
*> *
HARDWARE
Fuselage Kits,
ACROSPORT ACRODUSTER COOT
AEROBOND
quality
4mm
PITTS SPl VARIVIGGEN STOLP"V-STAR"
prices on request. C A T A L O G
2 1 7 8 (The best adhesive we know of)
|2.00 » 9.50
qf.
ML360 Full 360 Channel Comm Transceiver
Art Air Aviation 850
East (415)
San
Carlos
Avenue
591-2229
days,
San Carlos, California or
355-8076
$630.00
94070
evenings
HATZ CB-1
• A new. light, straight wing, two-place, biplane. • Good performance on 85 H.P. 150 H.P max. Landing at 45 M.P.H. 90 M.P.H. cruise (with 100 H.P.). • Over 450 hours of flight testing. Conventional tube, wood and fabric. • Complete plans, 24 sheets. $75.00. • Three-view and color photo $1.00. • Material kits available.
Write: DUDLEY KELLY Rt. 4, Versailles, Ky. 40383
ML200 NAV/Comm Transceiver 100 Channels Comm & 100 Channel NAV
*$565.00
OLC 30 OMNI/Localizer OBS
*$315.00
FROM PLEASURE TO PLANS
Now you can build a Hatz CB-1.
•BothML200&OLC30 For
$695.00
IF PRICE ISN'T A GOOD ENOUGH REASON TO BUY OUR RADIOS, THEN RELIABILITY & EXTENDED WARRANTY SHOULD BE. Our New Year's resolution? We want everyone to fly our radios, so we're offering them to you directly, at as low a price as we've ever advertised. And the reliability is so good, we're offering a two year warranty. Sport planes, gliders, racers, balloons, experimentals — whatever — TERRA is what flyers are turning to — after all, what could be better than a reliable radio costing less than all
the others? For more information on the complete Terra Corporation line of communication and navigational equipment, write to
VW POWERE
STWSED — FLT. TESTED
SIMPLY BUILT: Only one vertical and horizontal tail. DETAILED PLANS (70 sheets 11 X 17") 1 p.ece bent up alum. gear. Simple 3 bulkhead wood ,„,'. W D I sneeis » , fuselage with no metal fittings or cloth cover. No en- Z-Place VP-2 . . . . . . . . . . . . . . . . . . . . . . "*S3.UU gine mount. Simple wing, plank spars, rib stack-sawed 1.Place VP-1 . . . . . . . . . . . . . . . . . . . . . . * 55.00 from i'„ ply. VW engine requires little more than adding iiiu.tratprJ Rrnehurn 350 prop and magneto. Evans VP highway tows without '""stratea Brocnure . . . . . . . . . . . . . . . . . J.au •57.00 trailer, and stores easily in garage. *57.00 Outside U.S. U.S.
Evans Aircraft Box 744, La Jolla, Calif. 92037 72 FEBRUARY 1975
CORPORATION 3520 PAN AMERICAN FREEWAY
ALBUQUERQUE, NEW MEXICO 87107 \
(505) 345-5621
/
Plane Talk From A C About Reconditioning Spark Plug Firing Ends A properly serviced A C Aircraft Spark Plug can continue to give reliable performance. Some important areas need close inspection and correct handling to fully realize the benefits from a reconditioned spark plug. Here are some good tips to folKIT AVIONICS Build your own Audio Panel, Marker Rcvr, Test Equip. & more. FREE CATALOG
RST POB23233B
San Dieqo, CA 92123
(714) 277-1917
low when servicing the firing end of aircraft spark plugs before electric testing. 1. Keep record of the cylinder position spark plugs were removed from and note their general condition. 2. Degrease the lower two-thirds of
the spark plug, dry with compressed air, and examine the firing end for any obvious damage. 3. Clean the firing end of heavy lead deposits with a vibrator cleaner. 4. Now, use abrasive blast equipment to clean the ceramic tip of other conductive deposits. You should then
SMYTH SIDEWINDER
be able to see any ceramic condition that would be cause for rejection.
1S69 EAA "OUTSTANDING DESIGN"
5. Examine the electrodes for the
NEW
amount of material remaining. If 50% or more remains when compared to a new spark plug, it is okay to continue the servicing operation. 6. Check the gap and if out of suggested tolerance range, regap to the manufacturer's recommendation.
7. Clean the spark plug shell threads of foreign deposits using a wire brush. It will then be ready for applying an authorized thread lube or anti-rust oil on the shell threads. Other servicing operations for the spark plug may be needed before electric testingandreinstallation. The firing end, however, is now ready for another run after this seven-step reconditioning process is completed.
ELECTRIC AIRCRAFT INSTRUMENTS AIRCRAFT ELECTRICAL SYSTEM NOT REQUIRED
All new manufacture, low cost, lightweight instruments for homebuilts: 2% accuracy, dust and moisture proof, lighted, 2'/4"
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 $12500 Plans may be purchased in five - $25.00 packages if desired.
and 3'/8" standard sizes. Send for brochure and price list.
JERRY SMYTH
Box 308, Huntington, Indiana 46750
L & M INDUSTRIES
PO. Box 24522, San Jose, California 95154
COMPLETE HARDWARE SUPPLIES Aqua Glider Eafcy Ace Eaby Great Lakes ED-4 Ccot Bakeng Duce Dyke Delta
Kingfisher Mustang Pazmany PL 1 & 2 Sidewinder Starduster Starlet
T-18 Turner T-40 Bantam
Fly Baby Heath
\
P.per J-3 MutMer
$ 9450 3350 1680 1020
Muffler shroud Tailp.pe
Tailpipe shroud 22 mul'ler
14750
PA-18 PA-105 thru PA-150 muffler
Aeronca 7AC MAC exhaust sysl Pr Heal mu'l Ea
EVERYTHING IN HARDWARE SEND YOUR REQUIREMENTS
Ercoupe 41$C mod
8410 DALLAS
SEATTLE, WA. 98108
—Taylor Mono. The popular single-place low wing, all wood, aerobatic model. 30
48 00 1740
system Pf Carb heat muif
5900 1950
Cabm heat mu'f
1850
84hp.l50hp
10950
shfoud
19 50
Cabin heal shroud 21 50 Taylorcraft C65 B thru BC12D 7200 Heat shroud assy 56 89 Competition Aerobatic Exhaust System without smoke fillings •
pr
Luscombe Crossove
97 50
With smoke fillings -
65 hp •
Rear Crossover RH Stacit l_H Stack Cab.n Heat
3695
shroud
3350
2995 ?995
Luscombe 8A thru
TAYLOR MONOPLANE & TAYLOR TITCH
3500 3500
Carb neat
PA-12 14 16 20.
Others in Process
SPENCER AIRCRAFT INDUSTRIES
Carb Heat Muff Cabin Heat Muff Taylorcraft Model 19
or
11950
200 hp with smoke Pr 13950 Beech Exhaust system Lye 106-180 hp
St
?14 OC
6E Pr
ENGINE MOUNTS
to 60 H.P. 100 mph. with 1300 c.c. VW
J-3 . . . . . . . . . . . . . . . . . . . . . . . . . .
$iu.OO. Taylor inch. A super single place low wing aerobatic tourer/racer. Simple to build wood construction for 40 to 95 H.P. engines. Superb plans for this superb airplane include full size rib sheets, material list, and numerous advisory
Aeronca 7AC, 11 AC ....... T-Craft 65 hp models . . . . . . . .
engine. Excellent plans, fully detailed.
notes. $40.00. Send $3.00 for details,
brochures and colored photo of both airplanes. Construction pictures, per set —
$2.50. These plans are obtainable only from . . .
Mrs. John F. Taylor 25 Chesterfield Crescent Leigh on-Sea, Essex, England
T Craft 85 hp BC12D PA-11 90 hp PA 15, PA-17
..... ........ .........
PA-18, 105. 135, 150
Send for FREE parts catalog.
WAG-AERO, INC. North Road - Lyons, Wisconsin 53148 - 414, 763-9588 SPORT AVIATION 73
SWAGE-IT" YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves Nicopress Oval Sleeves; Zinc Plated: ft
"SWAGE-IT"* TOOLS
H4". 12 for Jl; ijj-, 10 for $1
" !/,", 20cea.; Hz". 2 5 c e a . K«". S O c e a . ; y,". 75c ea.
#2 for K«". %" & W
Nicopress Oval Sleeves $12.50
Stainless Steel Thimbles: I AN 100 C3 %" & %") 8 f o r $ l ; AN 100-C4 (!/.") 6 for $1; AN 100-C5 (%,") 2 0 c e a . AN 100-C6 (!;>") 30cea._____
Galvanized Cable MIL-W-1511A: 7x7, V. He ft.; &". 14cft.; 7«19, %", 19cft.;^ 2 ", 21cft.; 3 /,t". 25c ft.
\
#3 for W, %2", %t" and VV
Nicopress Oval Sleeves $27.50
Tightening bolts applies swaging pressure. 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 1546 Costa Mesa, Calif. 92626 Orders postpaid in U.S.A.- Foreign Orders Add 10%.
BARKER VW Engines - Parts - Fittings Ted Barker Experimental Engines Palomar Airport • Bldg. SE Carlsbad, California 92008 Telephone (714) 729-9468 01 729-9033
FREE INFORMATION (Send stamped sett addressed envelop*!
RAND/ROBINSON ENG., INC
ALL NEW (including case)
HAND BUILT ENGINES DETAILED PUNS & INSTRUCTIONS '45.00 Construction Kits also available
—
VW
5 5 - 1 0 3 H. P. Ready to install.
CONVERSION PLANS by TED BARKER (VW)
—
$5.00
INFORMATION PACK
AND CATALOG
—
$1.00
THE NEW EAA ACRO SPORT - A SPORT BIPLANE FOR EVERYONE!
aco 22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •
NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS, AND "EXPLODED" VIEWS.
•
COMPLETE PARTS AND MATERIALS LIST.
•
INVERTED FUEL SYSTEM DIAGRAM
•
FULL SIZE RIB DRAWINGS
•
METAL OR PLYWOOD TURTLE-BACK
•
COMPLETE CONTROL SYSTEM AND LANDING GEAR DRAWINGS.
•
PROFUSELY ILLUSTRATED BUILDER'S MANUAL.
NOW AVAILABLE ACRO SPORT PLANS Info Pack .................. $ 4.00 COMPLETE PLANS
and Builder's Manual .... $60.00 74 FEBRUARY 1975
Super Acro Sport Wing Drawings
$15.00
EAA AIR MUSEUM FOUNDATION Box 229
Hales Corners, Wisconsin 53130
BUILD YOUR OWN AMPHIBIAN
INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50 Includes *Oil changeover valve *Sump fittings
'COOT
PITTS
Two-Place — Folding Wings —
Towable —
Easy Construction "COOT-A with fiberglass hull. We have hard to build parts and hull shells SEND availatle $3.00 For Specifications Construction Photos — $25.00 Photo. 3-Views, COMPLETE PLANS AVAILABLE Prices and Information Packet MOLT TAYLOR Box 1171 — Longview, Wash. (986:2)
—
SKYBOLT
—
*0il Separator tank
ACRO SPORT
*Dyna Focal Ring Kits *Fuel Tanks • Smoke Tanks *Dyna Focal Rings *Flop Tubes - Wine Fittings Completely welded Complete with Bearings * Stainless Steel Exhaust *"l" Struts • Slave Struts 150-18C and 10-360 200 HP *Pilcl Tubes * Engine Mounts For Complete Listings and Prices Write Tc:
A C R A - L I N E PRODUCTS P
0. Box 1274
Kokomo, Indiana 46901
(317)
453-5795
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-1 D 4-aileron model consisting of 47 sheets of production quality drawings with assembly manuals. We also have a large selection of off-the-shelf parts to facilitate construction. 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
POBER PIXIE MATERIAL ASSEMBLY KITS
PL-4 KITS INCLUDE: Fuselage Material Kit Hardware Kits complete, for wings, fuselage/ landing gear, tail Pre-formed metal & Aluminum parts
Formed Fiberglass components
Cockpit Accessories Landing gear/prefabricated shock struts Tail assembly kit Wing, turtledeck and stringer All Basic Accessories for completion of aircraft
All kits are packaged individually for assembly purchase. Send for FREE illustrated brochure showing kits available. Plans and information packet available from EAA Headquarters.
WAG-AERO, INC. Box 181, North Road,Lyons, Wise. 53148
WINNER OF OSHKOSH 1972 'OUTSTANDING NEW DESIGN1 AND 'OUTSTANDING CONTRIBUTION TO LOW COST FLYING
UNDER CONSTRUCTION AS A TRAINER FOR CANADIAN MINISTRY OF DEFENSE AIR CADET PROGRAM. A SUPERBLY ENGINEERED DESIGN. SAFE AND EASY TO FLY ROOMY COCKPIT — FULL IFR INSTRUMENT PANEL.
50 HP VW TO 100 HP CONTINENTAL FOLDING WING - TOWABLE - ALL METAL - POP RIVETED EASY TO BUILD - AEROBATIC - LARGE BAGGAGE SPACE keep your (light proficiency lor less tuan $2 00/hour INTRODUCTORY PACKAGE 20 PAGE BROCHURE WITH 45 PHOTOS, CUTAWAY. 3-VIEWS. PERFORMANCE FLIGHT TESTS, CONSTRUCTION AND ONE FULL SIZE SAMPLE DRAWING — $3.00
DRAWINGS — $80.00 CONSTRUCT. MANUAL — $10.00 MATERIAL AND HARDWARE KITS SOME PRE-FAB PARTS AVAILABLE PAZMANY AIRCRAFT CORP. Box 80051S San Diego, Calif. 92138
SPORT AVIATION 75
PLANS FOR ALL-WOOD FLY BABY
W AVAILABLE . . .
