THE HOMEBUILDER'S
Corner
E
(Photo by Lee Fray)
AA'S RECOMMENDATIONS REGARDING FAA's Notice of Proposed Rule Making (NPRM) pertaining to the custom built aircraft have been completed and forwarded to the FAA in Washington for their consideration. This NPRM is quite a crossroads for the amateur-built aircraft program and the various types of aircraft that would be affected. We had to draw heavily upon our many years of working with the movement and we hope that our recommendations will benefit the majority. There must have been either great apathy among aviation people . . . or great faith in EAA Headquarters' ability to provide the correct position on the matter. I hope it was the latter as only some 90 comments have been received by both EAA and FAA on this NPRM — with almost no response from fellow aviation organizations whose members would be directly affected. I realize that it is most difficult for the average EAAer to fully understand the far-reaching implications of this NPRM, what with its constant references to existing FARs — unless one has a copy of all FAA regulations in front of him as he reads over the new proposals. The intent of those within FAA who prepared the proposal certainly was honorable, however, and was meant to give the amateur-built movement the proper recognition it has rightfully earned. But when one considers the total ramifications of the NPRM as it was finally written by the government's legal counsels, we see that a simple effort to improve and recognize the movement does not always turn out that way or in the best interests of all. In situations such as this it is always interesting to read the suggestions of concerned citizens which are submitted to government — suggestions which, if fully implemented into law, would take away additional freedoms we now enjoy. Some recommendations suggested a very detailed and complicated maintenance and operator's manual be made mandatory. Others asked that each builder have a complete and detailed set of drawings for his homebuilt as a required part of his aircraft records. Still others felt that a person building his own aircraft should not be permitted to work on it or relicense it as his familiarity with the machine would breed contempt, so to speak, causing him to be careless in properly maintaining it. The NPRM issued by FAA in response to EAA's petition to eliminate billboard-sized fuselage registration numbers has also been commented upon by EAA Headquarters. Our position is that 3 inch numbers on the vertical fin or rudder are sufficient and that the owner should not be required to change over to the new marking system until he repaints and/or recovers his aircraft, rather than a five year grace period as suggested in the NPRM. Antique aircraft (civil, ex-military, etc.) would maintain the special marking options open to them under present regulations. I again would like to thank each and every one of you who has been able to support our Project Crossroads. The sum of $74,000.00 received to date has been a great help in supporting the work of the EAA Air Museum Foundation. The expansion of maintenance facilities and the initiation of several restoration projects have been made possible. We realize that in these times all are not able to help out, and your many kind letters to this effect are appreciated. January should see the arrival of a great addition to our museum collection: The XP-51, Serial Number 41-38, the first '51 delivered to the U. S. government (in 1941). It is complete and still in its original olive drab paint scheme. It is undamaged and it is hoped that after an overhaul, you will see it on the flight line at Oshkosh and in the Warbird fly-by pattern. One of our Warbird members who operates an Allison engine overhaul shop has volunteered to overhaul the engine. This aircraft is a rare find for us and a most significant aircraft. More about this fine machine later. (Continued on Page 69)
SPORT AVIATION Official Publication of the Experimental Aircraft Association International Inc. An International Non-Profit Organization Dedicated to Aviation Education
JANUARY 1975 Copyright
r
SPORT AVIATION ASSOCIATION INCORPORATED
Vol. 24 — No. 1
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Toward Better Performance, Article \\ ... by Al Backstrom .............. 12 "Happening V" ... by John Parish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 The HA-2 Sportster, An Ultralight Two Place Gyroplane . . . by Martin Hollmann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 New NASA General Aviation Airfoil . . . by H. D. Garner ................. 20 Mid-Eastern Regional Fly-In . . . by Ken Mountain . . . . . . . . . . . . . . . . . . . . . . . 22 A Homebuilt Engine. The Carr VW Twin . . . by David E. Carr ............ 24 D B Hawker II . . . by Kathy Cinquanta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Lowell R. Bayles, Race Pilot . . . by George Hardie, Jr. .................. 28 Thoughts on Mush/Stall/Spin Accidents and How To Avoid Them . . . by Fred E. Weick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Wake Island Scorpion . . . by William J. Kelinbauer ..................... 35 Acroduster \ ... by T. J. Brown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 "Nostalgia" . . . by Wil Neubert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Comments on Winter Aircraft Operation . . . by Bert Bernhoft ........... 48 An Airplane That's PDQ . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 The Designee Corner . . . by Antoni Bingelis ............................ 55 The Duster — An International One-Design For The Other 95% . . . by James H. Maupin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 . . . And From A Builder, A Duster Project . . . by Lt. Scott S. Thomas .... 60 What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Directory of Completed Custom-Built and Restored Aircraft . . . . . . . . . . . . . 66 Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Washington Report... by David Scott................................. 91
Jack Cox
Paul H. Poberezny Publisher
Ray Scholler
Assistant Editor
Editor-in-Chief
Bonnie Soucy
Page 39
Page 50 ON THE COVER ... Wil Neubert s "Nostalgia". Photo by Bill Michael
Bernice Scholler
Advertising Manager
Publication Layout
EAA AVIATION MUSEUM 11311 W. FOREST HOME AVE. FRANKLIN, WISCONSIN (A MILWAUKEE SUBURB) Aviation Museum hours of operation are 8:30 to 5:00 on Monday through Friday — Saturday — 10:00 A.M. to 5:00 — Sundays and Holidays — 1:00 to 5:00. It is closed on New Years, Easter, Thanksgiving and Christmas.
EAA AVIATION MUSEUM FOUNDATION, INC. PAUL H. POBEREZNY, DIRECTOR GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH
SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn.. Inc. and is published monthly at Hales Corners. Wis Second Class Postage paid at Random Lake. Wis 53075 and at Hales Corners. Wis. 53130 Membership rates are $1500 ($2000 after February 1. 1975) per 12 month period of which $10 00 is for the subscription to SPORT AVIATION. Membership is open to all who are interested in aviation. FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail Air Mail delivery is available. See Ad Section for rates 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
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NIZATION THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. PRESIDENT PAUL H. POBEREZNY 9711 W FOREST PARK DRIVE
HALES CORNERS, WIS.
VICE-PRESIDENT RAY SCHOLLER 453 FIFTH STREET RANDOM LAKE, WIS.
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EAA AVIATION MUSEUM FOUNDATION, INC. OFFICERS PRESIDENT PAUL H. POBEREZNY 9711 W. FOREST PARK WIVE
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LETTERS TO THE EDITOR Dear Paul I have several comments I would like to make concerning EAA: 1 After reading the piece on the grand champion Starduster Two. I do not agree with
the selection. This man did not build this plane We talk about 'rolling your own 1 and then we give the grand award to a man who did not do it himself but rather had someone do it for him. This is not a homebuilt aircraft. As the article
states, experts were sought out to build various parts of the plane This plane is |ust an example of the almighty dollar. Isn't there some way to prevent this sort of thing Why not have the builder sign an affidavit as to what part of the
plane he built The purpose of the EAA is to promote craftsmanship not to find out who can afford to have subcontractors. 2. The EAA worked long and hard for a way to evaluate homebuilt plans. We finally got the NASAD What happened7 A handful of the homebuilt designers have submitted their plans to NASAD for approval I see no reason why SPORT AVIATION should accept advertising from those without the NASAD Quality Seal 3. I was very glad to see photos of the EAA staff in the August issue of SPORT AVIATION.
I do think Jack Cox could have been more
to NASAD otter plans that would easily meet
any case, it was not my original intent to make
NASAD requirements for approval. As a non-
this note so long, it just happened.
profit association, we would be hard pressed to legally /ustify refusing such a member's ad. This is one of the technicalities that resulted in NASAD being formed as an organization independent of EAA in the first place. Comment No. 3 - Would you believe our
for the tremendous effort and devotion you have made in building the EAA over the years It is truly a great organization and you certainly deserve the greatest praise in the contributions you have made Please keep up the good work.
layout man thinks the pages of SPORT AVIATION are too crowded7? Comment No. 4 - EAA President Paul Poberezny has investigated this incident and has discovered the identity of the offenders. The two ladies in question were Paul's mother and his elementary school teacher and principal, both in their late 70's. After trudging down the long line of show aircraft, they were being
given a ride in one ol the official EAA vehicles back to the public area and had stopped to watch a portion of the air show. The ladies do
admit to partaking of a little Coke laced with a touch of brandy . . and have been appropriately reprimanded by President Paul, along with the driver who shall remain nameless, but
will be closely watched at Oshkosh '75 Comment No. 5 - A complete, item-by-item EAA financial report, such as is presented to the officers, directors and trustees of the EAA and EAA Museum Foundation each year by our auditing firm, would take a couple ol entire issues of SPORT AVIATION to print. The type of report that is reprinted in SPORT AVIATION each year is the type most organizations present to their membership, including the largest corporations in their annual reports to their stockholders Any member who wishes a more detailed look at EAA's finances may come to EAA Headquarters and examine the records which are of particular interest to him.)
In closing. I personally wish to thank you
Yours truly. Lawrence Kolze 437 S. Addison St. Bensenville. III.
Dear Mr. Poberezny: Your support of the aviation Exploring program of the Boy Scouts of America has been brought to my attention. We are pleased with your interest in our young adult program and
hope many of your association members will also join with us in support of the youth of America.
I want to thank you on behalf of the Boy Scouts of America for the Foundation sdonation to the aviation Exploring program in the aggregate of S10.500 The material contributed will add significantly
to the quality of program received by many of our Explorer posts interested in aviation Pro-
jects such as these, which involve craftsmanship and working with one s hand and mind, will truly cause the character development for which we strive. Again, thank you for your personal interest and the support provided by the EAA Aviation Museum Foundation Sincerely. Alden G. Barber
Chief Scout Executive Boy Scouts of America North Brunswick, N.J. 08902
careful in the layout of the photos. There was
great Convention), you were not allowed to
Dear Paul: Theenclosed S30 00 donation check is the result of your recent letter for EAA Pro|ect Crossroads. I'm sure you are extremely busy, but I
take food or drink on the flight line. Right?
just wanted to drop this short note to at least
- with a total value of $10.500 EAA President
I tried to take a cup of ice on one day and was
give you some feedback on your efforts.
Paul Poberezny serves as a member of a national committee set up to advise the Explorers.)
a lot of wasted space This seems to happen quite a bit 4. At Oshkosh 74 (which I thought was a
stopped During one of the air shows, I saw an EAA official with an EAA official car drinking
beer with a couple of his friends (male and female) while parked watching the air show. The vehicle was a Chevy Blazer which may help with the i.d. 5. The EAA financial report appeared on page 72 of the September issue of SPORT AVIA-
TION. As president of Chapter 507. I would like to have a more detailed report to show our membership. Is it possible to get a complete financial report? It may not seem so. but I am not trying to find fault with EAA and staff I am only interested in the greatest good for the greatest number of people I would like to see this letter in the "Letters to the Editor." Warm regards. George Watson EAA 39087 645 Evergreen Dr. East Palestine. Ohio 44413 President Chapter 507
I have personally visited the Museum on
plans and a quantity of EAA "how-to" manuals
several occasions and was quite impressed with the contents, the neat and well kept facilities,
and the courteousness of the people there If the expansion of this facility can be obtained
with this same policy. I can't see how it can be anything but a huge success I have never previously written any letters to EAA although I've been an early member and an aviation enthusiast for a long time, however, in viewing EAA over the years it seems to me
that there is now enough talent available throughout the organization where EAA could
undertake a project that would truly put an airplane into the hands of a novice flyer of moderate income I recognize that the EAA is very diverse in what members think should be
the ideal airplane, but it seems to me that some sort of EAA research team could set requirements for development of an aircraft that would truly meet public needs. Perhaps an STOL project, like a modernized version of the Fieseler Fi 156 Storch with its folding wings might be an answer In any case, I personally would like to see the EAA conduct a program
(EDITOR S NOTE - Comment on Comment No 1 - Bob /.add. Chairman ot the Oshkosh Awards Committee, says that judges who interviewed the owner ol the 1974 Grand Champion Starduster were satisfied that he built enough ot the aircraft to be considered for the award.
which would result m a fantastic airplane to fulfill the needs of the amateur flyer to get eco-
Their experience has been that a substantial number of builders get qualified help on at
ed over the years have not really yet resulted
least a port/on of their aircraft - particularly engine and electrical (including radio) installation - retaining enough work for themselves to quality under FAA's requirements for amateur built status for the aircraft. Comment No. 2 - NASAD is completely independent of EAA. Although EAA supports the high standards NASAD has established as criteria lor evaluation ot drawings (EAA Acro Sportdrawings received NASAD approval number one), we cannot make NASAD approval a requirement lor advertising in SPORT AVIATION. Some EAA members who do not belong
(Editor's Note: EAA is supporting the Exploring program with a grant of Acro Sport and Pixie
nomically into the air I really feel the EAA has
sparked the aviation community, but it seems that the diversity of designs which have appearm getting that docile, keep at home type airplane Perhaps as part of the educational aspect, a channeling of all this talent that exists in EAA could be utilized in a concentrated project to
accomplish such a development. This type of accomplishment, in my opinion, could be the way that EAA could make a tremendous aviation contribution to the public. It seems to me. no technological breakthroughs are required, but a concentrated and organized effort to accomplish this end. I'm sure what I've said here is not unique and probably you have heard this similarly expressed by other members. In
Dear Mr Owen: I would like to thank you for your efforts in
bringing the EAA Exhibit to the W.I.'E.A. Convention November 7 and 8. It was our hope that an exhibit such as yours and the radio controlled model aircraft might inspire some of our industrial arts teachers to include these
kinds of activities in their programs. Many convention visitors commented to me
that they had a pleasant and informative discussion with you. We hope that you had the same positive feelings at the close of the show. Sincerely. Arthur E. Muller 1974 Convention Chairman
Wisconsin Industrial Education Association Dear Sir:
I would like to pass on this information for what it may be worth The Air Force has informed me that they can no longer give the FAA flight physicals and certificates for civilian use This is a fairly recent message and possibly
those that are not on a military flying status are not aware of it and the possible implication that it may delay getting the medical certificate current, especially for those overseas Maybe a
check by your people on this to see if it only applies locally here in Okinawa. Japan or is applicable to all military installations. It could warn some that they may have to dish out some money for a physical from a civilian doctor. Thank you. SP/4 Walter D. Byers (EAA 84274) USAMMAPAC, D/O APO. S F., Calif. 96248
(Continued on Pag« 68) SPORT AVIATION 5
LEGISLATIVE FRONT
EAA Headquarters has been very busy the past two months preparing comments in response to FAA Notices of Proposed Rule Making. The two most important were: Registration Marks
For years EAA Headquarters has been petitioning FAA to eliminate the 12 inch fuselage numbers on U. S. civil aircraft, substituting instead 3 inch numbers on the vertical tail. After environmentalists petitioned for huge underwing numbers so low flying planes could be turned in to law enforcement agencies, a NPRM was finally issued by FAA which included elements of both EAA's and the environmentalist's requests for changes in aircraft marking. For aircraft capable of no more than 180 knots (207 mph) at normal cruise the 12 inch numbers on the fuselage would be removed in favor of 3 inch numbers on the vertical tail . . . which would make EAA happy since
The Custom DUUL ^aucguij n**.*.* .,„„.„. (1) Require all amateur-built aircraft to be licensed in the Custom Category after 2 years. (2) Require, as a prerequisite for licensing in the
Custom Category, a maintenance and operations manual — to be filled out by the builder. (3) Make it possible for the builder of an aircraft to
earn what might be termed a "one shot repairman's certificate". This would allow the builder to do his own maintenance, including annual inspections, on his aircraft ONLY. It should be clearly understood that this "repairman's certificate" would allow a T-18 builder, for instance, to perform maintenance on his T-18 ONLY, not on any T-18.
(4) Require that an amateur-built aircraft, once sold by its builder, be maintained and relicensed by licensed mechanics just as are factory built aircraft.
this is what we have been asking for for years and which
(5) Make the airworthiness certificate of amateurbuilt aircraft permanent, as are those of certifi-
would be of no consequence to the environmentalists. HOWEVER, the NPRM also would require a registration
cated factory-builts, instead of one year's duration as is presently the case.
number under the left wing 18 inches high or 60% of the
chord, whichever is smaller . . . which would please environmentalists and almost no one else — certainly not in aviation. EAA Headquarters has responded to the NPRM by asking that: (1) 12 inch fuselage numbers be eliminated and that only 3 inch numbers on the vertical tail be required. (2) That aircraft owners not be required to remark their
aircraft until it is next repainted and/or recovered. (3) And that if the above are not acceptable, the present marking system be retained. It is significant that in all the contact EAA has had with other aviation organizations, the light aircraft industry
and our own members, we have seen zero support for underwing numbers. There seems to be a universal feeling that underwing numbers are nothing more than "the
environmentalist's way of getting to us".
EAA Headquarters has responded to this NPRM recommending that: (1) The present FAA regulations governing homebuilding of aircraft be retained as they are presently written, with the exception that the term "custom built" be substituted for "amateur built" wherever the latter appears in FARs. (2) Should the above recommendation not be acceptable, the Administrator should withdraw the NPRM with the understanding that it would be reissued after taking into consideration the many objections and questions raised. EAA's recommendation also included an enclosure containing specific comments on each of the 18 changes to existing homebuilt regulations proposed by the NPRM. The complete text of EAA Headquarters' letter to FAA will appear in the February issue of SPORT AVIATION. SPORT AVIATION IMPROVEMENTS
Custom Built Category
On September 24, 1970 EAA petitioned FAA to eliminate the word "experimental" as a name of a category of civil aircraft and to rename the various sub-categories of the experimental grouping according to the use of the aircraft, i.e., "Racing Aircraft, Research and Development", etc. Subsequent events and a number of EAA/FAA meetings added to the scope of the original EAA petition. Late in 1974 FAA issued a NPRM that addresses the question of the name change — suggesting "Custom Built" for amateur-built aircraft. It goes far beyond the mere changing of names, however. It would, in fact, drastically change the 23 year old homebuilt regulations . . . and, perhaps, the course of the homebuilt movement. 6 JANUARY 1975
Members will notice several improvements incorporated into the January 1975 issue of SPORT AVIATION. Most
obvious will be the protective cover bound right into the magazine. This is intended to protect the covers of the magazine — including the new four-color back cover. This month's back cover is a photo reproduction of a beautiful painting of Gene Soucy's Pitts by artist Fred Pearman (EAA 90463), P. O. Box 23, Anderson, South Carolina 29621 (phone 803/225-1564). We want to use the back cover of SPORT AVIATION to encourage the work of aviation artists — and, in particular, to encourage them to paint sport aircraft and sport aviation scenes. Art galleries and even furniture stores have their walls laden with landscapes and seascapes . . . but virtually nothing on air-
HEADQUARTERS scapes, mankind's most awesome and beautiful view of nature. If artists can be encouraged to paint sport aircraft and airscapes — much as they do sailboats and seascapes today — and get them before the public, a great stride forward will have been taken toward gaining public recognition and acceptance of the pleasure and fantastic beauty of flight. We have a couple more paintings by Fred Pearman and another artist who will be introduced later. Their works
will appear on the next six month's issues of SPORT AVIATION. Meanwhile, we encourage other artists to submit paintings for consideration for use on the back cover of our magazine. Sport aircraft are preferred.
This month's artist, Fred Pearman, is relatively new to aviation, having previously been a specialist in painting automobiles. He has followed the NASCAR and USAC circuits for a number of years and has done some stunning paintings of the racers. He got into painting airplanes, in fact, when a race driver was so pleased with the painting of his car that he also wanted his airplane done. If any of you want a painting of your aircraft, get in touch with Fred
for a quote. More pages, new type styles, a protective cover, new four-color back cover — these are improvements recently
incorporated into your EAA magazine. We are never satisfied here and will continue to strive to improve SPORT AVIATION; in the meantime we hope you like it. BUSHBY MUSTANG II INFO
In July of 1974 Bob Bushby, designer of the very popular Mustang II, mailed out some update material to every person who has purchased a set of Mustang II plans from
tower and radar service and $5.00 per operation at airports with FAA towers only. — License fees, starting with a $9.00 fee for the Student License and between $12 and $75 for a Private or Commercial License. — Administrative charges, such as $8 to $25 per hour for an FAA employee's time spent certifying new aircraft. Presumably, this would also include inspections of homebuilt projects. $160 to $400 would be charged for an airworthiness certificate and between $350 and $1000 would
be charged for approval to manufacture parts and support systems. These proposed fees are so outrageous and would obviously have such a devastating effect on the light plane industry, one of the few bright spots in the nation's economy over the past year, that experienced observers of the Washington scene give them little chance of passage by Congress. With the ELT law still fresh in our minds (and
ears!), however, EAAers cannot afford to be complacent. EAA Headquarters strongly urges every member to write
four letters . . . one to each of your state's two senators, one to your district's congressman and one to President Ford expressing your total opposition to the new proposed aviation user charges. Significantly, the best argument we have heard against
the proposed new charges has come from a member of Congress, Representative Dale Milford of Texas. As reported in Aviation Daily, he told the House, "OMB is now in
the process of applying a Rube Goldberg logic by trying to say that all costs of the Federal Aviation Administration
him. As is often the case, approximately 20% of the mailing was returned by the post office as undeliverable. This
should be levied against aviation users. In other words, OMB is saying that all FAA services are strictly for the benefit of aviation rather than for the public. Obviously, Mr. Ash and his bureaucratic bunch know little or nothing
usually is due to change of address. Any Mustang II builder reading this who did not receive this mailing last July
exists primarily for the protection of the public, not the
should contact: Robert W. Bushby, Bushby Aircraft, Inc., Route 1, Box 13B, Minooka, 111. 60447 (phone: 815/462-
2346). This is a recurring problem experienced by all plans sellers. Most designers are very conscientious about mailing out corrections and/or additions to their plans, but they can't get the info out without correct addresses. Builders
are encouraged to send a change of address to the designer of their homebuilt anytime a change of residence is made. USER FEES
The civil aviation world was shocked recently by a Wall Street Journal article thai outlined a devastating set of aviation user tax proposals by the Ford administration. In its budget recommendations to Congress the administration has proposed: — New landing fees (for some reason called "departure fees") of $10.00 per operation at airports having an FAA
about either the FAA or the aviation industry. The FAA aviation industry. Only a small percentage of the FAA costs are directly for the benefit of aviation". Milford said
FAA safety checks on aircraft manufacturers and FAA control towers are for the benefit of the public, not the industry. "Therefore most of the costs of this agency
SHOULD BE PAID THROUGH GENERAL REVENUES rather than taxes levied against the general aviation segment of that industry." Right on, Representative Milford! It will be of interest to EAA members to know that Representative Milford is also Dale Milford, EAA member
52917. He owns and flies an extremely rare Temco Buckaroo, the military trainer version of the Swift. We think it would also be entirely appropriate for EAAers to write one more letter — to our fellow member Dale Milford expressing thanks for his forthright stand on the floor of the House of Representatives in behalf of us all and to assure him of our wholehearted support. SPORT AVIATION 7
The address of your Representative is: Honorable -, House Office Building, Washington, D. C. 20515. The address of your Senators is: Honorable —————————————, Senate Office Building, Washington, D. C. 20510. Write President Ford in care of The White House, Washington, D. C. 20500.
A BUILDING TIP
A few builders of sport aircraft that incorporate flying and landing wires in their structure are incurring unnecessary added expense by purchasing the wires at too early a stage of construction — only to find them to be too short or too long when they are fitted to the airframe. The common practice is to wait until the airframe is essentially complete, at which time all the components are assembled and jigged into proper dihedral, incidence, etc. Then, measurements are taken for flying and landing wires ("tie rods" as they are properly called) and an order is placed for the correct sizes. No two airframes will have the exact same dimensions even when built from the same set of plans. This is especially true of welded steel tube structures. Flying and landing wires are expensive items — so get the actual measurements from the airframe for ordering your wires, rather than taking measurements from the plans.
ACRO SPORT PLANS CORRECTIONS EAA Acro Sport builders are asked to note the dimensional changes on the drawings below and make the changes on their own sets of plans.
ACRO SPORT SHEET 5.00 ZONE B62
EAA "HOW TO" MANUALS New EAA members just beginning to collect the information they need to prepare themselves to build an airplane are reminded of EAA's series of "How To" manuals. In soft cover, SVi" x 11" format these manuals explain the "mysteries" of woodwork, welding, metal fatigue, sheet metal work, fabric covering, engines, basic hand tools, aircraft design and much more. These manuals are priced at only $2.75 each, plus postage — the most information for the money you will find anywhere today. See page 73 of this issue of SPORT AVIATION for more info. '
ACRO SPORT SHEET 2.00 ZONE B41
SHEET I Ol
THIS DIMENSION CHANGED X/2
DO NOT SCALE
TIKE CfNTER
8 JANUARY 1975
(Photo by Lee Fray)
Interior of the EAA Aviation Museum s wood working shop. This and the paint shop are in a new, separate building making possible storage of dope and paints apart from the main museum and shop structures.
(Photo by Lee Fray)
PROJECT CROSSROADS FUNDS are already being used
to improve and add to the EAA Aviation Museum. These two shots show the interior of the new paint shop and wood working shop. Waco UPF-7 wing panels and tail
surfaces are being painted in this picture . . . and. yes it is a posed shot for the photographer. If it had been for real, Carrot Top would have been wearing a mask and the ventilation fan would have been running.