FOLDING-WING SINGLE-STATER WINNER OF 1962 EAA DESIGN CONTEST.
$25.00
Simplified step-by-step assembly drawings and detailed printed instructions.
PETER M. BOWERS
tooling requirements,
13826 DES MOINES WAY SO. SEATTLE, WASH. 98168
Build Paul Poberezny's latest design, the VW powered Pober Pixie. Features a very roomy cockpit, super short field performance, economical operation and is easy to built. Plans consist of 15 big sheets drawn by Bill Blake who also did the widely acclaimed EAA Acro Sport plans. The Pixie is a very docile little'- sportsplane designed for the pilot who wants an honest, inexpensive fun airplane for weekend and sparetime flying. (
FOUNDATION, INC. BOX 229
HALES CORNERS, WISCONSIN 53130
large flight photo.
HOMEBUILDERS New (Bede 4 Cowl) Tailwind, Cougar, Bushby
I
& II, VJ-22, Loving's Love, Smith Miniplane, T-18, PL-1,
PL-2,
Pitts, Starduster, Skybolt and others.
Marcel Jurca MJ-77 (P-51 % scale) Information Package $5.00
Plans are only $40.00. Mail your check to:
EAA AIR MUSEUM
SEND $1.00 for literature,
specifications, material costi,
Full cowls, tip tanks, wing tips, spinners, prop extensions, wheel pants, engine nucelles, air scoops, Pazmany nose cowls, wheel pants for tri-gear, and bucket seats, prop flange reinforcement. Fiber-glass kits and aircraft spruce. WRITE FOR CATALOG - $1.00
GEORGE & JIM RATTRAY AIRCRAFT PARTS 2357 Afton Road
Beloit, Wis. 53511 (60S) 362-4611
AL BUTLER will do your 49% with PRECISION!
COMPLETE SERVICE Certified aircraft quality material cut to blueprint sizes full
STITS C A T A L O G LISTING
COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce, Pine, Douglas Fir. All Plywoods - Nails
HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wing ribs fabricated j AN hardware packages are complete to conform to plan. \ down to cotter pins and all details.
AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
AEROLITE 306*
CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT STRIPPER, REPAINTING & RECOVERING SUPPLIES.
*
ONE SHOP • ONE STOP
4130 TUBING PACKAGE
KITS MADE UP TO THE SPECS OF AIRCRAFT YOU ARE BUILDING Drag and Anti-drag wires with fittings to your specs. V.W. Prop Flanges - Built by Butler
Full Machine Shop Facilities Modern facilities used for welded
^components, fuselages, gears, etc. Complete follow through on your project. We are a shop, not just a store!
POLY-FIBER AIRCRAFT COVERING PROCESS SERVICE PROVEN, NON-BURNING COMPLETE FABRIC COVERING SYSTEM USING NEW MODERN MATERIALS WRITE OR PHONE FOR CURRENT CATALOG AND DISTRIBUTOR LIST
FAA Facility # 103-13 Patronizedby ParticiiltiHolders
Quafjfy materials and Craftsmanship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
L. Jt. BVfJbEBl
A.H. BUTLER, EAA 57353 R D 2, Box 174 BLAIRSTOWN, NJ. 07825 AC/201-362-6333 76 FEBRUARY 1975
STITS AIRCRAFT COATINGS POST OFFICE BOX 3084 S ^ RIVERSIDE, CALIFORNIA 92509'•> PHONE 714-684-4280
STITS
TAKE CARE WITH TEFLON With the increasing use of Teflon, perhaps it is not out of place to warn readers of certain dangers that can arise in working with this material. The Aeronautical Research Council says that when Teflon is heated above 400 degrees centigrade, highly toxic compounds are evolved. Those working on this material are warned not
to smoke in the vicinity of machining operations which might produce dust chips or particles of the material. They are also advised to wash their hands after working with the material and to examine their clothing for chips or particles which might adhere to it. Timely advice from Model Engineer and Chapter 13 "Dope Sheet".
SHEET METAL SHEARS EAAer Peter Carr, 123 Aphrasia Street, Newtown, Geelong 3220, Victoria, Australia sends along the following tip to homebuilders. A type of tinsnips are made in Germany that are, in Peter's experience, superior to any other he has tried. They feature offset cutting jaws positioned so that one can cut completely through a 12 ft. x 4 ft. sheet without puckering the edges and without cutting one's hand. They are made in West Germany by Robin Solingen, Durchaufachere Nr. 4003. These shears are not presently imported, Peter Carr says, because there is no demand for them and that there is no demand because no one knows about them. Only you can break this circle!
Stan Andrews (EAA 70134) of Church Road, Greenmeadows, N. B., New Zealand built his Taylor Titch in his spare bedroom and assembled it in his garage after 3 years and 10 months labor. It is powered by a 1600cc VW, climbs 600 fpm and cruises at 95 kts. at 3200 rpm, burning 3 Imperial gallons per hour. It stalls at 25 kts. indicated. The VW is equipped with a 54" x 36" prop. Empty weight is 463 pounds and all-up weight is 710 pounds. That's a Fletcher FU-24 in the background — a John Thorp design.
OWN ANY AIRCRAFT ! !
Now, every pilot, not just those with money to burn—can easily own the aircraft of his choice. No cash investment, no monthly payments! Sound impossible? Definitely not. It is being done more and more, every day, by thousands. General aviation is booming and so is the need for aircraft. New, unique puichasing and operating methods give every average pilot the chance to own the aircraft of his choice and make good money at the same time. Tremendous tax advantages for every pilot—not just the ones in a "tax bracket". Get the facts today by sending for this simple, brief, and proven system of aircraft purchase, operation, and ownership. Provides all the info you need to analyze the economics of any aircraft purchase. Shows you step by step how to end up owning your own plane for no cash down and no monthly payments. A proven system in use by thousands. Send $3.50 (fully refundable) to M. D. Wilier & Company, Box 3040E, Long Beach, Calif. 90803
FINISH
mm
MT/QUE or HOME-BUILT, AIRPLANE with Flight Proven
AIRCRAFTFMSHES More than 90 standard colors available for fabric or metal aircraft, plus custom colors matched to your choice. • POLYURETHANE « BUTYRATE • NITRATE • ACRYLIC • EPOXY • ENAMELS • PRIMERS
Contact Randolph Products Company,
BUILD THE ALL-METAL T-18 SPECIFICATION & 3-VIEW . . .$3.00
THORP ENGINEERING CO. P. O. Box 516
for name of nearest distributor.
PLANS. . . .$150.00
Sun Valley, Calif. 91352
.
PRODUCTS CO.
DEPT. S.A., CARLSTADT, N. J. 07072 Specialist in Aircraft Finishes SPORT AVIATION 77
YOU ARE INVITED to send for a free, illustrated
To the author in search ot a publisher
brochure which explains how your book can be published, promoted and marketed. 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 arrange for 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
This is "Miss Cleveland", a completely new Formula 1 racer designed and built by Chapter 127 members, left to right, Jack Dianiska (EAA 26198), Nick Stanich (EAA
7421) and George Larsen (EAA 29936). The trio previously owned and crewed No. 99, which was flown for them on the race circuit by Sal Lanese. Already licensed N-5003 and assigned race number 54 by PRPA, Miss Cleveland will be finished in cream with green and gold trim, Art Chester's old racing colors. Jack Dianiska is also historian for Chapter 127 and writes an excellent monthly column for their newsletter entitled "The Scatter Pylon" — on air racing, naturally.
B & F AIRCRAFT SUPPLY World's Largest Stock of Aircraft Materials for Building or Rebuilding of Experimental, Amateur-Built, Antiques, and Standard Category Aircraft. Schools, Universities, Airport Shops and Homebuilders Inquiries Invited. Catalog $1.00. We Are Direct Mill Agents for Seamless 4130 Chrome-Moly Tubing and Sell for Less than Your Local Warehouse. One Foot or 10,000, Round, Square, Streamline.
WALT FIESCE IN HIS U50 STEERMAN
LIGHT WEIGHT-WHOLE SYSTEM UNDER 16 LBS . 26' LOW POROSITY, STEERABLE CONICAL . STANDARD CATEGORY TESTED TO 5000 LB SHOCK LOAD • PARACHUTE SYSTEM MEASURES 16" WIDE, 12" DEEP, LESS THAN 3" THICK • 120 DAY REPACK CYCLE •PADDED HARNESS • CONVENIENT CARRYING BAG AND INSTRUCTION MANUAL INCLUDED ^B
*
542 EAST SQUANTUM ST . NORTH QUINCY. MASS 02171
"THE PARACHUTE COMPANY WITH IMAGINATION"
78 FEBRUARY 1975
Stock items include: Sitko Spruce, Plywood, Glue, Nails, Aluminum Sheet and Tubing, Trailing Edge, "Hat" Section Aluminum Stringers, Bolts and Hardware, Cables, Pulleys, Streamline Wires, Slip Covers, Fabric, Dopes and Thinners, Engines, Propellers, Accessories, Tires and Tubes, Wheels and Brakes, Plexiglas, Fuel Tank Hardware, Complete Line of Instruments, Hand Tools—Sheet Metal Tools, Welding Kits, Spraying Kits, Riveting Tools, etc. ONE SOURCE SUPPLY — FAST SERVICE — LOWEST PRICES
S 450.00 p p
siRonc f EniERpmsEs, me 617 328 9317
DISTRIBUTORS AND DEALERS FOR THE FOLLOWING NAME BRAND MATERIALS: Van Pelt Corp. Tubing Champion Spark Plugs Sawhill Tubular Products Turco Products — Summerill Tubing (Paint Strippers, Etch, Tube Distributors, Inc. Cleaners, etc.) Razorback Fabrics, Inc. Cooper Industries Flightex Fabrics Acme-Newport Sheet (4130) Ulster Linen Co. Schenuit Tires & Tubes The G'idden Co. (Dopes) Thor Power Tools Aero Supply & Equip. (Plywood) Macwhyte Cables Moule Products (Tail Wheels, etc.) Flottorp Propellers Behr-Monning U.S. Plywood (Weldwood Glues) Wisco Batteries
B & F AIRCRAFT SUPPLY 6141 W. 95th OAK LAWN, ILL. 60453 On Routes 12 & 20 EAA Members 396 and 397
"Since 1937" Phone 422-3220 Area Code 312-422-3221
4130 AIRCRAFT STEEL Round tubing - square tubing - streamline tubing - bushing stocks - steel sheets aluminum sheets, .25c FOR PRICE SHEET
CLASSIC
ivan, ,
clede STUDIOS
Al R
(813) 686-1285
723-S Saratoga Ave. • Lakeland, Fla. 33801
BAKENG DUCE Outstanding, roomy, two-place, basic steel tube fuselage, wood wing. Simple to build. Agile but yet docile. 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
BAKENG AIRCRAFT 19025 92nd West EDMONDS, WASHINGTON 98020
206/774-7846
CUSTOM GRAFTED WOOD KITS A/C SPRUCE, PLYWOOD & SUPPLIES
Wood kits for most homebuilts with parts cus, sanded, ready to assemble. Spar kits with spars beveled and tapered. Acro Sport milled wing kit $398.39. TRIMCRAFT AERO
4839 Janet Rd. Sylvania, OH 43560 419-882-6943______Catalog 2Sc
ATTENTION
SKYBOLT - SPENCER AMPHIBIAN AND SUPER STAROUSTfeR BUILDERS
dT A Picture _ Worth A Thousand Dreams A unique new concept in sport aircraft construction drawings combining the precision detailing of a master perspective draftsman with the artistic presentation of a graphic illustrator. This full color illustration is incredibly detailed and drawn to perspective scale directly from the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify construction details of your aircraft project. Available now with highest quality color reproduction on heavy weight coated matt white stock 18" x 24" n PITTS S-IS CSTARDUSTER TOO "STEPHENS AKRO Price including postage and sturdy mailing tube is $12 for one drawing. S22 for two and $30 for the set of three. (Calif, residents add 6% t a x ) Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118
SPECIAL 310HP Lye. TIO-540-A2B
Complete
with
all accessories, turbo & wastegate. 134OTT, 340 STOH with new pistons,
rings valves & guides. Excellent..... ..................First $3595. Crated 180HP Lye
IO-360-B1E Xlnt Compression.
Using No Oil when removed. Pickled. ...............................$2595.
Hartzell HC92ZK-8D Constant Speed Prop from 180 Commanche, Recent Overhaul ...................... 550. 160HP Lye. 0-320-A2D, Late Eng. Good History ....................... 1695. 125HP Lye. 0-290-G w/Late Cyls... 395. 65HP Cont. ZERO SMOH w/Acess.. 1295.
Send large self addressed, stamped (20c) envelope for FREE CATALOG of the follow. ing: Engines Carburetors, Fuel Pumps, Air Boxes, Magnetos, Oil Coolers, Vacuum pumps & Drives, Propeller Governors & Drives, Alternators, Generators, Starters, Wheels, Brakes, Tailwheels, Tires, Seat Belts, Shoulder Harnesses &
Reels, Parachutes, Helmets. Fuel Valves, Gascolators, Solenoids, Sparkplugs, Primers. Circuit Breakers, Flying Wires, Instruments, Engine Gauges, Stick grips,
Throttle Quadrants, Strobes, etc., etc. Most of the items needed to make your airframe into an airp ane.
WIL NEUBERT 2901 E. Spring St., Long Beach, CA 90806 213/427-4703
SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . . 12 ISSUES FOR $5.00 Because of the tremendous response to our special "warehouse bargain price" sale, this offer has been extended indefinitelyl Added to this SPECIAL are SPORT AVIATION issues for 1972! Go through the following list, pick out any 12 issues and pay only $5.00 for them (instead of the usual $7.20). EAA is making this offer to clear out badly needed storage space. Take advantage of this offer while the issues last. This offer is for issues up to and including December. 1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973, 1974 and 1975. Back Issues Available are the following . . . 1960 - July, September, October, November 1961 - July, August, October 1962 - May, June
1963 - September, October, November, December 1964 1965 1966 1967 1968 1969 1970
-
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.
1971 - January, February. March. April, May. June. July. Sept., Oct., Nov., Dec.
1972 - January, May, June, August, September, October, November, December 1973 - July, August, September, October, November, December 1974 - January, February. March, May, June, July, Aug., Sept., Oct., Nov. and Dec. 1975 - January
8 BACK ISSUES OF AMERICAN AIRMAN 1956 - 61 (Not All Available)
were .50 each — NOW ONLY 25c ppd. Make check or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P. O. BOX 229 HALES CORNERS, WISCONSIN 53130 SPORT AVIATION 79
NEED A & P RATING
Guaranteed to pass written, oral, Practical. All Three Exams in 5 to 14 days. Very Moderate Tuition. Examiner on Staff For Full Information Call or Write: FEDERAL EXAMS
5602 N. Rockwell, Okla. City, OK 73008 405/787-6183
Western Division 4137 Donald Douglas Dr., Long Beach Apt. Long Beach, Calif. 90608 213/429-3315
AIRCRAFT
SPRUCE AND
PLYWOOD
Spars, Stringers, Cap-Strips * Surfaced either two or tour sides. * Plywood and spruce in stock for
immediate delivery. * Dynel Fabric Polyurethane Foam and Epoxy Resins for KR-1 Aircraft. WICKS ORGAN COMPANY
Madison County Highland. III. 62249 618/654-2191 No Collect Calls, Please
BABY "LAKES"
THE PERFECT GIFT
PERFORMANCE-AEHOBATICS-ECONOMY.
BUILD 18 IN. BAND SAW FROM KIT Precision crowned aluminum wheels,
Beautiful, Mahogany Propeller Clocks
ball bearing drive and blade guides.
Send $3 for cutaway drawing and reports Plans $65. Complies with NASAD "AA" quality standards. "New"
distributor for Great Lakes sport trainers and certified parts Send for details. BARNEY OLOFIELO AIRCRAFT CO.
Four feet long. One year warranty on battery operated movement. Battery not incl.
BOX 5974, DEPT B. CLEVELAND OHIO 44101
$89.95 postage paid in U. S. and Canada. M. Steinhilber, Box 441, Shellbrook, Sask. Canada
Forced to Sell One & Only HAWKER II A Pleasure to Fly See January 1975 "Sport Aviation"
r
ALSO KITS for 12 in. Band Saw. 10 in. Tilt Arbor Saw, 6x48 Belt Sander,
Wood Shaper, Comb. Drill Press Lathe Kits from $23.99 to $69.99.
Send $2.00 each for Ptans or 25c for catalog. GILLIOM MFG. CO. Dept. SA 1, St. Charles, MO 63301
1st Finished. ART CHARD, Bronson, Mich. BUILD THE LITTLE D-8 SAILPLANE:
VAN'S RV-3
* All Metal
* Easy to build for beginner and
Will Contribute 10% to EAA.
veterans alike
* Plans — only $39.00 * Brochure — $1.00
HAWKS HAVEN AIRSTRIP
New Auburn Wis.
PACIFIC AIRCRAFT P. O. Box 2191
54757
La Jolla, California 92037
1973 & 1974 EAA Flight Efficiency Winner The total performance homebuilt, Tops 195 mph on 125 hp. Lands 48 mph. STOL. Aerobatic. Aluminum structure. Easy to build and fly. 85 - 150 hp. Parts Available. Brochure $2.00 Plans $75.00
VAN'S AIRCRAFT 22730 S. W. Francis, Beaverton, OR 97005
HAMBURGER-VS-AN HARDWARE
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
Assortment of AN Hardware: Bolts, Nuts, Washers, Pins, Nut Plates, PK's, etc. (all popular sizes). At a fraction of original cost. 10 lb. box only $15.00 Save on 25 lb. or more $1.00/lb. Post Paid. Now that's cheaper than hamburger men (ms) and hamburger doesn't come post paidSHEAFFER SUPPLY 325 Rt. 46-3
Finished spars, stringers, capstrip — All sizes available 2/4" X 6" lengths 10-14'
$1.65 lin. ft. _________
Epoxy Wood Glue
Wood Glue
1 lb. Kit 5 lb. Kit 8 lb. Kit
$ 4.25 9.95 15.05
1 qt. Kit - 5 Ibs
$11.00
1 gal. Kit - 15 Ibs.
$29.90
F. 0. B. Fullerton, Calif.
* Trademark of Ciba Co. Ltd. MAKE BUILDING EASY
MATERIAL KITS FOR EXCEPTIONAL DESIGNS ACRO SPORT KR-2 KR-1 Spar Kit $175.00 Spruce Kit $145.00 Tubing Kit 114.18 Styrofoam 76.12 SKYBOLT Epoxy Kit $24.00/gal. $108.00/5 gal. Spar Kit $1.80 yd. Dynel Fabric 48"
Polyurethane foam available
Tubing Kit
$137.50 $350.00
$209.00
$380.00
Write for detailed listings approved by the designer of this award-winning aircraft. AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Mahogany g0o 450 Thickness 1/32" 3 ply
1 /16" 3 ply 1/8" 3 ply 3/16" 3 ply 3/16"
5 ply
1/4" 5 ply
1.31
Prices per Sq. Ft. Birch M* 49*
"Outstanding New Design" Oshkosh '74
.f^L
j I
Extremely Maneuver yet super-safe Stall/spin-proof, superior utility, 2-place Fiberglass & machined
parts available Technical Report — (25 pages & photo) — $10.00 (airmail)
Complete detailed Plans
(poplar)
1.01 1.07
1.70 1.85
1.0* 1.12
1.76 1J1
1.16 1.23 1.37 1.47
1.91 1.93 2.63 2.67
1.18 1.26 1.39 1.49
1.86 2.18 2.38 2.59
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 FEBRUARY 1975
DON'T BUILD AN 'ORDINARY' AIRPLANE UNTIL YOU'VE SEEN HOW A VARIVIGGEN FLYS!
photo by Don Dwiggins
PAZMANY PL-4
3/32" 3 ply
Rockaway, NJ 07866
HUGHES FPL-16A
AEROLITE*
& Tech. Report — $53.00 (airmail) U-Control Model
R/C,
Plans & photos for scale — $7.95
Model plans only — $4.75 ___
_
_
send SASE for free" catalog; *^Ci"'' ' " is&ec-*'*'*" - •—AA. Category
.;—.-««MrcARptYN R UTAH
714/870-7551
Box 558,
,i-...-s-Mojave, Ca. 93501 *
CALENDAR OF EVENTS Items to appear in Calendar of Events in SPORT AVIATION must be in EAA Headquarters office by the 5th of the month preceding publication date.
JULY 25-31 — FOND DU LAC, WISCONSIN — 10th Annual EAA/IAC International Aerobatic Championships. Sponsored by International Aerobatic Club. Practice Days — July 25. 26. 27. Contest Days — July 28. 29, 30. Rain Date — July 31. Contact Sam Huntington. Contest Chairman. Avery Road. Shady Side. Md. 20867
MARCH 28 - 30 — MANSFIELD. OHIO — Midwestern Symposium on Soaring Technology. Contact: Midwestern Symposium, c/o Amtech Services. RD 8, Box 359. Mansfield. Ohio 44904.
JULY 29 - AUGUST 4 — OSHKOSH, WISCONSIN — 23rd Annual EAA EAA International Fly-In Convention.
APRIL 3-6 — APPLE VALLEY. CALIFORNIA — 1st Annual 49er Gold Cup Aerobatic Contest sponsored by IAC Chapter 49. Four category contest. Apple Valley Resort Airport (80 miles NE of Los Angeles). Contact Jim Rossi. 18558 Mayall St., Northridge. California 91324, (213)
886-7297.
APRIL 6 — MESA, ARIZONA — 9th Annual Desert Sportsman Pilots Association Benefit Air Show Falcon Field. Contact: Bill Bullock. 3325 E. Turquoise Ave., Phoenix. Ariz. 85028 • (602) 996-3586. MAY 3-4 — CORONA. CALIFORNIA — Southern California Regional EAA Fly-In sponsored by EAA Chapters 7. 11, 92 and 494. For information contact Joel Confair, 9661 Rocky Mountain Dr., Huntington Beach. California 92646 MAY 23-26 — WATSONVILLE, CALIFORNIA — 11th Annual West Coast Antique Aircraft Fly-In. Antique. Vintage, Classic and AmateurBuilt aircraft. Static displays, flying events, air show, trophies. Friday and Saturday night get-acquainted parties Sunday Awards Banquet. Contact: W. B. Richards, 2490 Greer Rd.. Palo Alto, Calif. 94303. JUNE 15 — WEEDSPORT, NEW YORK — 2nd Antique-Classic and Homebuilt Fly-In/Pancake Breakfast. Trophies. Sponsored by EAA Chapter 486. Whitfords Airport. Contact Dick Forger, 204 Woodspath Rd., Liverpool, N. Y. 13088.
/
—
AUGUST 24 — WEEDSPORT, NEW YORK — Air Show and Fly-In Breakfast sponsored by EAA Chapter 486 Whitfords Airport. Contact Dick Forger. 204 Woodspath Rd., Liverpool. N. Y. 13088. SEPTEMBER 19-21 — KERRVILLE. TEXAS — Southwest Regional Fly-In. Contact Bill Haskell. Box 1235, Kerrville, Texas 78028. (512) 995-2791
SPORT AVIATION SUPPLY We Carry A Complete Line Of HOMEBUILT MATERIALS 4130 Tubing — Sheet Steel — Rods — Aluminum Sheets — Angles — Flats — Tubing — Aircraft and Marine Plywoods — Hardware — Dopes — Fabrics Props — Gerdes Wheels & Brakes — Tires & Tubes
We Specialize In The Smyth "SIDEWINDER" (Nine Different Kits) SEND FOR COMPLETE CATALOG $1.00
FLIGHT LINE AIRCRAFT SUPPLY 1201 West 37th Ave., U. S. 6 HOBART, INDIANA 46342
\\
join the
EAA
ANTIQUE CLASSIC DIVISION * * * * * * * * * * * READ THE
VINTAGE AIRPLANE EVERY MONTH
STEARMAN! Stearman C-3R! One of the great airplanes of the past you'll read about each month in THE VINTAGE AIRPLANE . one of the great old airplanes you'll see in action at Oshkosh and other fly-ins around the country this summer. Get in on the fun. |0in EAA's Antique/Classic Division Membership is open to any EAA member with an interest in vintage aircraft. Dues are $10 per year You'll get THE VINTAGE AIRPLANE each month, a membership card, the chance to meet a host of new friends with similar interests. A limited number of back issues of THE VINTAGE AIRPLANE are available for $1.00 each.
Join today. Make your checks payable to: EAA ANTIQUE/CLASSIC DIVISION BOX 229 HALES CORNERS, WISCONSIN 53130
SPORT AVIATION 81
D. S. K. AIRCRAFT CORP.
11031 Glenoaks B o u l e v a r d _ _ _ R Pacoima, California 91331j^--"' **J& SITKA SPRUCE MIL-S-6073
Fuel Flowmeter and Totalizer
All sizes available up to 2"xl2"x25r long. 3 /V'x6"x8' -finished 2 sides $1.30 lineal ft. 3
,4"x6"xl4'-finished 2 sides $1.45 lineal ft.
3
/i"x6"x20'-finished 2 sides $1.60 lineal ft. AN-HARDWARE
Edrl ShariH used a FloScan 1 GPH Meter and Totalizer in his Mooney Mark 20
Aircraft & Marine Plywood—Alum. Tubing
when setting a new F A I Class C1B non stop flight n-cord of 1218 miles from
Victoria, B.C. to Tiajuiina. Mexico. He used 46 yal. the Totalizer read 47! W r i t e or call for more
Jtl
information to:
Write ug. We'll send details
AIR SKIMMER
Performance so intriguing the U. S. Navy purchased these plans and the prototype! Folding wings-Cont. or VW, 60-90HP The orginal plans by the design engineer. Info. $3, Plans $65. Special to EAA Members $55 including plans for landing gear. Q! A W J C 180° Carmelo Drive (E) IC1-
FloScan Instrument Co., Inc. 3016
N.E. Blakely St., Seattle. Wa 98105
Telephone (206) 524-6625
READ THE CLASSIFIED ADS
rUAN> CARMICHAEL CA 95608 SOUTH FLORIDA
PLANS NOW AVAILABLE
Homebuilders Supplies, 4130 Sheet and
VJ-22
Solve Your Metal Cutting Problems Homebuilt 80-Inch Bandsaw
"Sportsman" Amphibian 70 aircraft now flying
Tubing. All sizes, any length.
No minimum charge Distributor for all STITS Products. AN Hardware, Etc.
Build it in a few evenings for about $60 using materials you can buy at the
KNAPP AVIATION VJ-11 "Solo" Ham
lumberyard and hardware store. It also has a high speed that zips through wood. Plans and step-by-step instructions $6.00 - check or money order.