(Photo by Lee Fray)
Tom Poberezny, left, EAA Executive Vice President, accepts an autographed set of lithographs for the EAA Aviation Museum from artist Harold E. Hawkins, right, of Lansing, Michigan. Mr. Hawkins was presenting the lithographs on behalf of the Michigan Aerospace History Committee and its Chairman, Mr. Ward Mayrand. The lithos are a numbered, limited edition set of four including a Ford 5-AT TriMotor, a Ford Stout, Stinson Detroiter and an OX-5 Travel Air. They will be mounted and placed on display in the EAA Aviation Museum. SPORT AVIATION 9
CROSSROADS Project Crossroads has now reached a total of $73,956.73 from 1,695 donors as of December 12, 1974. The monthly average income has been climbing steadily. In September the Foundation received 82 gifts totaling $1908. October produced 213 donations amounting to $6164. The last complete month of record to-date, November, brought the highest number of gifts yet, 369, for a dollar total of $7234. The Museum continues to show improvement as the Crossroads Project gains support. Less immediately evident to the visitor is the completion of a facility housing a wood working shop on one side and a paint spray room on the other. These two areas are essential to the restoration or repair of new exhibits and for the continued maintenance of existing displays. The building was constructed by staff members and volunteers, at an extremely low cost, with funds provided by Crossroads' donors. The following is a list, in order of receipt, of donors whose gifts were processed between October 21st and December 3rd. The November and December issues of S PORT AVIATION carrried rosters of donations prior to October 21. Douglas C. Hamilton Houston, TX Joseph R. Harkness Germantown, Wl Richard K. Harper Portland, OR Howard J. Hawkins St. Louis Park, MN Frank Hessler
Wauwatosa, Wl Emery F. Bebrmann Bethany, CT Donald R. Erbe Carlsbad. CA Frank B. Garver Glenview, IL Howard G. Germroth Parkville. MD Harry Grape Seattle, WA George Gregory Surrey, B.C. CANADA D. Grenier Thetford-Mines. P.Q CANADA John E. Gudschinsky Bay City. Ml Rick Gwinn San Diego, CA Richard D. Hanna Lancaster, CA Douglas S. Harlan Lafayette. LA Earl V. Harmes Milwaukee, Wl M. K. Harris San Jose, CA Larry Harrison Bainbridge, GA D. L. Harsh Des Moines, IA Warren R. Curd Raytown, MO Bobby R. Green Brighton, CO Robert A. Hancock Daytown, OH Albert F. Haven Mundelein, IL Thomas J. Hayes Chicago, IL J. R. Hazelton Antioch, IL Jay W. Winget Santa Clara, CA Gene R. Doerr Columbia. IL 10 JANUARY 1975
S. E. Lambert, Jr. Newnan, GA Roger W. Goodsell Ft. Smith, AR John Guyer Queens, NY James E. Hall Midland, TX Ralph Hardeman Stone Mt.. GA George Harth
The Dalles, OR Gordon Hatch Deerfield Beach, FL John L. Savot Greenville. SC East Coast Fly-In Corp. Baltimore, MD H. H. Graff Wappingers Falls, NY Patricia T. Groves Sunnyvale, CA Donald E. Gunn San Antonio. TX Robert L Hacker Pekin, IL S. B. Hagberg Greenville, IA Pal Ham Santa Clara, CA Gerald Hartert Santa Barbara, CA Don Hawkins Tracy, CA Ford Hendricks Seattle, WA Robert Hendricks Kissimmee, FL M. J. Hendrickson Lutherville, MD Lester A. Hicks Texas City, TX Dave Yeoman Toddville, IA Andy Bussey Decatur, GA L. Warren Carter Virginia Beach, VA EAA CHAPTER 87 Brunswick, ME Steve & Jan Dyer Aurora, CO Wesley J. Fisher Ft. Collins, CO Chas. M. Glover Keene, NH John Graves Wmamac, IN Dennis Greenwood Oaskland. CA
Lloyd Alan Laflin Palm Springs, CA Gerhard Grotzsch Van Nuys, CA Obed Hall, Jr. Bowling Green, MO
Dean S. Haney Falls Church, VA Gerald L. Hansen Anaheim, CA Dale I Hanson Anchorage, AK Art Harrison Nevada, IA R. F. Habrouch New Paltz, NY
Frank Heckert Herndon. PA Joel Heintzelman Lehighton, PA
Blake Helmheckel Warren, OH
Ronald E. Hicks Havelock, N.B. CANADA John S. Hill Enid, OK Ray Hoffman Maspeth, NY
David G. Hoh Ft. Leavenworth, KS Don F. Holm Overland Park, KS Jay D. Hoogstra Sheboygan. Wl People's Desk Exchange (John Dianska) Cleveland, OH Robert L. Granger Beloit. Wl R. E. Hieronymus Fairfax, VA Richard L. Hildenbrand Speedway, IN Donald Grant Moberly. MO Herbert A. Harris Vacaville, CA George R. Heide, Jr. Palmyra, PA Gary Heuser Lawrence, Ml Orrick J. Howard Kenosha, Wl Robert A. Barber Ardsley, NY Clark Aerial Dusting (Richard W. Hendry) Clark. SD
Alvin C. Geiger Clinton, Ml G. E. Harris
Miami, FL J. Darwin Hawkins Arlington, TX William Heinrich McHenry, IL John L. Herman Bloomington, IL Everett L. Howell Yadkinville, NC Robert L Hughes N. Aurora, IL Derek H. Edgley Mississauga, Ontario CANADA Thomas W. Flinn SINGAPORE L. H. Frische Beaverton, OR W. G. Gann Ft. Worth, TX George Grantonic Wintersville. OH George A Betty Gromer Berryville, AR Gene Hackman Beverly Hills, CA Midwest Helicopters (Frank Hay) Pequot Lakes. MN
Steve R. Holmes Irving, TX Donald Houk New Castle, PA A. L. Stephens Gulfport, FL Jim Enman Klamath Falls, OR D. A. Freeman • Norwell. MA
Cecil D. Gatewood Ottawa, IL Donald Gawith Simpson, KS
Leslie J. Goplen Deerfield, Wl
Glenn F. Gresens Baton Rouge, LA David E. Grube Montoursville, PA Steven W. Hansen Corte Madera, CA Chris Henitz Ontario, CANADA J. J. Hendrix, Jr. Hudson, FL
Otto Heyer San Rafael. CA Katherine Heym Lexington, MA G. A. Holloway Sherman, TX Frank Hosterman Minerva, OH
Kenneth Hotchklss Laurel, MT James F. Houchins Beckley, WV Edward S. Hudson Hialeah, FL Thomas J. Hurst Montville, NJ Tom Hyers Roseburg, OR Victory E. Ingram Ft. Hope, Ml Mr. & Mrs. James Inman Stamford, CT Wallace B. Jahnke Durbin, ND Edward McGrath Amelia, OH J. Welden Dupre Houma, LA James 0. Glanville Palo Alto, CA Albert Gores Burlington, Wl Ronald F. Gray Rapid City, SD J. C. Hansen P.E.I.. CANADA Oliver W. Harshbarger Sunny vale, CA
Roy G. Howard
Ottawa, KS Bruce C. Howell E. Hartford, CT Virgil T. Jackson, Jr. New Orleans, LA Robert C. Kaergard Glen Ellyn. IL Hollis Button Campbell, CA W. Burt Butts Douglasville, GA George Giblin Akron, OH Robert C. Gilbert Napoleon, OH Robert L. Godwin. Jr. Florence, SC Gordon H. Goodrich Milwaukee, Wl John D. Gummere West Monroe, LA Warren H. Heck Belleville, IL Marion S. Heyward
Chamblee, GA Rod Hildebrand Sheboygan, Wl Gaylord Hochstetler Lyons, OH T. E. Holland Columbus. OH Henry Hulboy Zanesville, OH Robert D. Humbert Augusta, Ml James F. Humphries Oxon Hill. MD C. C. Jackson Halifax, N.S. CANADA Enor M. Jacobson. Jr. Westby, Wl
Gale T. Jaffke Rockville, IN Thomas J. Jenkins Varna, IL Harold Johannsen Pleasant Valley, IA Richard B. Anderson Hailey, ID Richard J. Bowers Rockford, IL E.M.E., Inc. Newbury. OH Herbert A. Glasscock Plainfield. IL Darryl Gross E. Greenwich, Rl Glen W. Halvorson Corona. CA L. H. Headington Westerville, OH Russell B. Hodges Fairfax, VA R. W. Hovey Aqua Dulce. 0* Steven B. Howard Arlington, TX Chas. R. Hunter Las Vegas, NV Rodney F. Jocelyn Ottsville PA Norman Jurgens Floral Park. NY Wayne Reuhl Pardeeville. Wl EAA CHAPTER 5
Kent. OH L. R. George Npuu nupe. Hnnp rn PA new
James F. Giddley Harrisonville, MO James M. Gilmer Kent, WA Jack Grahn Roseau. MN Robert Haley E. Hampton. CT John Halverson Coon Valley, Wl John P. Hayden Muncie. IN Merton T. Henry Lonaconing, MD
Gordon Hindle B.C.. CANADA Elwood A. Hitts Chesaning. Ml Robert E. Hoyer Madison, Wl Raymond E. Hudson, Jr. APO. New York Rick Human Dayton, TX Robert H. Huntington Phoenix, AZ Bruce K. Ingersoll Anchorage, AK Wayne E. Jenkins Huron. OH Rod Johannsen Emmetsburg, IA Alford B. Johnson Delhi, CA 0. J. Johnston Rockford, IL R. E. Jordon Ft. Worth, TX
Dale W. King Oklahoma City, OK Robert Dickson Matthews. NC J. S. Francis. Jr. Peoria, AZ Gil Construction Co. (Garry Grover) Concord, CA James T. Haley Phoenix, AZ Thomas P. Hamel Huntingdon Valley, PA Jim Hanson New York. NY Clifton M. Hartman Belvidere, IL Paul M. Heglie Elko, NV Karl G. Hoff
Seattle, WA John Houghton Charleston, SC Robert A. Howson
Foster City. CA Lee L. Howell Rock Port, MO S. W. Hubbard, Jr. Gates Mills, OH International Aerobatic Club — Hales Corners, Wl Gordon H. Ira, Jr. Jacksonville, FL Robert A. Jefferis Winfield, KS Bruce Johnson Bellvue. CO Clifford Johnson Minneapolis. MN Gerald W. Johnson Houston, TX Richard E. Johnson Oshkosh. Wl Walter J. Johnson Windsor, Ontario CANADA William L. Johnson Oak Brook, IL tester Johnston
Vulcan, Alberta CANADA Raymond Johnston Cleveland, OH Donald J. Jowett Oshkosh, Wl Walter Kahn Baldwindsville, NY
Fred J. Kee Toronto, Ontario CANADA George M. Keller McHenry, IL James F. Kennedy Iowa City, IA Jim Kerr Poughkeepsie, NY Edward J. Kersten Chicago, IL Bobbye & Scott Kesterson Centralia. IL L R. Ketchum Dodge vi He, Wl
Gerald Roggenbuck Pasco, WA
Andrsej R. Sotak Jackson. Ml
Walter D. Byers San Francisco, CA Norman D. Cosner Alien Park, Ml Richard J. Halstead Chesapeake. VA Fred L Haney Delano. CA Tom Hougen Nellis AFB, NV Richard C. Hunter Ogden, UT John Janczak
Beaver Dam. Wl Larry D. Johnson
Nappanee, IN Frederick P. Junod Troy. Ml M. J. Kaufmann Manitowoc. Wl Jane Z. Kelley Honolulu, HI
Helen J. Kelly Whitefish Bay. Wl Donald Cornthwait Sharpsville, PA Patrick Green Burnsville, MN Schaller A. Helffench
Bethel Park. PA Lawrence G. Hunter Woodstock, IL A. E. Irwin Bridgeton. MO
Robert C. Jones Bryn Mawr, PA Ken Jouppi
Isabella. MN Keith B. Kendall New London, NC Yang Schou-huy JAPAN Stephen DuPont Fairfield, CT Edmund T. Gurney Livermore. CA M. E. Greenly Long Beach. CA Harold Harbour Plainview, TX William T. Hassler Columbia. MO Raymond Heit Los Alamitos. CA Wells J. Horvereid Minneapolis. MN Michael J. Hosko. Jr. Brookfield, Wl Robert W. Hunsaker OgOen. UT William P. Kelly, Jr. Blanchard. PA A. Harry Galfond
Philadelphia. PA Gilbert K. Hausler Phoenix, AZ Marion P. Hays Venita. OR Emery C. Kamps Lauderdale by the
Sea. FL Edward Kanicki
Topeka. KS David Karlson Greendale. Wl Gordon Kaye Garrison. NY
jm Kincaid Wichita. KS 0. C. Knapheide. Jr. Quncy. IL James P. Knights Sandwich. IL Wm. B. Bruton Ft. Smith, AR EAA CHAPTER 159 Bay City. Ml Kenneth A. Gersbach Piano, TX Billy G. Gurley Huntington, NY James B. Hall Warehouse PI.. CT
Montey Halverson Scobey. MT Jeremy M. Harris Worthington, OH David E. Henry Ft. Walton Beach, FL Orville Howe So. Haven. Ml Glenn E. Huff Artesia. CA James L. Jensen Santa Ana. CA Arthur G. Jesse Prairie Vie*. IL A. Hartwell Jewell Greenbrae, CA Douglas A. Jones Bellevue. WA Jack P. Jordon Atlanta. GA S. Bernard Kamp Fayetteville, NY Paul Karnow Glenside. PA Herbert L. Kelley Muskegon, Ml Dudley R. Kelly Versailles. KY Lawrence E. Kennedy Warsaw, Wl R. H. Kennedy Charlottetown, P.E.I. CANADA E. A. Kerns Los Gatos, CA Robert M. Kerr Delta Junction. AK Ralph G. Kibler
Palisade. CO Ronald R. Kinton Indianola, IA John H. Klebenow, Jr. Arlington Heights. IL Fred C. Knisely Burton. OH Cnss J. Lamoncha
Columbiana, OH Jim Lewellen Omaha, NE Joseph Moro Mendham, NJ David R. Cuddling West Chester, PA Malcolm L Harper Metairuv LA Joe T. Keister Thomasville, GA
J. R. Kerley Wichita, KS Edward L Ketchum, III Phoenix. AZ Irvmg L. Kmney Duncan. OK Eldo H. Kirchner Anokee, MN
Robert E. Klagstad Milwaukee. Wl John F. Kraemer Chicago, IL B. Pershing Larsen Chicago, IL R. J. Weller Millbury. OH Roger H. Fiebelkorn Cedar Rapids, IA Harold W. Gilbert Fairborn, OH K. H. Hamilton Stockton, CA
Don Hessel Gladwin, Ml Joseph W. Hillebrand Livonia. Ml Walter Huron Brooklin, Ontario CANADA T. W. Keen Moab, UT Chas. F. King Rio Linda. CA Erwin Kraetzner Lowell. Wl Herbert J. Kreidler Sandusky. OH Kenneth Krohncke San Jose. CA Carl Krumhardt, Jr. Chicago, IL Wm. A. Kruschel White Bear Lake, MN Emmet Lamg Ann Arbor, Ml Johan Larsen Minneapolis. MN Robert W. Stephens Anchorage. AK Leigh R. Angold Rochester. NY Aubrey E. Cadle Gaithersburg. MD
James D. Haynes Redwood City, CA George S. Joiner Clymer, PA
David B. keptl
Robert J. Kerr
Brockton, MA John Kemmerer La Porte, IN Elmer Kolner Syracuse, NY Richard J. Korupp Wauseon. OH William Kreamer St. Joseph, Ml Richard A. Krmke Louisville, KY William Lambert Milan, OH Ralph C. Scholler Fallbrook. CA Thomas C. Barmore Chicago. IL Condor Aero, Inc. (Landis G. Ketner) Vero Beach. FL George Cuthbertson Milton. Ontario, CANADA Robert Doubt La Crescenta, CA D. Emerson Brandon, Manitoba, CANADA Russell Hartter Eureka, IL Bill Hydrick Tulsa. OK Douglas R. Johnson Otisville, Ml Fletcher Johnson Indianapolis. IN Maurice E. Jones Smyrna, TN Joe B. Jordan Amarillo, TX
Seaforth, Ontario CANADA Richard W. Koehn Oshkosh. Wl
Robert Kosar Columbus. OH Alien E. Lambert Monticello. IA Robert F. Lawhorn Roscoe, IL C. L. McHolland Sheridan. WY
Robert L. Cole Macedon. NY William L Day Hamilton, OH Carl R. Fox Indianapolis, IN Ray D. Fulwiler Algoma, Wl John E. Grindley Yonkers, NY Walter J. Harris Elkhart. KS John Hartshorn Mississauga. Ontario CANADA Gordon Ha (ton Elmhurst, IL J. D. Hawkins Burbank, CA Dagg Henderson Groton. CT Robert Hickam Indianapolis, IN William Hill Detroit. Ml James R. Hitchcock Heath. OH
Frank C. Huffman New Lexington. OH F. E. Holsclaw
Loomis, CA Norman P. Hughes Novato. CA Elden C. Hunsberger Rockford. Ml Lance R. Inskeep Sunnyvale. CA Dennis H. Johnson Schenectady. NY David F. Johnston Centerville, OH Milton S. Jones Huntsville. AL Wilbur E. Jones Lake City, PA Ralph D. Kimberlin Lakeland, FL Max J. King Roselle, IL Karl Klackner Manitowoc, Wl Sandy Klock Berwyn, IL
Stephen F. Koca Tampa, FL Ronald Kriehn Milwaukee. Wl Robert Krockel Inglewood. CA Fred Krone. Jr. Ridgefield Park, NJ John 6. Krupa Phoenix. AZ Harry J. Larson
LaPorte. CO John D. Lathbury Hallandale. FL Norman J. Lehocky Woodstock. IL Raymond A. Lemmon Allentown. PA Floyd R. Lennon Akron. IA Harold E. Matteson Greensburg. PA Shannon & Luchs, Realtors Washington, DC R. H. Trester Slinger. Wl Samuel P. Brooks Dallas. TX C. Donald Carlson Minneapolis, MN EAA CHAPTER 381 Coventry, Rt F. R. Griffin Mmnetonka Beach, MN J. M. Griffith Graford, TX Charles B. Harker Rockford. IL Dave Hickman Los Lunas. NM
Robert W. Huge Olmsted Township, OK Edward J. Jonke Baltimore, MO Henry D. Kasper Dixon. IL R. G. Kelly Rome. NY Wm. W. Koelling Great Bend. KS John Krizovski
Barberton, OH Leroy Lakey Wichita Falls. TX
Robert P Landon Kettle Falls. WA Robert E. Lane. Jr. Lake Jackson. TX William A. Lange. Jr. Ithaca, NY Dale H. Langer Woodstock. IL Louis F. Langhurst Carriere, MS Richard Langston Wilmington, NC Walter G. Larkm Winnetka. IL Minette M. Learned Honolulu. HI
William W. Lee Tavernier, FL Ervin M. Leihy Minneapolis, MN
Robert C. Leslie Gulfport. MS Ed Levendoski LaPorte. IN R. T. Lewis, Jr. Cleveland Heights, OH Ray E Lewis Bradford, PA
Robert Lilia Cedar Falls, IA Otto Lindermayer Southold, NY Elizabeth M. Alexander Sunapee, NH
Robert W. Diehl Seattle, WA David J. Gregory, Jr. Hampton, VA Charles M. Kopp Pine Bush, NY A. A Kucber
Scottsdale. AZ Don LaCouture Marlboro. MA B. E. Ladd No. Hollywood. CA Joseph G. Landry Abmgton. MA Frederick C. Landwer Uniondale. NY Tom Lane Burleson. TX Donald H. Lee Denver. CO
Ron Lee Northridge. CA Gary L. Lewis San Jose, CA J. Ron Murchie Downsview, Ontario CANADA Charles Thorne, Jr. St. Paul, MN EAA CHAPTER 206
Naches. WA Dennis A Crenshaw Chula Vista. CA Ben F. Hazelton Phoenix, AZ Alden L. House Rapid City. SD IAC CHAPTER 10 Tulsa, OK Jack W. Ivey, Jr. Albany, GA Bruce A Jagger Los Angeles, CA Mario A Jimenez Carolina. PUERTO RICO E. T. King
College Park, GA Alfred Kitch Sharpsville, PA R. L. Koepp Island Lake. IL Hugh R. Lackey Ontario, OR Dave Lane Hawthorne. CA Edmund Lasota Hamburg, NY
Howard A. Leadbetter Carlisle, MA Earl Lee Hagerstown, IN Frank LeMaire Manistique, Ml Robert A Lincoln Eliot. ME Robert M. Livm Marion. IA John F. Lorence Monmoutti. OR Jim Marsh Lynden. Ontario CANADA Kirn Nack Kirkland, WA Harold Clevenger Rohwer. AR Ken Fisher Calumet, Ml
Robert Foncell Santa Clara, CA
James W. Fowler Houston. TX Henry Geissler Enumclaw, WA
J. H. Goldsmith Tulsa, OK Robert H. Hanson Palos Park, IL Hugh P. Harrison. II Indianapolis. IN Al Hesselgrave Houma. LA R. J. Hoffman Lake Elsmore, CA L. M. Holloway
Chester, VT Dennis E. Jensen
Dell Rapids, SD LeRoy Johnson Pullman, WA B. Jorgensen Irvmgton, NJ Thomas Kilkelly Atlanta . GA H. A. R. Knauss E. Branch, NY Leonard Knudson Medford, OR D. W. Koeppen Riverside, CT Ken Koztowski Tucson, AZ John Knstich Pt. Charlotte, fl
Samuel H. Kulp Pottstown, PA Gerald D. Larson APO, New York George A. Levis Baltimore, MD George E. Lewis Torrance, CA Coleen Lockwood Sagmaw, Ml George Lohman Lake Mills. Wl Walter E. Lovblad San Mateo. CA
Philip Lunde Trempealeau. Wl Robert E. Lutz San Jose, CA
Bob McKee No. Hollywood. CA Paul H. Poberezny (2nd) Hales Corners. Wl Van White Lubbock. TX Dave Yeoman (2nd) Toddville. IA Sam M. Hay Elm Grove. Wl Eugene A. Horsman Golden. CO Wm. K. Koepp
Dallas. TX Lawrence A. Kolze Bensenville. IL R. J. Konrath
Westchester, IL Roger D. Kutina Hickory Hills, IL Charles H. Gentz. Jr. Trenton. NJ Herbert Gernandt Glendale. CA Golson's Gulf Service (W. M. Golson) Miami, FL E. J. "Buzz" Gothard Chehalis, WA Robert Graham Federal Way, WA Alfred H. Grebe Setauket, NY Robert P. Grimes Huntsville. AL James M. Gruhn Reno, NV Earl Grunska Neenah. Wl G. L. Hallquist Mesa. AZ SPORT AVIATION
TOWARD BETTER PERFORMANCE
should provide an increase in the maximum lift coefficient (see NASA TR 482). One area that needs fairing and is seldom treated properly is a wing-strut juncture area. This is especially
important on a compression strut braced low wing because the influence of the strut over the wing can trigger a stall in the area under the struts. You can make a study of the solution to this type of problem by comparing an early Cessna 188 (Agwagon) strut fairing to the fairing used on current production airplanes. The basics of proper fairing of this area are shown in Figure 5. This type fairing should be the best arrangement for a high wing airplane, and the fairing is easier to develop. This type of fairing was used on the high wing Howard DGA series airplanes.
Article III BREAKS AND FILLETS
By Al Backstrom (EAA 1162) Rt. 1 Frisco, Texas 75034
FIGURE 1
A Well-Faired and Filleted Flying Machine
-L HE LINES OF a flying machine should be smoothly' faired with no sharp breaks or junctures. Figure 1 shows a near ultimate approach to proper fairing of lines and fillets. Our airplane design problems are different than those of our friend the bird and so they must have a different solution. Figure 2 is a tuft study on a really bad example of fairing lines and lack of fillets. Figure 3 shows the solution to these problems. Most airplanes do not have problems that are this bad, but I do not believe that any abrupt juncture has been designed that would not be improved with a good fillet. Figure 4 shows the basic ingredients of typical, good
fillets. If these fillets are not practical, a leading edge pie section or filleting may be used to reduce intersection drag. The leading edge type of filleting should be avoided on low wing designs since the fillets as shown in Figure 4
12 JANUARY 1975
An example of the importance of smooth flowing external lines is shown in Figure 6. This example is especially interesting, since a reduction in drag was achieved in spite of increased frontal and wetted areas. It is fortunate for those of us who like simple structures that sharp external breaks parallel to the airflow direction are not so critical. If they were, we would never get a rectangular fuselage airplane to fly. I hope that from the words and pictures in these articles that you have been able to appreciate the importance of detail design features in achieving better airplane performance. As you look at your airplane, walk down a flight line, work at the drawing board, or work on your airplane, look for details that you can change to improve performance. FIGURE 2
Wing/Pod Intersection Flow in the Original Configuration of the Backstrom EPB-1 Flying Plank Glider.
FIGURES
Wing/Pod Intersection Flow on the Modified Configuration of the Backstrom EPB-1. Note the Tufts Stuck on the canopy due to a Static Charge of the Nylon Fiber-glass.
R = .05c - .08c For FWD 25 - 30% C
Max R = .10 To .20c Top View A. Low Wing Type
Strut Chord Minimum
Front View
Side View
FIGURES Fairing For Strut Braced Low Wings
B. Airfoil To Flat Plate (Dimensions Same As A. Above)
R. = .05c - .08c
Const C. High Wing
Upper Fuselage Lines
FIGURE 4 Typical Good Fillet Design FIGURES
Canopy installation on a Vought F4U. A well rounded canopy was installed to eliminate the sharp peak of the original canopy. Although the modified canopy was larger in order to afford the pilot greater visibility, the canopy drag coefficient was decreased by 0.0004 and a 2 mph speed increase was realized. From National Advisory Committee for Aeronautics Report WRL-108.
Modified Canopy Original Canopy
SPORT AVIATION 13
HAPPENING V By John L. Parish (EAA 43943)
209 West Warren Tullahoma, Tennessee 37388
(Photos by Bill Landers) •Don Bates, StardusterToo, SA-300,
Missouri
Bob Dial, Thorp T-18, Pontiac, Michigan N11BD. Paul Cox, Mustang II, Louisville, Kentucky.
E
Doug Koeppen, Staggerwing D-17S, Greenwich, CT.
IXCELLENT WEATHER, SUPERB fellowship, and a record number of interesting aircraft made the perfect combination for a fine "Happening V" at Tullahoma, Tennessee on October 5-6. Even though this Fly-In is billed as a "do nothing get-together", that is far from an apropos description. With approximately 1000 registered guests and 300 airplanes in attendance, most of which were in the sport category (antique, homebuilt and classic), it was by far the largest gathering of airplanes and pilots since this Fly-In was initiated five years ago. Sponsored by EAA Chapter 458, the "Tullahoma Bunch" outdid themselves in making for a most enjoyable weekend for all. The gathering got under way with the early arrival on Friday of several of the cherished friends of the "Tullahoma Bunch", among them John Turgyan in his beautiful Howard DGA-15 from Trenton, New Jersey; Bob and Ginny Martin from Wheaton, Maryland, in their Fairchild F-24; Bill Sattler from Nashville, Tennessee, in his Thorp T-18; and Doug Koeppen in his Staggerwing D-17S from Greenwich, Connecticut. On Saturday, they came from nearly every corner of the United States: John and Ann Williams in their beautiful Swift from Fort Lauderdale, Florida, and Jim Montague in his Swift from Minneapolis, Minnesota.
Staggerwings were there from as far away as Greenwich, Connecticut, to Red and Wilma Holloway and John and
Virginia Tyson of Baton Rouge, Louisiana, and Dick and Carolyn Perry from Hampshire, Illinois, in their newly restored Staggerwing D-17S. Dick had spent nearly three years in this outstanding restoration and his plane has to rank as the best in the country today in the Staggerwing class. Don Bates, winner of the Best Starduster Too at Oshkosh in 1974, returned home from Kansas City in his beautiful bird non-stop. Don used to live in Tullahoma. Close behind Don was George Hefflinger and his wife 1
Tom Austin, T28, Greenville, South Carolina.
Libby and daughter Jane in their Waco YKS-7 also from Kansas City.
14 JANUARY 1975
This line is a good illustration of the variety of aircraft at Tullahoma — antiques, homebuilts, classics, warbirds (and spam cans in the background). From the foreground outward: Glen McNabb, Staggerwing D-17S, Jasper, Tenn. Charlie Nelson, Buckaroo, Athens, Tenn. Jim Bass, EAA Biplane, Columbia, Tenn. Bob Ansley, Aeronca 11-AC, Winchester, Tenn. Jim Beyer, Cessna 170B, Meridianville, Ala. Bob Simmons, Stearman PT-17, Bowling Green, Ky.
Left to right: Mike Leberman, Pitts S-1C, South Huntsville. Alabama. Hayes Walker, Smith Mini-Plane, Huntsville, Alabama. C. Franklin, EAA Biplane, Nashville, Tennessee.
From the other end of the country, over the hill in the Carolinas was Pat Hartness in his beautifully restored Spartan Executive 7-W, from Greenville, South Carolina. Pat's Spartan Executive has to be the best — it is really an outstanding restoration and is one which we hope will
be seen at many Fly-Ins in the future. Along with Pat, from Greenville, South Carolina, came Dewey Parks in his Thorp T-18. Dewey has been a regular attendee of our
"Happenings" over the years. One of the outstanding sights of the weekend was the arrival of four Thorp T-18's from Michigan: Bob Dial,
Parker Miller, Nick Seraphinoff and Bill Oliver capped off what turned out to be a record number of T-18's. There were at least ten in attendance. Speaking of group arrivals, the two Mustang II's from Louisville, Kentucky, owned by Paul Cox and Carl Bach was "icing on the cake." Those of you who have seen these two fine aircraft at Oshkosh know what fine workmanship went into these two aircraft which are almost identical twins.
Charlie Nelson, President of the Swift Association (P.O. Box 644, Athens, Tenn. 37303), outdid his cohorts by having his newly acquired Buckaroo at its first fly-in in this part of the country. Charlie recently purchased it
on the West Coast. I also might add that Charlie's Swift Association was well represented with approximately 12 Swifts in attendance.
Another interesting arrival, in pairs, was a brother and sister team from Fayetteville, Georgia. Bob Rust, Jr. flew his Aeronca C-2 up and his sister, Bobbie Rust, arrived in a Chipmunk. Their father's love for antique airplanes was certainly inherited by Bob, Jr. and Bobbie. I would be remiss if I did not mention that Dr. Roy Wicker was at the "Happening" in his newly restored Cessna Airmaster C-34 from Atlanta. Many of you are familiar with other restorations of Roy's and this is no exception. Also, Sam Cook, with his beautiful Davis DA2A, from Memphis, Tennessee, was on hand. The Pitts (Continued on Next Page)
Bill Saltier, Thorp T-18, Nashville, Tennessee.
HAPPENING V ... (Continued from Preceding Page)
S2-A of Lew and Sharon Shattuck of Montgomery, Alabama, was superb and they are real fine "folks." Each year, the Warbirds appear in larger numbers. After missing a year, it was just great to hear Tom Wood from Indianapolis call in on Unicom saying he was 50
The HA-2 Sportster, An Ultralight Two Place Gyroplane
miles north in his beautiful P-51. The 'airport widows'
of the "Tullahoma Bunch" were out for a joy ride in my Twin Beech and the formation fly-by with the P-51 was quite a thrill.
John Steinmetz from Gainesville, Georgia, was there in his P-51 along with Tom Austin in his T-28 from Greenville, South Carolina, and, of course, Dub and Milt Yarbrought were well represented with their F6F Hellcat which is based at Tullahoma. Red Henry from Atlanta, Georgia and Jack Stamer from Louisville, Kentucky, were there in their beautiful SNJ-5's along with a regular Fly-In attendee, Robert Fox, in his BT-13, from Arab, Alabama. I must take this opportunity to thank Bob Fox for the use of his BT-13 as photograph ship during Staggerwing affairs. Of course, any gathering at Tullahoma involves Staggerwings and to the members of the Staggerwing Museum Foundation it was very gratifying to see six of the big Beeches in attendance and hangared in the just-completed Walter Beech Building, even though the building wasn't quite complete at the time, it did give those in attendance a chance to get an idea of what a fine facility the Staggerwing Museum Foundation is going to be. On Saturday, the Southeast Sport Aviation Council (SESAC), under the able leadership of Bill Ehlen, held its Fall Meeting and it was well attended. A large number of the EAA Chapters in the Southeast were in attendance and topics of mutual interest to all were discussed. Bill and the Council have done a tremendous job in serving as an information media of activities as well as keeping everyone informed. Also, Bill reminded us of the "Sun and Fun" Fly-In that will be held at Lakeland, Florida, on January 24, 25 and 26. SESAC is one of the sponsors and this just might be the real mini-Oshkosh of the winter circuit. The "Tullahoma Bunch" is going to be there in great numbers and it is one that all enthusiasts won't want to miss. The entire weekend was filled with fly-bys, formation flights, fellowship, and all the things that are enjoyed at a "gathering of the clan" but, again, one of the real highlights had to be the fine chili supper that the 'airport widows' of the "Tullahoma Bunch" put on. Can you imagine the undertaking of serving over 500 people chili, cakes, and all the trimmings? 62 gallons of chili was prepared by over 50 of the ladies of "Tullahoma Bunch" at no cost to our guests. Many people of the "Tullahoma Bunch" worked many hours to make for a successful event and when it was all over, there was not a complaint but just satisfaction with a job well done and great fun. The sixth annual "Happening" will take place, again in Tullahoma, the first weekend in October 1975. We hope that all of our good friends will return and those who haven't had the chance will make certain that it is on their 1975 fly-in calendar.
By Martin Hollmann (EAA 77760) 3790 Flora Vista Santa Clara, California 95051
(Photos by John Bindon)
I N 1969,
SHORTLY after graduating from California State University at San Jose with a B.S. degree in Aeronautical Operations, I decided I wanted to own an inexpensive and simple to operate aircraft which had the capability of taking off and landing from an unimproved airstrip such as a beach, dirt road, or pasture and would also be street towable and garage storable. The Bensen gyrocopter seemed well suited. However, it did not meet all the requirements that I was looking for in my inexpensive and simple aircraft. For example,
I wanted an aircraft that would carry a passenger or student and I wanted it to be powered by a proven, airworthy, aircraft engine. I also wanted something more my size. I am 6 feet 7 inches tall and weigh 200 pounds. It did not take long for me to find out that my airplane did not exist and that I would have to design and build my own. Preliminary calculations showed that my stripped, ultra light twoplace gyroplane would weigh at least
1,000 pounds gross, and to achieve fair performance, it would need a disc loading of less than 1.8 pounds per square feet. Again, a rotor capable of providing this low disc loading did not exist and I realized that I would have to design and build a rotor first. To minimize tooling and molding costs
I selected to utilize a fabricated 2024T8511 aluminum leading edge extrusion and 2024-T3 alclad skin riveted structure instead of a laminated
fiber-glass structure. To keep the blade weight down a low solidity ratio of 0.035, common to gyroplane rotors, and a teetering, two-bladed rotor system was selected. Furthermore, a NACA 8-H-12 airfoil which very
closely resembles the airfoil of the pre-war autogyros was chosen and
the blades were designed to meet the I • • 16 JANUARY 197S
Federal Aviation Regulations, Part 27. A summary of the rotor parameters for the rotor, which I had by
now called the HA-27 rotor system, are shown in Fig. 2.
T
The Hollmann HA-2 Sportster powered by a Franklin Sport 4B.
Number of Blades . . . . . . . . . . . . . . . 2 D i a m e t e r . . . . . . . . . . . . . . . . . . . . 27 ft. Chord . . . . . . . . . . . . . . . . . . . . . . . 9 in. Airfoil NACA8-H-12 Blade Pitch . . . . . . . . . . . . . 2 degrees Disc Loading . . . . . . . . . . . . . . 1.8 psf Solidity Ratio . . . . . . . . . . . . . . . 0.035 Rotor W e i g h t . . . . . . . . . . . . . 62.5 Ibs. Fig. 2 — HA-27 Rotor Parameters
Shortly before starting to build the HA-27 rotor for my aircraft, I found that another gyroplane in the 900 to 1100 pound gross weight category called the Boomerang had been built in San Diego and that the owners were having problems flying on the
smaller Rotordyne blades. I immediately called them and told them of my project and they asked me to build a set of the larger blades for them. Quotation requisitions for the blade leading edge extrusion were sent to several companies in April 1970 and the finished extrusions arrived from Martin Marietta Aluminum in Janu(Continued on N*xt Page)
Fig. 1 — The HA-2 Sportster and 6 ft. 7 in. designer/ builder Martin Hollmann. SPORT AVIATION 17
HA-2 SPORTSTER .. . (Continued from Preceding Page)
ary of 1971. In April, exactly one year from the start of the rotor design, the first two sets were completed and the
first set proved to fly extremely well on the Boomerang. Campbell Aircraft Ltd. of England also ordered one set of the HA-2 7 rotor for their 1000 pound gross gyroplane called the Cougar. Powered by a Rolls Royce 130 hp engine the Cougar was flown to the 1972 Paris Airshow. At this point I was very frustrated because it seemed that everyone was flying a gyroplane except me. All I had completed was a set of rotor blades but the airframe still remained to be designed and built. In April 1972 I moved from San Diego to Florida where I was employed at the Martin Marietta Corporation designing missile structures. In Florida, I immediately started designing, analyzing, and building the airframe for my ultra light twoplace gyroplane which I named the HA-2 Sportster. After making a quick trade study of several types of airframe structures, I selected 2 inch by 2 inch by 0.125 inch wall square tubing, 1 inch by 1 inch by 0.125 thick angle, and 1 inch O.D. by 0.065 inch wall round tubing, all made of 6061-T6 aluminum alloy, and bolted together with AN bolts to form the airframe structure. For the motor mounts, control stick, and rudder pedals a AISI 4130 steel tubing welded structure was selected. To achieve fair performance a power loading of less than 10 pounds per horsepower is required. This meant that an engine with more than 100 hp would be needed. Several engines, such as the Continental 0-200, the Lycoming 0-290, and the Franklin Sport 4B were well qualified and I was very happy to find that Chuck Beaty of Sunset State Rotor Club fame wanted to sell his new (in boxes) Franklin Sport 4B engine. I bought the Franklin engine from Chuck and ordered a 66 inch diameter, 36 inch pitch propeller from Banks-Maxwell. The 66 inch diame-
P r o p e l l e r . . . . . . . . . . . . . . . . . 18 Ibs Empty . . . . . . . . . . . . . . . . 619 Ibs Fuel, 12 gallons . . . . . . . . . . . . . . 72 Pilot and Passenger......... 340 Baggage........................ 9 Disposable load . . . . . . . . . . . 421
Oil . . . . . . . . . . . . . . . . . . . . . . . . 10 Gross Weight . . . . . . . . 1050 Ibs Flight Performance: Maximum speed ........ 95 mph Minimum speed . . . . . . . . . 36 mph Speed for best range . . . . 65 mph Speed for best endurance 43 mph Maximum rate of climb at 63 mph . . . . . . . . . . . . 610 fpm Range . . . . . . . . . . . . . . . . . 90 miles Fig. 3 HA-2 Sportster Specifications
During this time, I also attended Florida Technological University where I completed the requirements for a M.S. degree in Mechanical Engineering and under the supervision of Dr. Henry Hagedoorn I completed my thesis titled, "Design of the Ultralight Two Place Gyroplane". Althought I had initially intended for my thesis to be the backbone of the design of the HA-2 Sportster, it turned out to be much more. My thesis consisted of two parts. One, a computer program titled CAGROS, for Computer aided Gyroplane Synthesis, was set up to calculate flight performance for varying gyroplane
parameters which include gross weight, power loading, disc loading, blade solidity ratio, blade pitch, blade twist, and airfoil section characteristics. Second, a complete detailed analysis of the HA-27 rotor system for the load conditions prescribed in the Federal Aviation Regulations, Part 27, was made. From CARGROS the power curves
90
ri-
MAXIMUM SPEED
80
POWER AVAILABLE
70 POWER REQUIRED
ter was the largest diameter I could
swing and still maintain adequate airframe, ground, and rotor clearance. The Franklin Sport 4B engine is rated for 130 hp at 2800 rpm to give the HA-2 Sportster a power loading of 8 pounds per horsepower. Engine: Franklin Sport 4B P o w e r . . . . . . . 130 hp at 2800 rpm Power loading . . . . . . . 8.08 lbs/hp Weight Break Down: Airframe . . . . . . . . . . . . . . . . 278 Ibs Engine . . . . . . . . . . . . . . . . . . 260 Ibs Rotor .................... 63 Ibs 18 JANUARY 1975
for the HA-2 Sportster were calculated as shown in Fig. 4. From the intersections of the power available and power required curves it was determined that minimum speed of 36 mph and a maximum speed of 95 mph should be realized at maximum gross weight. Furthermore, it was determined that a speed for best range of 65 mph and a speed for best endurance of 45 mph could be achieved. While at 63 mph a maximum rate of climb of 610 feet per minute was calculated. Fig. 5 shows the change of rotor and airframe drag with forward speed. From this figure it was recognized that to increase the maximum speed of the HA-2 Sportster the airframe drag must be reduced by streamlining. However, for the sake of structural simplicity, little attention was given to streamlining of the airframe. The method of A.P. Mayo in NACA TN 4304, "Matrix Method for Obtaining Spanwise Moments and Deflections of Torsionally Rigid Rotor Blades with Arbitrary Loadings" was modified by me to include the effects of precone angle and was used to determine the bending moments in the HA-27 rotor blade. The bending moments for a limit flight load of 3.5 x 1050 pounds, a forward speed of 117.2 mph, and a corresponding rotor speed of 795.2 rpm are shown for various blade stations and azimuth positions in Fig. 6. The centrifugal force along the blade span for this load condition is shown in Fig. 7. A Goodman diagram was utilized to determine the structural integrity of the critically stressed area in the blade extrusion due to fatique while being subjected to a one g limit flight load at maximum forward speed.
SPEED FOR BEST ENDURANCE
60
7
MINIMUM SPEED
50
SOLIDITY 0.035 .SPEED FOR BEST RANGE
GROSS WEIGHT 1050 LBS POWER LOADING 8.08 LBS/HP DISC LOADING 1.8 LBS/SQ.FT. NACA 8-H-12 AIRFOIL NO BLADE TWIST BLADE PITCH 2°
40
30
40
50
60
80
FIG. 4 Power Curves For The HA-2 Sportster
90
100
FIG. 5 Drag and Thrust
Q
5
200
20
100
80
AIRSPEED, MPH
\
\
10
puufi vm VOF ROTCIt DOC
0.40
0.60 0.80
BLADE STATION I
FIG.
7
Centrifugal Force In Blade
For Fig. 6 Load Condition
- r^fOfOKL
31
FIG. 8 HA-27 Rotor Blade Resonance Characteristics AZIWW *JKLI>,
DKMIS
FIG. 6 Blade Bending Moments In Forward Flight, Limit Load Equals
CAI.Cl'LATKD S P K K D VARIATIONS HARMONICS OF ROTOH SPEED MKASl'HKD NONHOTAT1NG
3.5 x 1050 Lbs.
Rotor resonance characteristics are plotted on Fig. 8 to verify that the HA-27 rotor is operated out of rotor resonance conditions.
Of
In Figure 8 rotor resonance is shown as the intersection of a calculated
natural frequency of the rotor and a rotor speed harmonic. It is shown that no intersections occur within the
indicated operating range of the HA27 rotor for the 1st unsymmetric and
OPERATING RANGE
\\\\\X
1st symmetric bending modes.
With only a few exceptions the airframe of the HA-2 Sportster was designed to meet the standards of the Federal Aviation Regulations, Part 23, Shortly after completing the assembly of the airframe, I accepted a new job as a senior design engineer with
the Lockheed Missiles and Space Company, Inc., in Sunnyvale, Calif.
My wife and I packed our belongings for the long trip back. The movers took everything except my gyroplane. Fortunately, I had built a simple to attach tow hitch so that I could tow the HA-2 Sportster behind my Volkswagen, In February of 1974 we left Florida with the HA-2 Sportster attached to my car and six days later we arrived in Sunnyvale. The HA-2
100
Sportster had not only withstood the long trip but it had proven to be easily
street towable under a large variety of road conditions. We had averaged
50 mph and at times I completely forgot that I was towing my gyroplane.
After we settled in Santa Clara, I ran in the new engine as prescribed by the Franklin Engine Company and performed the first taxi tests. On and off the runway the HA-2 Sportster is very responsive to pedal control due to the two large rudders located in the slip stream of the propeller and a steerable nose wheel connected by springs to the rudder pedals. A small
300 200 ROTOR SPEED, RPM
400
drum brake on the nose wheel is used to stop during taxiing, while collapsible wheel chocks are utilized during propping and hand starting of
the engine. The wheel chocks are left in place during engine warm up and are removed by the pilot while he is sitting in the cockpit. After removal, they are stored in the aircraft. During my taxi tests I found to my pleasant surprise that it was not necessary to hand start the HA-27 rotor. The HA-27 rotor will start from the stopped position by simply taxiing the aircraft and slowly bringing the (Continued on Next Page) SPORT AVIATION 19
HA-2
SPORTSTER . . .