Glider Easy to build biplane glider World's first 3
control hang glider Brochure
$2.00
HOMEBILT TOOL COMPANY
Box 2136,
P. 0. Box 764, Miami, Fla. 33148 305/888-6322____________305/887-9186
SAL 2/3 Mustang Miniature Fighter Plans - $150.00 Brochure - $4.00
West Lafayette, IN 47906
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,
CUSTOM BINDERS Now you can keep all of your issues of
VJ-34 5UNFUN
SPORT AVIATION together and in perfect
Fully Controllable «ll M.I.I E.c.ot Fabric Ealy Ta Build Broehuti 12.00
condition for easy reference. Designed in beautiful royal blue vinyl with gold
letters, each binder has metal spines for
know your needs. A 8, B SALES
36 Airport Road Edmonton, Alberta, Canada
403/453-1441
holding twelve issues of SPORT AVIATION or EAA "how to" publications. Copies
may be easily inserted or removed.
Kits for above will be available. Let us
VOLMER AIRCRAFT Box 3222 Dipt. E
—
GLENOALE, CA t12.11
213/2474711
$4.25 EACH OR 3 FOR $11.95 WADSWORTH AVIATION
P. O. Box 281 Lapel, Indiana 46051 Indiana residents add 4% sales tax. Orders outside USA add 25c per binder. "OSPREY 1" FLYING BOAT
• Wood Construction
NEW BIPLANE FROM WICHITA
• Folding Wings
• 60 to 100 H.P. • Stores in Garage • 250 ft. Takeoff
• Easy to Fly • Photo Brochure $3 • Complete Plans $65
GEORGE PEREIRA, DESIGNER/BUILDER OSPREY AIRCRAFT
3741 El Ricon, Dept. SA48 Sacramento, Calif. 95825
Interested in Gyro-coptors? Step up to the real one. The all-aluminum Boomerang WICHAWK-BUILD YOUR OWN. Can be built
2 place side by side. 2 place tandem or 3 place. 3 view drawings with complete specifications and performance data, assembly and weight and balance information with list of drawings *5.0O. Javelin Aircraft Co. Inc., 9175 E«tt Douglas, Wichita, Kins» 67207
uses 65 to 180 hp engines. So rugged it makes a great 2-place dune buggy. Costs no more to build than the little ones. Forget the hard to get high octane gas and the special strips. Take off from and land on almost any terrain and even use car gas in most engines. 1 airframe for one - or two - place construction, ideal for wide range of engines; so adaptable that almost any body can be used. Shown above, the BOOMERANG I, with
NA/AD
a Jerry Barnett body. Kits start at $295.00. Send $5.00 for information package,
$35.00 for complete one or two place plans, to
Wichawk has now b««n granted ClaM AA approval by the National Association of Sport Aircraft Designers. 82 JANUARY 1975
ROTORMASTER AIRCRAFT 2176
Hancock — San Diego, Calif. 92110
SPORT AVIATION SUPPLY LIMITED 1104 Cambie Rd., Richmond Vancouver, B. C., Canada V6X 1L2
604/273-8501
CERTIFIED AIRCRAFT BIRCH PLYWOOD
In stock in thicknesses from .6mm 3-ply thru 6.0 mm 5 ply. Various size sheets. AIRCRAFT
SITKA
SPRUCE (MIL 6070S)
Some Spar quality in 3/i"x53/i" dressed both sides. Regular grade and some other sizes stocked. Prices change too rapidly to publish. Please write for free quarterly catalog. COMPLETE STOCK OF HOMEBUILDERS SUPPLIES, AN, BALSA, AEROLITE GLUE
CORVAIR HI PERFORMANCE EQUIPMENT • ULTRA-COOLER OIL PM » ftOCIER COVER • NCKED J COVE* IRIATHIRJ, • ALUI. «RO«ZE VALVE GUIDES* | IUPEI-FIO* 4 P R O - F L O * OIL PUMP KIT! • HEAT I TREATED. FLAME HEAD HUTS • QUICK SHIFT (IT • 116 S IOKE HEAD GASKETS • CATALOG FREE I ORDER FOR I H.P. lOOK.How u HolrodCORVAIR ERGIIES H.M P. PD. • I FOR REVISED '74 CATALOG
ELECTRONIC TONG EQJIPCTEWT
t^uari/ tu.tiruUrJ pruning tinier renjt J.-* number and lime 10 I/I.000 of a second Tor each competitor wuh ONI Y UVOOi'l'KA IORS. In use four years Kent
for $100 per day. plus shippin,, and insurance costs l:or
ELECTflOMC TWIWG EQUZPTIEWT
SEKD tl.N
BOX 3212
,. A >
SV(
11X122
It SO. EL MONTE. CA 91733
CERTIFIED
P
AIRCRAFT WELDING OUTFITS
L
1/32" 1/16"
A I R C R A F T
Y
W
BIRCH
O
O
D
$8.40 3/32" $1360 3/16" $19.80 9.20 1/8" 15.00 1/4" 25.20
FOB per 4x4' sheet. 20 or more 10%. Cut in half, or smaller for prepaid parcel post and faster service.
Aerobatic Adventure with proven products from Christen Industries
VIOLETTE PLYWOOD CORP.
P. 0. Box 141X
HIVETS USMC MON' I
POP
LUNENBURG, MASS.
BEST ORictS Riv«l« * HO 402 Pulle'I
,'AIVFSS
A.UMNUM
Rivet Kits PL 4 etc
CLOSHJf.0
Fast Mail Sendee
SPORT AIRCRAFT SPECIALTIES !r>i»...l>v WSL ')' P-IJ'Di^li*-.!'!
NEAITFMS
ANH,(.ls«?b«<'0»Ul
i?p & >oo" C'-^ MltSOfl HO Pull*'* P ,1 v..m*
Complete kit as shown includes precision needle valve regulators, set of three welding tips, exclusive Flo-Trol cutting torch and tip, plus the famous Smith airline welding torch.
SASS
•• »!>»' n"^n»
SAS • Box 363 Wenh»m
«
*-
CIK.OS
fen«»'Eo'» T j l ySi
Miss
01984
READ THE CLASSIFIED ADS
Christen 801 Series Inverted Oil Systems for all directdrive Lycoming aircraft engines
CAT. NO. M-247 COMPLETE FOR A SPECIAL PRICE OF
$128.95
WHEELS AND BRAKES
ACCESSORY KIT: 25 Ft. of Hose, Flint Lighter, All New Soft Safety Goggles
New, monufacturtd to F.A.A. Standards. Will fit std. tules
Cat. M-247-100 $21.25
S includes staled bearing. 2.80/2.50x4 ....... 69.50
WAG-AERO Box 181 - LYONS. WISC
5.00x5 .... 4.00x6 ....
53148
... JOJ.50 ......119.50
MASTER BRAKE CYLINDERS Reservoir style with pork ing brake and sealed acrobatic type. New. Mfg. for Cessna, Beech, Piper A.C. J ECT.
THROTTLE QUADRANTS Push-pull controls, ignition switches, volns, primers, rudder pedals, control wheels, etc.
set rous oisrtiturot FO»
Christen Blue Max aircraft engine oil for engine protection under conditions of high stress and zero oil pressure
Christen 820 Seat Belt/Harness System for positive
THfSf HIODUCTS
PRODUCTS CO., INC. P. O. BOX 175
VANDAUA, OHIO 45377
ALCLAD 2024 ROLLED AIRCRAFT ALUMINUM
during unlimited-class competition aerobatic flight
T3 .016 by 36" wide $1 60 per running foot T3 .016 by 48" wide $2.15 per running foot T3 .020 by 48" wide $2.55 per running foot T3 025 by 48" wide $2.75 per running foot
T3 .032 by 48" wide $3.50 per running foot 0 .C20 by 36" wide $1.55 per running foot
0 .040 by 48" wide $2 95 per running foot 0 .040 - 5052 34 1 2" wide $1.95 per runAdd $3 cutting charge for less than 5 ft. Add $2 cutting charge for less than 10 ft. BRAND NEW SHEET FASTENERS ! !
3/32" or 1/8" 37c each - 36c each in lots of 50 - 35c each in lots of 100. Sheet Holder Pliers used — $2.75 pair. RIVETS (GOOD AIRCRAFT)
Lot #1 Mostly 3/32 mixed 95c per pound Lot ft2 Mostly
V-8
CONVERSION KITS COMPLETE READY FOR INSTALLATION
On 289-302-351-400 CID.
NOTICE DEVELOPING TWO NEW ENGINES 2-1 Reduction
1/8 mixed 75c per pound
Lot #3 Mostly 5/32 mixed 50c per pound Be sure to include ampia postage, excess will be returned. 100% money back customer satisfaction guaranteed, if returned within 30 days. Send 25c for brochure
AIRPARTS, INC. 1430 South 33rd Street KANSAS CITY, KANSAS 66106 913, 831-3903
Ford V-8. Now
available for Chevy V-8's. Permits SCALE Fighter Replicas. Designed for installation of constant speed propeller. Custom engine building available. For illustrated brochure, specs, price list, send $5.00.
Pinto and Capri 4 cyl. (2000 cc and 2300 cc) Caori and Mustang II (2600 cc and 2800 cc)
V-6
These
be
engines
could
installed
in
many popular homebuilts with improvement in performance and appearance.
For further information contact us.
CESCHWENDER AEROMOTIVE, INC. Box 6043
Christen 814 flight goggles for wide angle vision and comfort during open cockpit aerobatic flying
Write for free technical brochures and mail order information on these and other new products for aerobatic and sport flying. Christen Industries, Inc. 1048 Santa Ana Valley Road Hollister, California 95023 Telephone: (408) 637-7405
Lincoln, Nebr. 68506
Quality products for sport aviation SPORT AVIATION 83
LETTERS . . . (Continued from Page 5)
It is interesting to note that I can get all the Shell 100 I want delivered to my door with no allocation form. But I will not burn 100 octane
in my plane.
Sirs:
May I report that I am beginning the construction of a Cavalier SA 102.5. Thanks for the encouragement which has prompted my lifelong ambition finally to take the shape of wing ribs and fuselage stringers. For 40 years the idea has lain dormant, but now there is germination, life and growth. I must also credit the EAA Chapter 289 at Sioux Falls, S. Dak. for a major part in the thrust to get going through their fellowship, example and encouragement. As I read SPORT AVIATION'S most recent
issue with the narrative of Sam Burgess's tour around the 48 states in the Acro Sport, an idea came to me: Might not the EAA prepare a special log book, a decal for one's plane, a patch for one's flight jacket, and a suitably designed trophy to encourage others to complete a similar tour? Building a plane is but half of the game; the other half is to use that plane in challenging flying. Such an objective would add spice to our sport. And the trophies would be great things to award at EAA banquets! A trophy for this particular goal might have a 49th leaf to add for those who also flew to Alaska, and a 50th for those who might have the wherewithal to ship their creation to Hawaii and circle Mauna Loa. Perhaps halfway trophies might be awarded to those who made a circuit of either eastern U.S., or the western half. Other objectives might be to tour the Canadian Provinces, and to tour the Central American nations if the red tape wouldn't be too prohibitive. Some might even be prompted to make a circuit of South America.
Rules could be simple: To accomplish the tour in a homebuilt plane of one's own manufacture, and to get a signature from an airport official in the state or nation of the circuit. Perhaps space could be left in the log book for a picture of the plane in front of the airport terminal at erch official stop. No special sequence would be required, nor would a time limit be set for its completion lest excessive risks be encouraged. You have several years to reflect on this idea while I busy myself with my Cavalier's construction. Hope there are some trophies to work for when I fly off my required hours!
Sincerely, Pastor John N. Olson (EAA 61514) Box 465
Wessington Springs, S. Dak.
Dear Dave Scott: Thank you very much for your EAA 80 Octane
Survey. It is very helpful to me since I already had my own private Boycott going on. I no longer buy anything made by Phillips Petroleum. They were the ones who supplied my aviation gas. Since they no longer make 80 octane they don't have anything to sell me. When my present supply of Shell oil is used up there will be no more of their products
used. I no longer buy Mobil anything because they HAVE 80 octane but they WON'T sell it to me. As
absurd as that sounds it is true. They told me I would have to fill out an allocation form and get it approved which I did. Then they said it was too far for them to deliver it. I said I would be glad to bring my barrel up and get it filled. That is when they said they couldn't do that because I was out of their district. So I fly 45 miles to an airport they serve to get my gas and that manager tells me he wishes they would sell it to me because he is having to install another under ground tank because they are forcing more on him than he can sell because that is what his allotment calls for. 84 FEBRUARY 1975
What surprises me is the number of people who don't realize they are damaging their engines by using 100 octane. In answer to Paul's Homebuilders Corner, I, too, know of a case of stuck valves from using 100 octane. I wrote Congressman Barry M. Goldwater, Jr. explaining how most of the planes he saw at Oshkosh used 80 octane and why we needed 80 octane worse than we needed the ELTs that Congress voted for us. I got a very favorable reply from him stating that he had been working on this. If he and some of the other representatives would receive about 45,000 letters on this it would give them more to work with. Another way we might get some attention is next July when Internal Revenue sends us the airport and airways use tax form is to send it back marked aircraft no longer being flown due to lack of 80 octane fuel. Sincerely, Gerald R. Nichols (EAA 74023) R. 1
Lockridge, Iowa 52635 Dear Paul:
Words cannot express my admiration and appreciation for the magnificent job you and your people did at Oshkosh this year. The EAA Convention was truly the best aviation show I have ever attended. The thing that impressed me was the extreme courtesy on the part of everyone. It felt good in these times of stress to once again find people that still have feelings for the other fellow. The countless number of times that EAA officials and other people were observed helping someone out and being just plain friendly. After being in the aviation scene for over 35 years I still am impressed by the "magnificent men and their flying machines." I am looking forward to next year and hope to be there then. Sincerely, Bob Meeker EAA 81128 1052 Roberta Rd. Schenectady, N.Y. 12303
Dear Paul: I would like to caution my fellow EAA members that Mr. Bernd Bartusch (EAA 85367), P.O. Box 49, 8354 - Metten, West Germany now has my plans for various scaled down replicas of World War II aircraft including the 3/4 Messerschmitt Bf. 109B/C and the 4/10 scale Junkers Jn.52 — but does not have design rights to them. Best regards,
Dear Paul: My contribution to the November issue regarding aerobatic restrictions in early Stardust-
erToo has apparently caused some confusion. I would like therefore to clarify and expand on this statement. 1 - This aerobatic caution was nothing new. The Starduster Too was originally built as a nonaerobatic sport biplane. Lou Stolp has never been an aerobatic enthusiast, and, even today, with revised plans, will not claim aerobatic capability for the Starduster Too. I heard him address a Forum full of people at Oshkosh in 1972, and caution the people there against performing aerobatics in the Starduster Too, even though built to the latest plans. 2 -When the plans were revised in 1969, the dates on the original drawings were not changed. To determine if you have the latest drawings, check the front page and the horizontal tail drawing. The front page should contain a summary of a stress analysis by William West, which gives 6 "G" limit loads for the Starduster Too. The tail drawing will show a three point suspension, two bolts in front, and one in the rear. Also four wires on top, and four struts below. 3 - The weak point in the original Starduster was in the tail structure. The revised drawings show a completely redesigned tail with larger andstrongerstructural members as well as additional brace points. Aerobatics with the original tail are likely to deform the structure, sometimes enough to make the airplane very difficult to control. 4 - It is my personal and professional opinion that aerobatics in the Starduster Too are safe, so long as 6 G limit load restriction is observed, at a gross weight not exceeding 1704 Ibs. If aerobatics at a higher gross weight are to be performed, then a new limit load must be calculated, as follows:
1704 GROSS WT
x 6 = New Limit Load
I hope the above information will be useful and agreeable to any Starduster Too owners who may be concerned about the original statement. Jim Osborne, President Stolp Starduster Corp. 4301 Twining Flabob Airport Riverside, Calif. 92509
Herbert Schuntzel (EAA 26137)
c/o Fliegerschule Strobenreuther 8585 — Speichersdorf P.O.
Box 47, West Germany
Dear Mrs. Cox: It took a while but I finally got around to
starting my contributions to the Century Club. I joined EAA in 1968 while visiting the museum
for the first time. I was so impressed by the displays and cleanliness that I had to join. Now I would like to play a small part in keeping the museum going and growing so others can see it in the future. Due to military commitments I have never been able to attend the Rockford or Oshkosh get-togethers but I retire next summer and don't intend to miss any more after that.
Thanks and keep up the good work there at Headquarters! Warmly, Major John E. McMahon PSC 4 Box 17407
APO San Francisco, Calif. 96274
Cassutt HIM built by Robert H. Myers (EAA 37301), 131 North Main St., Columbiana, Ohio 44408. Powered by a Continental 0-200.
MONNETT VW ENGINE CONVERSIONS —
Classified Ads ADVERTISING CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE CLASSIFIED ADVERTISING RATE: — Regular type per word 30c Bold lace type: per word
35c ALL CAPS: per word
40c (Minimum charge $500) (Rate covers one insertion one
issue) CLASSIFIED DISPLAY: $22 00 per inch (2'«
width column)
CASH WITH ORDER Address advertising correspondence to Box 229. Hales Corners Wisconsin 53130
ADVERTISING MANAGER. SPORT AVIATION
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
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 Iniector 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 $1295. FO.B. 1700cc $1395. F.O.B. Send $1.00 for Sonerai information. Monnett Experimental Aircraft, Inc., 410 Adams, Elgin, Illinois 60120. CONTINENTAL — IO-360A, Seventeen hours
since new. All accessories new Arlington,
FOR SALE Aircraft CLIPPED WING CUB — Famous version Manuals, drawings, authorization. Kit includes spar heavy duty strut ends. $50.00.
Virginia. 703-979-7747.
SCORPION S.P. ON SKIDS — Complete less
engine and main rotor blades Extras, large radiator, chain oil bath, white epoxy paint. $4000.00. Earl Burcher, 2239 E. Cheery Lynn Road, Phoenix. AZ 85016. 602/957-2593.
Reed concopyright plates and Wag Aero.
Box 18, Lyons. Wisconsin 53148 MAULE M-5 — Family-Utility-Sport flying all with one. fast, responsive, STOL-SAFE air-
craft. Demonstrations arranged. "Sales and service since 1964". (Dick Robinson, Distributor) Contact Ed Hay (EAA 43260) MidAmerica Maule. Sales Division. 1008 N. Van Buren, Topeka, Kansas 66608. 913/235-6829 ANDERSON-GREENWOOD AG-14 — Antique classic, S/N-4, N3903K. first flight Jan. 53 eng. C90-12FP, TT eng and aircraft 750
hours. Shown at Oshkosh '73 and 74 EAA Fly-In. Excellent flying condition, Mississippi State University Bid File 74-962, Box 5307. Mississippi State. Mississippi 39762. VOLMER SPORTSMAN — Canadian CF-UXM
fuselage, orange, blue, white, wings white, 265 hours since new, engine 0-320-A3B, 150 HP Lycoming, 420 hours SMOH. Tractor. Radio Bendix RT 221 360 Channel, two
years old. Instruments new or certified overhauled exceptional performer, $11.000 to build. $8000 firm Reason for selling,
TEENIE TWO — Project 90% complete. FAA checked off All it needs is an engine and fuel tank Built by metal shop instructor in High School. $85000. R. H Jeffery, P O Box 365, New Cuyama. Calif. 93254. SKYBOLT PROJECT — Sparcraft wings 90%
complete. Kerbie J wing fitting, fuselage, tubing $1000. Clare Spangler, Perry, Michigan 48872 517-625-4517 or 517-625-3606.
OSPREY I SEAPLANE — Inspected and logged for all closures, mounted on custom trailer Gyrodynamics gear reduction castings, machined and drilled for Corvair conversion. Fast sale takes all. $60000. Fred Ulrich, 277 Pomerene Road, Mansfield, Ohio 44905. 419-747-6130
Certain BD customers possess transferable limited offer (expires March 1 75) certificates offering the BD-5J production model for $23.000 instead of the current $29,000 or homebuilt for $19.000 instead of $24,500 Interested in selling my option Best offer. Call (614) 654-9794 or (614) 868-5825.
for private flying. J. W. Bickle, Box 215,
120 Griggs Street, Rochester. Michigan. 313-651-4869 after 6 PM.
MODIFIED — Jeanie Teenie with engine, A65, airframe 85% instruments, radio, etc. $1000 or highest offer. THOMAS PARSON, DUNCANNON. PA. 834-5270.
GREAT LAKES 2T-1A drawings, fuselage
1953 TRIPACER 135 — ceconite covered, transponder. King KX 150A radio/omni, ELT. blue and white. Neponset. III. 309/594-2221 evenings.
RV-3 — Wings, gear, tips, gear mount, more. Trade: Thorp or MMI project or $650.00 cash.
tubing and miscellaneous tooling Sacrifice for $575 Bob Gilliam, 226 Niagara. Denver,
Colorado 80220.
308/632-8015 no collect. Nites.
BD-5A kit, electrical system. 70 HP. dual ignition, wings and flaps 95% complete $2750.00. Glen Bentz, 38 Constellation Drive. Charleston Heights, SC 29405 (803) 5527097.
JODEL F-12 project — 70% complete, all wood construction. Includes gear, wheels, engine mount for 0-290-G, hardware and some instruments. $950 or offer. Must sell, going o'seas. M. Bobbins. 1205 Woodmoor Drive, Monument, CO 80132.
KH-1, ready for covering DOT inspected. 95% material, prop. VW engine Rempel, 48
Lockview. St. Catharines, Ontario. Canada. 1-416-935-9953.
TAYLOR MONOPLANE — 65 HP Lycoming,
custom interior, sliding bubble canopy, folding wings, hi-way towable. wheel fairings, VHT-3, skis, extra engine. $2800.00 - or offer Ty Reed, 144 W Klubertanz, Sun Prairie, Wisconsin 53590.
CONT. A-65 less carburetor. Needs top overhaul. $350.00, or best offer. Call Dave - Ohio. 513-523-3410.
HELP, needed immediately: 4 cylinders for a Lycoming 0-235-C engine. State condition. Write S. C. Myers, 18 Mechanic St., Prattsburg. NY 14873
C85-12F — chrome 0-200 cylinders - 60 amp
alternator - 0-200 carb - 0-200 exhaust starter $1450.00 - also Cessna 140 parts. 4849 James Road. North Ridgeville. Ohio 44039 216-327-8401.
PROPELLERS to TAILWHEELS — Instruments.
Engines, Accessories. Parts, Sparkplugs, Helmets. Manuals. Tires, wheels, brakes, etc. Bass. R. D. 1. Toms River. New Jersey,
Propellers PROPELLERS, Custom wood, epoxy dynel, finish. R. Mende, Rt. 2, Quitman, Ark. 72131. 501/589-2672. PROPELLERS — Custom manufacture, plas-
tic leading edge. 2. 3. or 4 Blade Tractor or pusher Ted's Custom Props , Rt. 3. 9917 Airport Way. Snohomish, Wash. 98200. 206/568-6792
GROUND ADJUSTABLE PROP for VW. Cont..
Lye., up to 125 HP. All wood, lightweight, VW prop - 8 lbs., mirror finish. 2. 3 and 4 blades. Bernard Warnke, Box 50762. Tucson. Arizona 85705.
PROPELLERS — 22 diversified custom pre-
cision machined models. Propeller Engineering Duplicating, P. O. Box 63. Manhatten Beach. California 90266.
1957 TRIPACER — 150 Lye.. 1026 TTAF&E, 465
Lansing Apartments East. Building 1-2d. Ithaca, NY 14850.
Dodge City, Kansas 67801. 316-227-2626
Gerdes Products Dealers Wanted.
STARDUSTER TOO — 100 hrs. airframe. 180 Lycoming TT 650 hours. $9500.00. J. C. Hill.
SMOH. completely restored to mint inside and out, Escort 110, VHT-3. Strobe. ELT. full panel, and a fresh annual. Will trade for best homebuilt. Classic. Antique, or best cash offer over $5000 00. Tony Ceracche, Jr..
less mags. $290.00. Bob Stanton. RR 3.
SAVE $6000: Thinking about buying a BD-5J?
position as helicopter pilot leaves no time Bridgewater. Nova Scotia, 902/543-8854.
LYCOMING, 65 HP in good condition. Complete
Engines PROFESSIONALLY ENGINEERED CONVERSION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2 and other aircraft. Simple, low cost, extremely reliable. Flight tested and proven over 300 hours. 28 page brochure $7.00 ppd. U.S A. Chas. Ackerman. 1351 Cottontail Lane. La Jolla. California 92037. CORVAIR propeller reduction box plans and kits — information $1.00 COUGAR tri-gear plans $10.00. Bud Rinker, 169 El Sueno Road, Santa Barbara. CA 93110. ENGINES WANTED: 0-540 Lycoming engines,
all models, any condition, instant cash. Write Panther Air Boats. 300 Wilson Avenue, Cocoa. Florida 32922 or call 305/632-1722. LYCOMING ENGINES — Homebuilders see
or call us first. We build the best from 0-320
CUSTOM MADE WOODEN PROPELLERS —
Proven design, VW. Continental, Lycoming, others. Recommended by Ray Hegy. Wayne Ross, Box 7554, Phoenix, Arizona 85011 602/265-9622
PROPELLERS — Custom modified metal for
experimental and racing aircraft. Rebuilding, repair, service, all types Prompt attention. ANDERSON PROPELLER CO INC.. DUPAGE COUNTY AIRPORT, WEST CHICAGO. ILL 60185. Phone 312-JU-4-8787
PROPELLERS — VW, Continental. Lycom-
ing, etc Epoxy reinforced tips. M. Steinhilber. Box 441, Shellbrook, Sask., Canada. PROPELLERS: VW. Corvair, Continental, etc. Ray Hegy, Marfa, Texas 79843. PROPELLERS — V. W., Corvair, Continental, etc H A. Rehm, Dousman, Wisconsin 53118.
to 0-540. Call Dick or Gene 1-305/422-6595, 1325 W. Washington Bldg. A-6, Orlando, Florida 32805.
PROPELLERS — Custom wood two and three
WANTED: CONTINENTAL 65 ENGINE —
SENSENICH, wood 60" 49 pitch fits Cont 65. Like new. $100 00 Bob Stanton. RR 3. Dodge City. Kansas 67801. 316-227-2626.
Aeronca, J-3, project. Gary Biagini. 133
Prosser Drive. Monongahela, PA 15063.
blade. VW, Lye.. Cont., Larry Black, Rt. #1. Box 314, Sault, Michigan 49783.
SPORT AVIATION 85
METAL PROPELLERS — Reconditioned Sensenich 76AK-2 for Continental 85 or 90 HP engines. $187.50. Univair, Rt. 3 Box 59, Aurora, Co. 80011. 303/364-7661.
Ballons HOT AIR BALLON — Semco factory has a used, 3 place wicker basket Challenger for Box 514. Griffin, GA 30223. 404-228-4005.
Hang Gliding
Miscellaneous
PLANS AND INSTRUCTIONS — Plans for
Box 246-E, Lomita, California 90717. UNIVERSAL HANGLIDER CATALOG — $1 00,
Box 1860-SA, Santa Monica, California 90406.