(Continued from Preceding Page)
control stick back as rotor speed increases. A 2000 foot taxi is usually required to bring the rotor up to
operating speed. For the taxi tests I had selected Tracy Airport. Here I had found an extremely enthusiastic
NEW NASA GENERAL AVIATION AIRFOIL
and hospitable group, Popular Rotorcraft Association Chapter 5, directed by Marion Springer and her husband. After completing my taxi tests, I was almost ready to fly. I asked Frank McCutcheon from the FAA to inspect the HA-2 Sportster for the second time. Frank had inspected the aircraft before the taxi tests and
By H. D. Garner (EAA 15611) 2 Sir Francis Wyatt Place Newport News, Virginia 23606
had made many good suggestions for which I am very grateful. After Frank
certified the HA-2 Sportster as airworthy, I towed it to Tracy Airport, assembled and mounted the rotor, and performed my, by now routine, walkaround inspection. It was early morning and the weather was cold and clear, and even more important, there was no wind. I taxied once down the runway to bring the rotor up to operating speed and returned to the warm-up area. After checking for other aircraft, I pushed the throttle slowly forward to 2500 rpm, the aircraft accelerated and with the control stick all the way against the back stop, the nose wheel started to lift off at 25 mph. From the power curve, Fig. 4,1 knew I needed more airspeed to takeoff. I eased the control stick forward until the airspeed indicator read 35 mph. I eased the control stick slightly back, applied a little right rudder, very much like in a Cessna 150, and
O a
NASA GA(W)-.| airfoil NASA standard roughness N A C A standard roughness NACA airfoil , NACA standard roughness (ref.5)
.04
— — — 65 2 -4l5 —-— — 65 3 -4l8
.03
r~
.02
.0!
°l.2
-.8
-.4
suddenly I was flying down the run-
way. At the end of the runway I eased back on the throttle, pushed the stick forward, and made a perfect flared landing by pulling the stick all the way back just before touching down. It really felt great. Now I knew what I had worked for in every minute of my spare time for the past six years. I repeated several flights before deciding to go home. Before flying the HA-2 Sportster, I knew that no matter how much analysis had gone into my aircraft
design and how certain I was of the design, the real proof of the aircraft's capability to perform remained for the actual flight tests. For its first flights
the HA-2 Sportster proved to be extremely stable and easy to control. However, many more tests and many
more hours of flight are needed to verify its performance characteristics, especially those at maximum gross weight. Once all the test flying has been completed and after the aircraft has proven itself, like I think it will, I will make the drawings of the HA-2
Sportster available to the public. Until that time I have a lot of flying to
do. 20 JANUARY 1975
(b) Variation of c,j with cj.
Now that the conquest of space has settled down to a steady grind, NASA is finding time to do some useful things for the aviation industry. Much of this work is concerned with large, high speed aircraft and the serious problems of getting ever increasing traffic safely into and out of airports without incurring the ire of environmentallists and close neighbors. There are, however, some other activities which relate directly to light aircraft design and operation and could be of considerable interest to the sport plane designer. One of these is the development of a new airfoil section tailored to general aviation needs, the NASA GA(W)-1. I understand it is an outgrowth of Dick Whitcomb's work on the super-critical airfoil (hence the (W)
in the designation. The GA stands for general aviation and the -1 implies that it may be the first of a series of such airfoils).
Now, I'm no aerodynamicist, but the comparative CL curves look like this one has lift to burn with no drag penalty to speak of. It's a good thick one, too. In wind tunnel tests, this new airfoil demonstrated the potential for up to a 30 per cent increase in maximum lift over airfoils currently found in general aviation airplanes. Liftto-drag ratio was increased by about 50 per cent. The wind tunnel results were verified recently by flight testing of a Piper Seneca aircraft, modified to include the new wing design. In addition to the low-speed airfoil, the new wing design has a 25 per cent reduction in area, tapered planform, full-span Fowler flaps, and spoilers for roll control instead of conventional ailerons. EAA members can get the whole story from NASA TN D-7428 available from National Technical Information Service, Springfield, Va. 22151 for $3.50. N A S A G A < W 1 - I Ofl O
N A S A HofyJO'3 r
O
NACA Mofidord r NACA oirfoil.NACA ttontfwd roughest Irtf.51
NASA GA(W)-1 AIRFOIL COORDINATES
[c • 58.42 cm (23 In.)]
x/c 0.0 .002
.005 .0125 .025
.0375 .05 .075 .100 .125 .150 .175 .20 .25 .30 .35 .40 .45,
- j' ----—• - '
-It
-II
.4
'
0
4
1
12
16
20
24
(a) Variation of cj and c m wiui a. Comparison of section characteristics of NASA GA(W)-1 airfoil and NACA 65J-11S and 653-418 alrtoUi. M > 0.20; R . 6 x 10«.
.50 .55 .575 .60 .625 .65 .675 .700 .725 .750 .775 ..800 .825 .850 .875 .900 .925 .950 .975 1.000
upper
0.0 .01300 .02035
0.0 -.00974 -.01444 -.02052
.03069 .04165 .04974 .05600 .06561 .07309 .07909 .08413 .08848
.09209 .09778 .10169 .10409 . 10500 .10456 .10269 .09917 .09674 .09374 .09013 .08604 .08144 .07639 .07096 .06517 .05913 .05291 .04644 .03983 .03313 .02639 .01965 .01287 .00604 -.00074
-.02691 -.03191
-.03569 -.04209 -.04700 -.05087 -.05426 -.05700 -.05926 -.06265 -.06448 -.06517 -.06483 -.06344 -.06091 -.05683 -.05396 -.05061
-.04678 -.04265 -.03830 -.03383 -.02930 -.02461 -.02030 -.01587 -.01191 -.00852 -.00565 -.00352 -.00248 -.00257 -.00396 -.00783
SPORT AVIATION 21
registered representing a solid crosssection of craftsmanship and restoration. Considerable flying was done to complement the static displays and never-ending hangar sessions. A team of jumpers from the Greene County Parachute Club opened a daily aerobatic show featuring Elton McDaniel (Cassutt and Cessna Aerobat), Kenny Pepper (Citabria) and Nathan Davis (Pitts). President Poberezny talked Saturday evening in the Main Hangar and then enjoyed a thoroughly pleasant evening jumping from campfire to
By Ken Mountain (EAA 12372) 658 Reynosa Court Berea, Ohio 44017 (Photos by the Author)
The 9th Annual Mid-Eastern Regional EAA Fly-In was held September 6-8, 1974 at the Marion, Ohio Municipal Airport. The Fly-In, sponsored by Ohio EAA Chapters in cooperation with Marion civic groups, attracted 1,837 registrants of whom 408 were EAA members. Camping facilities were available on the airport and several hundred campers took advantage of the long weekend. Enthusiasts from Ohio,
campfire rapping about EAA aims, goals, accomplishments and potential obstacles ahead. EAA members, too, thoroughly enjoyed the opportunity for an informal fireside chat with the President. AWARD WINNERS
GRAND CHAMPION CUSTOM BUILT — Charles Selge, Tallmadge, Ohio - PJ-260 N35250. GRAND CHAMPION ANTIQUE — Bill Lewis, St. Claire, Michigan Meyers OTW N34332. GRAND CHAMPION CLASSIC —
Leo Hart/Dick Buck, Sylvania, Ohio - Fairchild F24R N7761.
GRAND CHAMPION WARBIRD — Stan Yolk, Mansfield, Ohio - Taylorcraft L2M N47026.
GRAND CHAMPION ROTORCRAFT — Louis Kuhn, Lorain, Ohio - Bensen B8M.
FORMER GRAND CHAMPION CUSTOM BUILT — Lloyd Butler, Norwalk, Ohio - Midget Mustang N14LB. FORMER GRAND CHAMPION ANTIQUE — Vince Mariani, Marion, Ohio - Waco VK-75 N31653. MOST POPULAR CUSTOM BUILT — D. A. Beebe, Bucyrus, Ohio Rand KR-1 N90837. SECOND PLACE CUSTOM BUILT — Ed Fisher, Thompson, Ohio Cassutt N2EF. SECOND PLACE ANTIQUE — James C. Gorman, Mansfield, Ohio — Beech Staggerwing N80305. SECOND PLACE CLASSIC — Lois Moore, Orangeville, Canada Aeronca & AC CF-JUU. BEST STATIC DISPLAY — Donald Hickman, Canton, Ohio - Model Aircraft Engines.
Michigan, Indiana, Pennsylvania,
New York, West Virginia, Kentucky, New Hampshire, Massachusetts, Oklahoma, New Mexico and Canada were attracted to the final large FlyIn of the season. Thirty-two EAA Chapters plus President Poberezny from National Headquarters were represented. Forty-six custom builts, 91 classic and antique, and 4 Warbird aircraft
The trophy table at Marion. 22 JANUARY 1975
Quite a variety of s homebuilts, warbirds.
anes — classics, rotary wing,
Our cover plane for the November issue ot Sport Aviation was at Marion and was a winner there also.
BEST PAINT JOB — Gene Lemke, Toledo, Ohio - Headwind N4958. BEST FIBER-GLASS JOB — Herb Combs, Bedford, Indiana - Great Lakes 123HC. LONGEST DISTANCE FLOWN — Doug Moore, Orangeville, California - Cessna 195 CF-EMP. JUDGES AWARD — Carl Armstrong, Columbus, Ohio - Piccard
AX65 Balloon N9DP. 1974 MID-EASTERN REGIONAL FLY-IN CORPORATION OFFICERS:
Chairman — Bernard Decker, Co-
lumbus, Ohio - Chapter 9. Co-Chairmen — Jim Campbell, Medway, Ohio - Chapter 109; Jim Sayers, Marion, Ohio; Clarence Morgan, Marion, Ohio. Treasurer — Jim Butler, Norwalk, Ohio - Chapter 50. Secretary — Marilyn Fisher, Thompson, Ohio - Chapter 118.
COMMITTEE HEADS: Awards Chairman — Ed Fisher, Thompson, Ohio - Chapter 118. Chief Judge — Ray Loughridge, Kent, Ohio - Chapter 5.
Registration: That's Jim Butler's 1973 Oshkosh Grand Champion Mustang attracting the crowd at Marion.
People - Flo Decker, Columbus, Ohio - Chapter 9. Aircraft - Dave Newbury, Toledo, Ohio - Chapter 149. Campsite - Sue Baynes and Use Gehring.
Publicity — Marilyn Fisher, Thompson, Ohio - Chapter 118. P. A. System — Marvin LaRue, Marion, Ohio. Unicom — George Larsen, Fairview
Park - Chapter 127. Children's Activities — Bill & June
Stone, Centerville - Chapter 385. Report and Photographs: Ken Mountain - EAA Chapter 127 - Cleveland, Ohio.
FLYING WIRE TENSIONS Ever wondered how tight flying, landing and tail
REUSABLE SELF-LOCKING NUTS Several types of self-locking nuts are available and acceptable for aircraft use. Some have more capacity for reuse than others. Careful examination and mature judgment must be exercised in order to recognize when these nuts are in an acceptable condition for reinstallation.
wires should be on a small biplane? Now that biplanes, such as the Pitts S-IS and S-2, are in production, EAA Headquarters has called on the factory for their guidance. Pitts Aviation engineer, Gene Dearing, gave us the following tension values, using a tensiometer: Drag and Anti-Drag in the wings: 200 lbs. minimum to 350 lbs. maximum Flying and Landing Wires: 600 lbs. minimum to 750 lbs. maximum
A description of the several types of lock nuts, their
characteristics, usage, and the criteria for inspection and reuse is contained in Chapter 5 of FAA Advisory Circular No. 43.13-IA, Aircraft Inspection and Repair. The Personal Aircraft Inspection Handbook, FAA Advisory Circular No. 20-9, also provides maintenance personnel and the owner-operator with good information regarding the inspection and care of aircraft. These advisory circulars are available for purchase from the Superintendent of Documents, U. S. Government Printing Office, Washing-
Empennage Wires:
250 lbs. minimum to 325 lbs. maximum
Tensiometers are commercially available from companies such as Aircraft Components, Benton Harbor, Michigan and Wag-Aero, Lyons, Wisconsin but are rather expensive and it would probably be worthwhile for Chapters rather than individuals to purchase these tools.
ton, D. C. 20402.
SPORT AVIATION 23
A HOMEBUILT ENGINE, THE CARR VW TWIN
By David E. Carr (EAA 78609) 10535 N. W. Leahy Rd.
Portland, Oregon 97222
VER SINCE THIS flying game started, amateur builders have been confronted with the problems of a powerplant. Light engines have always been scarce and high priced. Right today there is a very limited choice for the man who isn't free from the worry of expense." This is a quote from the 1933 Flying Manual. These words are
as true today as they were in 1933. Today there is a need for a reliable, inexpensive, ultra-light four stroke powerplant, just as there was then. From my home on the northwest side of Portland, Oregon I can just about see to Cornelius, Oregon where Les Long wrote the foregoing quote 41 years ago. If you have read the 1933 Flying Manual, you are aware that Les Long designed several ultra-light aircraft in the era. In doing so, he generated a need for an ultra-light engine for himself and decided to build one from cheaply obtainable common parts, which resulted in the Long Harlequin Motor. Last winter, while finishing up my Pietenpol Aircamper and before the first test flight had even been flown, I had dreams of building a lighter, single place aircraft in an ultra-light category. Designs such as the Longster, Heath Parasol or a Pixie interested me. With these designs in mind, I started thinking of what I could do for an engine. I had been kicking around, in my mind for sometime, the feasibility of cutting a VW engine in half. Not wanting to cut into a good 4 cylinder engine, I made a trip down to my local VW repair shop. After explaining my intentions to the owner, he said he had several engines that had been damaged internally on the fly wheel end, and for a promise that I would show him the twin when it was
The mag and carburetor installations are clearly shown in this view — also the welding necessary to close off the rear of the engine.
The Carr VW Twin — made by sawing a VW engine in half.
finished, I was given those engines.
Following is a brief explanation of what I did to achieve a reliable running twin engine. \fter thoroughly disassembling, cleaning, and inspecting one of the engines, I started sawing the engine
in half, using a band saw. First of all the crankcase is cut in half aft of the center main and a plate is welded on the back of the cut off portion. The camshaft is cut off aft of the center main and the same for the crankshaft. Counterweights are welded on to the crankshaft so that it is perfectly balanced. The heavy duty thrust bearing which was on the flywheel end is put on the propeller end of the crankshaft to absorb thrust loads. A magneto coupler is fastened to the rear end of the camshaft and a magneto and spacer are mounted directly to the rear of the crankcase. Since the VW cylinder head is symmetrical, when cut in half one half becomes the right cylinder and the other half becomes the left cylinder. The intake tubes and a plate to seal off the rocker box are welded onto the back of the heads. The intake manifolds are simple sink drain fittings. The carburetor mount flange is cut off of the existing VW manifold. The carburetor is from a 36 hp VW engine, bought very cheaply at any wrecking yard. 24 JANUARY 1975
The author, David Carr, running th<. stand.
i win on a test
The propeller hub is built by using the existing fan belt pulley; the pulley is removed from the hub and a simple 6 bolt flange is welded on. The engine mounts are attached to the top and bottom of the crankcase with the flange bolts and a simple U-shaped bracket. The engine was then mounted on a test stand fabricated from angle iron and the day finally arrived that I had been waiting for. Now to hear my 80 lb. twin run. The accelerator pump was left in the carburetor, so the starting procedure is thus: mag switch off, 2 squirts on the
accelerator pump, stand behind propeller, pull through twice, mag switch on and pull once and the engine starts so easily it seems like it has just been waiting for this. The engine idles very smoothly and runs smoothly
through the entire RPM range! From the very beginning of the project, I hoped to build an engine that would be as simple as possible to build with
the least amount of sophisticated tools and with parts that are economically purchased anywhere. The most difficult part of the entire engine is welding the magnesium plates to the back of the crankcase, and this is a simple job if you have access to a heliarc welder. For those who do not have a heliarc welder or cannot have it done locally, I will be supplying this service. The distributor can be left in the engine making an alternative to using the magneto ignition system. The
basic engine can be easily constructed, complete and
Rear view of the Carr VW Twin . . . neat, simple and very compact. Notice the plates on the rear of the case plus the heads and rocker box covers to close the engine up after the original VW was sawed in half.
ready to run for less than $100.00. A magneto version can
be built for less than $200.00. With an investment of approximately 100 hours of your time, you have your engine built. Depending on which size engine you choose to convert, I would estimate HP ratings to be half plus some due to better carburetion. I am now in the construction stages of building a 900cc version with which I hope to achieve a horsepower rating of 35 to 40. Complete and professionally drawn plans are being made and a material kit, castings, machined parts and a magneto will be available.
I would like to take this opportunity to sincerely thank Blair Krakowski for his enthusiastic help in this project, also Art Matson for his beautiful drawings and Mike Stewart for the beautiful photography work. With-
out the help of these talented men, this project would have been a monumental task. Those wishing further information can obtain this by
ordering an information package for $2.00. Mail to the following address: Carr Conversion, P. O. Box 671, Beaverton, Oregon 97005.
Exploded View Of Carr Twin
The author and his recently completed Pietenpol — which does not have the VW Twin installed. David Carr plans an ultra-light in the Long Longster or Heath category for the Twin. C JR
SPORT AVIATION 25
by Kathy Cinquanta (EAA 046655) Hawks Haven Airstrip New Auburn, Wisconsin 54757
^UMBLE, RUMBLE, RUMBLE, rumble, rumble . . . Here was the beginning of the finale! On a bright Spring
morning in 1973 I tried to hold back the anxiety that I felt as my husband began firing-up the jet engines on our newly completed original design aircraft, Hawker II. The construction project had started 3 years ago, but this moment was the real beginning. A few friends that had come by at just the right time were with us at our little airstrip in the woods, but I felt that so many more — both skeptics and well-wishers — were there too. How will it feel, what will it be like flying with a red-hot blowtorch on either side of the cockpit?
One jet was booming and Joe switched on the spark to ignite the other. As it too began rumbling we stood and
waited expectantly. Standing alongside the cockpit with his leg braced against the wing Joe fed in throttle and the jets pulsed faster into a roar. We could see him checking gauges and observing the aircraft. After a few minutes he shut down the jets. As everyone stood and wondered, I went running to
find out the conclusions drawn from the first run-up. Disappointment . . . The heat from the tailpipes was melting the dacron covering on the tail. Expensive fireretardant fiber-glass resin had been used to build engine nacelles, but we didn't think that the heat from the engine
would reach the fabric-covered tailgroup. We had designed
26 JANUARY 1975
the tail surfaces and booms well above and to the side of the heat cone created by the jets. The Poly-Fiber process didn't burn . . . no! It just disappeared! What solutions did we have? We could cover the tail surfaces with aluminum . . . We could build a new aircraft . . . Or, we could move the jets outboard of the tailbooms. We decided to try the latter. More weeks of work. But Hawker II was finally on the runway again, and again the jets were making their low rumble, rumble, rumble . . . But again we met with disappointment as this time side-gusts carried enough heat to the rudder and booms to again cause shrinkage of the dacron fabric. Solutions again . . . We would have to build a new airplane for the jets. Meanwhile, we would put a 43 hp Sachs snowmobile engine on Hawker II. It had originally been designed as a propeller driven aircraft and the 110 pounds thrust Thermo-Jet engines had been just another experiment. So now it was Oshkosh week, but neither Joe nor I could get excited about going. We had our own excitement, our own aircraft right here, and we just had to get Hawker II in the air before we could go. All modifications just completed, we had been waiting all day for the calm of evening. More friends gathered. And finally, "Well, here goes." Joe pulled the starter, put on his helmet, stepped into Hawker II, buckled-up, closed the canopy, taxied to the end of the sod runway, turned the craft and came at us. He was barely visible from the front view, but we heard the unmistakable whine of the small engine. Suddenly, he was off and we looked up at him as he went
by us. He cut the throttle and glided down the runway. (Photo by Kathy Cinquanta)
Joe Cinquanta's DB Hawker II powered by a 43 hp Sachs snowmobile engine.
He touched down, rolled to a stop and turned around. Hurrah! He flew up and down the runway approximately 50 feet in the air several more times. I was snapping pictures and everyone else was buzzing and all smiles. Then when we least expected it, "Look! He's not landing!", I cried out. And as I watched him climb around the pattern 1 remembered when Joe sent me off on my first solo and I felt the thrill and light-headedness of that first
In conclusion, these gentlemen have our many, many thanks: our good friend, Richland Peavey, for his never ending assistance and moral support; Ray Hegy, that Michelangelo of the propeller sculptors, who carved my special propeller in record time; Matt J. Zupan of the FAA Minneapolis for his expert advice and especially for using his days off for both the pre-cover and final inspections; and Paul Poberezny who helped make it all possible through EAA.
flight. Now, after ten years of flying and building experiences with Joe I could feel with him the thrill of this first flight — of our new type aircraft. The camera lay still in
my hands as he flew through the evenings brilliant sunset. He slipped Hawker II down to a smooth landing. As he taxied toward us I became earthbound too and began rolling the film just in time to get the biggest and longest smile I've ever seen as Joe shut down the engine and stepped from the cockpit. "Beautiful! Beautiful! Now we can go to Oshkosh!" Hawker II has a low profile — 38 inches in height at the top of the cockpit — and weighs only 355 pounds empty. Its length is 22 ft. 6 in. and span is 24 ft. It gets
off the ground at 38 mph in 250 ft. and wants to climb like a scared hawk. (Lacking complete instrumentation at this time we have no rate-of-climb data.) Speed too is fairly sensational at 120 mph on a standard snowmobile engine. The controls are sensitive — though not overly.
The gear configuration is such that it maintains the streamlining of retractable gear without the weight and mechanism. Joe says it's real pleasure to fly sitting in front of
everything in a semi-reclining position with an unobstructed view and the engine noise and smell behind you. And now it's my turn to check-out in Hawker II. I can hardly wait. The unique design of Hawker II makes it a one-of-akind aircraft, but so does something else . . . What other aircraft has been built without the use of electricity? As we are forced to generate our own electricity, we use it very sparingly and Hawker II was built with hand-powered tools under gas lights.
(Photo by Kathy Cinquanta)
The early jet powered version of the DB Hawker II.
(Photo by Kathy Cinquanta)
Joe Cinquanta and his DB Hawker II at the Sand Creek, Wisconsin airport.
SPORT AVIATION 27
LOWELL R. BAYLES, RACE PILOT
By George Hardie, Jr.
LNYONE FAMILIAR WITH air racing has heard of the famous Gee Bee racers that flashed across the skies in the early 1930's. Probably the most spectacular of the Gee Bee stable was the Model Z built in 1931 to the design of the Granville Bros, and their chief engineer Bob Hall. In its short flying life of a little over three months it was the sensation of the aviation world during that depression year. Certainly this recognition was due in no small part to the ability of the pilot who flew it to its many victories. Lowell Richard Bayles was no stranger to the skills required in air racing. He was a partner-pilot in the Brinton-Bayles Flying Service at Springfield, Mass, in 1928 when he entered the Springfield Aerial Pageant where he won first places in the Dead Stick Landing contest and the Bombing contest. In 1929 he won first place in the Bomb Dropping contest at the All American Air Races at Miami, Florida. Bayles flew his first race in a Gee Bee when he piloted the first Gee Bee Sportster, called the Model X, in The All American Flying Derby on July 21, 1930. In a field of 18 starters Bayles placed second. This success influenced the Granvilles and Hall to design and build new and larger racers to go after the big money. The financial depression had dried up the commercial market and the high cash prizes offered at the National Air Races and other events across the nation became an attractive alternate to bankruptcy. Hence the Model Z came into being. Money to build the Model Z was
raised by forming the Springfield Air Racing Assn. Lowell Bayles became one of the principal stockholders
by contributing $500.00 of his own money, and helped raise more in exchange for the right to pilot the airplane in the major racing events. In honor of the locale from which this support was drawn, the Model Z was christened "City of Springfield".
Meanwhile Bayles entered the 1931 National Ford Tour with a Model E Sportster powered with a Warner Scarab engine of 110 hp. Of the ten
who completed the tour, Bayles fin28 JANUARY 1975
(EAA Staff Photo by Lee Fray)
Presenting the Lowell Bayles collection at the EAA Aviation Museum. Left to right are: Mrs. Lois Naumes, sister; Ben Owen, EAA Administrative Assistant; Dr. G. W. Bayles, brother; William Naumes and Mrs. G. W. Bayles.
Lowell Bayles at Detroit in 1931.
ished 4th with an average speed of 140.78 mph. The prize money was $1500.00 plus $500.00 for winning the Great Lakes Trophy. The 1931 National Air Races were held at Cleveland from August 29 to September 7. Substantial cash prizes were offered in the closed course racing events to attract many entries.
Consequently the competition faced by the Granvilles was truly formidable as they prepared their new racer for the contest. Besides the Model Z four other Gee Bee products were entered. But the greatest hopes rested with the stubby yellow and black No. 4 "Super Sportster".
On August 29, the first day of the races, Bob Hall flew a Model D Sportster to 1st Place in the 400 cu. in. race for ATC licensed aircraft, winning the J.
H. Williams Trophy and
$400.00 prize money. Next day Bayles flew the same airplane in the 650
Springfield group was confident they could capture a fair share of the prize money in the remaining events. Bayles also had his eye on setting a new speed record for landplanes, virtually assured by the outstanding performance of the Model Z. On September 2 he flew the airplane to 1st Place in the Goodyear Trophy race, averaging 205.001 mph. Bob
performed beautifully and the race was a great deal of fun". But he still wanted to set a new landplane speed record. On the morning of September 7 he had made a pass over the measured course and was attempting a second when his engine failed. He fully intended to try again, but fate stepped in. Two of the Gran-
Hall then took his turn, winning 1st
accident and Bayles volunteered to fly them home for hospital treatment. So the record attempt had to be postponed.
Place in the General Tire & Rubber Co. race on September 5, average speed 189.545 mph, and capturing 1st Place in the Men & Women's Mixed race on September 6, speed 222.623 mph. But the big event — for the big money — was staged on September 7, the last day of the races. The Thompson Trophy for the winner of the FreeFor-All open to all classes was the high point of the nine day event, eagerly anticipated by pilots and spec-
ville group were injured in a highway
Homecoming for the triumphant
Granville group was a gala affair. The whole town of Springfield turned out to welcome them when the airplanes landed. Bayles was presented with a framed resolution from the Board of Aldermen commending him on his victory. A parade through the city was followed by a testimonial dinner and
a fireworks display. The entire com-
cu. in. race to 4th Place and no prize
tators alike. Eight entrants lined up
munity strained to show their pride
money. On the same day he flew in the Civilian Aerobatic Exhibition, winning 2nd Place. On September 1 the Shell Qualifying Speed Dash offered the opportunity Bayles was waiting for. He electrified the race crowd by flying the Model Z for an average speed of
for the start, with Bayles in the Model Z, Jimmy Doolittle in the Laird "Super Solution", and Jimmy Wedell in his Wedell-Williams as the chief contenders. Doolittle took the lead at the scattering pylon, with Bayles close behind and the others trailing. In the second lap Doolittle's Laird suddenly began to smoke and he was forced to drop back. Bayles immediately took the lead and held it for the remainder of the race. Declared the winner at 236.239 mph, Bayles modestly remarked, "The air was per-
in the accomplishments of their
267.342 mph, winning first prize. On
one lap he flew an astounding 286 mph, faster than any previous con-
testant. In addition to this performance, Bayles flew the Model E to 1st Place in the Civilian Aerobatic Exhibition. With this auspicious start the
fect, my ship was very stable and behaved well on the turns. The engine
heroes.
The setting of a speed record remained the one goal to be attained. Arrangements were completed to make the attempt at the Wayne County Airport in Detroit, where an official course was laid out. The Model Z was modified by installing a new Pratt & Whitney Wasp Sr. engine of 750 hp in place of the Wasp Jr. of 535 hp. A larger cowl was needed to accommodate the new engine, but the lines remained approximately the same. Bayles took the airplane to Hartford, Conn, where the Pratt & (Continued on Next Page)
The Gee Bee Model Z "City of Springfield' .
SPORT AVIATION 29
LOWELL R. BAYLES . . .
started the run it suddenly dipped from its line of flight, rolled over Whitney engineers put their OK on and crashed into the ground. Bayles the installation. On November 6 he was killed instantly and the airplane flew to Buffalo, New York where a was a flaming ball of wreckage. One larger propeller was fitted by the theory was that aileron flutter was Curtiss Co. responsible, but the Granvilles, During the rest of November and after viewing a movie of the flight, the first days of December Bayles claimed that a gas cap came loose, made three attempts to establish a crashed into the windshield stunnew speed record over the Detroit ning Bayles, who instinctively pulled course. On one downwind pass he up on the controls causing excessive registered 314 mph but continued enstress on the right wing, which failed. gine and propeller trouble kept him Thus ended the promising career of from making the necessary consecuLowell Bayles. tive passes to establish a record. His Recently the Bayles family membest average was 282 mph but failure bers decided to present his collection of the timing cameras on the last pass of trophies and memorabilia to the nullified that record. EAA Aviation Museum. Presentation On December 5 preparations were of the collection was made in Octomade for the fourth attempt. At ber. Included are the following meabout 1:00 P.M. Bayles took off to mentos: try again. From a point about 5 miles The 1931 First Place Thompson from the course, at an altitude of Trophy Plaque. about 1,000 feet, he put the Model Z The 1931 Shell Trophy for First into a shallow dive to increase his Place in Straight-Away Speed Dash. speed as he levelled out over the The 1931 Goodyear Tire & Rubber course. What happened next is still Co. Plaque for First Place. open to conjecture. As the airplane First Place trophies won in the (Continued from Preceding Page)
1928 Springfield Aerial Pageant and the 1929 All American Air Races. A framed resolution by the City Council of Springfield, Mass, honoring Bayles for his win at the 1931 National Air Races. The Bayles collection is being prepared for display in the EAA Aviation Museum. An appeal is being made for any related photos and other memorabilia which will add to the significance of the display. The collection will take its place alongside such outstanding exhibits as Steve Wittman's famous "Bonzo", a replica of the Brown racer "Miss Los Angeles", and various other air racing mementos and artifacts. The contribution of the Bayles collection indicates that a great deal of historically valuable material is still in the hands of relatives and collectors. It is the policy of the EAA Aviation Museum to offer display space for ths material where its significance can be shared by the thousands who visit the Museum each
year.
(Photo by Penn Photo Service)
How's this for flying to Oshkosh in style? 48 members, family and friends of Pittsburgh's Chapter 45 filled the Penn Landmark Corporation's Martin 404 and sped west, arriving in Oshkosh in two hours and 45 minutes. The 404 is a 1950 model, so was legitimately parked in the Classic area along with another 404, several DC-3s and a couple of Lodestars from Florida . . . antique and classic airliners, yet! Chapter 45 had 90 people at Oshkosh — can any other Chapter top that? 30 JANUARY 1975
7 on Mush/Stall/Spin Accidents and How To Avoid Them By Fred E. Weick (EAA 7882) 2 Dolphin Dr.
Vero Beach, Florida 32960
These spinproof airplanes have effective lateral control at all angles of attack that can be maintained in flight but they are obviously not free from mush/stall accidents. They have the same important control disadvantage that all of the other current airplanes have — a longitudinal control that works in the way you want and expect it to under most conditions, but must be used opposite to one's natural inclination under other vitally important
conditions. HISTORY AND STATUS QUO
The proportion of fatal light-plane accidents in the stall/spin category has decreased substantially over the years. In the twenties,1 thirties and early forties2 twothirds of all fatal accidents were in the stall/spin category. This dominant proportion dropped to slightly under one-half for the three year period following World War II,3 and has subsequently continued to drop to under onefourth for the three year period just preceding 1970.3>4 This improvement is encouraging, but these latest statistics show also that the stall/spin accident, or "failure to maintain flying speed", is still the primary cause of all the accidents, both fatal and non-fatal. Effort toward further improvement would therefore be well worthwhile, particularly since the light airplane accident rate is still high compared with those of other forms of transportation. A recent National Transportation Safety Board report3 shows that in 1967, 1968 and 1969 nearly all (at least 93%) of the stall/spin accidents have started from low altitudes, having been associated with take-off or landing operations, or low flying such as buzzing, aerobatics, low passes, cattle round-up, etc. Thus in a great majority of the cases fully developed spins were not involved but mushing flight, stalls and incipient spins were. Another point of interest (to me at any rate) is that the NTSB report listed the Forney 415 (which included its predecessor, the Ercoupe 415, as well as its successor, the Alon) as having had a moderate number (13) of stall/ spin accidents during those three years. These airplanes were designed to be spinproof and were required by the FAA to be placarded as "Characteristically Incapable of Spinning". The heading "Stall/Spin" in the report included cases involving just straight stalls, cases involving stalls in turns, cases involving incipient spins and cases involving fully developed spins. The report grouped
all these together and did not differentiate between them. In order to learn just what kind of accidents these Ercoupetype planes had I have looked up the individual briefs of each of the 13 accidents listed. Twelve of the 13 were listed as stall or stall/mush accidents. One was listed under the stall/spin heading, but the accident occurred just following take-off, the injuries were minor or none
and the airplane was not destroyed. From this it would appear that the stall part of the classification would apply rather than the spin. Two of the 13 cases involved fire after impact, and these were the only fatal ones. In the general aviation
picture as a whole, about 7 of the 13 would have been fatal. The number of Ercoupe cases is of course too small to give reliable statistics.
This treacherous reverse control situation is of course well known to aeronautical engineers and knowledgeable pilots, but it is probably worth reviewing in some detail in order to assure understanding. For example suppose that we are flying level at full power and maximum speed. If we pull back on the longitudinal control a slight amount and hold it in the new position, the nose will pitch up some, the angle of attack will be increased some, the flight path will go up a fair amount momentarily and after a possible slight oscillation or two the flight path will steady down at a certain small angle and rate of climb but at a slightly lower airspeed. This appears to be natural and as it should be. If we pull back a trifle more and hold it the same thing will be repeated and both the angle and the rate of climb will be increased a little more at a further reduced airspeed. After a certain number of small steps the maximum rate of climb will be attained. Then if the control is held back a trifle farther the nose will still go
up and the whole operation will repeat even to the increased angle of the flight path (angle of climb) but the rate of climb will be somewhat lower. A few more such steps and the maximum angle of climb is reached. Up to this point the results are acceptable, but what about the next step? Holding the control back the next step will pitch the nose up and will increase the angle of attack and decrease the airspeed further as it did in the previous steps, but the angle of climb as well as the rate of climb will be reduced instead of increased. This is the opposite of what one would desire in a control. And with most airplanes if the rearward control steps are continued the climb will decrease through zero and become a descent even while the wing is flying unstalled. If the longitudinal control is sufficient to stall the wing thoroughly the rate of descent can be quite high even with full power. Thus with power full on, at angles of attack higher (and airspeeds lower) than that for the maximum angle of climb the longitudinal control does not give the results naturally desired, except possibly for a momentary flare. In this range we must train ourselves to use the controls in what seems to be the wrong or opposite sense in order to obtain the result desired. As a second example let's start in a power-off glide at cruising speed. When we bring the longitudinal control back a trifle and hold it, the same sequence of events will occur as with power on and we will end up in steady flight at a higher angle of attack and lower airspeed, and at a flatter angle of glide and a lower rate of descent. And this also appears to be natural and as it should be. After a number of small additional steps such as this, the flattest possible glide will be reached. This will occur at an angle of attack and airspeed close to that which also gives the highest rate of climb near sea level. Now a number of SPORT AVIATION 31
THOUGHTS . . . (Continued from Preceding Page)
additional rearward control steps will result in reaching minimum rate of descent in the glide, although the angle of glide will be substantially steeper than the flattest. Therefore if we want to stretch our glide to the utmost by pulling the control back and raising the nose as seems natural, this will work only up to the angle of attack for the flattest glide. Pulling back farther and raising the nose and the angle of attack more will result in a steeper glide, the opposite of what we want. So we have to train ourselves to take care of this seemingly unnatural and contradictory control response also. It seems to me that much of our stall/spin difficulty is associated largely with this longitudinal controlreversal situation. One of the insidious features of the use of the longitudinal control at high angles of attack and low speeds is that momentarily the nose and possibly even the flight path move in the direction desired, but the ultimate result is opposite to that desired unless we understand the reversed control situation and train ourselves to allow for it. That this is difficult and not always successful with our present day light planes, even with good experienced pilots, is shown by the accident record. As Leighton Collins pointed out in the June, 1973 issue of Air Facts, "In our experience, some people begin to hold back on the wheel at 1500 ft. in even a moderate straight stall. Now that's the time bomb in the pilot business and the goal is to be sure he's rid of it if he starts to stall inadvertently and more abruptly at 500 ft. And it should be mentioned once more that the likelihood of his ever getting into a low-altitude stall will be in turning flight, and most likely in an abruptly entered and abruptly tightened steep turn." The stall can be induced by a slow, smooth and unnoticed easing back of the wheel while the pilot is attempting not to lose his height above the ground. It is more likely to happen in a turn where the increased angle of attack is hidden, however, and its likelihood is greatly increased by abrupt or violent maneuvers. WHAT FURTHER IMPROVEMENT CAN WE MAKE?