Try self-launched flying with a Sailbird HangGlider, the fully adjustable flying machine. Write for catalogue: 3123 N. El Paso, Colorado Springs. Colorado 80907. HANG GLIDING — Designing/Building/Flying
handbook. 200 pages. New edition. $5.95 postpaid. Dan Poynter, Box 4232-A, Santa Barbara, Calif. 93103. HANG GLIDER WEEKLY, $12/52 issues, or trial subscription $2/8 issues. Box 1860-SAa,
Santa Monica, CA 90406.
Books MODERN AIRCRAFT RE-COVERING — Com-
plete manual with 50 illustrations on recovering with Grade "A" cotton or Ceconite. $2.00 postpaid. Airtex Products, Box 177, Morrisville, Pa. 19067. AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised material includes new tables, graphs and photographs. Previous editions used in 30 colleges. $13.95. M.O. with order. Johnson Publishing Co., Dept. S.A., Box 990, Boulder, Colo. 80302.
Books for Aircraft Designers, Builders. Outof-print and current. List 25c. John Roby, 3703T Nassau, San Diego, California 92115.
HOW TO SCROUNGE and build your airplane at minimum cost. The ideas in this manual can save you hundreds of dollars. Tells you how to look, where to go, etc. Send $5.00 to TFM, P. O. Box 552, Escondido, Calif. 92025. ________ ______
LIGHT AIRPLANE DESIGN — 80 pages, 61
figures. 16 photos, 18 tables. Step-by-step guide for amateur designers. No difficult math. $8.00. LIGHT AIRPLANE CONSTRUCTION — for the amateur builder. Sheet metal, fiber-glass, plexiglass, molds, tools, jigs. 311 illustrations, 92 pages. $9.00. PL-4 CONSTRUCTION MANUAL — 104 pages, 394 figures, Team-mate of CONSTRUCTION book. A "must" for amateur builders. Construction tips, VW engine installation instructions, Pop-Riveting technique $10.00. PAZMANY AIRCRAFT CORP., P. 0 Box 80051 S, San Diego, CA. 92138. DESIGN DATA — All aircraft types. NACA Pub-
lications 1915-1958. Reports, Technical Notes and Memorandums. Catalog, $2.50. AER SOC PUBLICATIONS, 1823 N. Sierra Bonita Avenue, Pasadena, Calif. 91104. VOLKSWAGEN EXPERIMENTAL AIRCRAFT ENGINE OVERHAUL MANUAL, $3.00. THE
TWO-CYCLE AIRCRAFT ENGINE, 50 different engines, 20 different designs, $3.00. R. G. Muggins. 4915 S. Detroit, Tulsa, OK 74105. Part-5 Saint US Patent 1,118,237 (Of Special Interest) Beyond Fantastic Seversky (IONOCRAFT) US Patent 3,130,945 Hill (Ionic Propulsion) US Patent 3,095,163 claimed use of his Electronic Propulsion System can propell airplanes over 270 mph to altitudes over 30,000 ft. Had no moving parts (50c per patent number) f r o m Commissioner of Patents, Washington D.C. 20231. 86 FEBRUARY 1975
4751 Hwy. 280 So., Birmingham, Ala. 35243.
sale. Envelope is red, white, black and blue with stars. $4,100.00. Semco Ballon, Rt. 3,
the original Quicksilver (monoplane) and Flexi-Flier (rogallo), Guide to Rogallo Flight, and catalog, $10.00. Information kit, $1.00. Eipper-Formance, Inc., P. 0.
T-18 MACHINED PARTS — 67 parts exactly per Thorp's drawings including canopy latch. Send for list. Dewberry Industries,
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 & SHINN wheels & brake parts. 1" brake lining kit, $6.60, 1" brake shoes $8.25 each, brake dust covers $3.85 each, all for model 6C assy's. Mfg. Firestone & Shinn wheel & brake parts. WHEELER-
DEALER. 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. EAA No. 79. Box 917, Spokane, Wash. 99210. DRAG WIRES, FLYING WIRES, BEARINGS,
ETC. Per AN standards for homebuilts. Send stamped addressed envelope for illustrated list. A. Wheels, P. O. Box 174, Ambler, Pa. 19002. GEE BEE CANOPIES — T-18 Canopies and
windshields fit T-18. Mustang II. Sidewinder, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, % and 7/10 scale P-51's. $170.00 each. Large single place bubble 60"x24"x16" high; small single place bubble - 50"x24'x14" high - $100.00 each. New
Pitts Bubble — $95.00. All canopies untrimmed and in green, gray or clear. "Shipping crate - $30.00" FOB Seattle. Gee Bee, 18415-2nd Ave., So. Seattle, Wash. 98148.
Glen Breitsprecher.
Dynel, fiber-glass, resins, polyurethane foam. Complete supplies. Catalog 25c. Kick-Shaw, Inc., 3527 Hixson Pike, Chattanooga, TN 37415. PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and brakes! 500x5 or 600x6 1974 Production
Cleveland wheels and brakes, brake brackets NOW ONLY $125.00 plus $6.50 postage.
Wheel dust covers $7.50 set. M. B. C. with parking brake $35.00 pair. Bonanza type $35 pair. 500x5 or 600x6 Cessna axles $19.50 each. 1974 600x6/6 tires $17.00.
Also conversion kits for Cessna, Beech, Stinson, Swift, etc. Stamped envelope for free list. Hardwick A i r c r a f t , 1612 Chico, South El Monte, Calif. 91733. 1026 PAGE CATALOG — Aircraft and "G-P"
engines, parts, props, instruments, man uals. Gipsy Major-Tiger Moth parts, man-
uals. Homebuilders plans for aircraft, airboats, Showplanes. (Catalog information) $5.00 North America, $5.40 other countries. "PROVAIRCO", Honey Harbour 4, Ontario, Canada. 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 Al-
varez Drive, Palos Verdes Peninsula, California 90274.
NEW WOBBLE PUMPS united aircraft product, AN4009 type D-2 with handle, $48
each while they last. Javelin Aircraft Company, Inc., 4175 East Douglas, Wichita, Kansas 67207. COMPLETE LINE OF CLEVELAND WHEEL
CONVERSIONS for Cessna, Beech, Na-
vion, Swift and Stinson. Write for quote. Homebuilders 5.00 and 6.00 new magnesium wheels, brakes, covers and bearings $132.50 and $6.50 freight (USA) Amphibious 6.00 x 6 wheels and brakes $223.50 and $6.50
freight. Technical information available. Barney Oldfield Aircraft, Box 5974, Cleveland, Ohio 44101.
SPOKED WHEELS WITH BRAKES — Com-
plete set of plans, with parts sourcing information. 16" - 18" rim size, I'/V axle, use on one or two place aircraft, price $4.50 postpaid. R & B Aircraft Company, RD #2, Box 78, Frankfort, NY 13340. 315/732-6513. ACETYLENE TORCHES — New Uniweld Kits,
$89.95, all you need are tanks. Send check or money order to Midwest Aero Co., P. O. Box 302, House Springs. Missouri 63051. VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING — Upper and lower shell, excellent cooling. $50.00 postpaid. Dick Ertel, RR #7, Quincy, Illinois 62301. ALUMINUM kits; Mustang I, Mustang II. T-
18, Davis DA-2A, Sonerai, drills, reamers, Gerdes wheels and brakes. Send large selfaddressed envelope stamped to: SMITH SUPPLY COMPANY, Route 4, Brown Deer
Lane, Janesville, Wisconsin 53545. COOT BUILDERS! The finest in machined parts, fittings. All parts now available — many in stock. Also custom work. Forney Precision, Inc., Box 75, Cambra, Pennsylvania 18611. WITTMAN TYPE GEAR LEGS — for Tailwind,
Sidewinder, Davis, Daphne, RV-3, and others. Expertly machined and polished from 6150 steel. Write H. C. Lange. R. #1, Merrill, Wis. 54452.
ATTENTION CFI's — Biennial flight review. Ground and In-flight check lists. Provides permanent record. Pad of 40: $3.95. Sample, .50c. Kick-Shaw, Inc., 3527 Hixson Pike, Chattanooga, TN 37415. CANADIANS — Hardware, instruments, steel
sheet tubing; Birch plywood; props, engines; Aerolite glue, Lincoln cloth fabric. Price list available. Leavens Bros., P.O. Box 1000, Malton, Ontario, Canada. CANADIAN KR ENTHUSIASTS — Why pay
more. Eliminate importation problems. Write, phone or visit your ONE STOP KR CENTER, for all your KR-1 and KR-2 building
needs. Wood, foam, epoxy, dynel, engines, props, professional parts—we have them all. Free price list. CANADIAN RAND AVIATION,
Hangar #2, Toronto Island Airport, Toronto M5V 1A1, Ontario, Canada. WELDING ALUMINUM? Try new SUPER ROD
using Propane Torch, no flux required, high tensile strength. Sample rod, specs, instructions $2.00, ten rods, $15.00, postpaid U.S. Roberson & Company, 17 East Thomas, Phoenix, Arizona 85012. LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels. IVi" or 1V4" flat, or %" round spring mounting. $27.95 postage paid. Free brochure. AVIATION PRODUCTS INC., 114 Bryant, Ojai, California 93023. FIRE EXTINGUISHERS — highest quality, lowest prices anywhere. Free literature. Lawrence Hartman, 1637 East Pleasant Valley Blvd., Altoona, Penn. 16602. S MYTH SIDEWINDER BUILDERS — For Sale:
A new pair of wings for Smyth Sidewinder. Don E. Roberts, Noblesville, IN. 317/7730436.
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 $3200 Gal Send for booklet "WOOD/FOAM AIRCRAFT CONSTRUCTION WITH FLYTE BOND EPOXY". CANADIAN
RAND AVIATION, Hangar #2, Toronto Island Airport, Toronto M5V 1A1, Ontario,
Canada AN HARDWARE & FITTINGS — Send 50c for catalog - refundable first purchase. HB AIRCRAFT STANDARD PARTS. BOX 4358. FLINT. MICHIGAN 48504. 313/239-2992.
SPORT AVIATION ANNUAL FILES! Each con-
tainer holds 12 copies 5 year supply, including date labels, $4.95 EAA Chapter 202, Box 202. Panama City. Florida 32401. COOT AMPHIBIAN FIBER-GLASS PARTS —
Special hl-strength fiber-glass as layup used on all parts, can save builder hundreds of labor hours in construction time and reduces weight of airplane Molded hull assembly, foredeck with windshield frame, cabin top. canopy, window kit. (NEW) windows recessed for flush mount from outside Aluminum tail kit, tail fairing and engine pylon kit. Send $1 00 for information package. Shorty Hirsekorn. 105 Rosamond. Houston, Texas 77022.
FLUSH GAS CAP with mounting ring. May be riveted, welded or molded to your tank A quality product machined from solid aluminum $17.95 postage paid. Free brochure AVIATION PRODUCTS. INC , 114 Bryant.
O|ai, California 93023.
CONTROL CABLES fabricated with AN terminals. $2.95 per end for swaging and hydraulic proof testing. Components at competitive prices. Free brochure. AVIATION PRODUCTS. INC.. 114 Bryant, Ojai. California 93023. STITS covering materials in stock: polyfiber yardage, polybrush. polyspray, tapes, etc Write for information. Call orders collect. EAA discount. We will also recover your plane for you. Sugarbush Stits. Box 389. Waitsfield. Vermont 05673. 802/496-2290 WHEEL PANTS — Lightweight. 500 x 5. as
used on Sonerai. $35.00 pr. Split racing type - $45.00 pr
12" aluminum spinners and
backplates - $25.00. "F I & F V formed aluminum landing gears. 5" Azusa wheels and brakes, plexiglass canopys, fiber-glass nose bowls for VW's, Cassutt canopy caps, etc. POSA INJECTOR CARBS — The answer for carb problems. As used on Sonerai. 29. 32,
35. 37 mm models available. $50.00. Why pay more? Include engine type and HP. RIVETS — Cherry commercial "pop type"
rivets. 120° flush or standard protruding head. V," stainless steel, $23.00/1000; '/•" aluminum. $10.50/1000 G28 Hand Rivet
Tool for above plus 120° dimple die $21.00. Send $1.00 for Sonerai information. Monnett Experimental Aircraft. Inc.. 410 Adams. Elgin,
Illinois 60120.
SEXY MODELS — Beautiful custom built
models of your homebuilt, personal, antique, or fighter aircraft. Show your friends
your pride and joy. Send for free information. AIRCRAFT REPLICAS. 3876 W 19th Street. Cleveland. Ohio 44109. BUBBLE CANOPIES — 15x44x11. 20x33x13 $50. 18x46x12 - $60. 20x46x14 - $70. 23x46x15 - $80 20x60x14 - $90 23x60x16 - $100. 2/3
P-51, tandem 23x70x16 - $150. 34x70x21 $200. Tandem drape 23x55x17. open both
ends. $100.
Emeraude windshield and side
panels - $140. Others not listed. Prices in-
clude crating. Excellent optics. Custom work, partial canopies, windshields. Send stamped self-addressed envelope for complete info. BOUWENS AEROSPACE. Twing Road, LeRoy, NY 14482 716/967-8215
FUEL GAUGES — P-51, FOKKER replicas.
antiques, homebuilts. Send 50c piece for information. Ron Sands. RD1-341, Mertztown, PA 19539.
FIBER-GLASS BELLY SCOOP made for a S A L 2/3 P51 Original cost $250.00. will sell for $175.00 brand new. Also have 1 set of Landing Gear, double springs $40 00 brand new Write or call Jack Nagel, 24324 S.E. 473rd. Enumclaw. Wash 98022 Phone 2061 825-4479 evenings
"Retire on five acres adjoining a 2200 foot grass strip. Build home and hangar in the beautiful mountains of Northern Arkansas. Moderate climate, low taxes, sparse population, an adult community. $1000 per acre with terms for qualified couples. Garrett. P. O. Box 14. Clinton, Arkansas 72031 510/ 745-2820". ____
SKIN CLAMPS — for half the price of Clecos. 1/8 dia - kit to make 50 clamps. $11.30. 100/ $20.64. Postpaid Data $.25 Swanson Tool, 4018 S 272nd St.. Kent, Wash 98031.