In the light of the foregoing it is apparent that we can be free of mush/stall/spin accidents if we can avoid flying at angles of attack near the stall — say, those higher than that for the maximum or steepest angle of
climb. The range of angles of attack below that for the maximum angle of climb is adequate for all flight away from the ground except for some aerobatic maneuvers. And of course higher angles of attack are needed momentarily for a short take-off run and for touching down at low speed in a landing. It is easy to say that the mush/stall/spin accidents can be avoided by always, when in full flight, keeping the angle of attack below that for the maximum angle of climb, but how is this to be accomplished? With our present airplanes it is entirely up to the pilot.
It depends upon his competence and his desires. There has been improvement in pilot competence in recent years, particularly in connection with instrument flight and
"flying by the numbers". Further improvement along this line will depend on additional education and understanding, and improved training.
The improvement to date is certainly due to a large extent to improved piloting, but another major factor is
no doubt design improvement in the airplanes themselves, such as:
1) More power and speed range so that most flight is further removed from the stall. 2) Easier stalls with less sudden roll-off. 32 JANUARY 1975
3) Better aileron control in the region of the stall. 4) Less powerful rudders (made feasible by the tricycle gear). 5) Stall warners. Now what additional improvement can we make in the airplane? From the information gleaned from the records of 1967, 1968 and 1969 the problem appears to be: how can
we make the airplane help the pilot to fly always at a suitable angle of attack with a good margin from the stall? No doubt it would help some to provide instrumentation in the form of an angle-of-attack indicator, possibly with the points plainly marked for steepest climb, best rate of climb, flattest glide, etc. I doubt, however, that anything that a pilot must look at will help him much in a clutch when his attention is outside. Stall warners with light and horn signals are already helping the situation. And angle-of-attack indicators have been available for several years, but they have not come into general use. Possibly Langewiesche's suggestion in the June, 1973 issue of Air Facts for different sounds at certain significant angles of attack would be an additional help. One entirely different and possibly more basic approach might be to make the airplane itself so that it
would tend firmly to hold any angle of attack for which it was set or trimmed. With such an ideal arrangement the pilot could set the control directly for the angle of attack desired. The airplane would then continue to fly definitely at that angle of attack, and at the corresponding indicated airspeed. The trim indicator could be marked off directly in terms of indicated airspeed, and the positions for certain optimum flight conditions could be designated directly. Then if a pilot wants to fly at the speed that will give him the steepest angle of climb he merely sets the trim indicator for the point so marked and the airplane flies at that speed. In like manner, the airspeed giving the best performance could be set for the maximum rate of climb, or for the flattest glide. Flying at any other speed would be obtained by merely setting the trim control to the speed desired (the entire range of speeds desired would be marked on the trim indicator). We would therefore have what might be termed a Precision Speed Control with which we merely set the trim for the speed desired and the airplane flies accordingly. It occurred to me about thirty years ago that it might be possible to attain this state of affairs by changing the speed and angle-of-attack control from a rapidly operating one always under the immediate command of the pilot over the full range of speeds and always requiring his attention, to a slow or trimming type control which is set at the speed desired. All speed changes in ordinary flight would be made by a slow irreversible trimming control alone. Then if the speeds (or more correctly the angles of attack) for which the longitudinal control surfaces could be set ranged only between a safe margin from the stall to an acceptable high speed, and if the airplane would fly smoothly and satisfactorily within those limits and stayed at any speed desired within them, an extra responsibility would be removed from the pilot's mind. It would not amount to much under ordinary circumstances but it could make the difference between life and death under sufficiently unfavorable conditions. The problem then is to devise a precision speed control arrangement that can be set for any desired speed from the maximum in level flight down to but not beyond, say, that for the steepest climb, and that will permit satisfactory operation in all the required phases of flight. These include taxiing, taking off, climbing, turning, cruising, gliding, approaching to a landing and landing, as well as sudden maneuvering to avoid collision.
As mentioned previously, the range of angles of attack below that for the steepest climb is adequate for all flight away from the ground except for some aerobatic maneuvers. In changing from one speed to another the acceleration takes a fair amount of time if smooth flight is to be maintained, and the slow-acting trim control fits in well with this condition. The firm trim control that would hold any desired angle of attack within these limits would therefore itself be adequate for all gentle
flight away from the ground. For unsticking in a short take off or for touching down at minimum speed in a landing, however, higher angles of attack are needed momentarily. These momentary
higher angles can be obtained by an arrangement that permits overcon troll ing the trim control by the usual
wheel or stick, but requires an initial force of unmistakable magnitude to be overcome before the longitudinal control surface is moved from the firmly trimmed position. With this arrangement the control wheel would normally be in a fixed longitudinal position and ordinary pressure would not move it fore and aft. When the pilot needed to overcontrol momentarily he could do so, however, by pushing or pulling in excess of a predetermined unmistakable amount, say 20 or 25 pounds. The only basic difference between this latter arrangement and the conventional present day arrangement with a tab, adjustable stabilizer, or spring system for trimming with no force required on the wheel, is that with the new arrangement no deviation can be made from the trimmed condition without application of a substantial initial force. The force should be large enough so that the pilot can hardly do it unconsciously, whereas with the present conventional arrangement in which the force increases gradually from zero, the pilot can move the control a substantial amount without always being aware of it. The pilot presumably would be educated, trained and conditioned not to overcontrol the longitudinal trim in
all normal flight away from the ground, but to rely on the trim setting to get the best performance of the type desired. He would normally overcontrol only in leaving the ground in the take-off and in contacting it again in the landing. If a sudden maneuver were required in flight,
say to avoid a collision, he would overcontrol if he desired, and occasionally he might want to nudge it a bit to stop
a slight oscillation in the flight path. But for all ordinary flying he would rely on the fixed trim control for obtaining the best speed and angle of attack for the performance desired. And the positions for the critical performances
such as the steepest climb and the flattest glide could be marked directly on the trim control scale so that the pilot would not have to figure them out or remember them for each airplane he flies. Thus the control-reversal situation
would be avoided. Unfortunately if even with these advantages the pilot allowed himself to get caught in a bad situation in which he saw the ground "coming up at him" he might just forget his training and follow his natural inclination to pull
the wheel full back regardless of the force required. It would be hoped that such a condition would be an extremely isolated one and that at least most of the present mush/ stall/spin accidents would be avoided. The pilot would have to be trained to rely on the airplane trim-speed control as he has had to be trained to rely on the compass. In 1947 I had an opportunity to make some preliminary
flight trials with the fixed longitudinal trim speed-control arrangement. An Ercoupe with a special tail was used which was particularly well adapted to the situation because it would maintain very close to the same indicated airspeed for all throttle positions from wide open to fully closed. This was generally true for the ordinary Ercoupe at speeds above about 65 mph, but with the special tail it held true down to minimum speed.
This made it possible to provide a trim position scale marked directly in terms of airspeed, and which held for all throttle settings, from wide open to fully closed. The scale was in fact inscribed directly on the control wheel shaft, which was possible because each longitudinal position of the wheel represented a certain angle of attack and the corresponding indicated airspeed. This was strictly true for only one e.g. location, of course, but the e.g. range is small enough in an Ercoupe so that an average value appeared to be satisfactory. With this combination of characteristics it is easy for the pilot to recognize that the trim unit is his forward speed control, and that at any given speed setting the throttle controls only the rate of climb or descent. The Ercoupe quadrant type throttle was designed to aid in this concept because it goes upward as well as forward as power is increased, and vice versa. Taxiing — The only noticeable effect of the fixed trim device in taxiing was that it held the control wheel in a fixed position out from the instrument panel. This appeared to be a slight improvement in convenience but is of no special importance. Taking Off — Before taking off the trim was set to the speed desired for the climb out. In a normal take-off, after the control wheel had been pulled back over the preload force and the plane had left the ground the control wheel was allowed to ease forward gradually to the fixed-trim position and the climb out was continued at the speed set. The take-offs were made smoothly and the following climbs were also smooth and steady. As an experiment, some take-offs were tried by setting the trim control and letting the plane take off by itself. This worked satisfactorily if the speed was set for the best rate of climb, 65 mph. But when it was set for a low speed, such as that for the steepest climb, the ground run continued to a slightly higher speed and then when the plane did take to the air the excess speed made it zoom up somewhat and start an oscillation. This was unsatisfactory if unchecked, but it could be nipped in the bud by a slight forward nudge of the control wheel. As long as the fixed-trim climb following take-off is steady and free from oscillations it can be made safely at the minimum trimmable speed because there is still a definitely known safe margin from the stall. In fact it can be made definitely at the speed for the steepest climb.
Climbing, cruising and gliding — Up in the air changing from one airspeed to another seemed easy and natural enough using the fixed-trim speed control alone. In this case a crank was used. By operating it as fast as possible it could be turned through the entire range of trim-speed settings (55 mph to 120 mph) in about 5 seconds, which was a decidedly shorter time than it took the plane to accelerate through that range. It would probably be desirable to have the normal operation of the trim change match the time required for acceleration because then there would be no oscillations. It appears likely that a regular knurled longitudinal trim wheel would be very suitable for the trim control, but it should be located in a position very convenient to the pilot's throttle hand.
Possibly it would be well to fit it with a knob or small crank handle so that it could be turned more rapidly if the occasion demanded. A supplemental electric trim changer controlled with a button on the wheel would be convenient, acting at the correct speed. At any given speed it was easy and natural to control the rate of ascent or descent with the throttle. It was necessary to make the throttle changes in a gentle and gradual manner, however, if smooth flight were to be maintained free from phugoid oscillations.
To check the effect of altitude on the trim speeds, a full-throttle climb up to 6000 feet was made with the trim SPORT AVIATION 33
THOUGHTS... (Continued from Preceding Page)
speed indicator set at 65 mph. The I.A.S. reading on the air speed meter remained on 65 mph all the way. At an altitude of 6000 feet level cruising runs were then made at trim settings of 60 mph to 100 mph and at each point the airspeed indicator reading agreed with the trim setting. These runs were then repeated at an altitude of 1000 feet and the same results were obtained. All of this is of course as would be expected, for the trim setting determines the angle of attack, and for a given angle of attack there is a given indicated airspeed which is the same for all altitudes. Fortunately, it is a simple relationship which makes for easy use of the fixed-trim selective speed control. Turning — Turns with banks up to about 20° could be made satisfactorily without moving the longitudinal control from the fixed trim position. This was true throughout the entire speed range. It is to be expected because the variation of lift required with angle of bank is a cosine function and the change is very small for small angles of bank. For a large angle of bank, however, a large increase in lift is required. This also was confirmed in the trial flights. When a steep turn was made without either moving the elevator from the fixed trim position or adding power the nose would drop and the speed would increase to the point where sufficient lift was obtained at approximately the same angle of attack in descending flight. Medium turns with angles of bank of about 30° could be made without losing altitude by merely adding a little power. For steeper turns at constant altitude the fixed trim could be brought to a lower speed setting, even to as low as it would go, and the margin of safety from the stall would still be maintained. In an extreme emergency the wheel could be pulled back over the pre-load but then of course the margin of safety would be reduced or possibly eliminated. The air lines use very moderate banks which helps both passenger comfort and safe operation. In instrument flight the standard rate of turn of 3° per second involves angles of bank under 20° for almost all light airplanes. In fact, all ordinary light airplane flying could be done without exceeding an angle of bank of 20°, and if this practice alone were adopted the safety record would no doubt be improved substantially. There are exceptions, of course, such as mountain fields with restricted approaches, and aerobatic flight of any form, but by and large the angle of bank could be kept within 20°, and in general the passengers would be more comfortable and the safety would be improved. Approach and Landing — The entire approach to landing was easily made by merely setting the speed control to a suitable approach speed and steering the plane in until about 20 feet above the ground. There was a tendency to come in a little low because then it was very easy to stretch the glide with a little throttle and the approach path could be controlled quite accurately. During the last 20 feet or so of the descent to the ground the control wheel was pulled back over the pre-load from
the fixed-trim position sufficiently to flare off or level off the glide path and finally to contact gently at approximately minimum speed with the wheel full back. Even when trimmed at the lowest speed available (55 mph) the plane had substantially more reserve energy than was
made fairly gradually, however, noticeable oscillations did not occur. In gusty air the bouncing around seemed about the same as when the usual pilot effort was applied to counter the gusts. On one extended trip from Maryland to the West Coast and return the fixed trim was used with ordinary comfort throughout all of the
various air conditions encountered. Even so it would appear to be worthwhile for airplanes that are to be flown with fixed longitudinal trim speed control to be designed so that the oscillations are damped as much as feasible. Another point that needs further investigation is the effect on the trim of variations in loading and the resultant e.g. travel. The plane used for the trials happened to be particularly well suited in this respect because the e.g. range was small enough so that a single average trim scale served reasonably well for all loadings. Planes with large e.g. travel would provide more of a problem. Possibly an adjustable trim scale of some kind could be used. Project Shelved — Although the preliminary trials were reasonably satisfactory I shelved the project after they were completed. This was mainly on the ground that most pilots would probably not like the idea of having their complete freedom of control interfered with in any way, particularly it seems if it is intended to help them to fly more safely. We pilots naturally want to feel that our own competence is all that is needed to handle the airplane safely. And the safety does ultimately depend on the pilot — on his understanding of what he can do with his airplane, his capability of doing it, and his willingness to stay within reasonable limits. Over the past twentyfive years, however, good piloting has become much more mechanical and less "seat-of-the-pants". Pilots who fly to get places and those who get pleasure without needing to "wring it out" might now like the fixed-trim idea better than they would have in 1947. And considering that the light plane accident record is still in general poor compared with that of other modes of transportation, and that "failure to maintain flying speed" is still the primary cause for light plane accidents, I think it just might be worth looking into the fixed-trim idea again and giving it or something like it another try. Happily, the Aerospace Engineering Department of the University of Michigan is interested in this as a project and arrangements are being made with the help of NASA to carry on this investigation.
REFERENCES
1. Society of Automotive Engineers paper presented in Los Angeles, California on October 6, 1944, entitled "Four Years of Simpler Flying with the Ercoupe", by Fred E. Weick, Engineering and Research Corporation.
2. "The Dangers of the Air", by Leighton Collins, Chapter 18 of "Stick and Rudder" by Wolfgang Langewiesche, McGraw-Hill Book Company, 1944. 3. "Special Study — General Aviation Stall/Spin Accidents, 1967-1969"; National Transportation Safety Board Report No. NTSB-AAS-72-8.
necessary to flare off the flight path in smooth air.
Some Remaining Questions — One of the questions
4. "Safety in General Aviation", by Harold D. Hoekstra
to be satisfied in flying with fixed longitudinal control
and Shung-chai Huang; Flight Safety Foundation,
is the smoothness or steadiness of flight possible considering the natural tendency for the airplane to hunt
1971.
or oscillate (particularly the phugoid oscillation). In the
preliminary trials such oscillations were induced by a sudden change of either trim speed or power. If a change was 34 JANUARY 1975
WAKE ISLAND SCORPION
William J. Kelinbauer (EAA 69282) 5539 W. 142 Place Hawthorne, California 90250
(Photos courtesy the Author)
t ABOUT THE AUTHOR
Trying to condense Fred Weick's career in aviation into a paragraph or so is like trying to explain the Theory of Relativity in 25 words or less. You'll just have to be content with knowing he was Senior Aeronautical Engineer for NASA's predecessor,
NACA, before half the membership of EAA was bom; that in the early and middle 30's he designed, built and flew a tri-gear, twin boom pusher called the W-1 that was designed " ... to fit the man instead of assuming that the man would train himself to fit the airplane". This machine (and its later modification, the W-1 A) was so advanced that many
of its safety and control features are still ahead of the state of the art of current production light-
planes; that in the late 30's he designed the still popular Ercoupe; that still later he designed the
Texas A and M ag plane which became the Piper Pawnee and, consequently, the prototype for all modern ag planes; and that as Chief Engineer of Piper's Vero Beach facility from the day it opened until his recent retirement, Fred was responsible for the Cherokee and all its many mutations down through the years.
The foregoing is just the visible tip of the iceberg. Propellers, air foils, crashworthiness, high lift devices, control devices . . . there seems to be no end to the areas of aeronautica that Fred Weick has contributed to over the past 40 years. And, as evidenced by this article, he's still at it even in "retirement". A safer airplane for the average person is a goal Fred still pursues.
.Y MAJOR HOBBY, off and on, since 1957 has been flying light, fixed wing aircraft. Many enjoyable flying cavations were taken and I've accumulated 500 hours flying time. A couple of years ago I became interested in homebuilt aircraft. The projects that held my attention the most were the Thorp T-18, Volksplane, BD-4, Dyke Delta, and the Scorpion Too helicopter. While living in the Washington, D.C. area in 1972, the garage that I added onto my home in Virginia was designed large enough to hold two small cars and a Dyke Delta or Scorpion Too. This gave me a much greater incentive to build the garage! To find out more about the Scorpion, I called the developer and supplier of parts and materials — RotorWay, in Tempe, Arizona — and talked with the company cofounder B. J. Schramm. He was very helpful and directed me to Jack Dickerson in Forestville, Maryland. Jack had recently completed a Scorpion Too project. I visited Jack and spent a few hours getting an excellent rundown on his experiences in the construction phase. Fortunately, quite a few of his words on avoiding various "heartaches" were remembered later. Jack did a beautiful job on his machine. B. J. Schramm had come to Jack's home and personally checked out and flew the finished product. RotorWay provides this inspection service for only the cost of transportation for its representative. I stopped at Jack's home again a few weeks later and watched him runup and hover his craft. This was a very exciting event and Jack's enthusiasm was catching! Although the completed helicopter looked very complex and overwhelming to tackle, Jack said that it took just one step at a time to build. In the Spring of 1973, I took advantage of the opportunity to buy back the home that I had lived in for 10 years in Hawthorne, California. I started looking for another project to work on for my employer, Aerospace Corporation, back in the Los Angeles area. The company publishes a list of openings available and I saw a slot for providing technical support on the installation, checkout and operation of a "Wake Island Athena Missile Launch Complex." "Wake Island? Where is that?" I chuckled. It turns out that Wake Island is a small, 2 1/2 square mile, coral atoll in the Pacific Ocean, located over 2,000 miles west of Hawaii and with no other land within 500 miles of it. Actually, Wake does seem larger than you might imagine, because the land is spread out over three narrow, connecting islands — Peale, Wake and Wilkes. The length of the road traversing the islands is nine miles long. The islands surround a large, beautiful, blue lagoon. Air temperature averages in the 80's. There are extensive recreational facilities, good fishing, cheap booze, uncrowded and unhurried surroundings. Sounds like a paradise! So what if I overshot my return to Los Angeles by 5,000 miles!
(Continued on Next Page) SPORT AVIATION 35
WAKE ISLAND . . . (Continued from Preceding Page)
One thing I did note was that there were no women to chase on the island. Out of about 400 people on the rock, there were seven wives. Obviously, a person needed an all-consuming project to fill in his spare time to keep from going nuts. So, before coming to Wake, off I went to see the West Coast distributor of the Scorpion — Al Newell at the Long Beach Airport. Al and his partner, "Stretch" Walter, are great champions for the Scorpion! When I left them I
had several boxes of materials and parts already under my arms. Then reasoning started to set in: Think of the expense! ($7,000 for the entire kit) But I've never constructed an aircraft or similar project before! (Does a steel and concrete garage count?) How do I get all the pieces to Wake? Will I get prompt delivery from the factory? I should try to learn sailing and take advantage of other tropic isle activities. Will the powers-that-be frown on the undertaking? How do I keep the pieces from rusting or corroding away before my very eyes in a notorious salt-spray
Scorpion Too frame nearing completion, September 1973.
environment?
Where will I be allowed to work on it? Hey, there is no corner hardware store! How do I get it off the island when I leave? Etc. Etc. Four or five times I almost rushed to Al Newell to say "Here are the packages back. Forget it!" But my good friend, Juliette Cuevas, who had once spent an entire month on the island of Moorea, near Tahiti, just knew that I would find time and knew that I needed such a task. Her encouragement was the main cause for my continuing. Her terrible penalty for such encouragement was to have to haul many, many heavy packages from Long Beach to my home office in El Segundo for numerous travellers to Wake to hand carry to me. I arrived on Wake in the middle of June 1973, and started construction of "Wake Island Scorpion" N-111WK in July. The work was done in the corner of a large air
Bill Kelinbauer and machine anticipating flight. Seats are not yet installed. January 1974.
conditioned equipment storage building.
I received excellent help on all critical welds from Tim Lucero, who now lives in the Denver area. Tim had previously helped in the construction of four other homebuilt aircraft on the Mainland. His "Henny Youngman" type jokes provided entertainment during the long evening work sessions. My biggest assistance came from Manny Sengson, a machinist in the island machine shop. Manny is one of three hundred Philippine Nationals who comprise the major work force that keeps the island functioning. Manny
and I worked very closely together for nine months, until our creation was born in late April 1974. Our main way of working together might prove very useful to other builders. I would outline in a notebook the tasks that I wanted to have done. By so doing, I was forced
to think my way through a particular task on paper before actual work was begun. This effort frequently identified problem areas and then task steps or designs were modified to eliminate the problems. Thus, false starts and wasted efforts were reduced significantly. The plans, instructions and materials provided by RotorWay are excellent overall. There were a few dimension errors in the drawings that proved troublesome. The support provided by Al Newell in answering numerous questions was great, and there certainly were numerous
questions. I understand that there is a club of about 20 scorpion builders in the Los Angeles area. Members get together to 36 JANUARY 1975
Rear view, looking forward. The handling wheels have been moved to the outside of the skids and back to the center of gravity location (without passengers) to improve ease of movement and increase the steepness of incline that can be traversed when rolling up into a hangar.
discuss their progress and exchange ideas. One of their projects is to pull together a list of errors that they have discovered in the drawings. The major problem that I encountered was a one-inch overlap of the main and tail rotors! Other builders have had this trouble, too. At least one builder discovered the difficulty when he clanked the blades together during runup! My temporary solution was to stretch the tail rotor drive belts enough to get one-half inch clearance. (One inch clearance is desirable.)
View inside cockpit. The optional dual controls are installed but foot pedals and control stick are not in place.
Then, there was the question of whether it was safe to use low-lead gasoline in the two-cycle engine. The literature available from Standard Oil on Wake addressed this question and disclaimed any problem. The fuel I use here is a 50%-50% blend of Chevron low-lead regular gasoline and 115-145 grade aviation gasoline. The blend yields 103 octane. For information, the engine on the Scorpion is manufactured by Evinrude, modified by RotorWay, and is called the "Vulcan V-4." It is a two-cycle four-cylinder, watercooled engine which puts out 140 hp at its normal operating speed of 5800 rpm. Horsepower per pound is rated at about one-to-one. While on the subject of the engine, the cooling system
needs improvement when ambient temperatures are above 80° F., as they are at Wake. Hovering time, before exceeding a red-line water termperature of about 200° F., is less than eight minutes. This seems to be normal according to a factory curve of operating time vs. ambient temperature. And I do have the paddle modification on the cooling fan blade tips. So how am I going to be able to fly in Baja, California? (It is probable that I need to
emerse the fan further in its shroud.) Other problems to be resolved are: The lower bearing housing on the main shaft slips sideways on its mounting bolts. The housing holes are elongated. This slippage causes binding in the collective pitch
Ready for first run-up in late April 1974. Flight test crew, left to right: Amado Olegario, the author, Mariano Villanneva and Cel. Standing: Rick Nauman, Bill Strosnieder and Loyal Benham.
control. Probably some sort of spacer is needed to hold the bearing housing in place. There is quite a shake of the tail rotor boom when passing through 3800 to 4200 rpm on the engine. I understand that this is normal with most helicopters. It is noted that there is no shake at idle or flight operating rpm. The upper bearing for the "fan drive countershaft" sure feels hot. Water escapes from the radiator filler cap, thus causing loss of prime of the water pump once water temperatures have cooled. A simple coolant recovery system will be added. The seal in the bottom of the chain oil bath housing around the shaft for the secondary drive is now leaking.
The hour meter shows 11 hours total time now. Three hours were spent for engine break in. Then six hours, mostly wasted, were spent trying various techniques to calibrate the main rotor rpm gauge and the engine rpm gauge. An oscilloscope was found to work satisfactorily for both calibrations. For the rotor, the input pulses to the scope were obtained by pointing a light sensitive diode up through the plane of the blades. The light source was the daylighted sky. A true rotor operating rpm of 500 is to be held within ± 15 rpm. My calibration data revealed
that the rotor rpm gauge supplied reads 10% high. That is, at 500 rpm true, the gauge indicates 550. For the engine,
First engine run-up. The Scorpion is well secured to the ground with cement blocks. Lots of helpful eyes and ears to find my troubles!
the input pulses to the scope were obtained by tapping the alternator output. This gauge reads in good agreement with factory calibration data on it. The last two hours on the machine were spent in conducting short duration untethered hovers of a few inches in height. The flight syllabus recommends initial hover sessions of about five minutes. High engine temperatures dictated that this recommendation be followed. (Continued on Next Page) SPORT AVIATION 37
WAKE ISLAND . . . (Continued from Preceding Page)
I've provided some of the details from my experience in constructing "Wake Island Scorpion" in order to, as Jack Dickerson says, help eliminate some of the heartaches for other builders. One thing to remember — the
second one would be easy to build. Now that my tour on Wake Island is ending, I'm trying to ship N-111WK to Al Newell's hangar at the Long Beach
Airport. This will probably be by island supply ship scheduled to arrive at Oakland, California in September. When I return to L/A I'll work on correcting the little problems and get my factory checkout.
Then, let's have some flight fun!
Wake Island ... homebuiltsare constructed EVERYWHERE!
38 JANUARY'
Formal photo at the beach with all systems running. About 15 short hovering sessions had been conducted by this time, late May 1974.
1 A NEW UNLIMITED MACHINE
By T. J. Brown (EAA 65298) 1924 Mews Drive Kansas City, MO 64131
/-_• -.»*"
_
ACRODUSTERI . . . (Continued from Preceding Page)
A,
LFTER THE UNFORTUNATE incident at Fond du
Lac involving the only Acroduster I now flying, I was asked
by Verne Jobst to write an article on the aircraft. I sat in my motel that night and wrote a long eulogy worthy more of a pulpit than a sport aviation publication. However, as the pilot who was to fly the Acroduster in competition the next day, I felt that my best friend had just passed away. Now that a week has passed, I tore up the other article and have set about writing an evaluation based upon my background as former Air Force test pilot and fighter pilot. Before I begin, however, I would like to emphasize that the aircraft was damaged due to a carburetor problem and the incident in no way reflects on the aircraft's design — except that the aircraft hit in a high rate of descent, flipped over on its back, and still did not shed a single component in this crash! Jim Osborne, the designer and builder of the Acroduster I and owner of Stolp Starduster Corp., brought the Acroduster I from its home in California to Kansas City, Missouri a week before the Fond du Lac competition. There, with the help of Dale Drummond and Harold Neumann, I began an intensive week of practice. During this time I became very well acquainted with the Acroduster I, N181J, though I did only cursory flight test procedures
since aerobatic practice was the order of the day. What follows is an objective evaluation of the machine. In all fairness, I must admit that, after flying the machine, my friends and I have ordered four of them. This may preview my overall opinion of the bird but I shall endeavor not to omit any week points simply because I will soon own one. When speaking of the performance of the Acroduster I, the first word that comes to mind is ROLL. This aircraft is the fastest rolling light plane I have ever flown. Jim advertises the roll rate at 240°/sec. but this involved punching a clock, rolling, and punching a clock — not a time test technique. I am quite sure that the steady state "SLOW" roll rate is in excess of 270°/sec. Snap rolls are even faster and I found that less than full elevator or rudder were in order so that the roll could be stopped precisely. This makes slow rolls and snap rolls very easy to perform, even for a beginner. One reason for this high roll rate is that there is more effective aileron than other competition-type aerobatic machines — much more. The shape of the wing with its pleasing "Starduster" trailing edge has a lot to do with this as does the simple physical size of the ailerons. Since I'm on the ailerons, I might as well point out that the ailerons have a reflex built into the top of the top ailerons and the bottom of the lower ones. This keeps the interconnect rigidly in place with a constant load and prevents aileron flutter! The aircraft has been flown up to 250 mph without flutter. Obviously, it's a well-designed bird. N181J was much heavier than future competition models will be since it had a constant speed prop, 200
hp engine, smoke, and full electrical systems. Still, with this extra 200 plus pounds, I had no problem drawing long
vertical lines and never, not even on my first attempt, descended below minimum altitude for the routines flown. At a competition weight of UNDER 700 pounds, the Acroduster I should be a tough cookie to beat! With no incidence in either wing and a symmetrical airfoil the airplane stalls cleanly with a definite nose
down pitch at the stall. Spins are easily entered from the stall and recovery is immediate with neutral controls both upright and inverted. The spin is slightly oscillatory
in pitch with the nose at its lowest point at the half turn. 40 JANUARY 1975
Recovery from a '/2, IVfc, etc. turn spin results in a nearly vertical line automatically. Recovery at the full turn point requires some forward stick to establish a good down line. The aircraft is very stable inverted and tends to fly level without rolling off on a wing. Mastering inverted
flight took little time in this machine as the pitch attitude (no incidence and symmetrical) is very comfortable and easy to find. In short, the only difference between inside and outside maneuvers is in the pilot — not in the plane. With all this maneuverability, you probably think that it's a "hard" airplane to fly. By "hard" most pilots mean it's difficult to handle on the ground and/or it's slightly unstable in the air. I did perform some stability and control tests. However, I will omit numbers from my results since accurate test equipment was not used. I found the aircraft to be surprisingly stable in yaw and slightly less stable in pitch and roll. As you know, stability and maneuverability are constantly in opposition with each other — the more maneuverable an aircraft the less stable it usually is. Well, this aircraft has such large and powerful control surfaces that it maintains exceptional maneuverability while being more stable than the two most popular trainers being used in flight instruction! This was very noticeable when I flew the aircraft cross country and in gusty winds. What all this boils down to is that the average sport type flyer would have no trouble with this machine in the air. On the ground you get the surprise of your life — you can actually see over the nose! Everyone who flew it made a remark (right after one about its roll capability) about the exceptional side, rear, and forward visibility. Needless to say, take off and landing is a piece of cake. So far it sounds unreal, but no exaggerations are included. However, there are a few points on the negative side I'd like to make as well. The first and foremost is the human engineering. N181J was not a comfortable airplane. The seat was too close to the instruments and the rudder pedals too close to the seat. The stick was so located that it was almost impossible to obtain full forward stick without getting some right aileron as well. Jim Osborne has listened to these comments and changed the seat position and rudder pedals accordingly so this problem should be eliminated in future models. I certainly intend to correct this on my own model as I build it. Secondly, I found that control pressures were too light in the yaw axis. At first, I felt that all controls were too light with little or no breakout force noticeable. This impression was reiterated as I watched pilot after pilot over-control yaw and roll on the first take off in the plane. However, with several hours in the plane I found that the elevator and aileron forces are matched very well even though sensitive. The more I flew the airplane in aerobatics the more I liked the control feel in these two axes. I do not intend to change them on my own. The yaw axis is another story. The huge vertical fin (which makes it roll very true on take off and landing) is simply too easy to overcontrol with such light forces. The design of the plane has practically eliminated the need for rudder during rolls
and, as I said before, less than full rudder is used on snap rolls. Therefore, I feel that a higher rudder force would more closely match control pressures (your foot isn't as sensitive as your hand) and eliminate the overcontrol problem in yaw without sacrificing any aerobatic capability.
If I were to evaluate the aircraft overall I would have to say that it was designed to be an unlimited category
competition machine. Where conflicts emerged, this principle prevailed throughout the design. Secondly, it
was designed to be simple to build. With an all aluminum semi-monocoque fuselage and routed ribs, the strong simple design is apparent. Jim advertises that the plane can
be built in about 600 hours. I believe it after having built a wing in just a few hours myself. Thirdly, the aircraft is surprisingly easy to fly which I'm sure Jim will tell you he also designed into the Acroduster I! In my opinion he achieved the first objective in an outstanding manner, the second in a revolutionary one, and the third accidentally (sorry, Jim). If I may stop being an impartial judge of this machine for a moment I'd like to repeat the phrase I used many times when asked how the Acroduster I flew. My standard reply is "It's all mouth and
aileron".
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(Editor's Note: It was this writer that had the misfortune to be flying the Acroduster I at the time the engine failed. I agree wholeheartedly with T. J.'s comments on the aircraft and do feel that a lightening up of the airplane would help tremendously. I did not have the opportunity to do any aerobatics in the machine, as the engine quit just before I was to do so, however, the general flying characteristics were what T. J. described. His other ideas for improvements would be good ones. He is certainly well qualified to write an evaluation like this. T. J. Brown graduated from the USAF Academy in 1965 and has flown almost every jet fighter currently operational. He was trained as a test pilot at the USAF Test Pilot School in 1972 and has flown everything from gliders to eight-engine jets. Brown also flew combat over North Viet Nam and has 19 decorations. He hopes to compete at Fond du Lac next year in his own Acroduster !•)
- Mike Heuer
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Regrinding Crankshafts by Jim Peale
As anyone knows who had built or ever owned an aircraft, engines are
expensive and hard to get, even if you have the money. As a result, lots of us homebuilders and owners tend to look around for junk or cheap engine
parts, commonly called goodies, that can be used to build up a serviceable engine. This is all fine and good, provided we remember that the pacing item in an engine is the crankshaft. Many of the run-out engines we can purchase have the crankshaft already ground, .010 undersize. Well, it cannot be ground again like a car engine, so that makes it really junk unless you want to buy a new crankshaft. If you find that the crankshaft has not been ground but must be ground .010 under to make it serviceable, it is recommended this task be given to a certified shop for the following reasons:
First, grinding the radius; most local automotive shops can and will grind your crankshaft for you; however, they will not grind the radius on the mains and throws that is required in
a junk engine, first check the logs for crankshaft grind. If it's been ground and the engine is high-time since overhaul, chances are it will need a
an aircraft engine. Secondly, most shops do not have the re-nitriding
ground and is high-time since new, it will more than likely need grinding,
capability. Nitriding is a case-hardening process that is used to increase the ability of the crankshaft not to wear; the better certified engine shops have this capability. Third, the crankshaft must be inspected for cracks. Many automotive grinding shops have
and this is the time to start counting the dollars. New crankshaft, cylinders,
the magnafiux equipment to properly
inspect the crankshaft for cracks, but do not have a trained inspector to run it. In an FAA certified shop, the inspector is trained and certified to perform this inspection. Fourth, many of the crankshaft radii are shot-peened after grinding, which increases their resistance to fatigue-cracking; however, I don't know of any local automotive shops that have this capability. In summary, if you're looking for
new crankshaft. If it hasn't been
reworked rings, gaskets, etc. — you may spend nearly as much getting a junk engine serviceable as you would have by buying a new or low-time engine. Also, never send a crankshaft to your old buddy at the local automotive crankshaft grinding works — they will more than likely ruin it. The extra money spent having a crankshaft done in a certified shop is worth it, because the job will be done right per the original engi ne manufacturer's specifications. Remember, an aircraft crankshaft must be ground by a
certified shop or the rebuilt engine cannot be certified. SPORT AVIATION 41
J\
M'
(Photos Courtesy of the Author)
CUSTOM BUILT!
I SAT in the right seat of Bud Huffs Cessna 210 awaiting clearance to take off after the Flaming Red tail of my Starduster Too, as it diminished in size high above the end of Runway Three Zero, I breathed a tremendous sigh of relief that despite all the modifications the end result of 51 months of expenditure in devotion, time, money, dedication, labor, sweat and frustration were
NOT all for naught. For the final month as the ship grew nearer completion and this day (January 4, 1974) approached, the excitement and tensions grew to greater proportions. This snowballing effect bore out my previous conclusion that I would be too emotionally involved to attempt the first 42 JANUARY 1975
By Wil Neubert (EAA 51518) 2910 East Spring Street Long Beach, California 90806
flight of my bird. It was for this reason that Irv Applebaum was at the controls. Irv has over 13,000 hours and has been a test pilot for both the Navy and Douglas Aircraft. If anything should go wrong he would be eminently more qualified to handle the situation.
When we finally were cleared, we rapidly took to the air in an effort to record on tape this memorable first flight. On 122.9, Starduster N-7X spoke with both home base and us relaying all the data being put forth by the engine and flight instruments. As we watched, Irv reported that all engine gauges were reading in their proper ranges. He broke away from us to do some stalls before attempting the first landing at Corona where the ship
would be based to fly off the restricted time. He stated that the ship didn't like to stall. Rather it would buffet as stall speeds were approached, then instead of stalling, it would just start to mush with the wings level and aileron control throughout. With the engine at idle, the nose very high and the stick in his lap for what seemed like an eternity the ship finally stalled at 48 knots (55 mph). As I described Irv's break off to land the adrenalin was still running high. It didn't slow down until I saw the prop just ticking over as he completed his ground roll and turned off the runway.
It all began in September of 1969, a couple of years after I started to fly again after a 14 year layoff. After about 50 hours in Cessna ISO's, 172's, I decided I wanted a "real airplane". One which could approach the real fun of flying I had experienced back in the old Stearman days of training. You guessed it, I went shopping for a Stearman. The ships I wanted either were not for sale or were too expensive. The ones I could afford, I didn't want. After looking at my ninth declined Stearman, I wandered into the pilot's lounge to scrounge a Trade-A-Plane and have a cup of coffee. While doing so — a young fellow came in and promptly announced to the local FBO, "After almost 3'/2 years of hard work and all that money, that d ——— Miniplane nearly turned around and bit me on my first landing. Anyone who would build his own airplane is a darn fool. You can buy all kinds of good airplanes for 3 to 4,000 dollars without all that time and effort." My ears perked
Rear cockpit electrical panel.
up. "Build your own airplane," I thought. "I've heard of building your own house, car or boat, but an airplane —
hmmm, I wonder." The following Sunday an ad appeared in the L. A. Times, offering a homebuilt for sale. I phoned the gentleman apologizing for not wanting a single place but desiring to learn more about homebuilding. Tom Welsh (of Welsh Rabbit fame) immediately invited me to his home to see a T-tailed Formula One racer he was building. A few hours later I arrived home with a dozen copies of SPORT AVIATION. Many hours later I finally arrived at the August 1969
issue and THERE IT WAS. On the cover and also in the centerfold, Jack Swan's "Samsong". In the same issue was Lucy Boyles with A. C.'s "Girlsan". Hardly a straight line anywhere. All gorgeous flowing curves and ellipses. Playboy had nothing on that issue. What a centerfold! It was love at first sight and the beginning of a mad love affair. I thought I had better write to these people at EAA and ask them about two place bipes. They should be honest and impartial. I mailed the letter the next morning. Tom took me to the next meeting of EAA Chapter 92
(Orange County). There I volunteered to fill the last empty seat in Ken Brock's Stinson to a Fly-In at San Luis Obispo, California the following Sunday. At the Fly-In I had the opportunity to see a PJ-260 and four Starduster Toos, two of which were the ships I had seen in that August issue. The love affair was growing by leaps and bounds even though the Too looked awfully small compared to a Stearman. The next day, I found a letter from Leo Kohn, then editor of SPORT AVIATION, telling me that in a two place bipe I had a choice of plans for the Great Lakes, the PJ-260 and the Too. Anything else, I would need to design my own.
The Great Lakes I knew having spent my childhood in Cleveland, Ohio. A nice, above average, but not an exciting (to me) design. According to Mr. K^hn's letter, both
it and the PJ-260, while excellent aircraft were larger and consequently more expensive to build than the smaller Starduster design. This, coupled with the fact that both
Back side of the electrical panel.
(Continued on Next Page) SPORT AVIATION 43
"NOSTALGIA" . . . (Continued from Page 43)
the designer and I were in Southern California, snapped my already closed (to other designs) mind tightly shut.
Plans were purchased the following Saturday morning (Plan No. 960). I felt reassured to find that 959 other nuts must have felt about the same as I did. As I poured over the drawings I envisioned flying it to Rockford in 1971 or 1972. As I continued to muse I decided that since I was only going to build one airplane it would have to have a finished interior (no trainers for
me). It must have a full panel since it will be my cross country machine and who knows when the weather may turn sour. (FSS has been known to be wrong.) It must have at least a 200 channel Nav-Com and a transponder for the busy Los Angeles Basin. Then too, there is really no sense in building a biplane if you are not going to "twist it" so it also required inverted fuel and oil systems.
"Samsong's" sliding canopies really made a lot of sense. The romance of open cockpit biplanes is just great but it can get very cold up there, even in "Sunny California". Then too, the ladies don't particularly care to
Wil makes the first engine run-up. Ernie Shults (plaid shirt), who did the overhaul, stands by to insure everything is A-OK.
get their hair mussed with helmets. Yes, sliding canopies
are a must. Never mind those removable bubbles. They are home in the hangar when you need them in the air and on the airplane when you wish they were home.
Engines!!! Inverted in-lines held a particular fascination during the 30's model building years. But, they really lend themselves to racers and low wing fighters. Forget the 200 hp Ranger. Biplanes should have ROUND engines. Ask any respectable ex-military pilot. I wanted a Stearman, so why not build my version of a StardusterStearman. Call it a Starman or a Stearduster. I wondered if it would handle a 220 hp Continental. A visit to Lou Stolp's to learn what would be necessary structurally to modify my Starduster to handle a W-670 proved to be most fruitful. Glen Beets had his fuselage on the gear with a mount for a 220 on it. Not much extra bracing is necessary for the 40 extra horses and 170 extra pounds. Glen figures 14" from the firewall to the
mounting faces of the engine would be the same as mounting a 288 lb. 180 hp Lycoming farther out in front. I checked his calculations, 14 inches is the answer I obtained all three times. Glen had said no right or down
.«****
Wil Neubert's aileron (top) as compared to the standard Starduster Too version.
thrust was built into his mount. I decided to leave the fin
offset the same as plan, since Stolp obviously has respect for a 180 Lye's torque. The use of the Continental W-670 was first suggested by Les Leonard, the builder of a Starduster Too with a fully cowled 185 hp Warner. One of the four Toos I saw at my first Fly-In. He told me that "if you are going to add all that weight, you may as well get the power with it. Not only that but Warner parts are hard to find." When I finally became serious about obtaining an engine, the parts factor along with the fact that a military training base in Texas flew one million hours during World War II without an engine failure in ships powered with that engine were determining factors in its selection. Glen Beets had sold his project and since the buyer didn't take the mount or the runout engine, I bought them. The runout was turned over to Ernie Shults, a young fellow of 76 who had been Wiley Post's mechanic for years and who has probably forgotten more than most people will ever know about engines. Ernie gave it one of his famous "Custom Overhauls", practically all new parts microscopically fitted. This engine coupled with a
One of many assemblies of the major components of Nostalgia to check for fit and alignment. The ring type engine mount for the 220 Continental is shown to good
effect.
custom overhauled Bendix Pressure Carburetor are a
pushrods didn't quite look right either and my mind kept
pair to draw to.
going back to "Girlsan" and "Samsong". Both these aircraft had lower ailerons of larger area only, and were not per plan. Pitts people were going to four ailerons to increase the roll rate. I just wanted a machine capable of aerobatics, but stable enough for long cross countries.
During the summer of '70 I attended numerous FlyIns and asked a myriad of questions of biplane builders.
Each time I saw a Too, I saw drooping ailerons or trailing edges that didn't quite match. The aileron interconnect 44 JANUARY 1975
Jack Swan suggested that if I wished to use only two ailerons that not only should I add the two feet inboard, as he did, but that I should add 6 inches to the tips thereof. A suggestion which A. C. Boyles immediately seconded. This suggestion was adopted. It was the fall of '70. The fuselage had been stretched 3'/2 inches, to allow sufficient room for a full IFR panel and still keep my face away from the instruments, and to accommodate my 6' 4" frame the rudder pedals were
moved forward as well. I have flown in too many factory builts which appeared to have been designed for or by midgets. "What has all this to do with being so very excited and nervous at first flight time?", you ask. When someone takes a well proven design and makes changes, he winds up with having to make many more changes than were bargained for. One change results in a myriad of changes. A sort of chain reaction. I kept changing things. When Swan installed sliding
canopies, they weren't very high so a simple straight line from the rear canopy to the vertical fin does not suggest any blanketing of the rudder. Since Jack is no less than 10" shorter than I, to allow me to get my head inside the canopy I found it necessary to raise the top line of my canopies a good 5 inches above his. A straight line from the rear of this canopy was really a downhill slope fit for ski jumpers. Desiring to preserve "the look" of a Stolp design, I used a French curve. The result was an F4B-4 shape aft. The possibility of its blanketing the rudder was always in the back of my mind. Needless to say, my fears were for naught, the Starduster designs have beaucoup rudder. As I continued to develop the weldments to an aircraft, or semblance of same, a few onlookers kept chiding me that I was building a % Waco HFB. Now H means heavy but FB doesn't mean Fighter-Bomber. I kept thinking that it would weigh in empty at about 1450 lbs. due to my heavy engine, prop, instrumentation, etc., but I was totally unprepared for 1623 lbs. with only oil aboard. This put me about 300 to 350 lbs. above the average weight of a well equipped Too. Somehow I picked up 173 lbs. that I hadn't been prepared for. All these things compounded to accumulate and cause me to wonder if all the devotion, time, money, dedication, labor, sweat and frustration would all disappear down the drain with a Too which was not flyable or worth owning. It was for those reasons I closed out the tape with "The first flight was uneventful, Hallejulah!" The foregoing was written 5 days after the first flight
Instrument panels and canopy track supports.
while everything was still fresh in my mind, since I didn't want to forget anything.
To bring the story up to date. The restricted time was flown off in 6 weeks at which time the ship was returned to Long Beach. During the testing, we found that the extra weight made no difference in the flying characteristics. She really got with the program in take off and climb. Cruise was a little disappointing since the only fairings were the two that joined the wing panels to the center section. Nothing else. Later this improved with the closing of the lower wing to fuselage gaps and closing the I-struts to wings openings. Covering the landing gear and the addition of the wheel pants helped considerably also. An important factor in being able to fly off the restriction so rapidly was the fact that other than repitching the propeller, nothing had to be done to the airplane. Merely adding fuel and an occasional quart of oil. Back at Long Beach I wanted to have all the lettering done at one time but the choice of names remained an enigma. Tentative names included "Somethin' Else" which is what onlookers were kind enough to remark about the ship as it neared completion. This name was discarded when I saw a photo of a Pitts with a variation of the same name. "Not TOO Shabby" was another of the kind re-
Nostalgia at the plumbing stage — with her insides exposed.
marks. As in previous "toys" (boats) I knew I would recognize the right name when I heard it. This again proved to be the case as a complete stranger walked into the hangar to have a look after being told about it. He was a long retired Navy Airman and when he first saw the plane, I was afraid he was about to have a seizure of some kind. He staggered back a step or two and stated in a soft though amazed tone, "My God, is that ever nostalgia". To this day I don't know who he was, but as he left I went to the phone and called the sign painter. The squadron insignia was originally going to be the
family crest but after the untimely death of Gordon Renfroe, I decided to attempt to carry on his "Rat Fink Pilot Squadron" by using the "Clyde" insignia. Permission was
obtained and the large stick-on decals were made up. After '•,
".' 'i .
•'' ..:' . • • " . .
(Continued on Pag* 48) SPORT AVIATION 45
Wittman Tailwind Ron Much (EAA 53280) Columbia, Illinois (Photo by Ted Koslon)
"NOSTALGIA" . . . (Continued from Page 45)
all, the wolf with the red eyeballs, martini glass in hand, with helmet and goggles in his hip pocket is certainly the image many people have of us intrepid airmen.
Other than two Fly-Ins in California, we made no others before pointing it in the direction of Oshkosh, where people wore furrows in the ground around the air-
plane and completely wore out Meta (rhymes with Beta) and I answering questions. Perhaps I should have named it "Curio" but that's the fun of building your own airplane. You can have what you want with no holds barred.
As long as it's done in "a good and workmanlike manner" and appears as though it will work, the FAA will buy it. No article about "Nostalgia" could be complete without a large vote of thanks in appreciation for all the aid received along the way. People such as Mel Miles, Al Hooper, Marv Smith, Bud Huff, Irv and many others. Homebuilding and homebuilders are great. That's what it's all about.
Nostalgia's fiber-glass turtle deck — lined with foil for ground plane.
FEATURES:
PERFORMANCE AND DATA:
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . 108 knots (124 mph) Climb . . . . . . . . . . . . . . . 1400 fpm (full gross at 80 knots) Highest Speed to Date . . . . . . . . . . . 150 knots (172 mph) Normal Approach Speed . . . . . . . . . . . 80 knots (92 mph) Usual Landing Speed . . . . . . . . . . . . . . 53 knots (60 mph) Fuel Capacity . . . . . . . . . . . . . . . . . . 50 gallons - 80 octane Fuel Consumption ( C r u i s e ) . . . . . . . . . . . . . . . . . . . . 12 gph Range . . . . . . . . . . . . . . . . 500 Nautical Miles (no reserve) Oil Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Quarts Oil Consumption . . . . . . . . . . . . . 1 Quart Every 5.2 Hours
Full IFR Panel - Full Interior - Sliding Tinted Canopies 560 Channel Nav/Com. - TSO'd Transponder - Intercom Inverted Fuel and Oil Systems - Electric Fuel Boost Pump - Pressure Carburetor MODIFICATIONS:
Two Ailerons - Everything above the top longeron Everything ahead of the firewall - Landing Gear Fairings - Wheel Fairings - Rudder Trim.
Comments On Winter Aircraft Operation by About the coldest temperature we normally experience in this country runs in the -25 degree F range. When the temperature gets down to this point, it is time to consider whether or not the trip is really necessary because problems start to mount. Preheat for the engine is almost a must. While it might be possible to start
operated without an additive such as "Heet" in the fuel tanks can develop frost in the fuel lines. This will cause the engine to cut in and out and possibly quit. When the temperature ranges between freezing and zero some of the problems mentioned above may occur, but the aircraft can pretty well operate without special precautions, other than using the proper viscosity oil. Most of the concern here will be
the engine at this temperature with-
with getting the engine started. The
out pre-heat, it is somewhat hard on the engine. Oleo strut seals can lose so much of their elasticity that the struts might go flat when disturbed. The oil in engines with oil coolers located near the front of the engine, may congeal in flight which will show
temperature is down enough to cause things to work differently but not enough to always require pre-heat.
Bert Bernhoft
up as a rise in oil temperature and a drop in oil pressure. A strip of clothbacked adhesive tape running the length of the cooler will be helpful in
preventing this, but should not cover more than half the cooler. Aircraft 48 JANUARY 1975
This gets us involved in priming. Why is priming necessary? When we shut
these aircraft engines down with the mixture in idle cutoff we completely purge the induction-combustion sections of the engine of fuel. This is
done to reduce the hazard of moving the propeller and eliminates the possibility of the engine kicking backwards whenever hot. Since the car-
buretor doesn't have a choke mechanism like a car, some special effort is needed to get things going again. The starter doesn't turn the engine fast enough to permit the carburetor to function in its normal manner. We must bear in mind that opening the throttle while cranking doesn't give it "more gas" as we are prone to think. Aside from the squirt that the accelerating pump puts out anytime that the throttle is opened, the mixture is actually leaner because we are operating an air valve. Due to the low cranking speed there isn't enough air velocity through the carburetor venturi to reduce the pressure to the point where fuel will be drawn from the main discharge nozzle. If the throttle is cracked open a fair amount, say one-half inch, there won't be much fuel flow from the idle jets either. If, however, the throttle
is closed tightly, the position of the valve plate close to the idle jets (which are holes drilled into the wall
along side of the throttle valve) will increase the air velocity at this point, which in turn reduces the pressure enough to draw fuel from the idle jets. When the engine is running the idle jets supply the fuel up to about 1000 rpm. From this point the main metering system takes over. The idle position of the throttle could be the normal starting position, but the engine won't normally keep running after starting at this setting. The best solution is to prime the engine by pumping the throttle, thus using the accelerating pump, or to pump the primer. Then the throttle can be set at the point in the idle range that we can expect the engine to continue running without further manipulation. This distance can vary from aircraft to aircraft but will usually be between one-eight and one-fourth inch from the closed position. The effectiveness of the primer varies from model to model depending on where the primer discharge nozzles are located. On the Cessna 150, the nozzle is located in the manifold just above the carburetor and is quite effective in serving all cylinders. Besides pre-priming it can be operated after the engine starts, to keep it from stopping again. This is important because if conditions are right, frost can form on the spark plug electrodes after a brief run. Once frosted, preheat will be necessary. An alternate technique for priming, is to pump the throttle rapidly with short strokes of less than an inch, after the engine starts, to keep it running. Important to remember is to stop pumping action on the back end of the stroke only. If mastered, this procedure works well on many models. The Cessna 182s have a setup using a primer nozzle at the rear end of the intake manifold on each side. These effectively prime all cylinders. Besides priming before engaging the starter, the primer can be used to keep the engine running after it starts. Two or three shots of pre-prime and a loaded primer ready to keep it running is suggested. Lycoming engines on the 172s seem to be much easier to over prime, so the suggestion here is to initiate priming after the engine is being cranked. Then either the short stroke throttle pumping method or a similar movement of the primer with the throttle cracked about one-eighth inch may do the job. Once the Lyes are running they don't need supplemental priming. A full stroke to the throttle or primer may flood the Lycomings. When the engine is hot, one quarter stroke of the throttle may be all the prime they can take. On all carbureted engines, avoid
moving the throttle beyond a cracked position when cranking. This will lean out the mixture in the induction system and possibly cause a backfire. This is a flashback of fire through the intake system, which can extend through the carburetor, airbox, air filter and sometimes into the engine compartment. The flames from this backfire will usually be drawn back into the engine if it starts. On the
other hand, if it doesn't start, the flames may linger enough to start something burning. The most common victim is the air filter. Smoke stains found at inspections indicate that engine compartment fires are more common than we realize. If after priming the engine fails to fire, or fires very faintly, we may suspect a flooded engine. A suggested remedy would be to crack the throttle one-fourth inch, move the mixture control to the cutoff position, and crank several revolutions. If this fails to produce good results, the possibility exists that it wasn't flooded. Proceed with a heavier prime than before. An additional assist for a very cold engine that has just started, is to pull on the carburetor heat. This tends to enrich the mixture. Keep the carb heat off in dusty areas because this bypasses the air filter. In flight, carb heat can be used to check a rough engine, if the cause is mixture. Assuming a no-ice condition, if carb heat improves the condition the engine is running lean. If it gets still rougher, it may be rich. If a condition where icing occurs enough to warrant continuous full carb heat, and the application produces a right rough engine, the best correction is to lean it out with the mixture control. Should a reduction in engine power be experienced when operating in very cold air, frost in the fuel line should be suspected. It will usually cause the engine to cut out completely for a brief period as the engine draws fuel faster from the carburetor then the fuel line allows it to flow in. As the engine slows down and draws less fuel, the carb fills enough to cause the engine to start and run for another brief period. A procedure to follow when this situation develops, is to very slowly move the throttle toward the closed position until you match the engine power with the available fuel flow. Once this is done you may retrim the aircraft to determine if you have sufficient power to maintain altitude. Head for the nearest airport only if altitude permits. Addition of a can of "Heet" to each fuel tank will probably be the one corrective action needed. In making your preflight inspection when the aircraft has been exposed to below freezing temperatures, it is best
not to be heavy handed with the fuel drain valves. All it takes is a couple drops of water to freeze them in the closed position. Forcing them open will usually cause a fuel leak. Since the size of most aircraft batteries is limited because of weight we have to conserve their use as much as possible. We should double check that all the controls are in the proper location for starting, the engine is primed, unnecessary equipment is
turned off, and pre-heating and/or battery boost is used when the engine doesn't respond realistically to the starter. Once the battery is run down, it should come out of the aircraft for charging, and it takes from one to two days to recharge it. The alternator system in the aircraft is regulated at too low a voltage to make a good battery charger. Snow, no matter how soft and fluffy it may appear, is a harsh abrasive to the propeller blades. Taxi as though on loose gravel when on loose snow. Accelerate slowly so the prop can't suck it up, and avoid, no matter how much pushing it may cause,
taxiing through snow so deep that the prop blades will cut into it. This will cause severe damage to the blades. Pulling the propeller through by hand before starting, can be very helpful, especially if someone is priming at the same time. It can also be very hazardous if done by someone who hasn't had experience or instruction in propping. The ignition switch cannot be counted on to shut off the mags. This is because the design concept of the mag switch circuit is to fail safe in the air, which means that a failure would more likely result in a hot mag, rather than a dead one. The mag switch grounds out the primary circuit of the magneto in the off position, so it only needs a broken terminal, wire, or a corroded contact to cause a hot mag. Since the slightest movement of the propeller, in a certain position, can trip a magneto impulse and cause the engine to fire, the propeller should be approached with caution. If you want to turn the engine over by hand to break the oil loose, turn it backwards from its normal rotation. This does not trip the mag
impulse couplings. If you are turning it over in its normal rotation direction, do so as though you expected it to start. First you should have a competent person at the controls. Next, you should have the proper stance. This is one fairly close to the prop so you can lean away. If you stand too far away you will be leaning toward the prop and may lose your balance in the wrong direction. Get checked out on this procedure by a competent instructor who has experience at propping. SPORT AVIATION 49
(Photo by Jack Cox)
An Airplane That's
by Jack Cox
Instead of folding his tent and fading away into the night, Wayne fought back. In order to bring back the fun, close competition and low
>ACK IN THE heyday of the go-kart and micro midget mania, Wayne Ison (EAA 13187) was into the scene up to his ear lobes — just as much so as he is involved with homebuilt airplanes today. Somehow, between building, maintaining and racing his own karts at tracks all over the upper mid-west, he even found time to write the "how to" go-kart
articles for Science and Mechanics magazine. It was tremendous fun for a time, Wayne says today, but as competition grew hotter sophistication and its hand-maiden, added costs, started entering the picture . . . and soon the fun was evaporating at about the same rate as the blue smoke from those screaming little two cycle mills that propelled those just barely guided missiles. 50 JANUARY 1975
cost, he succeeded in forming the "West Bend Class - Bushings Only"
category. This gave the beginner a chance to get into kart racing at a level of mechanical sophistication that was easy on his wallet and simple enough so as to serve as a good starting point on the learning curve involved in successfully operating, tuning and overhauling the two cycle engined karts. Once a racer
had mastered the West Bend jobs and still wanted more, he could progress to the faster, more expensive hardware . . . and his basic training would not have cost him his life's savings. This experience made an indelible impression on Wayne Ison and was carried over to aviation once he became involved with EAA and home-
building. He restored a Rearwin Skyranger about ten years ago and started a Fly Baby but sold the fuselage before it was completed. Wayne enjoyed flying the Rearwin and found the crafting of the Fly Baby satisfying . . . but somehow all this just didn't fill the bill. While sorting out in his mind all the plusses and minuses of his aviation career up to that point, he took time off to do some REAL homebuilding — a new house for his family. Wayne is a mechanical engineer for Keltec in Elkhart, Indiana. His workaday activities involve designing industrial floor maintenance equipment — floor polishers, cleaners, rug shampooers and the like. He is comfortably settled in his job, his new home and the life of his community. Flying, for him, is strictly a recreational activity. Despite having learned to fly at Three Rivers, Michigan under the G.I. Bill quite a number of
years ago, he is still a low time pilot and it's rare he flies anything larger than a Cessna 150. In a word, Wayne Ison is a living, breathing stereotype of the typical EAA member . . . up to a point. He differs from many of us in that he has the self discipline to coolly analyze his dreams and his real needs and come up with a plan of action that contains a nice balance of both that he can live with. Some of his conclusions about himself were that he did not need a fast, expensive to maintain, cross country airplane. This ruled out most of the store bought fleet. What he really wanted was something that was fun, easy to fly and something that would satisfy his need to create, build and tinker with — this pretty well spelled "homebuilt." After a long look at the do-it-yourself world Wayne came to the further conclusion that what he had seen happen in go-karting was also happening in aircraft homebuilding — a lot of new designs were becoming more complicated, more expensive, thus making it harder for the average person, particularly a rank beginner, to break into the game. He had no quarrel with any design or designer — he thought the variety of designs available to builders was tremendous. It's just that he did not believe any of them started on a simple enough level. Characteristically, he set out to do something about the situation . . . he would design his own airplane. PDQ-1 Wayne's first effort might be described as an attempt at the absolute minimum powered airplane, a VW powered machine with nothing more than a couple of lengths of aluminum channel bolted together like a bed frame to serve as a fuselage; to this were attached his left over Fly Baby wings and a rudimentary tail section, all strung together by a cobweb of aircraft cable. The pilot's seat was suspended from the bed frame fuselage and the VW engine was quite literally sitting in his lap. Named the PDQ — because it was — this sort of un-Sanforized Bleriot was flown up and down a runway in ground effect a number of times, but its greatest contribution was as a trial horse for Wayne's ideas. He learned a lot from building the PDQ and came to realize the direction in which he would proceed from it. The engine from the PDQ was later used to power an experimental Parafoil, but was returned and bolted back on the original airframe in time for it to be brought to Oshkosh '74. The plane was displayed as the PDQ-1 — because now there was a PDQ-2. (Continued on Next Page)
(Photo by Dick Stouffer)
The PDQ-1 at Oshkosh 74.
Designer Wayne Ison holds up the tail of his PDQ-2 so EAA photographer Lee Fray can shoot a close-up of the two cycle Rockwell JLO engine. SPORT AVIATION 51
PDQ . . . (Continued from Preceding Page)
PDQ-2
Started during the Christmas holidays before the 1973 Oshkosh Fly-In, the PDQ-2 was completed in just four months of steady evening and weekend work. About the only thing around with a simpler fuselage than the PDQ-1 was the Bensen Gyrocopter — so, the fuselage of the PDQ-2 was modeled after it to a great extent; in fact, the 2 inch square, 1/8 inch wall thickness 6061-T6 main fuselage members were purchased from a Bensen dealer. One 41" length was laid out as a keel and a second piece 40" long was cut to serve as a vertical mast rising at a 3° rearward angle from the keel. 13 inches up the keel a 74 inch tail boom was made to extend straight aft, braced with two lengths of 1 inch O.D. x .065 6061T6 aluminum tubing, one from the top of the mast down to the boom and the other from the aft end of the keel up to the lower side of the tail boom. And that, by golly, was it — everything else, like wings, engine, seat, wheels, tail, fuel tank, etc., attaches to this super simple frame. A professional welder was paid $20 to heliarc the 5 pieces of aluminum together after Wayne ran a little cost/weight analysis which revealed that the aircraft bolts, 4130 gusset plates and the time necessary to measure for and drill bolt holes would cause the frame to be heavier, more costly and time consuming to build as a bolt together unit. The weight increase would have been especially critical. The fuselage frame was designed in such a way that two members go to every stress point, so that one can fail without a resulting catastrophe. It was built during one weekend and the only power tools used were a drill press and a Sears belt sander . . . plus the welder's outfit, of course. For a landing gear Wayne stretched Steve Wittman's 40 year old leaf spring idea to it's ultimate limits — not only does the tri-cycle set up use a leaf for the mains, but even the nose gear is mounted on a leaf that sticks straight out to the front like spear at the ready. It's nothing more than a piece of 2024-T4 aluminum 30 inches long, two inches wide and 1/2 inch thick. This leaf is attached to the top side of the front of the keel with one lousy bolt and a couple of spring clamps. In keeping with Wayne's desire to make each component serve as many purposes as is practical, the rudder bar is even attached 11 1/2" out on the leaf, with a steering pushpull tube extending from the rudder bar out to the nose gear — which is nothing more than a 6 inch aircraft 52 JANUARY 1975
tailwheel or a suitable, similarly sized industrial unit. You stand there and look at that whole ridiculous rig and
then sanded. Any low spots are filled with automotive spot putty, a final sanding and priming is done and the
it's enough to make you sick to your stomach . . . that you didn't think of
color coat is applied. Throughout the
something so beautifully simple yourself! Wayne's prototype PDQ-2 is equipped with 5 inch go-kart wheels with 3.40/3.00-5 two-ply tires. Originally, the plane was not equipped with brakes, but they were added for its 1974 appearance at Oshkosh.
of the really troublesome areas. An amazing amount of weight is added to homebuilts by many builders who too enthusiastically strive for super
If plans-built versions are to be flown off pavement, the lightest kart or mini
bike brakes one can find are recommended. I'm sure more than one smart alec has already suggested to Wayne that he apply a layer of brake lining
material to the soles of his shoes so he can simply drag his feet on roll out
— and that by dragging just one at a time, he can have the advantage of differential braking. Deliver us, Lord, from our tormentors! One thing Wayne wanted to to do with the PDQ-2 was incorporate some new materials and building techniques in its construction, because from the beginning he had not only
the EAAer but also high school students in mind as builders. He wanted the aircraft to be a teaching tool for schools and a first stepping stone for those who would later go on to more sophisticated designs. After seeing Ken Rand's foam and Dynel KR-1, the old PDQ-1 Fly Baby wings were forgotten and the foam began to fly (ouch!). The PDQ-2 wing panels are four spar affairs with plywood former ribs at the inboard and outboard ends, interspersed with 7 foam ribs (on the original 16' 6" wing). The spars are solid spruce boards consisting of a 1/4" thick leading edge spar, a 1/2" main spar, a 1/2" rear spar and a 1/4" aileron spar. 3/4" thick 4' x 8' sheets of ordinary 2 pound density Styrofoam or Urethane foam are bonded over the ribs. Numerous spanwise saw-cuts are made about halfway through the foam sheet on the bottom side to facilitate bending the sheet to the contour of the rib without breaking it. Solid strips of foam are bonded to the leading edge spar and are
PDQ-2 plans Wayne cautions builders again and again to watch the weight build up, and finishing the wing is one
smooth finishes — and on an ultraultra-light like the PDQ-2, you just
can't do this if you expect it to climb beyond ground effect. Wayne's finish on the prototype looks great, proving you don't have to overdo it. The PDQ-2 has full span ailerons and they are nothing more than a 1/4" thick spruce spar with an inboard plywood rib and ply gusset — the rest, including the outboard tip rib, consists of shaped foam and Dynel. The rakishly swept fin and rudder and "T" mounted horizontal stabilizer and elevator are built up just like those on the KR-1, W.A.R. Fw. 190 — and how every other foam and Dynel tail surface will undoubtedly be made. The single-spar-and-foam system can't be improved upon. Once you get to the pilot's . . . well, I was going to say "cockpit", but
somehow that hoary old aviation term seems competely inappropriate when it comes to identifying the area in which the pilot does his work in something like a Breezy or, in this case, the PDQ-2. It's certainly anything but a pit. Perhaps "pilot's precipice" would more accurately describe the view one has between his knees from a thousand feet in a PDQ-2. So, as I was saying, once you get to the pilot's precipice, things are both spartan and clever. A small instrument panel inclines forward between the pilot's legs containing an airspeed indicator, altimeter, a little Westach electric tach and the master switch. The rumor is unconfirmed that
of applying his Dynel and epoxy than
the PDQ crew gets around the compass requirement by wearing a hunter's wrist watch-type compass while flying. The edge of the precipice over which the pilot dangles his legs out to the rudder bar is a wide tray which doubles as a seat and the mount for the fuel tank. Originally, fuel tanks were built-up foam and Dynel cavities in each wing root, but they proved to be leaky so an off-the-shelf
does Ken Rand, War Replica Aircraft, etc. Rather than just laying up the
been incorporated. A tiny motorcycle
cut down to conform to the shape of
the NASA 63 2A 615 airfoil. Wayne has a little different method
Dynel over the foam and squeegeeing
epoxy through the weave, Wayne first bonds the edges, then shrinks the cloth taut with an iron. Thin resin is squeegeed into the cloth and lightly
sanded after it has cured. A second coat containing micro spheres is the squeegeed in, allowed to cure and
6 gallon outboard motor tank has battery is mounted just under the pilot's right knee. Anytime you passed the PDQ-2 at
Oshkosh there was a little semicircle of suppliants on their knees around
the seat of the aircraft apparently seeking wisdom of some sort. The unique sidewinder stick/throttle was
the object of their supplication. Attached to the keel just behind the vertical mast, by a clever sort of gimbal arrangement, the stick curves out and around the seat, falling right to hand as they say in sports car circles. The arcs inscribed by the stick as one moves it up and down and from side
to side result in a rather odd feeling, but Lowell Farrand, the pilot who has the most time in the prototype, says this monkey motion is easy to adjust to. The stick's handgrip is a motorcycle twist-type throttle, spring loaded to return the engine to idle if the grip is released . . . still another component serving a double function. And now, up the mast to the engine. Initial calculations indicated 90 pounds was the absolute limit that could be tolerated on top of the mast and less would be highly desirable. A McCulloch could have been used, but Wayne was looking for something smaller. The eventual choice was a two cylinder, two cycle JLO of GOOcc capacity imported from Europe by Rockwell. This particular engine had a singular advantage over others considered in that having been developed specifically for a ground effects machine, it came equipped with a propeller hub and the proper thrust bearings — no major modifications were necessary for aircraft use. The complete engine installation, including the propeller, weighs 70 pounds. The JLO develops 45 hp at
two cycle engines. However, tests revealed the JLO was turning up to rated power, measured thrust seemed adequate and initial acceleration and lift-off were sprightly enough — but it just didn't want to climb. Then one wintery day they found out why. Flying in a snow shower, Lowell
tain the turbulent wake caused by the pilot's head and the mast. It worked like a charm — now the little bird would accelerate, rotate and climb right out. Unfortunately, these modifications were significant enough that a new test time was assigned so that, combined also with some down
happened to look out across the wing
time for re-license, once again the
and noticed that he could actually see the pattern of the air flow over the airfoil —just like in a smoke tunnel except here snowflakes were taking the place of the smoke. The dark blue wing was a perfect background for viewing this phenomonon. Lowell very quickly saw that his head and the engine mast were forming a Vshaped wake that spread back and outward over both wing panels very effectively spoiling the lift over a great percentage of the wing. Further, increasing the angle of attack — as when climbing — created a larger and larger wake, in effect reducing the effective aspect ratio to almost nothing. No wonder
PDQ-2 was grounded (except for their Indiana test area) when Oshkosh '74
it wouldn't climb. A little more experimenting in the world's largest and least expensive wind tunnel, as Wayne likes to say, resulted in some modification to the airplane. First, the wing was lengthened from 16 feet 6 inches to 18 feet 6 inches, Cessna type wing tips were added and a couple of fairly large plywood flow fences were installed near the wing roots to con-
rolled around.