EPOXY RESIN — Buy direct and save. For use on foam/dynel and wood aircraft (KR1/2 and WAR.) High flexural. tensile and compressive strength. Low viscosity and toxicity. $19.95 gallon plus shipping. Send .50c for catalog and technical bulletin, refundable at $1 00 for first order. MILLIKEN INDUSTRIES. 820 N. Grand Avenue. Covina,
AIRCRAFT ELECTRONICS — New designs
ADF receivers, digitally tuned, $295 complete. EGT, CHT engine analyzers from $49. Engine monitor alarm unit $49 complete. VHP transmit and modulation indicator $19. Crystal Products Company, 375 South Ogden. Denver, Colorado 80209. ALUMINUM — 4 - 4' x 12' x .025", 1 - .032", 1 - .040" all Alclad 2024-T3. Call 414-233-6215 or 233-3339.
HELP! Have one Kerbie-J precut. prefit Pitts Special fuselage kit. $200.00. and shipping. Call Wick. 901/754-4393 evenings.
ACRO SPORT RIBS — complete set. $150.00. Also EAA Biplane rib set. $100.00 Ralph Knight, 322 Lake. Salem. Virginia 24153 HELP! If I haven't called — you must not have a phone!! Need right PA-12 wing. Larry Weeks. 215/493-6705.
VOLKS BUILDERS — New German made 1600cc crank, with Barker prop flange installed by Barker, and bearings No longer needed, building a Starduster. $125.00. R. R. Rhoads, Box 725, Joshua Tree, Calif. 92252.
Parachutes
California 91724.
TUBE FUSELAGE BUILDERS — Tired of ruin-
ing tubing while trying to match the radii, curves of the tail sections for your Pitts. Skybolt. Acro Sport, etc. project? Try our new tubing bender, no heat used, no wrinkling. This is a feeler ad, need to know if enough interested to justify expensive tooling required for quantity production. Plans available at $15.00 Check or MO. to
SURPLUS — Seats — Backs for aerobatics — Homebuilts — Gliders — Aircraft — New Pioneer 26' steerable thin back 435 00 Sky Diving — Para Sails — Brochures & Prices. 313/349-2105 MIDWEST PARACHUTE, NOVI. MICHIGAN 48050.
J & K Welding. RD 2. Sandy Hook. Conn.
Services
06482 EAA 76241.
PORTA CALL — A cordless telephone Take it out to your garage or workshop. Operates like extension phone except its wireless. Write ELECTROPHONICS. 3672 Thor Avenue. Los Alamitos. California 90720.
Various types of aircraft Including homebuilt needed on loan or purchase for permanent exhibition. Send type and picture showing condition to Aviatex, Suite 2, c/o El Rancho Motor Inn, 7802 Lundy's Lane W., Niagara
Falls, Ontario, Canada. C.B. Radios by Kris you need communication in car same as plane. Write, give EAA number for price Aero Components. Box 573, Newark, Ohio 43055 TONY'S TALKING SLIDE SHOWS — Amusing
entertainment by TONY SWAIN. Harvard to Oshkosh - The SE5 Replica - Delano '72 -
Vintage Abbotsford - Waco West - Sport Flying in B C. - Western Warbirds - Rocky Mountain Flying Fever - Cruising Under Sail - and many others. 100 slides with tape $30.00 Write #8 - 2370 Cornwall Avenue Vancouver V6K 1B7, Canada.
HOMEBUILDERS — are you looking for the following - vac pumps, prop governors, fuel injected systems, blowers, cranks. Check with us first. Air Engines. Ltd.. 1325 W Washington, Bldg A-6, Orlando, Florida 32805 or call 1-305-422-6595.
WOOD AIRCRAFT BUILDERS — We supply
kit material to your specification, laminated spars made to your requirements Epoxy,
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.
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-5 BUILDERS Structure and controls modifications by accredited Engineer/Pilots. Drawings, photos and instructions Second Edition. KR-1 KR-2 The missing "HOW TO" plus
drawing and design revisions Assy, instructions backed by Photos or Slides. Send SSAE for detailed breakdown. Gillespie Aero Services. 404 So. Reese Place, Burbank, California 91506. SAVE MONEY — USE QUALITY RUBBER STAMPS — 3 line address stamp only $3.00.
Satisfaction guaranteed. Order yours now. Great Circle Manufacturing Company, Box 173,
Coloma, Wisconsin 54930.
PROTECT important documents, etc. Let me laminate them. Up to 5x7. Send $2 each. Ken Craft. EAA 83061, 1 725 Lincoln Highway East. Lancaster, PA 17602.
Ph. 403/261-3046.
BD-5
BUILDERS ft BUYERS — Free club information. James. Box 151. Pasadena, California 91102.
ART PRINTS EARLY AEROPLANES by distinguished aviation artists Send 25c for illustrated catalogue to: Aeroprint, 405 Monroe. Boonton, NJ 07005.
EAA Aeronautical Engineering Scholarships— Write EAA: P. O Box 229 Hales Corners, Wisconsin 53130 SPORT AVIATION 87
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 en-
gine or 75 hours with a non-certified engine and should have satisfactorily demonstrated its advertised qualities. The FAA Operation Limitation must have been amended to permit flight outside the test flight area.
COUGAR 1 — 12 sheets, black line, full size wing ribs, folding wing modification, $20.00. Order from Leonard Eaves, 3818 N.W. 36. Oklahoma City, Okla. FOKKER DR-1 PLANS $50.00. 16 page Profile
$2.00. Redfern Replica. W. W. Redfern, Rt. 1, Athol, Idaho 83801. EAA BIPLANE P-2 — A fine sport plane for the
amateur builder, 85^150 HP, cruise 105-140 mph. Fully aerobatic. This rugged singleplace biplane has spruce wings, steel tube fuselage, very detailed shop drawings, plus full size wing rib and jig drawing. $27.00 to EAA members. $37.50 non-members (includes one year's EAA membership). Experimental Aircraft Association, P. O. Box 229, Hales Corners, Wis. 53130. WITTMAN TAILWIND W-8 — Two-place,
side-by-side. 85-135 HP Cruise (with 0-200 Cont.) over 150 mph at 5,000 ft. at 70% power. Construction plans and photos $125.00. Brochure $1.00. S. J. Wittman, Box 276, Oshkosh, Wis. 54901.
BANTAM plans. Over 200 sq. ft detailed drawings. All metal construction. Fun to fly. $55.00 for blueprints or $2.00 for
specs, and photos. Bill Warwick, 5726 Clearsite, Torrance, Calif. 90505. CA-65 — Two place sport plane with retractable landing gear. Plans - $110.00. Brochure - $3.00. A. Cvjetkovic, Box 323, Newbury
Park, Calif. 91320. SPEZIO "TUHOLER" — two place, open cockpit, low folding wing. Full size rib drawings, very detailed plans. Info pack - $3.00. Plans - $75.00. William Edwards.
25 Madison Avenue, Northhampton, Mass. 01060. SMITH DSA-1 "Miniplane" Plans. 17 ft. Bi-
plane. Excellent drawings, $25.00. Mrs. Frank Smith, 1938 N. Jacaranda Place, Fullerton, Calif. AIRCAMPER, GN-1 — Complete plans for 65
to 85 HP, 2-place Parasol, all wood and fabric construction. Rib drawing and major fittings full size. $25.00 postpaid. Cutaway and photos, $1.00. John W. Grega, 355 Grand Blvd., Bedford, Ohio 44146.
SHOESTRING — Formula One Racer, sportplane plans available. 3-view, photos, specs., $3.00. Condor Aero, Inc., P. 0. Box 762, Vero Beach, Fla. 32960. 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 Stan-
ley Dzik. Information packet, $1.00 U.S. Bill or Money Order. Plans, four sheets, NOW $25.00. U. S. or Money Order. Postpaid. L. Landermann, 39 Poplar St., SteRose, Laval, Que., Canada. 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. 88 FEBRUARY 1975
HEADWIND B — The original VW powered
airplane with over a decade of success. Excellent plans, $20.00, info, $2.00. Stewart Aircraft Corporation, 11420 Rt. 165, Salem, Ohio 44460. JET ENGINE PLANS — and newsletters, info, .25c. Doyle, Box 310, Montclair, New Jersey 07042. 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.
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.
WANTED: Firewall forward for J-3 CUB; call Keith (days) 814/625-3750 or write at 1305 9th Avenue, Rock Falls, Illinois 61071.
I need materials for my Tailwind project, 4130 tubing 1/4" to 1 1/8", cougar gear legs. Cessna 180 tailwheel. What do you have? S. Kecskes, 4593 Georgia Street, San Diego, Calif. 92116. WANTED FOR SCORPION II — copy of step by
PRACTICAL LIGHTPLANE DESIGN AND CONSTRUCTION FOR THE AMATEUR — has
plans for the Fike Model "D" and sells for just $4.75 plus 35c postage U.S. Fike Model "E" low aspect ratio STOL airplane plans, $35.00, airmail $2.00 extra in U.S. Brochures on both $2.00. W. J. Fike, Box 683, Anchorage, Alaska 99510.
step assembly instructions included in each material package. Obtainable from RotorWay ONLY if you buy their component packages. George D. Barton, 3502 Cortez Drive, Dallas, Texas 75220. 214/352-7327.
Helicopters
P.D.Q. 2 — A super simple, low cost, ultralight aircraft you can build in 6 months at minimum cost. See S. A. October '73, page 39. Completely detailed plans, $20.00. Information free. Wayne Ison, #7 Alpine Lane, Elkhart, Indiana 46514.
SCHEUTZOW HAWK — IT'S REALLY FAST — build an outstanding helicopter; HAWK 90 or HAWK 140; choose single or two place.
Knight Aircraft — Drawings for Knight Im-
— Airfoils, dynamics, power requirements, structures, mechanics, test procedures,
perial, $95.00, Sunday Knight, $95.00. Info
package $3.00. Vernon W. Payne, Rt. 4
Information package contains both designs; specs, 3-view drawings, weight and balance, and performance data. Handling charge, $5.00 SCHEUTZOW HELICOPTER MANUAL $17.00. Add $2.00 for foreign postage. Webb Scheutzow, 451 Lynn Drive, Berea, OH 44017.
Box 319M, Escondido, Calif. 92025. 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, BG-7, BG-12D and BG-12/16 plans from
$35 to $137.50. Information packages: BG-6 and BG-7, $1.00; BG-12D, BG-12/16,
$1.00. Both for $1.75. Sailplane Corporation of America, El Mirage, Rt. Box 101, Adelanto, Calif. 92301. SA102.5 CAVALIER — Never used plans plus newsletters, original $125 - $90 pp. Bob Massey, Box 312, Running Springs, Calif. 92382.
UNUSED plans and instruction - Wendt
EAA Aeronautical Engineering Scholarships—•
Traveler - $40.00; Fly Baby, $20.00 - Both
$50.00. Allan Garner, 1315 Westchester Drive, High Point, NC 27260.
Write EAA: P. O. Box 229 Hales Corners, Wisconsin 53130
SONERAI I & II PLACE PLANS — VW pow-
ered, all metal, folding wing, self-trailering. I - $50.00, II - $75.00. II includes builders manual. Components and kits available. Send $1.00 for information. Monnett Experimental Aircraft, Inc., 410 Adams, Elgin, Illinois 60120.
ADJUSTABLE PITCH PROPELLERS
TRADE — Set of unused Fly Baby plans for a set of Ganagobie plans. Bob Glasford, RR 4, Newton, Iowa 50208.
TAKE THE VW
PLANETARY GEAR DRIVE
GUESS WORK OUT OF PROP. SELECTION a ILADES — 3 BLADES
^
u£HJ!i ™.2?tttn KMUI ,„ „„,_,, f
V W
^ V-«LT °*IVB MORSE CHAIN DRIVE
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.
A,o,lobi. For Alum. F 85 Otd.
. Buick Spec
RAND KR-1 PLANS — $25.00. The VW pow-
ered Styrofoam retractable. Ken Rand, 6171 Cornell Drive, Huntington Beach, Calif. 92647.
FORD-VS LargtCu. In.
FOR REPLICA FIGHTERS CHAIN DRIVE
Chevrolet V-B Alum. Ve^a Pinto Muitang II Falcon And Other*
BUICK-V6-Special CHAIN DRIVE
PLANS VWCOBVAIR DUAL PLUG HEADS MAG. DRIVES S«1f Stirftn
WANTED WANTED: LYCOMING 0-290 through IO-720
runout engines, any condition. Bent flange, busted cranks and cylinders, no problem. Instant cash. Exact condition and best price first letter. Panther Air Boats, 300 Wilson Avenue, Cocoa, Florida 32922. 305/ 632-1722 days.