The little bird was at Oshkosh, nevertheless, and Wayne had plans for sale for $20.00 a set and was doing a brisk business — particularly among the large Australian group that came to Oshkosh. They consist of nine 24" x 36" sheets and are quite complete. Especially helpful to the builder are the addresses of all the sources Wayne is aware of for materials to build the airplane—JLO engines from Venture Aero-Marine, P.O. Box 5273, Akron, Ohio 44313 and PDQ-2 materials kits from Aircraft Spruce and Specialty Co., Box 424, Fullerton, California 92632 and Rotor-Hawk, Inc., 9007 Henderson Rd., Goodrich, Michigan 48438. It was good to see that the plans contained such items as control system details, a complete bill of material and even a layout showing how to cut ribs, fin, rudder and aileron material from 4' x 8' sheets of foam with the least amount of wastage. A lot of (Continued on Next Page)
5500 rpm's (it is direct drive) with two
carburetors and 35 hp at 5000 rpm's. The only problem with the engine is that as of Fly-In week at Oshkosh, Rockwell was no longer producing it
— which means that when stocks are sold, PDQ-2 builders will have to come up with a suitable substitute. Wayne carved his own propeller, a 44" x 17" unit that produces 175 to 180 pounds of static thrust. Lowell Farrand (EAA 35370) of Goshen, Indiana, a good friend of Wayne's and an experienced pilot, did the initial test flying. The first flights were runs in ground effect up
and down a local grass runway. The required test time (75 hours) was not flown off in time to allow flying at the 1973 Oshkosh Fly-In, so the plane was a static display there. Upon returning home, more testing was done, with the first flights around the pattern being made during early fall. Lowell and Wayne were having so much fun that, despite the lack of even a windshield up front, flying continued on into the winter . . . and this
proved to be a fortunate thing. Initially, some aspects of the PDQ's
performance were not up to expectations, mainly rate of climb. This latter deficiency was first laid to the engine — despite Wayne's expertise with
(Photo by Jack Cox)
A Bensen gyrocopter pilot would feel right at home here.
PDQ . . . (Continued from Preceding Page)
building tips are also written right on the plans sheets. Although Oshkosh Convention goers have yet to see the PDQ-2 fly, it is a familiar sight to EAAers in the Elkhart area, buzzing around like a big blue bumblebee. Minneapolis EAAers get to see the first plans built PDQ-2 in action. This one belongs to Gene Louismet (EAA 1490), 8718 West River Rd., Minneapolis, Minnesota 55444, who at the time of the 1974 Oshkosh Fly-In was starting a second one. Hopefully, all of us will be treated to perhaps a couple of PDQ-2s flying at Oshkosh '75. Now, let's step back from the nuts and bolts examination of the PDQ-2 and consider its position in the overall sport aviation scheme of things. Ever since that day in March of 1909 when Alberto Santos-Dumont sputtered aloft in his floppy-winged little Demoiselle, tiny, low powered airplanes have been an enduring fixture of the worldwide aviation scene. Super lightweights such as the Italian Pegna-Bonmartini Rondine of 1923 and the English Electric Wren, a star of the famous 1923 Lympne lightplane trials, actually flew on 7 and 8 hp engines. During the bread line and apple stand days of our Great Depression here in the U. S., pilot's had to forego their beloved but gas-guzzling Travel Airs and Wacos for little put-puts like the 36 hp Aeronca C-3s and 37 hp E-2 Cubs. Today, the EAA movement is focusing worldwide attention on tiny, personal airplanes. It is possible, however, that we are seeing the beginnings of something new with the PDQ-2. Most of the low powered aircraft of the past have been born of economic necessity — except for those homebuilders who are simply fascinated with tiny airplanes. Most were actually substitutes for the big, powerful aircraft owners really wanted but couldn't afford. Today we are seeing a situation that is about 180° out — a guy who owns a Baron for business, a Pitts for serious fooling around and when he sees a PDQ2, thinks, "What a blast! I gotta have me one of those toys!". By way of analogy, these people are just like their neighbors who own a Continental, a Porsche and a trail bike for roaring into the woods to terrorize the local wildlife. The PDQ-2, then, may be the harbinger of a "third level" type aircraft, a true recreational vehicle of the air. Most aircraft, and particularly most homebuilts, have always been used almost entirely for recreation but they have been in what we might term the "second level" — or in the "sports 54 JANUARY 1975
car" category to use our analogy again. The PDQ-2 is to aviation what the trail bike, snowmobile and allterrain vehicles are to land transportation. Of course, you can't so conveniently pigeon-hole airplanes anymore than you can land vehicles or people . . . especially people. There are those whose only vehicle is a sports car just as there are pilots whose only plane is a Pitts — and by the same token there will be many who by choice or necessity will own only a PDQ-2. At any rate, there is definitely a place in aviation for the properly designed super lightweight recreational vehicle of the air. There always has been. The only reason we have not always had large numbers of this type of aircraft is the lack of a reliable, inexpensive and, very significantly, lightweight engine (for weight and balance considerations). With what we know today about structures and new materials, think what our designers could come up with given a 40 hp engine weighing about 50-55 pounds or so and small enough to fit in the proverbial bread box. Jim Bede has proven there is a very large market for relatively low cost, high perfor-
mance sport planes. Think of the possibilities of an even less expensive trail bike or snowmobile of the air. Such aircraft could have a redeeming social virtue, also, in the fuel savings realized by pilots who could do their late evening fun flying in their PDQ-2, or such, instead of in their Bonanza. You can get in on the ground floor of this new phase of fun flying with Wayne Ison's PDQ-2. PDQ-2 SPECIFICATIONS
Span . . . . . . . . . . . . . . . . . . . . . . . 18' 6" Chord . . . . . . . . . . . . . . . . . . . . . . . . 42' Airfoil . . . . . . . . . . . NASA 63 2A 615 Wing Area . . . . . . . . . . . . 64.75 sq. ft. Wing Loading . . . . 6.5 lbs. per sq. ft. Span Loading . . . . . . . . . . . . 22.7 lbs. Empty Weight . . . . . . . . . . . . 218 lbs. Gross Weight . . . . . . . . . . . . . 421 lbs. Top Speed . . . . . . . . . . . . . . . . . 80 mph Cruise . . . . . . . . . . . . . . . . . . . . 70 mph Rate of Climb . . . . . . . . . . . 400 fpm + Stall Speed . . . . . . . . . . . . . . . . 46 mph Engine - Rockwell - JLO - LB-600-2 Source: Wayne Ison No. 7 Alpine Lane Elkhart, Indiana 46514
(Photo by Jack Cox)
Lowell Farrand and the PDQ-2.
Why is the PDQ-2 quick? The stark simplicity of the basic fuselage is perhaps the most succinct answer — just five pieces of aluminum, plus a few brackets and fittings.
THE INSTALLATION OF SLIDING CANOPIES, DOORS, LATCHES AND STUFF
THE DESIGNEE CORNER
PART II
By Antoni (Tony) Bingelis EAA Designee Co-Chairman
OT EVERYONE LIKES the naked sameness of a bubble canopy perched atop the fuselage. And for that matter, not everyone likes the conventional cabin, or canopy, or open cockpit arrangement either. It really is surprising to learn how many builders are building just to have something a little different. This desire to be different is exhibited in many ways by the treatment given to the variety of canopy installations seen at any Fly-in. The appearance of some individual canopy designs, however, could be enhanced with just a bit more work on the part of the builder. Very often the builder will construct his windshield frame and install a nice slanted windshield. He will then build up an arch behind him and cover that with plywood, metal, or even fiber-glass; fairing the whole thing nicely into the fuselage. Now, he has to decide what to do about the cockpit area. Should he make separate doors hinged at the windshield frame or should he make hatch-like windows hinged along the roof line? Many builders take the easiest alternative and avoid compound curves in the cabin area. After all, obtaining compound curves that are aerodynamically superior to the straight slab doors and windows would require the build-up of an expensive and time consuming foam and plaster form over which to stretch the Plexiglas. Of course, this would then lead to the requirement for a huge oven, etc., etc. The straight roof-line treatment of the cabin is characteristic of the Globe Swift's canopy . . . and it looks good. Many low wing two seaters appear to use the straight roof as a simple means of enclosing the canopy. The simplicity of the straight roof line is partially realized because it permits the effective use of ordinary piano hinge stock. These are probably adequate although the use of an extruded type of hinge would make a stronger installation. A hinged canopy will not work smoothly unless the hinge line is straight. You can get by with some curvature when you install piano hinges as cowl fasteners but when using them as hinges no curvatures should be allowed.
8509 Greenflint Lane Austin, Texas 78759
N,
The hinge wires, when installed, should be inserted from the front end or from the top so that the slipstream or gravity (as the case may be) helps to keep them in place. Overhead hinged hatches (found on some of the earlier Jodel aircraft) seem to be simple and practical. However, with but a single hinge along the centerline, be sure that it will be possible to open both doors at the same time. Most likely it will turn out that each door will have to have separate hinges. If each door is to be provided with its own hinge, you should leave a space of about two or three inches between the doors. This will provide enough space to permit the doors to be opened simultaneously. This is particularly important if the Plexiglas doors have compound curvatures in them. The plain straight roof profile could be made a bit more aesthetically appealing with a bit of cosmetic treatment. A slight curve could be built into the roof line by using polyurethane foam glued in place and shaped to whatever streamline form space permits. If the cabin roof has (at least) a 6 inch space between the doors, the effect can be very pleasing. This shaped foam should then be overlaid with dynel or fiber-glass cloth using epoxy resin. When finished and painted, the cabin profile will create the appearance of a nicely contoured installation. If you just happened to have a Plexiglas bubble on hand that is cracked in the wrong place or otherwise scheduled for non-use in your project, toy with this idea. Can you cut offand use the front part as a windshield? How about the aft portion? Could it be attached permanently to the fuselage and faired in with fiber-glass trim? If it is cracked at the edge somewhere, the crack might be covered by an overlapping trim. Fiber-glass cloth layed on Plexiglas works miracles. Use Epoxy resin only. Polyester resin will cause the Plexiglas to craze. To carry this brainstorm a bit further,
would it be possible to cut a couple of doors out of that "salvage" bubble and fit them into separate doors? To provide the cabin occupants with some degree of protection from the sun, portions of the Plexiglas overhead could be coated with epoxy and fiber-glass cloth and then painted to match the aircraft. The real problem in providing doors for a cabin canopy is in providing for easy access. The size of the canopy, as well as the size and positioning of the door opening, affects the ease of entry into the cockpit. If the door is too small, and particularly if poorly located, it would almost certainly require the pilot to be something of a gymnast. Assuming that you are indeed athletic in ability and svelte of figure . . . what about your friends? Could they manage to get in? If you had any doubts about the ease of entry, I think that this point would be a good time to build and try out a cardboard and wood mock-up. A tilt-away, side hinged, canopy may be perfect for many high performance single seaters, but only a few canopies on larger home builts are hinged on the side. Very few aircraft have canopies hinged at the front end (Minicab), and rarely at the aft end, military style. All in all, large heavy canopies hinged at the side, or front, or back, are uncommon, perhaps because they seem to present an awesome sight when opened in all their splendor. Ordinarily, the side hinged canopy is less desirable for the two seater (side by side) because of the canopy's bulging sides and considerable weight. If you wish to swing the whole canopy, you will need to use strong hinges and a frame of fairly rugged construction. This will insure adequate distribution of canopy loads. DOOR AND CANOPY RESTRAINTS
Hinged canopies require some sort of restraint to limit their open position. Many canopies that are hinged (Continued from Preceding Page) SPORT AVIATION 55
A side hinged canopy on a two seater can present an awesome sight. DESIGNEE CORNER . . .
A side hinged canopy on a single seat aircraft is quite
managable. Note the unusual use of twin cross braces.
(Continued from Preceding Page)
along one side of the bottom edge are restrained with a simple flexible cable, one end of which is attached to the canopy and the other to the
uled maintenance. We have problems with doors too. Of course, we know from personal experience that whenever the wind catches an open door
fuselage. The difficulty here is that the
. . . Wham . . . and it slams shut. Lightweight aircraft doors can't tolerate much treatment of that nature without suffering damage. For this reason alone, a means of securing the door in its open position would be useful. Besides, it is difficult to get into or out of an airplane on a windy day while fighting to keep the door from slamming in your face. The problems with door and hatches are quite similar. Some sort of staystrut or brace mechanism must also be devised to hold the hatches in their open position (in spite of breezes that blow). These restraints must be designed so that they will not take up a lot of the cockpit space and be in your way after the hatches are closed. Examine a stereo (or Hi-Fi set) and note how they prop stereo lids in an open position. Maybe you can adapt something like that to your own use. Upward opening hatches are most flimsy in their open positions due to the fact that both ends of the raised
stupid cable (yes, amigo, some inanimate objects like coat hangers, cables and ropes can be obstinate and stupid) will somehow manage to get
trapped in the door edges as you close the canopy . . . that is, unless you figure out a simple device to keep the cable out of the way while the canopy is being shut. Either that or maybe you can develop some kind of twohanded technique. Plexiglas areas should not be permitted to bang or hit on any part of the aircraft's structure when the doors are open. Unfortunately, hinged canopies that are restrained in their open position by only a piece of flexible cable are sometimes subject to abuse from itinerant gusts of wind. These gusts cause the canopy to rise, and then suddenly drop, twanging the single restraining cable sharply. Too much of this sort of thing will have you headed back to the workshop for unsched-
Both doors can be opened simultaneously in this overhead hinged installation.
56 JANUARY 1975
lightweight hatch cannot be effectively braced.
FITTING DOOR FRAMES
Don't be afraid to make the door frames a bit smaller than the door opening. A uniform gap or space all around the frame makes it easier to install the weather-seals or strips. It also eliminates the rubbing of the door frame against the structure as often happens when the fit is too snug. An equalized gap insures that your doors can be closed without jamming. The use of external metal or fiberglass trim strips over the Plexiglas will cover even the widest of door gaps without detracting from appearances. As a matter of fact, a wide trim strip makes it possible to achieve a very nice fit all around. As you may have already discovered, the door frame must match the contour of the door opening. When
made of tubing, the individual pieces for the door frames, like canopy frames, are first bent to shape and then welded into a single rigid unit.
A close-up of the restraining stay for a Jodel.
Frames of laminated wood are built-up by laminating wide strips of wood in place in the door opening. Remember to insert spacers at least 1/8" thick all around the opening to
make sure that the laminated frame will not fit too tightly when completed. The laminated wood frame is then handshaped to match the cabin opening, while it is still in position.
After this is done, it may be removed and the inside portion of the frame trimmed to a uniform thickness. In making a wooden frame that will ,
be fitted to a bulged piece of Plexiglass (one with compound curvature), remember to bevel the frame to match the slope of the Plexiglas surface.
ARM WILL TRAVEL 180° AND LOCKS IN EITHER POSITION.
ARM IS REMOVABLE. MAY BE REPLACED WITH ONE MADE TO SUIT YOUR NEED.
LOCK IT UP
It is really essential to install canopy and door locks for your airplane.
Almost any airplane with a door can be locked by installing a simple lightweight key operated lock of the
TYPICAL KEY-LOCK SUITED FOR CANOPY DOORS. (COMMERCIAL SOURCES)
type illustrated. There is usually
someplace where this installation will fit. Since a lock does not have
(BRIGGS & STRATTON TYPE)
to be in any particular location, it
could even be located at the aft end of a canopy.
An aircraft with separate doors presents another problem. At fly-ins and at strange airports, curiositymotivated sightseers have been known to brazenly climb on airplanes and open the doors for a better look inside. When they are through looking it hardly ever occurs to them that
they should shut the door or to see that it latches. Well, if this door is on
the pilot's side, he will notice it on entry. He seldom forgets to close his
own door for take-off anyway. He will also check the far door when he goes
through his check list . . . except
sometimes. When he doesn't, he learns how disturbing it is to have a
door open in flight. Some cannot be closed in flight.
The solution is to install a lock on the passenger side too. This could be quite bothersome, however, a better solution is to make a simple plunger
lock that works only from the inside of the cockpit. A quick glance would then reassure you that the door is locked. Install the key operated lock so that
it is necessary to apply a little forward pressure to the canopy as you turn the key. This insures that the seal between the windshield and canopy will be compressed and . . . if it should rain on your bird, it will not also rain in your bird. Now that we two seater jockeys are required to have ELT's, we have all the more reason to lock our bird ... even if the pencil, earphones and mike have already been stolen. (Next month latches will be detailed.)
DESIGNEE NEWSLETTER SUBSCRIPTIONS
In addition to Tony Bingelis' honthly column, THE DESIGNEE CORNER, EAA Headquarters publishes a monthly Designee Newsletter containing even more "How To" material, a compendium of the previous month's Designee inspections and a summary of all homebuilt accidents occurring around the nation the previous
30 days. Any EAA member can subscribe to the Designee Newsletter for $7.00 per year. Make your
A generous use of fiber-glass trim helps achieve the desired aerodynamic form.
check payable to: EAA P.O. Box 229 Hales Corners, Wise. 53130 SPORT AVIATION 57
The Duster—An International One-Design For The Other 95%
By James H. Maupin (EAA 26042) 2650 Rockinghorse Rd. San Pedro, Calif. 90732 (Photos Courtesy the Author)
w,
H ILE THE DEBATES rage all over the world about Standard Class sailplane rules, and the frontier continues to be pushed forward by expensive technology in construction and instrumentation in soaring, perhaps a quieter thing is starting at the other end of the cost spectrum. In the United States, at least, only 5% of soaring pilots appear to be seriously interested in competition; the other 95% in other aspects of soaring. The "Duster" BJ-1B is designed specifically for the "other end", i.e., for the homebuilder. Simple, easy to build, compact and light, it is making inroads around the world. Since its introduction in 1971 by the international design team of H. Einar Thor of California, and Bengt Jansson of Sweden, the number of Dusters being built around the world has steadily grown. There are Dusters building in France, South Africa, Canada, Germany, Australia, and New Zealand. Some 200 sets of plans have been sent out
The author holding an outer wing panel of the Duster. 58 JANUARY 1975
The Duster over Santa Ynez Valley, California.
woriawiae and the Dusters are coming out of "factories" in garages, barns, basements and at least one out of an apartment in New York City. D.S.K. Aviation, (formerly Duster Sailplane Kits), has shipped complete woodworker's kits, partial kits and components all over the world. An interesting fact is that the ocean freight on a Duster kit from the Los Angeles area to Australia, for instance, is cheaper than land transportation to Chicago. The reasons for the acceptance of the Duster are not hard to find. First, both Ben and Hank are long-time soaring enthusiasts, and both are aeronautical engineers. Ben's specialty is aerodynamics and Hank ran all the stress analyses. The Duster meets OSTIV requirements for both aero tow and ground launch. Competent observers have expressed unqualified approval of the detail and completeness of the drawings. They come with a 40-page booklet on how to build the Duster.
(Confined on Next Page)
The author and Duster N-1BJ.
Duster Fuselage.
If
DUSTER
SPECIFICATIONS & PERFORMANCE
S p a n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42' 8" (13 meters) Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.65 sq. ft. Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.4 Airfoil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACA 4415 - modified Empty Weight ...................................... 390 Ibs. Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 Ibs. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 620 Ibs. Wing Loading (at gross wt.) .................. 5.92 Ibs./sq. ft. Limit Loadfactor (at gross wt.) ........ plus 5.3 g. minus 3.1 g Minimum Sink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 f/s at 45 mph 2 meters/sec, sink .................................. 84 mph L/D Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.5 at 53 mph Placard Airspeed, smooth air . . . . . . . . . . . . . . . . . . . 128 mph Placard Airspeed, rough air .. 92 mph (assumes 30 m/s gust) Aero Towing Speed, maximum . . . . . . . . . . . . . . . . . . . . . . 80 mph Winch Launching Speed, max. ...................... 60 mph Stalling Speed at Gross Wt. ......................... 40 mph Spins Permitted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YES Cloud Flying Permitted ................................ YES Aerobatics Permitted ................................... NO Terminal Velocity (at gross wt.. divebrakes o p e n ) . . . 134 mph
SPORT AVIATION 59
ii
THE DUSTER . . . (Continued from Preceding Page)
Second, kits are available from a complete "woodworkers" kit, down to just the set of wing-attach hardware. Third, construction is easy and simple. With the threepiece wing it can be built in a minimum space. John Sinclair of Idaho built his in a room 8' by 20'. The only power tools necessary with the woodworkers kit are a 3/8 inch electric drill, a disc sander (often homemade), and a saber saw. The whole sailplane is built on a simple table made from a plank 2" x 12" by 18' long. Finally, the Duster is easy and fun to fly. As Ben Jansson told me one day at El Mirage, the summer he captained the Swedish team at Marfa, "If you are willing to turn away from absolute maximum L over D, you can put a lot of fun things into a little sailplane!" Big control surfaces give beautiful response — like a roll rate of 2 1/2 seconds. You can slip the ship radically right down to the ground under full control. It is a fine first solo sailplane, yet Walt Mooney, flying the second prototype at the Region 12 Championships at El Mirage, finished number 22 out of 34 sailplanes. He flew the only 13 meter sailplane, and finished ahead of the twelve aluminum and glass machines, all 15 meters and up. John Sinclair flew his Duster to Diamond altitude (26,000 feet) in April 1974 at Mindon, Nevada. Let's encourage the top competitors, contribute to our world teams, crew for them, and applaud the progress on the frontier (at whatever cost?) — but perhaps also we can build up something the other 95% of the soaring can enjoy.
ABOUT THE AUTHOR James H. Maupin (EAA 26042) learned to fly on primaries in North Texas as a high school student in the 1930's. He soared the western spurs of the Himalayas as a DC-3 "Hump" pilot during World War II, and flew Grunu Babies in Java while a civilian technical advisor to the Indonesian Air Force. At present he is a history teacher in Los Angeles and co-owner, with Norman F. Barnhart, ofD.SJt. Aviation.
ADDRESSES
Information Pack, $1.00 Plans, $75.00 California Sailplanes Box 679, Huntingdon Beach, Calif. 92648 Kits, Components D.S.K. Aviation 12676 Pierce St. Pacoima, Calif. 91331 The Dust Rag — Publication of the Duster Association George Taylor 719 Middle Rd. Bayport, N.Y. 11705
AND FROM A BUILDER, A DUSTER PROJECT
By Lt. Scott S. Thomas (EAA 62459) VAW 126
FPO New York, N.Y. 09501 (Photos Courtesy the Author) LY INITIAL INTEREST in soar1VL ing was pushed rapidly forward during the summer of 1964 when I managed to get a job with Sailplanes Inc. of Guthrie, Oklahoma as a line boy. Much later I realized that if the owner, Mr. Bill Cleary, had not been as turned on to soaring he would not have hired a needless third person for his small company. In fact he tried to persuade me not to take the job when I applied, but, hire me he did and I am still looking for a way to repay him for his insight and kindness. After that summer I only had time for quick trips to the "nearby" gliderport (40 miles) when I could arrange transportation. I never quite gave up the idea that I would get back into soaring and have my own plane. In August of 19711 finally told myself to either build an airplane, other than thePA-121 had rebuiltand flown 60 JANUARY 1975
Lt. Scott S. Thomas, a Naval aviator (E-2B Hawkeye), tries out his nearly complete Duster for size. The hardware, ribs and various other components were built by the author aboard ship during a couple of stretches of sea duty. for three years, or stop talking about it. I received unimaginable encouragement from my wife on the second point! After reading a lot of ads and brochures, I sent off for the plans for the BJ-1B Duster. During the next seven months I spent much time with my plans, eagerly wanting to start construction, however the Navy moved me twice and I couldn't start
until my famity was settled. A good effect of this delay was that Hank Thor, the designer, carefully omits a parts list from the plans so that the builder is forced to have a pretty good knowledge of construction before he can start, unless he wants a lot of spare things left over. This is nothing more than reading, rereading and then reading again before being able to
draw up a semiaccurate list of needed items. During this time I rolled up my plans, made them a permanent part of my flight kit and created a list of nuts, bolts, washers, cotter pins, 4130 tube, 4130 sheet, aluminum, plywood, etc. that has been surprisingly accurate. March 1972 saw the sawdust
illegally for squadron maintenance, I had more help and supervision than I could use. I spent about eleven evenings with a fellow that had been a welding instructor for four years and another two evenings learning how to use the charts for the bending brake for metal composition/thickness/
fly in my garage and soon the ailerons,
bend radius so all the bends would be in the right place. Considering the
rudder and elevator were ready for a close up inspection. However, I managed to turn out three sets of aileron ribs before I got the hang of cutting
two notches accurately into a beveled edge to make a good glue joint on the sparweb. The FAA was polite and very helpful during the inspection. They seemed more interested in my shop facilities and the plans than in the pieces I had made. On the sincere and repeated advice of the inspector I switched from resorcinal glue to Aerolite and have been grateful for that hint ever since.
In June I closed the controls, cleaned up the garage and prepared to go overseas for six months with my squadron. In July, the deployment was postponed due to an extensive fire onboard our aircraft carrier, USS Forrestal, so I erected the workbench detailed in the plans and made the fuselage shell and dive brakes before I left in September. The fuselage went together very easily; the only trouble I had was keeping the 3/4" marine plywood bulkheads from twisting when putting the large bends in the bottom longerons (where the fuselage cross section goes from polygon to triangle) and the twist plus inward bend on the top longerons are tremendous. The 1" x 2" and 1" x 4" bulkhead supports for the jig were easily bent in this process if all four longerons did not have the same amount of pressure on them. Guess how I found this out!!! I used a stockpile of 18 C-clamps 3" or larger, four 5' furniture clamps and six furniture clamps from 12" to 24". This is a comfortable amount for the entire project, sometimes more would help but I was always able to make do with this amount. More clamps would have enabled me to do more work at any one time. The 5 footers are a nice option that I only used
number of fittings I had to make more than once, I would still be there if I had not had all of this help. During this time my parts list let me
down for the first time and I had to order more 4130 tube and sheet. The fellows at Fleet Post Office New York are still unhappy if they reacted at all like the post office crew on the ship to the packages that started to come my way. During the resupply I got some humorous phone calls . . . "Mister Thomas, you have a package on the fantail and if you want the . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . go get it yourself . . . Sir." and "Sir, would you please come get your package from the post office. It's already come off the rack three times (ship rolling at sea) and the . . . . . . . . . . . . . . . . rotten . . . . . . . . . . . . . . . . . . . . . thing is going to kill someone if it hits them." (Note: Fill in the blanks with your own fond
recollections of the service.) Three parcels later I had all the metal I needed so I told the postal chief the good news, only to have him wander off muttering about " . . . weird Lieutenant who gets steel care packages . . . the new Navy is certainly different . . . pilots are all nutty to begin with but . . . " After returning home in July 1973 the tangible results really started appearing. All of the magnafiuxing and plate work on the metal was done by a friend who had bet me I would not get all the pieces done on the ship. The fuselage metal parts were bolted in place in a few evenings and it became time to start worrying about the wings. The spars were my first concern — all 13 meters of them. The certified spruce blanks for the three sections of the wing cost over $225 without freight so I was rather slow to start doing anything to them lest I create a lot of expensive scrap with good looking grain. I did the T center section first to get the hang of the clamp pressure and necessary speed. Not too bad, so off to do the outer panels! The base hobby shop provided the milling machine to taper the six pieces of l"x 6"x 18" that became the (Continued on Next Page)
while gluing the fuselage longerons,
another builder manufactured a clamp for this process that resembled a large tourniquet drawn tight from within the fuselage. During the ten months that the six month deployment lasted, I manufactured all of the metal fittings for the plane. I had stockpiled all of my metal in my stateroom and spent most of my
free time in the ship's Aircraft Intermediate Maintenance Department (AIMD) Airframes shop. After the shop supervisor figured out I really
was building an airplane and not just creating a new way to use the shop
Duster cockpit detail. Handle on the left actuates airbrakes. Squeeze grip on handle works wheel brake. The lever to the left of the stick is the tow release. Mike button on top of the stick grip. Lever on the right is (torque) trim selector. The holes in the panel are for the airspeed indicator and an elapsed time clock. SPORT AVIATION 61
DUSTER PROJECT . . . (Continued from Preceding Page)
two outer mainspars. Done slowly, this isn't too hard, but if the taper pattern is sloppy stand by for a lot of tooth gnashing when it's time to glue the ribs on. The gluing of the spars takes a lot of preparation and GOOD help. It calls for clamping on 6" centers, which takes about 72 C-clamps, half of which are 3" or bigger — that's downright expensive so I bought a bunch (80) of carriage bolts graduated from 4 1/2" to 8" and cut some scrap 2 x 4 into 2 x 2 x 10" blocks. By laying these blocks across the workbench on 6" centers, and drilling through both block and bench I got all the clamping pressure from the carriage bolts I needed for less than $6. It took three people to get the glue spread and the three spar blanks together within the glue working time. Possibly two could have done it but it would have been even more rushed — rushed equals ease of making screw-ups. Two of us started on opposite ends of one of the blanks spreading the paste part of the glue, the third person spread the catalyst on another piece. By the time
two paste spreaders met in the middle
Metal fittings fabricated on board the USS Forrestal.
of their blank the entire catalyst side was done. We flipped those two over and repeated the process to get the third piece on top of the other two. Then we got all the clamping blocks in place, checked the alignment,
tightened all 80 wing nuts uniformly, rechecked the alignment, rechecked the snugness of the wingnuts, rechecked the alignment and had a couple of beers. From start to finish it took
Lt. Thomas' Duster near completion. It sports a homemade total energy venturi and pitot on the vertical
stabilizer.
62 JANUARY 1975
Left wing quick disconnect fittings/pins. Aileron push rod is also evident.
I have a couple of firm suggestions for anyone thinking about the Duster as the plane for them. First, when you send for the information packet ($1) also write for the kit information — more about that later. Second, subscribe to The Dust Rag, a home made magazine about and by the builders and fliers of Dusters. This is nothing but "how to" and "how not to" articles by builders and items of interest about the airplane. There might be two or more people giving their idea about the best way to make the same part of the plane. There have been several "special tools" described in here that have saved me countless hours of labor. It is also the fastest way to see and hear what is actually involved. A super magazine! Third, unless you are a professional scrounger and enjoy spending half of your leisure (building) time on the telephone and driving all over every place looking for parts, build from one of the several kit combinations availabe from Duster Sailplane Kits. This company is not connected to Hank Thor of California Sailplanes (the designer) except that they won't sell you any of their kits unless you own a registered set of plans. The two Dusters that are already flying have been completed from kits and were done in slightly over one year. Other than the doubt-
about 25 minutes for the first spar. The second spar, which was done twenty-four hours later, only took 17 minutes. Then I tied the two 18' pieces to the top of the car and off again to the base hobby shop to run the edges through the jointer a couple of times
and trim the spars to the exact dimensions specified in the plans, including the second taper on the bottom. It was during this step that I finally realized I had methodically made about $100 worth of spruce sawdust and woodchips as well as the spars. The quick disconnect/attach fittings are put on the spars using a great drill alignment jig, detailed in the plans, so you can get a true hole through the pre-drilled fitting, spar, and then through the other pre-drilled fitting. If done slowly with a great deal of
humility this step is about one long evening, a total of something like 116 holes, lots of coffee and much encouragement from an understanding wife. The remainder of the wing went together easily and quickly. The ribs are 1/4" marine plywood, which had been made during a one-month-
at-sea period in the ship's carpentry shop. All of the center section and
nine ribs of each outer panel are the same size, so after cutting out one and making the lightening holes carefully, the remaining 26
can be made using a laminate trimmer bit in a table mounted router. The first rib is the pattern for the others. Again a good knowledge of the plans is necessary here because some of these ribs have the lightening holes moved a bit, a little care will keep you from having to cut out a bunch of extras. The other ribs were bandsawed out in sets of two. Just prior to leaving for the Mediterranean again in March 1974 on another cruise, I started to skin the bottom of the wing panels. The FAA also inspected the fuselage, airbrakes, horizontal and vertical stabilizers for closing and a general check of progress. I expect to return to the U.S. in early fall and hope to have my plane ready for flying by February or March of next year. If that becomes a reality I will have finished my plane in a little under four years, which only seems like a long time if you have never built a plane. Now for the sales pitch — I have been very pleased with the plane in every aspect so far. The plans and separate instruction booklet are super detailed, complete and easy to understand. The design itself is pleasing for both the finished project and ease of
construction. It is an excellent sailplane available to a homebuilder that is not difficult but still has decent performance (L/D of 28:1).
ful therapy of "working on my plane" while I was at sea I would have much preferred to have had the kit. On the other side of the coin I have a total of $1550 in my plane so far (including all glue, brads, sandpaper, freight, varnish, etc.) and expect to have it done and on a trailer for under $1800. The trailer, plexiglass for the canopy and paint are the only items I lack. The price of the kit is higher than that
and doesn't include things like instruments and paint but I doubt that everyone would have the luck I enjoyed as a scrounger, e.g. my brother designs and manufactures sailboats so guess where all my fiber-glass supplies and expertise came from! I didn't buy any special tools or equipment because I have an extensive woodworking shop for furniture making. I traded a few items I had been saving (a good scrounge has goodies galore stored in his garage for just such occasions) for ALL the nuts, bolts, washers, pullies, etc. on my parts list. Plus, the sly wager I mentioned that got all my plating done. The only instruments that I had to buy were an electric variometer and a helicopter airspeed. In conclusion I would recommend the Duster for those who want a
nice medium performance sailplane for under $3000 and unless they really enjoy welding and the hours of hunting the "divine good deal" to save the last few pennies — buy the kit. SPORT AVIATION 63
/Members
Denny Hughes (EAA 85699), 1203 5th Ave., South, Castlegar. B.C., Canada VIN 2VI, and his newly restored 1941 Piper J-3. He and wife Lois fly the plane year round. Notice the Canadian markings — "C-FOXV" is in 3 inch letters on the rudder and 18 inch letters on the bottom of the left wing. This is
the way U.S. planes (not capable of over 180 knots cruise) would be marked if the new NPRM on registration markings goes through. Sure makes for a better looking airplane, doesn't it? _. '
.
This folding wing Stits Playmate was completed August 8, 1974 by Ray Sheffield (EAA 1599), 1037 Waverly, Grand Haven, Michigan 49417. It was started in 1966. Powered by a 125 Lycoming. George E. Cooper (EAA 37913), 2908 Homewood Ave., St. Charles, Mo. 63301 is a two-homebuilt man. He completed the Spezio Tuholer in 1969 and now has about 250 hours on it. His latest is the Taylor Titch, N-7VV, in the foreground. The Titch is powered with a C-85-12 Continental swinging a Ted Hendrickson 60 x 66 wood prop. Cruise is about 140 mph and the stall comes at about 50 mph. Empty weight is 600 pounds and gross is 950. The main fuel tank holds 11.8 gallons, but a 6.5 gallon removeable aux tank is located behind the seat. Transfer is accomplished by a hand pump which pumps air into the aux tank forcing fuel into the main tank. The beautiful red finish is cotton over plywood, nitrate dope and auto enamel.
64 JANUARY 1975
Art Brown (EAA 1807), 394 Hunters Ridge, Marietta, Georgia 30062 has completed yet another homebuilt, this
time a sharp Cassutt.
A lot of completions of Baby Great Lakes are being reported to EAA Headquarters these days. This one was started June 1, 1967 by Morris L. Hamilton (EAA 35521), 2620 South Rebecca, Spokane, Washington 99203 and was completed on May 7, 1974. It is powered with a Continental C-85.
Carl M. Schlick (EAA 58683), 16541 S. W. 102nd Ave., Perrine, Fla. 33157 taxis out at Oshkosh in his slick BD-4. This one is powered by a 180 hp Lycoming and is very clean. Notice all the fairings on the landing gear. (Photo by Dick Stouffer)
Jim Frakes (EAA 74427), 160 Airport Rd., North Bend, Oregon is well along on his Taylor Coot amphibian. This one will be powered with an IO-360 Continental which cranks out 210 hp. Molt Taylor says the workmanship is beautiful.
=rwi"*r~^ / / '/*" .._ ' ' Atmmtt (
1 Jh
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SPORT AVIATION 65
BABY ACE
Melvin L. Ellis
Gerald W. Springer
Carl T. Hall
Robert H. Myers Clifford C. Flick Art Brown Eldon Lutz
N-71GS
N-63C N-6391 ZS-UFW
EAA BIPLANE
Rt. 1, Box 563, Vincentown, N. J 08088 N-31547
N-33RJ
HAND KR-1
N-111 KY
David A. Kahn
H. C. Utley 2405 Foxy Poise Dr., Louisville. Ky. 40220 Wm. C. Gommel. Jr. 218 Keeley Ave.. New Britain. Pa. 18901
20 Crestwood Lane. Centralia, III 62801
16936 Burbank Blvd., 204, Encino, Calif. 91316 Jerry Spear
James N. Hopkins 8130 Area Dr., Saginaw, Mich. 48603 Richard L. Johnson 4204 W. 28th, Topeka, KS. 66614 Marcella Faye Glass 167 Stockbridge Ave.. Atherton, Calif. 94025
—
N-66JS
% toKXSZ. ^43015
1230 N. Highland Ave., Jackson, Tenn. 38301
^£t!™
James M. Hamm
REPLICAS
N-314Y 4301 Twining, Riverside, Calif. 92509
SAILPLANES
SCOOTER
RR No. 2. Dundas, Ont., Canada
RD No. 2, Millville, NJ. 08332
Rt. 2. Box 115, Gaston, Ore 97119
STARDUSTER SA-100
SPEZIO TUHOLER
SONERAI II
N-17A
Milo MjMer
12665 Hickory Rd.. New Berlin. Wis. 53005
125 N.E Higgs Dr.. Port Charlotte. Fla 33950
Andrew H. Harness 2805 S.W. 55, Oklahma City, Okla. 73119
Cliff Lassmann
John Kristich
RR 9, Columbia City. Ind. 46725
Schooner Cover, 8691 Spinnaker Way C-1,
Ypsilanti, Mi. 48197 Claude L. Gray, Jr. 9635 Sylvia Ave., Northridge. Calif. 91324
Dan Mortensen 2263-3 McLaughlin, San Jose, Calif. 95122
R. 1. Toddville, Iowa 52341
1212 Jasmine. Amarillo, Texas 79107 7905 Dogwood, El Paso, Texas 74925 7800 LoweN Ave skokie |N. ennyg
Don Adams
William Doty
Oren M. Cooley Jim Cox
N-11AH
—
N-125JK
N-358L
N-1PL
David C. Yeoman Clarence E. Ward Troy, Kansas 66087
Raymond L Shamblen 225 Viking Rd., Charleston. W. Va. 25302 Richard Korloch 19060 Partello Rd., Marshall, Mich. 49068 Frederick F. Flood 3429 W. Parnell Ave., Milwaukee. Wis. 53221
N-11WD
Rt. 2, Box 325-4, Cornelius, Ore. 97113 SMYTH SIDEWINDER
1823-A Wildbrook Ct., Concord, Calif. 94521
131 N. Main St., Columbiana, Ohio 44408 N-88DY 729 Myrtle Ave., Ashtabula, Ohio 44004 N-3886 394 Hunters Ridge, Marietta. Ga. 30060 962 N. Monroe, Ogden, Utah 84404 SMITH MINIPLANE
James V. Cavalier Box 373F, R.D. 4, Latrobe, Penna. 15650 N.MD James H. LovinS Rt. 2. McDermott. Ohio 45652 N-1877 Aurelio Proto Box 1989, Johannesburg. South Africa N.2581
Herbert Spilker
CF-APH
DAVIS
Halie Hider
N-211V
COUGAR
-2°JH
N-12DK
-^
Thomas P Harrington Rt. 1, Box 324, Delray Beach, Fla. 33444 N-3189 Cherokee RM Gary Whiteman 13020 Pierce St., Pacoima, Calif. 91331 N-8257 HP-14 Clifford E. Dennis 213 Hawthorne St.. Elyria, Ohio 44035 N-79106 Schweizer TG-2
CHRIS TENA MINICOUPE N-44ME
N-491HC SA1025
CAVALIER
N-1RM N-14CC N-15AB N-38Z
CASSUTT
N-11TH N-15S N-9246
BREEZY
•EDE BD-4 N-222HS N-328RS N-406BD N-71 UK N-91369
•AKENG DUCE N-6769
N-66DP N-66RS N-99LH
BABY GREAT LAKES
N-3RH Model D N-4JM Model D N-7EM N-9EH Model D N-85Y Corben C N-3806 N-6941 Model D N-7376
John W. Biggs
James L Osborne Stolp Stardusfer Corp.
Rt. 7. Box 52, Muncie, Ind. 47302
N
ADDRESS
Robert E Hastings 219 W. Dawn Dr., Modesto, Calif. 95350 N-6018 — 1916 Sopwith Pup James S. Ricklefs 931 American St., San Carlos, Calif. 94070 Murray J. Maybee 101 Woodcroft Dr., Rochester, N. Y. 14616 N-1916S 1916 SPAD VII James S. Ricklefs 931 American St., San Carlos, Calif. 94070 Evan McCombs 3560 Hartsock Lane, Colorado Springs, Colo 80907 — 1933 Longster W. A. Bond Box 17, Site 5, R.R. 5. Edmonton. Alberta, Canad Everett Hepler 985 Parma Hilton Rd., Hilton, N. Y. 14468 — Curtiss Pusher Harrold A. Black 2829 Dade City Hwy, Lakeland, Fla. 33801 August A. Draffkorn 4835 Twinpost Rd.. Dallas, Texas 75234 N-3603 — Nieuport 17 Tom McCann 9 So. 251 Aero Dr., Naperville, III. 60540 R. H. Ralston 6829 Park PI. Drive, Ft. Worth, Texas 76118 N-1917S — SESA (scaled) Howard Shelton Star Route Road 12 N.W, Ouincy, Wash. 98048 Sam L. Meads/Clyde Alien Box 694, Montgomery, W. Va. 25136 Peter Beckloff 210 Castlewood Circle. Hyannis, Mass. 02601 ROTORCRAFT — Bensen B8 Aristide Leali Via Colle Paradise N° 82. Jesi, Italy 60035 N-201 RK Bensen B-8MJ-VW Max L. Laribee 33 Harden Blvd., Camden, N.Y. 13316 Masaru Naka 1-12-9 Nishiarai-honcho, Adachi-ku. Tokyo, Japan N-4660 Bensen Gyrocopter Louis S. Kuhn 1869 E. 36th, Lorain. Ohio 44055 Dale W. Platt 2600 Overbrook Rd., Cuyahoga Falls, Ohio 44221 N-6308 Bensen Gyrocopter Howard J. Cooper 3553 Alice Lloyd, Ann Arbor, Mich, 48104 Russell J. Sholle 329 Wyoga Lake Blvd., Stow, Ohio 44224 N-9489 Bensen 8M Martin Snow 1650 Robinwood Dr., Uniontown, Ohio 44685 Morris L Hamilton 2620 S. Rebecca, Spokane, Wash. 99203 N-9817 Bensen George J. Charlet P.O. Box 267, Clinton, La. 70722 N-41841 Bensen B-8M Ronald A. Esworthy 12600 Frederick Rd., West Friendship, Md. 21794 N-88789 Bensen B-8M Edward M. Frey 1707 Main St.. Fortuna, Calif. 95540 John L Thomas Box 118, Manton, Calif. 96059 N-2PD Scorpion Too Frederick A. McWayne Plaza Dr., Watertown, N.Y. 13601 N-525BG Scorpion Too Briggs Gillespie 303 N. 47th St., A-38, San Diego, Calif. 92102 N-8441 Scorpion Too Joe Brisson 3665 So. Oneida Way., Denver, Colo. 80237 Hugo Schneider 227 Griswold, Jackson. Mich 49203 N-9476 Scorpion Too Andres A Santos Buzon 506 Bo. La Torre, Barranguitas, P.R. 00618 Ronald L. Smith 6209 W. Camelback Rd.. Phoenix, Ariz. 85033 N-18812 Scorpion Too Jean-Guy Paquet Coburn St., Jackman, Me. 04945 T. W. Chun 109 W. Main St., Lebanon. III. 62254 N-36668 Scorpion Too Jackie W. Dickerson 2817 Ritchie Rd.. Forestville, Md. 20028 Kenneth H. Mitchell 410 Wellington Lane, Lemont. III. 60439 —Sagittarius Steven White P.O. Box 9621, McConnell AFB, Wichita, KS. 67221 George D. Barton 3502 Cortez Dr., Dallas, Texas 75220 — I-ANGL Pasquale Frezza Via R. Boscovich-30, Milano. Italy 20124
JoeBertrand
BUILDER/OWNER
THIS AIRCRAFT DIRECTORY WAS COMPLETED FROM EAA AIRCRAFT REGISTRATION CARDS SENT TO EAA BY THE BUILDER. IF YOUR AIRCRAFT HAS NOT BEEN LISTED, PLEASE REQUEST A REGISTRATION CARD FROM EAA.
DIRECTORY OF COMPLETED CUSTOM-BUILT AND RESTORED AIRCRAFT
AEROSPORT QUAIL N-10JB
ArnnnncTFB i N-181
N-19EB
ACEY DEUCY
*'"C"*"
|
S I
D-11
D-11
Rt 1. Box 208. Chisholm. Mmn 55719 N-1052A
983 Grandview. St Paul, Minn 55113
B J Dent
N-1310
Bruno Nagler
N-1060 — Mid Wing Spl
POO ' • 2
N-3609 — Sea Hawk
N-23OB
N-4568W N-5872
S
* -
PITTS SPECIAL
—
*
•M
Jim Stark
Warren Weisenbach Chet Coover
Zara H Royal
Wayne Ison
Patterson Fletcher
James P Sullivan
Alan M Johnson Nick Lowery
Jack C Colson
N-491C — Curtis and Sullivan
104 Ashworth. Horton Mich 49246
N-28070
St. Petersburg. Fla 33711
3265 40th Way So . Apt D.
4568 W 146. Cleveland. Ohio 44135 421 W Linden. Coeur D Alene. Idaho 83814
3101 Culvert Rd. Medina. N Y 14104
7 Alpine Lane. Elkharl. Ind 46514
27485 So River Rd . Mt Clemens. Mich. 48043
953 Walnut Woods Dr. San Jose. Calil 95122
Dorchester Ave. Middlesboro. Ky 40965
RR 2. Lakewood Add . Ft Dodge. Iowa 50501
1037 Waverly. Grand Haven. Mich. 49417
249 E 33rd Place. Tulsa. Okla 74105
Karl Dorzback
328 N State St , Dover. Del 19901
507 N Swans S t . Abingdon. Ill 61410
N-411BZ
WOODY PUSHER
Robert E. Zilliox
Gianni Tieppo
Giuseppe Blim/
Greenville. Ohio 45331
General Delivery. Hanover. Ind. 47243
Via Dante 80 Lonate Pozzolo (VA). Italy 21015
1261 Sugar Maple Dr
Melvm Hocker
I-CAPA
N-90891
80 Evans St.. Osterville. Mass 02655
1250 So Ardmore. Villa Park. Ill 60181
Daniel J Wright
Ted Lambasio
1348 N West. Galesburg. Ill 61401
132 Grand Ave . Rochester. NY 14609
Box 31, Postville. Iowa 52162 R EGottenborg
Alvin H Garlick
Wayne De Sotel
703 Milton Ave . Anderson. Ind 46012
George Russel Culver RR 1. Box 16. Ingelwood. Ont. Canada LON 1KI
WMIowbrook High School
N-4323
N-3817
N-815DL
1611 S.W 26th St.. Ft Lauderdale. Fla 33315 Nick Seraphinoff 11411 Sherman, Warren. Mich 48089
VOLKSPLANE — VP-1 James R Mahoney
N-44CL
2120 Athens Ave. Redding. Calif. 96001
44140 No Gillan Ave . Lancaster. Calif 93534 Robert A Griffith 661 E Foster. Roselle. Ill 60172 Don E Lankford PO Box 3. Sherman. Texas 75090
Carl V Hoots
Howard H. Ginn
Box 106 Folsom La 70437
Mars Hill. Maine 04758
Charles W Stockett
Max Pendergrast
N-139G
VOLMER SPORTSMAN
N-4SO
420 Lampasas Ave. Sacramento. Calif 95815 1938 Creston Rd., Cambridge. Ohio 43725
Larry Lombard
3548 Alexis. Toledo. Ohio
Ernest G Montgomery Frank Oilman/Ted Durost
N-11HG N-150DL
N-3303
Max L Dauer
R Bettencourt 17 Miles Ave . Cranston. R I 02920 Robert L Reves. Jr. Rt 1. Lueders. TX 79533
THORP T-18
N-9
N-18CH
N-11101
N-1VP
CF-AQX
220 W Park St . Cary. N C 27511 7695 Bellflower Rd . Mentor. Ohio 44060
Via Nicolardi 254. Naples. Italy 80131
N-12323 — C/W Sportsman
N-199 MP
FPO San Francisco. Calif 96601 RR 2. Box 78. Branson. Mo 65616 N-40VA
AMSAN. Caraewron ill.
6209 Loftus N E.. Albuquerque. N M 87109
N-5890 — Skybird N-6681 — Skyangle D-1
I-IANN — I-66 S Francesco" Orlando lannotta
Julius G Cook
James Pregitzer
N-5889
John G Reid
Kenneth D Pruitt
1405 Kingsley Ave . No 91. Dorval, Que CAN
44 Inglewood Dr . Dollard des Ormeaux. Que . CAN
16 Parklands Gap. Riverton 6155. W Australia
N-6790
TEENIE TWO
Box 2099. Riverton. Wyoming 82501
TAYLOR MONOPLANE Jerry Higginson 2303 So 3rd St.. Clear Lake. Iowa 50428 Leon Starks 4528 C Jamestown Ct . Indianapolis. Ind 46226
Ken Peterman
Ray Sheffield
James Frost
n* „ iv>^>
8602 E Malcomb Dr . Scottsdale. Ariz. 85253
TAYLOR TITCH Richard E Staskon 4220 W Fairfax. Oak Lawn. Ill 60453
N-452J
TERMITE
N-15RB
N-8MD
889 Richmond S t . Macon. Ga 31206
Nagler Aircraft Co . Phoenix Ariz 85036
W. D Wittek
Barry Lovegrove
BryanJ Davis
N-850 — Cragercraft Challenger
N-7KP— Humbug
N-202NH — Nagler Helicopter
ORIGINAL DESIGNS
VH-MMI
CF-FKT
CF-FKT
N-38937
34-C Wencker Way. Bremerton. Wash 98310
William F Gauntt 11610 N W 21st Ct. Ft Lauderdale. Fla 33313
Robert D Froehhch
N-33RF
1782 Hibbard Dr. Stow. Ohio 44224
Edward L Nilson 3219 Fairview Dr . Vista. Calif 92083
Vaughn Barbey
N-2EN
N-8198
N-2571
N-4302
C. M. Vellines Box 238. Beaufort. NC. 28516 Howard M Gage 8682 So 8th St . Kalamazoo. Mich N-468
Alien Amsden
N-9VB
MUSTANG II
N-9459 N-81431
MIDGET MUSTANG N-9AA
Fedngom Antonio Corte Farina 4. Verona. Italy 37100
LUTON MAJOR HB-YAH
303 W Prairie S t . Harnsville. Pa 16038
STITS PLAYMATE
N-434K
Jack Roberson
,
3884 Bndgewater S t . Niagara Falls. Ont. Canad«
1471 Chestnut Grove Rd .Salem. Ohio 44460
Paul Johnson
D MacArthur
„,,, D .. r, rJohn David HH'er 10354 Birkemeyer Or .Cincinnati Ohio 45242
Wayne L. Walton
STEWART HEADWIND N-73JR
STITS SKYCOUPE
Box 279. Brakpan, Republic of South Africa 1540
795 No 4 Rd . Richmond. B C . Canda N-111KP
7766 16 Ave.. Burnaby. B C . Canada V3N 1P3
R 1. Antigo. Wis. 54409
'
STITS PLAYBOY
New York Cily. NY 11379
Green Bay. Wls 54303
79-46 68th Rd . Middle Village.
1434 Marhill Rd
N-111PJ
STARLET SASOO
CF-DXT
Box 371. Frankfort. Ind 46041 4669 E Sunset Or . Phoenix. Ariz. 85028
Timothy J. Brown 9212 Wedd. Overland ParksJ
W T Lemen H. A (Bud) Giffen
-T""^ "DH*?"".""rr ^tsnfin
70 Pine Flat Rd Santa Cruz. CaliT 95060 2 Steven St.. Wall.ngtord Conn. 06492
Gene F Wnite
Richard C. Clack Phil C Max
Stanley Anderson Box 497. Tower Minn 55790 114 Saskatoon Dr . Weston. Ont . Canada
STEEN SKYBOLT
•
Via Oelle Rose N° 6. Milano. Italy 20147 N-7WN
Frederick E Thompson
H Fischer
John Mrazek
Lloyd B Fletcher
Marland Malzahn
George Knapper
Jack Scimone
Tim O Brien
Bagalmi Valter
LITTLE TOOT N-6381V
ZS-UFT
CF-ORC
F-12
CF-LBF
N-4519
JODEL
N-953M
HEATH PARASOL
- Leonardmo (Rogallo)
HANG GLIDERS — Velderram
Box 187. East Dennis Mass 02641
Duane Merchant
QREGA GN-1 N-45392
«•
N-29BL N-77BG
N-300TJ Jenmngs Chesnut
1028 Shell Rd. E. Richmond. B C. Canada V7A 3X3 Grottenvn 20. Bekkelaget. Oslo. Norway N-445W
'
JDePippo
539 Mam St.. Alexandria Ont. Canada KOC 1AO
428 Bellaire Ave . Des Plames. Ill 60016 N-6099 West Point. Nebr. 6B788 CF-AND
Maurice Leger
AlvmSwegles DeanKleeman
'
-
N-HPS
STARDUSTER TOO S A-300
RR 1. Box 16. Ingelwood. Ont.. Canada LON 1KO
Dwight Skelton 34 Aldndge Lane. Watsonville. Calif. 95076 StuAleshire 16640 Nearview Dr. Saugus. Calif 91350 N'307
R A Stunden Sigurd Heiret M
> PIETENPOL
Z
John Von Lenz
William E. McMynn 649 W 52nd Ave.. Vancouver B C CAN V6P 1G3 VenmkKarel 47 Greenslopes Cres.. Mt. Ousley. Australia 2519 N-13HX
CF-ZLY LN-BGY
CF-MOE
N-629AS N-2536
N-8DS N-33SA
FLY BABY
J —
S
EMERAUDE
CF-CDW VH-KHV
CF-APD
WASHINGTON REPORT . . . (Continued from Page 91)
but also from the standpoint of electronic equipment required. 9. FCC Fees. The Federal Communication Commission has published a proposal that would reduce fees for restricted radio telephone operators permits and for airborne radio transmitters. This is in obediance to a Supreme Court decision last February which said that a
government agency could charge fees in amounts that would pay for its services given to special groups but could not expect to recapture its entire overhead costs by such fees. So sometime in 1975 the FCC will reduce the restricted radio telephone operators permits to $4 from $8 and to $6 from $20 for airborne radio transmitters. Actually there should be no fees for these certificates since the FCC performs no service to the pilot by granting him a certificate to talk over a radio that was already approved by the FCC at the manufacturers factory. 10. User Charges. Possibly the most publicized subject for general and sport aviation for 1975 will be the question of user charges. Late in November of last year the President in a budget message to Congress recommended that a system of user charges on general aviation be levied for the purpose of recouping some of the costs of the national airways system. The Administration will seek specific legislation from Congress to permit the FAA to set fees for various FAA services among which would be a departure fee of $10 at airports with FAA control towers and radar service. At airports with an FAA tower and no radar service the departure fee would be $5 per aircraft. Other fees would be $8 to $25 an hour for FAA employee time in inspecting aircraft; airmen certificate fees ranging from $9 for a student permit to $12 to $75 for a private or commercial certificate. Airworthiness certificates would cost between $160 and $400 and certificates for parts manufacture LETTERS . . . (Continued from Page 5) Dear President Paul: I believe your letter of November 21 had a great deal of meaning to me because many of our hangar flying and building hours are filled with conversation concerning the present and future role of EAA. I personally hate to see EAA have to pick up the ball for the entire general aviation community when there are other organizations who claim "polities' with the FAA and other agencies as their main objective. I admire you for realizing the situation and devoting your time before the FAA had the chance to close us down. Oshkosh has experienced remarkable "controlled growth." However, as you well know, growth of that magnitude is extremely hard to control. For the people who want sewer hook upsand electricity I say that EAA is not affiliated with Kampgrounds of America. Your staff has provided more than adequate facilities, and I hate to see potential restoration or museum money go to the "sewer".
I think you have done a great job and bring on your computers and such as long as we promote homebuilding and the safety of homebuilt
operation. Sincerely, J. Dean Birmingham President, EAA Chapter 396 Humboldt Municipal Airport Humboldt, Tenn. 38343
Dear Jack: It was in reading the October issue of SPORT AVIATION that I learned of the death of my friend Al Neunteufel.
I was a member of Chapter 101 for many years before I moved from the Chicago area three years ago. During those years I became 68 JANUARY 1975
and system support approval would cost between $350 and $1000. All of the above fees are estimates at this writing as the FAA has made no firm decision on what such fees will be. In addition the Administration has asked Congress for legislation to permit the Aviation Trust Fund to be used for FAA operating expenses. All of these proposals would place an additional financial burden on general aircraft owners and pilots. They would be particularly severe for sport aviation since many of these fees would not reflect the amount of
use of an aircraft. Departure fees would certainly cut down on the activity at control tower airports and this might be a good thing as it would point out the airports where towers are a luxury and not a necessity. The bright side of this picture is that Congress turned
down the concept of higher user charges for general and sport aviation in 1973 and 1974 and also refused to allow Aviation Trust Fund money to be used for FAA operating expenses. It is difficult to predict what action a new Congress with many freshmen members may do but if the old timers have their say there will be no new and oppressive user charges on sport and general aviation in 1975. 11. Fuel. Aviation gasoline seems to be in adequate supply at the moment. Government controls have largely been lifted and unless there is another Arab oil embargo 1975 should not present any serious fuel problems for
sport and general aviation. 80 octane fuel will continue to get scarcer but this is an economic problem for the oil companies and not one due to government interference. Of the eleven subjects listed above only one (custom built aircraft) require additional rules by the government.
All the others are actions that would reduce the burden on general and sport aviation. To sum it all up sport and general aviation's shopping list for 1975 requests less government regulations with fewer and simpler rules for us all.
increasingly aware of how much of their busy lives Al and his wife gave to their friends and to the cause of sport aviation through EAA. These friends in Chapter 101 and elsewhere, I know, will not soon forget him and will miss him sorely. I am sure headquarters must feel much the same as, year after year, he spent time and effort so far beyond what most of us have to make, not only the annual Convention a success, but the day to day things which mean just as much. Knowing how often we fail to express what we feel and thus lose the chance to show our gratitude and esteem for a great guy, I pen
address. So only took 34 days for it to reach me. I am now in Indonesia some 1500 miles from my mailing address so it takes some times a week for my mail to reach me after arriving in Singapore, as it is delivered by our company DC-3 to my location. Paul, I have been very busy setting up operation here in Balikpapan Indonesia and have neglected getting my dues into you so I owe you
these few words in his memory.
me back in good standing with EAA and get my EAA magazine coming my way again, and use the remaining for my contribution for developing of the EAA Air Museum at this time. I hope that each and every member of EAA will do as I have done, read your letter and measure in his or her mind the educational potential alone, for ourselves, our children and their children. If they will do this as I have done I do feel that the support you will receive will be
"May God's wings now carry him safely through all eternity and may He bring comfort to his family in their loss." Sincerely, John W. Marshall (EAA 20677)
212 Heath cote Road Hendersonville, N.C. 28739
Dear Jack: It is with regret that the European Office
an apology for my negligence. After receiving your outstanding letter I decided I would
take the time to kill two birds with one stone, as the saying goes. So enclosed you will find
a check in the amount of $100.00, please put
outstanding What is our goal for our children,
has to advise you of the death in a flying acci-
but to see that they have it better than we as
dent of David Budworth, EAA 55187.
fathers and mothers did. But, too, I want my
David was flying his private Cessna aircraft when it crashed near Norwich Airport, England.
children to be able to go back in the past and see for themselves the way I lived and in what
He was well known for his immense technical
better way than the EAA Air Museum Foundation along with our many more foundations can
knowledge in gas turbine technology and design and was working on a project to have a light aircraft powered by one or two of his gas turbines on show at Oshkosh during a future International Convention.
Yours sincerely, Harold Best-Devereux
we preserve our life time of work. I am with you 100%, Paul, and I want you to feel at any-
time you need what little service I can offer you, to feel free to call on me. I do hope that all of
the EAA members will feel the same as I. If you feel that this letter from an EAA member would help in anyway, please feel free to use it.
Dear Paul: I received your letter as of yesterday for HELP, HELP, HELP, as it was sent to my old
Sincerely, a friend and member of EAA Thomas W. Flinn 11-B Goldhill Plaza Newton Road, Singaport, 11
LETTERS . . .
(Continued from Preceding Page) Dear Paul: This letter is in response to Gregg Erikson s letter telling about his experience with a canopy flying open on the Sonerai There have been four times during my flying efforts that a canopy has come open or failed in flight The first time was in a Schweizer 2-22 glider an aero tow at about 1000 AGL. Speed about 65 mph Student on hitting a gust grabbed the nearest object to hold on to and pulled the cable that released one side of the canopy The canopy immediately opened sideways. The glidei continued on tow and with some verbal encouragement the student managed to close the canopy — result — one crack about 6" long starting at an attach screw. No. 2 was in a Mooney Mite. The top of the
canopy has an S-shaped crack about 2" long stop drilled at each end At 12.000 feet and about 100 mph IAS there was a loud bang followed by extremely clear vision sideways. The canopy had disintegrated The windshield of course was untouched The airplane flew as before although it was windy — cold — and noisier Before landing, like 15 minutes later, I tried a stall and found the stick was jammed by a piece of broken plex — this was removed and a normal landing made Got several minot face cuts from this. No. 3 was also a Mooney Mite This had a fiber-glass roof on the canopy and separate side windows Temperature at George AFB was 110° so I took off with the canopy open. On reaching cruising altitude I attempted to close the canopy which did not want to go all the way forward. I tried pushing harder with both hands and the left plex panel came out of the frame at the back lower corner. For the next two minutes. I had canopy flutter, after which the plex failed and we made an uneventful but slow (canopy open speed was 109) trip home. Investigation showed that the piece had flown back hitting the vertical fin where it broke into two pieces which richocheted down penetrating the plywood of the horizontal tail on each side There were two 90° breaks about 1" long in the ply about 8" outboard of the fin centerline on both stabilizers. No. 4 was in the Pazmany PL-4 and resulted in a design change to Paz's excellent little airplane. I was making touch and go landings at Flabob. On about the fourth landing approach aT-6nosed over on touchdown ahead of me and the controller waved me off At the same time as I applied throttle to go round the canopy opened sideways with a crash. Speed was about 65 indicated, altitude was like 10 to 20 feet, attitude was nose up for climb. There was
some slight yaw but no pitch that I noticed. The left canopy frame member was interfering with my head so I grabbed it and tried to force the canopy closed. The frame was bent and would not close, so I climbed out, holding it until I had 1500 feet and then used both hands to force it back into shape and latch it. I then spent about two minutes removing loose shards from the frame and cockpit and put them in the aft baggage area Like the Mooneys the PL-4 has a separate windshield so wind was no problem. I'd prefer my canopy breaks a little higher, of course The landing was normal. There was some blood in the cockpit because in my hurry at the crises I didn't pay much attention to the fact that I was pushing down on a sharp edge of plex I was wearing a suit during this flight. The canopy latch was just aft of the throttle and opened forward. It was a small round knob about an inch in diameter to grab for operation. Our conclusion was that the cuff of my suit coat had caught on the knob (perhaps more than once) as I was opening the throttle and finally unlatched the canopy just as I was starting to go around. I think it is apparent that a fixed windshield separate from the canopy and permanent in location can make an unlatched canopy situation less hazardous In all cases the aircraft was still flyable. Sincerely, Walt Mooney (EAA 1567)
2912 Cabrillo Mesa Dr. San Diego, Calif. 92123
Dear Paul: Received the October issue of SPORT AVIATION and have enjoyed reading it very much. Since the magazine has come out, I've been receiving inquiries about plans for my P-12 project It seems that on page nine it states that I am building a P-12 replica In reality, I am restoring a genuine Boeing (Serial No. 1143. Model 100. built by Boeing in 1929) consequently. I have no blueprints to offer anyone wanting them. This is the same Boeing flown by stunt pilot Milo Burcham back in the thirties for air show work. Later, Paul Mantz purchased this Boeing and used it for movie stunts I have been so many years restoring it. I guess many folk thought I was building a replica. With a little luck. I will have it back in the air next summer. Sincerely, Ted Voorhees
Dear Mr Poberezny: I realize your organization is one of educational functions in the custom-built airplane area. But. Mr. Poberezny, I have a complaint, my WIFE is building an airplane. She calls it a Stephens Akro — Modified. The other day. the local ABC station took pictures of her. the plane, and. of all people, me. The blooming reporter kept asking me why I went along with the idea. I said I didn't have much say, nor did I have any regrets about her building it. We still have dinner every night. The beds are made, the house is clean And she's paying for every part out of her own pocket. But. with all the furor by these news people, it makes me nervous. The day before yesterday, I was out sweeping the veranda when all of a sudden the sky lit up and I was blinded. Yup. Another reporter, this time from a newspaper, camera and flashbulbs in full battle dress and ready to go. By the time I got my vision back, I'd answered ten questions before I knew who the devil I was talking to. Imagine me in my housework clothes, broom in hand, hair not styled, on the front page of a big newspaper. Sheesh Then there was the time I'd just taken a shower. I'm all but naked with only a towel wrapped around my 'center-section" I think it s called, when the door flies open, in walk two strange men in business suits, all very official looking. A quick introduction as I was dripping all over the floor I had just cleaned, told me that these were FAA inspectors there to look at the airplane Well. I was just too embarrassed for words. I really don't like to be a moaner, but please. Mr. Poberezny, isn't there something you can do to make it a little easier on us husbands. The next thing you know she'll have the darned plane in the living room. WAIT, what's this??? Well, it's too late, Mr. Poberezny. I
just found the rudder pedals in the bathroom. (She keeps current in taildraggers.) Hopefully. Sonny Everett 13808 N 36 Ave. Phoenix. Ariz. 85023
P.S.
I'm only kidding about the bathroom.
Rt. 1. Box 324P Delray Beach. Fla 33444
HOMEBUILDER'S CORNER . . . (Continued from Page 2)
N-851 LT is the 118th Thorp T-18 to fly and is serial number 851. "LT" is for Lyle Trusty (EAA 18099) of 43 Conk-
lin Street, Farmingdale, N. Y. 11735. The aircraft was largely built in Hampton, Va. and finished in New York. It is powered by a 150 Lycoming and before the 50 hours were flown off. was restricted by FAA to take-offs and landings at Brookhaven airport were the FBO only sells 100 octane . . . at 83c a gallon! The 0-320 Lye normally burns 80 octane. At 70% the Thorp will do 175 mph.
Lyle previously built a Volmer VJ-22 Sportsman.
I have had quite a number of inquiries regarding both the Pober Pixie and the Acro Sport. Do I intend to design a two place version of each? Time to accomplish this task is extremely critical for me and though I would much rather be working in the shop or building our convention site or our future Headquarters and Air Museum at Burlington, Wisconsin, there is always the reality of administrative work, correspondence, planning, etc., hanging over my head. I would like very much to design a two place tandem, VW powered Pober Pixie . . . and if time permits between Christmas and New Years maybe
we can squeeze it in. I've already accomplished a lot of the thinking part.
We here at Headquarters — the EAA staff, the officers directors, the Air Museum trustees and Division officers want to thank you for your fine past support during 1974 and wish all of you a safe and prosperous 1975. As old-timer Nick Rezich would say, keep your radiator on the horizon. SPORT AVIATION 69
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•
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—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
CORPORATION 3520 PAN AMERICAN FREEWAY ALBUQUERQUE, NEW MEXICO 87107 (505) 345-5621 70 JANUARY 1975
CALENDAR OF EVENTS Items to appear in Calendar of Events in Sl'ORT AVIATION must be in EAA Headquarters office by the Sth of the month preceding publication date.
JANUARY 24-26 — LAKELAND, FLORIDA — 1st Annual Sun and Fun Fly-In. Cosponsored by EAA Chapter 454 and Southeast Sport Aviation Council Contact: Martin Jones. 1061 New Tampa Highway, Lakeland, Fla. 33802.
JANUARY 10-12 — FORT PIERCE. FLORIDA — 2nd Annual Sandy Shoes Festival Contest sponsored by IAC Chapter 23. Sportsman through Unlimited. Friday, January 10 - Practice day Contest January 1112 with air show on one afternoon. Prize money for each category. Contact Tinker Thomas. Box 1056. Ft. Pierce. Fla. 33450 Phone 3051 464-4650.
MARCH 28 - 30 — MANSFIELD. OHIO — Midwestern Symposium on Soaring Technology. Contact: Midwestern Symposium, c/o Amtech Services. RD 8. Box 359, Mansfield, Ohio 44904.