-
NO ENGINE MODI F ACTION KEQUIREP SELF STARTER EQUIPPED • ALL ENGINES IUILD THEM YOURSELF FROM SCALE PLANS OR • IUY THEM COMPLETE • READY TO INSTALL SCALE PLANS KITS OF MAT.. PARTS. I CASTINGS
FOR INDIVIDUAL ITEM SEND SJ.OO FOR INFO. FOR ALL ITEMS SEND it.00 FOR INFO. PACKET PHOTOS LAYOUTS SPECS DATA PRICES SEND 11 00 EXTRA OUTSIDE U S A
—
INFO PACKIT PRICE REFUHDAKLI
—
VW- BELT DRIVES START AS LOW AS $199" R«oa> To Install
GYRODYNAMIC SYSTEMS P. O. BOX 55 DEPT. -191 R ED LANDS, CALIF. 92373
VW AIRCRAFT PARTS
PROPELLER BOOK FOR SLOW
'SIMPLIFIED'
& Leaf Type
SPEED AIRCRAFT
PROPELLER S
STEEL Si ALUMINUM LANDING GEAR
by R.W. Hovev 14012 Chapter headings include propulsion systems. A/C character-
; istics, pitch analysis, propeller de-
Price List 90c
sign, description & photos showing methods for hand carving props. Includes charts tables, graphs. Well
METAL MASTERS
illustrated. 8 1/2 x 11" size . . . . . . . . . . . . . .
5599 University Avenue San Diego, Calif. 92105 (714) 582-2755
NOW IN STOCK Flying Struts and Strut Tubing
Stabilator Tabs, Control Sticks, Bushings & Other Goodies Send Copy of Drawings for Quote
Monthly Sample Sheet Above VW ENGINE CONVERSION BOOKLET— 32
pages of plans & instructions ....$7.00 VERTEX MAGNETO . . . . . . . . . . . . . . J 1 7 4 . . 0 0
TACHOMETER — Westach, magneto actuated, 3" face, 5000 r p m . . . . . . . . .$38 90 HUBS — Straight or tapered, installation instructions. Request prices. Prices subject to change, PP - USA BAG - 78 E. Stewart, Lansdowne, PA 19050
SHOCK ABSORBING MATERIAL HIGH PERFORMANCE LIGHTWEIGHT 10 YEAR OR MORE LIFE 50% ENERGY REBOUND 3OOO LB LOAD RATING
ANSWER'S IN HERE CONSTRUCTION-SERVICE-REPAIR 14052 14051 14053 14042 14020 14026
Aircraft Drafting & Design 795 Light Airplane Design, Pazmany . . . 8.00 Light Airplane Construction. Pazmany 9.00 Airplane Structural Analysis & Design 4 0 0 Guide To Homebuilts. Bowers Revised 3.95 A/C Weight & Balance Control. Principles,
14007 1 7008
computations, terminology, weight movement, modifications . . . . . . . . . . 4.95 Aircraft Structures, Perry. Pub. 1950 1850 Airframe 81 Power Plant Mechanics Manual.
14012 14013
Propellers Low Speed A/C. Hovey Ducted Fans for Light A/C. Hovey
Zweng. 515 pages
F L Y I N G BOAT A Challenge fo The Home Builder!
14017
Aerospace
Aircraft Woodwork, Spencer
14040
Aircraft Structures For Engineering Stu-
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3.95
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14021
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14014
Custom
Far superior to coil springs or bungy cords Use
m Cub type tension gear or Champ type compression gear Price $21 15 per pair complete with plans for tension or compression gear set up
Build and fly the boat that does not use or need ailerons, elevator or rudder. Information free.
SPRATT CO., Inc. BOX 351
•
MEDIA, PA. 19O63
14032
14028 14031
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Engineered For Safety And Simplicity — VW Powered
of Airfoil Sections for Light
Light Planes -
Welch N E W 14024
14018
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Mac Donald Aircraft Co. Sonoma, CA 95476
J
HERE IT IS!
EASY TO BUILD JET ENGINE
. . . . . . . . . . .
stress analysis . . . . . . . . . . . . . . 7.95 Aircraft Detail Design Manual. Dzik. Fittings. weldments. mounts, specifications, locations. Revised 3rd ed. . . . . . . . . . . . . . 9.95 S t a n d a r d Aircraft Handbook. Fastners, materials, riveting, charts, graphs . . 3.95 Basic Science of Aerospace Vehicles, A & P text. 406 pages . . . . . 13.95 Polyester.
Fiberglass, &
Info, on Other
Plastics. Const methods techniques . 4.00 Maintenance & Repair of Aerospace Vehicles. A & P text . . . . . . 13.95 Lightplane Engine Guide . . . 3.95 Guide To Aviation Electronics. Ferrara. 270 pgs Basic concepts to DME . . . . . 9.95 Modern Welding. Comp t e x t , 712pos. 1,300 illus., Gas & arc, basics to advanced . 12.95
14036
A B C o f Avionics. Parnsh
14037
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14023
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14029
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well
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14002 14039
Fund, of Aircraft Piston Engines . . . Lightplane Construction & Repair .
14016 14041
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14048
Intro. Dynamics of A/C
14030 14044 14054 14005
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For complete info. pkg. with G8-2
3.95 595
A Design Guide
text Theory, operation & maint.
Brochure . . . . . . . . . . . . . . . . . .$3.00 Plans (168 sq. ft.) . . . . . . . . . .$75.00
J. Box S43-S
Electronics for
8.50
800 10.00
14011
2V," DIA
RD «2 Box 78 Franklort. N Y 13323 Tel 315/732 6513
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Please Print
illustrated,
graphs, curves, comparisons and uses book.
Four (4) 8 x 1 0 glossy photos of jet
$1.00
engines, jet hang-glider, jet go-kart. Brochures & catalogs. .00 $16.00 NAME
G8-2-15 Jet Eng.Construction Plans G8-2-40 Jet Eng.Construction Plans
Total For Books Handling Fee Total (U.S Fundsl
Check here if already customer of ours Name
Address. Citv__ State.
SPORT AVIATION 89
STOLP STARDUSTER CORP. 4301
TWINING
RIVERSIDE, CA. 92509
(714)
686-7943 ZENITH
All Metal
85-1SO HP
ACRODUSTER 1 RATE OF ROLL —240"/SEC. BROCHURE $5.00
COMPLETE KIT - $4500.00
AWARD WINNER 1973
A safe economical 2 seater, 26 MPG at 130 cruise on 100 HP. Short field performer. Professionally designed for min. jigs. No air tools required. Building time 1000 hrs. NASAD quality seal for average amateur. Plans $150.00; Info $3.00 Materials, Kits and Parts available. CHRIS HEINTZ 236 Richmond St Richmond Hill Ontario, Canada L4C 3Y8
OrJE-QUARTER INCH TO THE FOOT
SOLID BALSA KIT WW ORIGINAL mo METAL ENGINE & PROP .DETAILED SCALE PWNS f. AMD T6MpUTt SHEET, V
STARDUSTER TOO PLANS $60.00
BROCHURE $2.00
ANTIQUE & AEROBATIC AIRCRAFT PILOTS
available . . . . . . . . . $23.95 W/Ear Ptione Adaptors ^_
Installed . . . . . . . . . $27.95 Sizes: Sml.-med.-lrg.-exlrg.
Hobby Shop /no. 4734 NORTH MILWAUKEE AVENUE CHICAGO, ILLINOIS 6O63O .
PHONE 3 1 2 / 2 8 3 - 6 4 4 6
Leather
earphone adaptors, S3 00 per set. Fully Lambswool lined $26.95 IB new 510. The finest goggle ade. Curved Triplex safety lass. Soft leather lined mask.
Lightweight headband covered with nylon . . . . . . . . . . . . J18.95
Wide vision curved laminated
VSTAR
504 FTOTAGE
Stanton
the finest materials
PLANS $45.00
SALES.TAX
C H A R G E C A R D S ACCEPTED.
New manufacture with lightweight suede lining. Lambswool ear cushions, ltd chin strap. Made from
PLANS $45.00 BROCHURE $2.00
PUISSMTt
'y(/
SEND SOC FOR CATALOG SHEETS & B R O CHURES ON ALL PHASES OF MODEL BUILDING INCLUDING RADIO CONTROL.
Leather Flying HELMETS
STARLET
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• HARDWOOD WHEELS, Y • TV*-COLOR- &ECALS
AIRFOILS NOW
FROM EAA
[glass. Can he wern over glasses. Sturdy lightweight strap. $13.95 pr. Extra smoked lenses $4.00 extra head strap $2.50
BROCHURE $2.00
Mk9 RAF style geggles, English
made with excellent visibility, adjustable center piece. $11.50 pr. Extra tinted lenses $4.00, extra headstrap $1.00.
Pleise write for Free Catalogue.
Styled after the Navy and
ACRODUSTER TOO 2-SEATER PLANS $60.00 BROCHURE $2.00
Army
jacket. warm
and
A2 flight
Both feature quilted
knit
lining,
cuffs
and
waist bands. The A2 is made of fine leather
with
leather
collar.
Navy Style is made of fine goatskin with a Bi-swing back and fur like collar. Satisfaction guaranteed! Sizes 36 to 50, brown only.
Navy Style ....$76.95 Sizes 48-50, add $8.00 A2 Style ......$69.95
GLENN BEETS SPECIAL PLANS $50.00 BROCHURE $5.00 LOWEST PRICES ON 4130 STEEL - 2024-T3 AL. SPRUCE, PLYWOOD, HARDWARE, ETC. CATALOG $2.00
90 FEBRUARY 1975
Enclose sufficient amount for postage. California Residents add 6% sales tax. Please write for Free Catalogue
SPLIT S. AVIATION 15320 Willow Drive Los Gatos, California 95030
THEORY OF WING SECTIONS By Ira H. Abbott and Albert E. Von Doenhoff The best single volume study available on subsonic wing sections. 693 pages include theory, airfoil ordinates, etc.
$5.50 (Includes
hook rate FROM
postage)
EAA Box 229
HALES CORNERS, WISC. 53130
AIRFOILS
Washington By
DAVID H. SCOTT, EAA 1004 1346 Connecticut Ave., Suite 915 Washington, D.C. 20036
Fuel Conservation As this is being written we are awaiting the President's State of the Union Message to Congress which will include definite conservation recommendations for all users of petroleum products. The Ford Administration has already stated that one of its goals is to reduce foreign imports of petroleum by at least one million barrels a day. This would lower the present rate of foreign oil imports from seven to six million barrels a day. The purpose of decreasing this country's dependence upon foreign crude oil has six main objectives: 1. It will be an important factor in reducing our adverse trade balance with respect to the bulge of imports over exports. 2. It will stimulate the more efficient use of energy in this country. 3. It will encourage the use of other fuels for energy production. 4. It will stimulate the search for more domestic oil and natural gas reserves. 5. It will be a chief bargaining chip in the 1975 negotiations with the Organization of Petroleum Exporters (OPEC) with respect to lower world prices for petroleum. 6. It will demonstrate to other nations that the United States is willing to make its share of sacrifices to reduce petroleum consumption. Up to now the Administration has hoped that voluntary curbs on energy use would solve the problem of cutting down on oil imports. This policy has not worked so mandatory curbs will probably be recommended to the Congress by the President. We are not privileged at this time to know what the details of the President's recommendations will be. But it is quite possible that he will call for some or all of these measures: 1. Rationing of gasoline for all motorized vehicles. 2. Substantial tax increases on gasoline to discourage its consumption. 3. A return to fuel allocation for producers and distributors of gasoline with a program similar to the one that was adopted when the 1973-1974 Arab oil embargo was on. 4. A substantial import tax on imported crude oil. It is reasonable to assume that general sport aviation will be called upon to make their share of sacrifices for fuel conservation. It is hoped that no drastic cut backs as were proposed by the Nixon Administration will be attempted this time. General and sport aviation use only a small fraction of the gasoline consumed in this country — approximately seven tenths of one percent of all the gasoline produced nationally. Stopping all production of aviation gasoline would hardly make a dent in any fuel conservation program but it would destroy the entire general aviation industry with the loss of hundreds of thousands of jobs. It is hoped that general aviation spokesmen
will not have to make these points to the politicians and energy allocators again. But there will be pressure put on all petroleum users to make equal sacrifices and therefore it is important that all general aviation pilots understand this. At the same time government officials dealing with energy problems should also understand what general and sport aviation people have done and are doing to conserve gasoline. It is EAA's obligation to publicize as widely as possible the various measures that individual aircraft owners and pilots can take to conserve fuel. Many of these measures have already been advocated by the FAA and other aviation groups. For pilots of sport and recreation aircraft we recommend the following conservation measures: 1. Know the "numbers" for your aircraft — proper power settings for maximum endurance and maximum range. 2. Operate a well maintained engine and a clean airplane for maximum flight efficiency. 3. Plan cross country flights for minimum distance taking into consideration most efficient altitudes in relation to winds aloft. 4. If the flight is for proficiency only plan the maneuvers ahead of time to obtain maximum training. 5. Invite other pilots to share the extra seats for proficiency time. 6. Keep taxiing time to a minimum. 7. Lean the mixture for maximum efficiency. 8. When time permits cruise at maximum fuel economy rather than maximum cruise speed. 9. Call ahead for fuel reservations. The National Business Aircraft Association estimates that it takes one gallon of fuel to carry 9 extra gallons. Carrying unnecessary fuel because of uncertain fuel supplies at destination is inefficient. 10. When weather permits fly VFR to avoid IFR delays and round about routings. FAA air traffic controllers can help in the fuel conservation program by routing aircraft as direct as possible to avoid unnecessary vectoring. General aviation already has good grounds on which to support its need for sufficient fuel to remain operational. The established light airframe manufacturers have done a good job with their national advertising campaigns that point out the fuel economy of light aircraft in comparison with ground transportation. And air taxi companies, both scheduled and charter, are emphasizing the fuel economy of their form of mass transit in comparison with individual automobile travel between many smaller communities. Let us hope that the Administration's proposals for fuel conservation will not be so drastic that they will cripple the industry. General aviation spokesmen can cite the many instances where the light plane offers economical transportation. But pilots should not overlook the important part they can play in operating their aircraft with a constant awareness of fuel economy. Under reasonable government fuel conservation conditions we can continue to enjoy and profit from personal and business flying.