APRIL 6 — MESA. ARIZONA — 9th Annual Desert Sportsman Pilots Association Benefit Air Show. Falcon Field. Contact: Bill Bullock, 3325 E. Turquoise Ave., Phoenix. Ariz. 85028 - (602) 996-3586.
JANUARY 17-19 — MARCO ISLAND, FLORIDA — Joint fly-in of the North Central and Southeast Chapters of the American Bonanza Society. Contact: North Central Chapter, 2BOO S. Clement St., Milwaukee Wise. 53207.
SMYTH SIDEWINDER
STREAMLINE FLYING WIRES AND TIE RODS Highest Quality New Production
1SM EAA "OUTSTANDING DESIGN"
High performance, all metal, two-place sportplane. Designed with the amateur builder in mind. Three-view, specs, sample drawing, 15 page illustrated brochure $200. Good quality, easy to follow, stepby-step construction drawings. $125.00 Plans may be purchased in five - $25.00 packages if desired.
JULY 29 - AUGUST 4 — OSHKOSH, WISCONSIN - 23rd Annual EAA EAA International Fly-In Convention.
Made to highest standards of workmanship and materials. Fully approved for all aircraft including Standard Category. These wires are made in three specifications: American AN, British, Metric, and are available in both Stainless and Cadmium Plated Carbon Steel. Fork ends available for all three thread types. We stock wires for: Pitts, Starduster Too, DH82A Tiger Moth, Great Lakes, Jungmann, etc. Write for quotation and price list. CADMIUM PLATED CARBON STEEL WIRES 15% LESS
AVITARA CORPORATION
JERRY SMYTH
Box 308,
Huntington, Indiana 4(750
COMPLETE HARDWARE SUPPLIES Aqua Glider Eaby Ace Baby Great Lakes ED-4
Kingfisher Mustang Pazmany PL l & 2 Sidewinder Starduster Starlet
Coot Eakeng Duce T-18 Dyke Delta Turner T-40 Fly Baby Bantam Heath Others in Process EVERYTHING IN HARDWARE SEND YOUR REQUIREMENTS
SPENCER AIRCRAFT INDUSTRIES 1410 DALLAS
SEATTLE, WA. 98108
P. O. BOX 624
TULLAHOMA, TENN. 37388
FIBERGLASS REPLACEMENT
WHEEL PANTS-NOSE COWLS Cessna 120, 140, 170 pints Piper J.3, PA-11. 12,
Installation kit
Cessna 190, 195 Aeronca 11AC. 7AC Taylorcraft
pints
Installation kit .......
Installation kit Antique Waco,
Stinson,
500x5 wheel pants Luscombe wheel pants
Fairchild
Instillation kit
Installation kit Cessna 150. 172, 182 kit Including hardwire Pipw PA-22 and colt kit Including hardware . Piper Cherokee fender kit Including hardware Stearman Wheel pants Installation kit Piper
TAYLOR MONOPLANE & TAYLOR TITCH —Taylor Mono. The popular single-place low wing, all wood, aerobatic model. 30 to 60 H.P. 100 mph. with 1300 c.c. VW engine. Excellent plans, fully detailed. $30.00. Taylor Inch. A super single place low wing aerobatic tourer/racer. Simple to build wood construction for 40 to 95 H.P. engines. Superb plans for this superb airplane include full size rib sheets, material list, and numerous advisory notes. $40.00. Send $3.00 for details, brochures and colored photo of both airplanes. Construction pictures, per set — $2.50. These plans are obtainable only from . . .
Mrs.
John F. Taylor
25 Chesterfield Crescent Leigh on-Sea, Essex, England
$ 59.00 19.95 59.00 17.50 76.50 55.00 13.50 55.00 13.50 95.00 29.50 55.00 59.00 19 50 169.00 138.00 159.00
Instillation kit
18
J-3
cowling
Aeronca 7AC.
assy.
11AC cowl
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$94.50 .......................................
PA-20. PA-22 (with oil cooler cutout) PA-12,
14.
airly
PA-18
Luscombe 8A thru 8F
PA-H.
15.
17
Taylorcraft BC12D Stinson
tti
95 00 29.95
..........................
.................................... .....................................
...........................................
55.00 55.00 55.00
49.95
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.00
Cowl
Ercoupe (addition of 1" Acro Sport Cowl.
65.00
Pitts
hp req'd. for certain models)
.........
69.00
.........
55.00
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.00
STARDUSTER
SPECIAL STEENS SKYBOLT WAG-AERO, INC.
*55 00
North Road — Lyons, Wisconsin 53148 — Ph. 414, 763-9588 SEND FOR FREE CATALOG
SPORT AVIATION 71
m « "N,
'•T*"
: 1
^:
SPECIAL EAA OFFER!
••-«»M:*:gfc»SigBS3
GO EAA ALL THE WAY! "P»j£ji
EAA Jacket Reduced The EAA Jacket (not shown) with the triangular white panel is being closed out. Save on the unlined version. Unlined — Medium and Large Only ..................
Each special offer item, enclose $1.50 additional for postage and handling.
JACKETS & BLAZERS New EAA Jackets in our traditional blue with double white stripes. EAA Patch over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but made of same materialas jumpsuit shown above.
Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . $26.95 Polyester Cotton EAA Jacket . . . . . . . . . . . $15.95 Antique Airplane Pattern (Polyester Cotton Only) . . . . . . . . . . . . . $15.95
Liners for above Jackets (order same size as jackets) . . . . . . . . . $11.95
Adults — Small Children — Small (5-8) Adults — Medium Children — Medium (8-11) Adults — Large Children — Large (10-13) Adults — X-Large
Smart new double knit blazer in EAA blue with embroidered EAA Patch. SIZES Double Knit Blazer.............................. $59.95 Men's Sizes Only — 36-50 Short Men's Sizes Only — 36-50 Regular (Above Items Postpaid) Men's Sizes Only — 36-50 Long Note— Orders for Jackets, Blazers and Jumpsuits described on these pages should be sent to EAA Headquarters. Apparel will be shipped (allow 4-6 weeks for delivery) directly from the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight Apparel Lane and Columbia Road RD 4, Hammonton, NJ 08037. Any returns or exchanges must be returned directly to Flight Apparel Industries. All Photos by Lee Fray
JUMPSUITS
* PUBLICATIONS
You've been asking for it for years — an EAA Jumpsuit. Now they are available in knit, polyester cotton and Nomex fire retardant material — also a wild antique airplane pattern. These jumpsuits are tailored and fit beautifully — no baggy look. Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . .
__ —— __
Note — When specifying sizes for jumpsuits, indicate height, weight and suit or dress size in addition to the above information (i.e., 40 Regular).
__ __ __ __ __ __ __ __ __
(Above Items Postpaid)
EAA - Medium (Vh" 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 ft") $7.50 Garment Bags (1 suiter)...... $2.25 EAA CAPS EAA (white mesh, blue visor) . . . . . . . . . . . . . $3.50
Jewelry Brooch - yellow gold sunburst with EAA emblem ........... $6.80 Charm - on white gold plate or yellow gold plate........... $ 4.80 Earrings - regular.............. $ 9.80 Earrings - pierced, post-type...................... $11.25 Wire type........................ $11.25 Lapel PinrTie Tac (blue and gold) ..................... $ 3.00 Lapel Pin/Tie Tac (white
Men's sizes . . . small, medium, large
x-large Ladies . . . one size, adjustable to fit all
"Fun
Skool . . . . . . . . . . . . . . . . . . . . $3.95 (knit cap, navy and gold)
Miscellaneous EAA Lucite Key Chain .........$ 1.25 EAA Letter Opener........... $ 1.80
Custom Aircraft Building Tips, Vol. 4 Custom Built Sport Aircraft Handbook Design, Vol. 1 Design, Vol. 2 Design, Vol. 3 Engine Operation, Carburetion, Conversion Engines, Vol. 1 Engines, Vol. 2 Engineering for the Custom Aircraft Builder — Hoffman 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
75
Add 30c postage first publication, 10c each additional manual.
and gold)..................... $ 3.25 Tie Bar............................ $ 5.55
Plans EAA Acro Sport................ Super Acro Sport Wing Drawings...................... Acro Sport Info Kit........... EAA BiPlane P-2................ Pober Pixie...................... Farm Type Hangar............
$60.00 $15.00 $ 4.00 $27.00 $30.00 $ 5.00
in the Sun" . . . . . . . . . $5.00
(sailor type - small, medium, large, x-large)
—— Custom Aircraft Building Tips, Vol. 3
__ __ __ __
Ladies — 6-20 Regular Ladies — 8-20 Long
EAA Embroidered Cloth Patches EAA - Small (cap size)......... $ .75
Basic Hand Tools, Vol. 1 Basic Hand Tools, Vol. 2 Custom Aircraft Building Tips, Vol. 1 Custom Aircraft Building Tips, Vol. 2
__ __
$39.95 $27.95 $27.95 $69.95
SIZES Men — 36-50 Regular Men — 38-50 Long
__ __ __ __
EAA Sport Shirts Knit pull over types with zipper at neck. EAA emblem. Sharp in red or blue! Specify color. Small,
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, 1929............ $2.30 Flying & Glider Manual, 1932 ... $2.30 Flying Miscellany, 1929-33 . . . . . . $2.30 EAA Log Book for the Custom-Built Airplane . . . . . . . . . . . . . . . . . . . . $1.30 Theory of Wing Sections ....... $5.50 Hang Gliding (by Dan Poynter) . $5.25
medium, large, extra-large....................... $12.50
(All books lower section — Postpaid)
EAA Coaster Set (4)........... $ 1.55 (Order Today — All items this Section Postpaid)
Send check or money order to:
EXPERIMENTAL AIRCRAFT ASSOCIATION P.O.
Box 229
Hales Corners, Wisconsin 53130 SPORT AVIATION 73
SWAGE-IT YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves Nicopress Oval Sleeves; Zinc Plated: ft
"SWAGE-IT"* TOOLS
'/,t". 12 for $1; %,\ 10 for $1
" K". 20c ea.; %,". 25c ea. K«". 50cea.; >i". 75c ea.
Stainless Steel Thimbles: | AN 100-C3 AN 100.C4 AN 100-C5 AN 100-C6
Of," & %,") 8 f o r $ l ; C/8") 6 for $1; O-j,") 20c ea C-(t-) 30cea._____
Galvanized Cable MIL-W-1511A: 7x7, V,t". lie ft.; ! 7x19, %", 19cft.; , 25c ft.
14cft.; :". 21cft.;
#2 for V, &" & tt" Nicopress Oval Sleeves $12.50 #3 for V4", %", %" and '/<" Nicopress Oval Sleeves $27.50 Tightening bolts applies swaging pressure. Will hold (ull rated strength of cable. 'trademark
13th
Year Nationally Advertised
S & F TOOL CO.
Send check or M.O. with order.
- E Bnl ,c.R r..t,u. , - ,,,
, ofi
Q R
Calif, residents add 6% Sales Tax. 'lf""t 1MB Costa Mesa' Calif ' 92626 Orders postpaid in U.S.A.- Foreign Orders Add 10%.
. 14'4" . . .20'2" 420 LBS BOO LBS VW 1600
J
BARKER
FUEL CAPACITY TOP SPEED . . CRUISE SPEED STALL SPEED . SEATS . .
VW Engines - Ports - Fittings Ted Barker Experimental Engines Palomar Airport • Bldg. SE Carlsbad, California 92008 Telephone (714) 729-9468 01 729-9033
FREE INFORMATION RAND/ROBINSON ENG., INC
DETAILED PUNS & INSTRUCTIONS '45.00 Construction Kit* alto available
ALL NEW (including case)
HAND BUILT ENGINES — VW 5 5 - 1 0 3 H. P. Ready to install. CONVERSION PLANS by TED BARKER (VW) — $5.00 INFORMATION PACK AND CATALOG — $1.00
THE NEW EAA ACRO SPORT - A SPORT BIPLANE FOR EVERYONE!
aao 22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •
NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS, AND "EXPLODED" VIEWS.
•
COMPLETE PARTS AND MATERIALS LIST.
•
INVERTED FUEL SYSTEM DIAGRAM
•
FULL SIZE RIB DRAWINGS
•
METAL OR PLYWOOD TURTLE-BACK
•
COMPLETE CONTROL SYSTEM AND LANDING GEAR DRAWINGS.
•
PROFUSELY ILLUSTRATED BUILDER'S MANUAL.
NOW AVAILABLE ACRO SPORT PLANS
74 JANUARY 1975
Super Acro Sport Wing Drawings
$15.00
Info Pack . . . . . . . . . . . . . . . . . . $ 4.00
EAA AIR MUSEUM FOUNDATION
COMPLETE PLANS and Builder's Manual . . . . $60.00
Box 229 Hales Corners, Wisconsin 53130
IAC IS ... The world s largest aerobatic organization. Consisting of over 2500 members, IAC is the voice for sport aerobatics. There are also over 30 local Chapters of the Club scattered all over the United States. Canada, and South Africa. IAC sponsors dozens of aerobatic contests, judge's schools, training sessions, and educational meetings. The Club publishes the most comprehensive magazine on aerobatics available, Sport Aerobatics. IAC gives you the opportunity to participate in the mostdynamic and exciting aspect of the sport aviation movement within the framework of the EAA. Dues are $13.00 per year and is open to anyone interested in aviation and who is a current EAA member. Write today!
INTERNATIONAL A E R O B A T I C CLUB
A.C. YOU GET . . . For your annual dues, the following: 1. Twelve issues of Sport Aerobatics containing many interesting and educational articles and pictures. 2. Membership number and card and offical decal. 3. Your own copy of the IAC Official Contest Rules. 4. Eligibility to fly in the many IAC sanctioned events. 5. Numberous programs available to IAC members, including the Aerobatic Achievement Awards Program, the Judge's Continuing Education Program, and others oriented toward the aerobatic enthusiast.
CONTACT:
INTERNATIONAL AEROBATIC CLUB, INC. P. O. BOX 229, HALES CORNERS, Wl 53130
SPECIAL
SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . . 12 ISSUES FOR $5.00 ADJUSTABLE PITCH PROPELLERS
V W PL ANITA* Y
TAKI TMI &WIH WOtK OUT Of PROP 1 ILAMi J •LADIl SO H P TO ISO-H
GEAR DRIVE
Because of the tremendous response to our special "warehouse bargain price" sale, this offer has been extended indefinitely! Added to this SPECIAL are SPORT AVIATION issues for 19721 Go through the following list, pick out any 12 issues and pay only $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 60c each, as do oil issues of 1973, 1974 and 1975. Back Issues Available are the following . . . 1960 - July, September, October, November
1961 - July, August, October 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974
-
May, June September. October. November, December January, February, March. April, May, June, July, Sept., Oct., Nov., Dec. January, February. March. April, May. June. July, Sept., Oct., Nov. May, June. September. October, November, December March, May, July, September, October, November, December January, February, March. April. May. July. August, Sept., Oct.. Nov., Dec. January, February. March. April. May. June. July. August, Sept., Oct.,Nov.. Dec. January, February, March, April, May. June, July. Aug., Sept., Oct., Nov., Dec. January, February, March. April, May. June, July. Sept., Oct., Nov., Dec. January, May, June, August, September, October. November, December July, August. September, October, November, December January, February, March, May, June, July, Aug., Sept., Oct., Nov. and Dec.
8 BACK ISSUES OF AMERICAN AIRMAN 1956 • 61 (Not All Available) - NO INClNI MODIIACTION MOAJIRID
- llir $TA«T(I IQUIPPID - fOUD TMIM TOURllLf ..... ....
ALL IN&INII flOM 1CALI PLAN)
O«
VW- RILT DRIVES START AS LOW AS $199"
— 1CAI
*Ot rMOIVIMjAL ITIM UNO fl 00 *Ot INfO FOR All ITlMI UNO MM KM INfO PACKIT PHOTOS LAVQUTS SPICS 3*1* fK C f i SCND 11 X ( X T B A OUTVCf J S A
— iNfo PACKIT rittci RIFUNDAIU —
GYRODYNAMC SYSTEMS P O IOX SS DIPT .191 REDLANDS. CALIF 92373
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 75
PLANS FOR ALL-WOOD FLY BABY FOLDING-WING SINGLE-STATER WINNER OF 1962 EAA DESIGN CONTEST. $25.00
Simplified step-by-step assembly drawings
and detailed printed instructions.
material costs, tooling requirements,
PETER M. BOWERS 13826 DES MOINES WAY SO. SEATTLE, WASH. 98168
Build Paul Poberezny's latest design, the VW powered Pober Pixie. Features a very roomy cockpit, super short field performance, economical operation and is easy to built. Plans consist of 15 big sheets drawn by Bill Blake who also did the widely acclaimed EAA Acro Sport plans.
large flight photo.
HOMEBUILDERS New (Bede 4 Cowl) Tailwind, Cougar, Bushby
&
The Pixie is a very docile little'- sportsplane designed for the pilot who wants an honest, inexpensive fun airplane for weekend and sparetime flying.
SEND $1.00 for literature, specifications,
II,
VJ-22,
Loving's
I
Love,
Smith Miniplane, T-18, PL-1,
PL-2, Pitts, Starduster, Skybolt and others. Marcel Jurca MJ-77
(P-51 3/4 scale) Information Package $5.00
Plans are only $30.00. Mail your check to:
Full cowls, tip tanks, wing tips, spinners, prop extensions, wheel pants, engine nucelles, air scoops, Pazmany nose cowls, wheel pants for tri-gear, and bucket seats, prop flange reinforcement. Fiber-glass kits and aircraft spruce.
EAA AIR MUSEUM FOUNDATION, INC. BOX 229 HALES CORNERS, WISCONSIN 53130
WRITE FOR CATALOG - $1.00
GEORGE & JIM RATTRAY AIRCRAFT PARTS 2357 Afton Road
Beloit, Wls. 53511 (608)
362-4611
AL BUTLER will do your 49% with PRECISION!
STITS C A T A L O G
COMPLETE SERVICE
LISTING
. Certified aircraft quaity material
cut to blueprint skes full ___ > _ COMPLETE WOPD WTSJ}Y A BUILDER
Sitka 'Spruce, Prn§,--Dcwgls£'£iK~_ Ail Plywoods - Nails Wmg.rtbs fabricated [•ANrJrsfcijSare packagesta&e-complete to" conform to plan.- ddWritb cotter pins;ar>d aWdetailSVfti!, ;
AEROLITE'306* ) 4130TOBWG
'•
:i".--'- -
-.TT'I-
ONE SHOP '.jO^IE STOP/^3-S
KITS MADE UP TO'T.tlE^PE^.OF ; AIRCRAFT YOU ApE_E.UTLDIMe ;"»
PACKAGES '
flfag"an3*Anti-drag wires with ' ' fittings to your specs. „ ... f\
V.W. Rpp Flanges r SuHt by B^tjer --
"'ilLMachine Shop FaciWies^^ Ifern faciUtiea-tiseafor iwelded
Clients, fuselages', gears, etc^g . Complete follawfhrough on your project. We are a shop, not just a store!
HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS, CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT STRIPPER, REPAINTING & RECOVERING SUPPLIES.
POLY-FIBER AIRCRAFT COVERING PROCESS SERVICE PROVEN, NON-BURNING COMPLETE FABRIC COVERING SYSTEM USING NEW MODERN MATERIALS WRITE OR PHONE FOR CURRENT CATALOG AND DISTRIBUTOR LIST
FAA Facility # 103-13
Patronized by Ptiticolir Baiters
Quality materials and Craftsmanship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
STITS AIRCRAFT COATINGS POST OFFICE BOX 3084S ^ RIVERSIDE, CALIFORNIA 92509^, A.M. BUTLER, EAA 57353 R.0.2. Box 174 BLAIRSTOWN, NJ. 07825 AC/201-362-6333 76 JANUARY 1975
PHONE 714-684-4280
STITS
ACRO SPORT ^ A S S E M B L Y KITS
Forced to Sell One & Only HAWKER II A Pleasure
to Fly
PRE-ENGINEERED ASSEMBLY KITS TO
See
CONSTRUCT A
PROVEN DESIGN
January 1974 "Sport Aviation" Will Contribute 10% to EAA. HAWKS HAVEN AIRSTRIP
New Auburn Wls. 54757
SPORT AVIATION SUPPLY We Carry A Complete Line Of HOMEBUILT MATERIALS
KITS INCLUDE: Cut & Beveled Spars Shock Struts Machined & Cast Formed Fiberglass Components Components Pre-formed metal & Complete covering & Aluminum parts finishing materials Welded Tanks All Basic Accessories All kits conveniently packaged for individual assembly purchase. Send for FREE illustrated kit brochure. Plans and information packet available from EAA Headquarters.
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)
NOW:
Prewelded gears, fuselages, tails, rib kits.
write for details.
FLIGHT LINE AIRCRAFT SUPPLY
WAG-AERO,
1201 West 37th Ave., U. S. 6
INC,
Box 181 - Lyons. Wisconsin 53148
HOBART, INDIANA 46342
Phone 414/763-9588 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 purchasing 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
A comprehensive works particularly lor the serious minded individual interested in designing and building light float sport aircraft 7 drawings 24
x 36
P R O F U S E L Y I L L U S T R A T E D An exclusive f - r s t m the modern
method o'. technical presentation which could not oe accomplished otherwise in lesser form A straight-forward approach to proper float aircraft design practice (Fmger tip float design engineering data for light float aircraft from i 000 and less and up to and including gross weight of 2 4 2 5 lbs ) Highly detailed, showing details, sub-assemblies and main assemblies generously detailed "Float Aircraft Oeilgn Quid* $1950 postpaid m u S A and its possessions For airmail service add $2 00 Outside of North America kindly use international money order payable m u S equivalent currency Add $100 additional for postage or $300 for airmail service Or send self-addressed stamped envelope for detailed float aircraft design guide information
MRS. STANLEY J. DZIK 4079 NORTH 62nd STREET MILWAUKEE. WISCONSIN 53216. U.S.A.
FAMOUS CLEVELAND DESIGN ANTIQUE PLANS FO t GAS MODELERS Spo-
28 30 31 36 37 37 39 39 40
ha-*
>>>.c*
Heath Baby Bullet $7 How 'P»le Racer $9 How "Ike- Rac«r $8 laird Sup*r Solu $10 Doo1.itl*iG«*e** $10 M PMCO Special SI 4. JW't Wed Wrm. 13 RT1* Weddell Wm 12 Hall Spr Bulldog 10
47 H Mr Mulligan 58 $up«rmar,n« $6
U 13
64 DH Comet Racer
49 Mr
10°E Ftr
51 Bo*B.17GFort 51 Cr W,ldcatF4F 3 53 Or Bearcat F&F 54 Super Sp.'f.'«
55 NAMiteH.il B2S 71 Douglot DC 3 77 Bo«B-17GFort 32 Bu Jungmeitter
40 G L Spt Tr 2T1 40 GIT IA Sport Tr
Sopw.th Pup $8 50 DH 1 Seoul Box K \9 52 V,ek«f» FB12B&C $11. 54 Holt Dili Scout SS 60 Fokker E3 E<"d*ck $7 61
S2 DH 4 Ft, Mail
$?
54 Monin MB 1
$14
57 Hanover
Twin ToitS®
17 18
51 Junk^ JU 88
U 42 Wm» Gulfhowk 36 Fokk«f lr.p« DR1 $7 43 1909 Blsr.oi XI 38 Col R Sped XIII $10 48 B Stagger C17 6
39 42 45 46 SO
^ 1
20. 25. 22> 110 17 »9
12
SIZE 500 x 500 x 600 x 630 x
5 5 6 6
PLY 4 6 4 6
TIBE-EA. TUBE - EA. $16.65' $ 9.20 17.30 9.20 18.80 8.35 19.95 8.35
J9
700 x 6
6
25.25
650 x 8 650x10
6 8
29.95 38.00
11
»9 Cortitt WR Jr 'Curt.ii Rob." OX5 »» 14
77 Luscombe Sedan 82 Stm.on T-W SR7
\ew Production McCreary Tires - TSO-C62B
$14 111
112 CurtiuDtA-M Tr Air 2000 Bipt 10 " Eaglcrock A?
AIRCRAFT TIRES
to
10
61 AEG (XV Bomber $12 Pnc^lNClUDE Port* 66 Cou G3 Box K.I* (10 Bf SUIE TO ADO 1 OS 107 Mortir MB 1 S?0 FOR HANDLING t \*4S
Prices Include F.E.T. — 25%
Deposit on C.O.D.'s
Add $1.00 Per Tire For Shipping In 48 States USE YOUR BANKAMERICARD OR MASTER-CHARGE.
Discounts to EAA chapters for quantity orders • Write or call for price
J&M AIRCRAFT SUPPLY, INC P. O. Box 7586
CLEVELAND MODEL S SUPPLY CO.
8.99
9.62 10.30
-
Shzeveport. Louisiana 71107
Phone: 318, 222-5749 SPORT AVIATION 77
WeShall RememberThem MERRITT H. KOON (EAA ton. July 1974.
Technical Tip
7687), Tacoma, Washing-
LLOYD H. NELSON (EAA 14666), Tacoma, Washington. September 30, 1974. IVAN MC DANIEL (EAA 19981), Andrews, Indiana. October 3, 1974. Treasuer of EAA Chapter 235. DELMAR EBERT (EAA 66375), Burkburnett, Texas. November 4, 1974. President of EAA Chapter 422. KARL A. TREMMEL (EAA 91054), Milwaukee, Wisconsin. November 9, 1974. THOMAS M. LITTLE, JR., Wadesboro, North Carolina. November 23, 1974. TED MULLAN (EAA 34044), Tillamook, Oregon. December 1, 1974. At your Service, Headquarters since 1931 for
SPECIALTY
PLYWOODS
AIRCRAFT To MIL-P-6070 90° Mahogany Type 48 x 96 Panels
1/16", 3/32", 1/8", 3/16", 1/4", 9/32", 5/16", 3/8"
MARINE To MIL-P 18066 Fir, Overlay and Mahogany types 5/32" to 1i/2" thicknesses
custom scarfed to any length
A. C. Boyles (Designee No. 71) 15249 Dorian St. Sylmar, Calif.
91342 Here is a tip for builders who are plumbing an electric pulse pump in "series" with the engine driven fuel. This
forces the engine pump to draw fuel through the two valves in the Aux pump inviting vapor lock. I suggest that the two pumps be plumbed in "parallel." In other words from a "T" at the main screen with a line to each pump and a T at the carburetor with a line from each pump. I
have had several problems with the inline or series setup on the homebuilts in this area.
PL-2 THE
ONLY
AIRPLANE
DESIGNED FOR AMATEURS ALSO USED AS A TRAINER BY THE AIR FORCES OF TAIUAN. SOUTH VIETNAM. SO. KOREA AND N0» BY INDONESIA AND CEYLON
The PL-1 was two time EAA GRAND CHAMPION. The easier
to build PL-2 is superbly engineered. Don't settle for less.
2 P LACE-90 to 150 HP-EASY TO FLY INTRODUCTORY PACKAGE ?4 P A G E B R O C H U R E WITH PHOTOS
Famowood Plastic Filler & Borden adnesives also available.
HARBOR SALES CO., INC. 1401
RUSSELL ST., BALTIMORE, MD. 21230 Phone 301-727-0106
the ffara-mhien HlJiGENCY SEAT PACK PARACHUTE
3 VIEWS AIRPLANE DESCRIPTION PERFORMANCE AND PHYSICAL DATA BUILDERS ARTICLES - LIST OF DRAWINGS AND ONE FULL SIZE SAMPLE DRAWING S3.00
CERTIFICATE OF COMPLIANCE TO NASAD'S STANDARDS OF QUALITY RATED FOR CONSTRUCTION RY A V E R A G E AMATEURS
DRAWINGS CONST. MANUAL ILijht Anjlane Consliuctioni SOME PRE-FAB PARTS AVAILABLE
S150.00 S 9.00
PAZMANY AIRCRAFT CORPORATION BOX 800S1S -SAN DIEGO-CALIF. 92138
NA/AD HASTE MAKES WASTE! BUILD A NASAD APPROVED DESIGN!
EAA Acro Sport "Coot" Amphibian
"BABY" Great Lakes Pazmany PL-2
Teenie Two WALT PIERCE IN HIS "450 STEERMAN
Wichawk
LIGHT WEIGHT -WHOLE SYSTEM UNDER 16 LBS
Bensen Gyro-copter
• 26' LOW POROSITY, STEERABLE CONICAL
Zenith
• 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 S 450.00
VoriViggen Make sure before building a homebuilt that it meets NASAD STANDARDS! Send $3 for a copy of these standards plus Compliance Committee reports for all of the above listed Approved Aircraft plans.
Write:
NASAD Secretary 1756 Hanover Street Cuyahoga Falls, Ohio 44221 78 JANUARY 1975
YOU ARE INVITED to send tor a free, illustrated 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
To the author in search ol a publisher
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
NEW TOOLS — YOU SAW AT OSHKOSH POWER NIBBLING TOOL
$49.95
Attaches to power drill or flexible cable. Clamp to table on
DOUBLE
DUCE
125 to 220 horse engines (opposed or radial). Steel tube fuselage, wood wings with
dual ailerons. Very complete large scale drawings with most full size fittings and templates. Fiberglas components available.
A beautiful and comfortable aircraft to belong to. Prints $40.00
Brochure $3.00
BAKENG AIRCRAFT 19025 92nd West EDMONDS, WASHINGTON 206/774-784*
block and attach drill motor. Torque of drill motor activates nibbling tool. Simply move metal into slot and half-moon shaped pieces are nibbled out. Moves freely and easily in any direction. Equipped with arm for straight cuts. Recommended for use on aluminum to .040" thick. A quality tool made of hardened tool steel. 90 day warranty for normal use. Size: Base 3'/4" W x 4" L x 3'/2" H. Arm 5/16" dia. 6" L. Shipping Wt. 3 Ibs. DEBURRING TOOL $S.75 A simple hand tool needed in any shop. Cleans up freshly cut curved or straight metal surfaces with a "wisk." Perfectly formed scraping blade mounts into plastic handle
which contains a replacement blade. Shaft length adjustable
98020
CUSTOM GRAFTED WOOD KITS
A/C SPRUCE, PLYWOOD L SUPPLIES Wood kits for most homebuilts with parts cus. sanded, ready to assemble. Spar kits
Box 424
from 11/2" to 4y2". Shipping Wt. 1 lb. Replacement Blades$2.90. CREAT GIFT IDEAS! F. 0. B. Fullerton, Calif. AIRCRAFT SPRUCE & SPECIALITY COMPANY 714/870-7551 Fullerton, Calif. 92132
with spars beveled and tapered, plates included. Acro Sport wing kit $386.39. TRIMCRAFT AERO 4839 Janet Rd. Sylvania, OH 43560 419-882-6943______Catalog 25c
ivan. .
dede STUDIOS
65HP Cont. 2ERO SMOH w/access. $1295. 125HP Lye. 0-290-G As removed.... 395. 125HP Lye. 0-290-G ZERO SMOH & Conv. w/all access........... $1295. 160HP Lye. 0-320-D2A Wide Deck, '/2" Valves w/access. 1st Runout.. 1695 175HP Ranger 6-440-C2 On a PT19 Mount w/OH'd Mags......... 695. 190HP Lye. 0-435-1 L-5 Removal... 495. 200HP Ranger 6-440-C5 w/mags & Carb........................... 795.
STICK GRIPS
Send large self addressed, stamped (20c) envelope for FREE CATALOG of the following: Engines. Carburetors, Fuel Pumps, Air Boxes, Magnetos, Oil Coolers, Vacuum pumps & Drives, Propeller Governors & Drives, Alternators, Generators, Starters, Wheels, Brakes, Tailwheels, Tires, Seat Belts, Shoulder Harnesses & Reels, Parachutes, Helmets, Fuel Valves, Gascolators, Solenoids, Sparkplugs, Primers, Circuit Breakers, Flying Wires, Instruments, Engine Gauges, Stick grips, Throttle Quadrants, Strobes, etc., etc.
Most of the items needed to make your airframe into an airplane.
WIL NEUBERT
l
^'
2901 E. Spring St., Long Beach, CA 9080S 213/427-4703
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" U PITTS S-IS D STAR DUSTER TOO n STEPHENS AKRO Price including postage and sturdy mailing lube is $12 for one drawing. $22 for two and $30 for the set of three. (Calif, residents add 6% tax)
Remit check or
money order to Ivan Clede Studios. 1127 Pembridge Dr.. San Jose. Calif. 95118 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
BABY "LAKES"
THE PERFECT GIFT
Beautiful, Mahogany Propeller Clocks
PERFORMANCE-AEROBATICS-ECONOMY. Send $3 for cutaway drawing and reports Plans $65
Complies with NASAO ' AA 1 1 quality standards. "New
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 BUILD 18 IN.
BAND SAW FROM KIT
Precision crowned aluminum wheels, ball bearing drive and blade guides. ALSO KITS for 12 in. Band Saw, 10 in. Tilt Arbor Saw. 6x48 Belt Sander,
distributor tor Great Lakes sport trainers and certified
Four feet long. One year warranty on battery operated movement. Battery not incl. $89.95 postage paid in U. S. and Canada. M. Steinhilber, Box 441, Shellbrook, Sask. Canada
parts Send for details.
BARNEY OLDFIELD AIRCRAFT CO. BOX 5974. DEPT B. CLEVELAND OHIO 44101
Wood Shaper, Comb. Drill Press Lathe Kits from $23.99 to $69.99.
Send $2.00 each for Plans or 25c for catalog. GILLIOM MFG. CO
Dept. SA 1.
St. Charles, MO 63301
B J 520 X-C FULLY AEROBATIC
HIGH SPEED
Information booklet now available - $6.00 Engineered details; stress analysis; 3-view drawings; photos; Sample plan sheet. Plans being prepared . . . . . . . . . . . .$250.00 Very detailed; completely engineered; construction manual; maintenance manual; pilots hand book.
BUILD THE LITTLE D-8 SAILPLANE:
* All Metal
* Easy to build for beginner and veterans alike * Plans — only $39.00 * Brochure — $1.00
BROKAW AVIATION, INC. Rt. 3. Box 58-B
PACIFIC AIRCRAFT P. O. Box 2191
Leesburg, Fla 32748
La Jolla, California 92037
1973 EAA Flight Efficiency Winner The total perfomance homebuilt, Tops 195 mph on 125 hp. Lands 48 mph. STOL. Aerobatic. Aluminum structure. Easy to build and fly. 85 - 150 hp. Parts Available. Brochure $2.00 Plans $75.00
VAN'S AIRCRAFT Rt. 2, Box 187
Forest Grove, Ore. 97116
HAMBURGER-VS-AN HARDWARE
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
FIRST IN SPRUCE Second to none in building supplies of all kinds including spruce kits, steel tubing kits, covering materials, instruments, accessories and hardware. KILN DRIED SPRUCE TO SPEC. S-6073
Finished spars, stringers, capstrip — All sizes available 3.V' x 6" lengths 10-14'
$1.65 lin. ft.
Epoxy Wood Glue
Wood Glue
1 lb. Kit
$ 4.25
5 lb. Kit
9.95
8 lb. Kit
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 KR-1 ACRO SPORT — KR-2 Spar Kit $175.00 Spruce Kit $145.00 114.18 Tubing Kit 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
post paidSHEAFFER SUPPLY 325 Rt. 46-3
HUGHES FPL-16A
AEROLITE*
more $1.00/lb. Post Paid. Now that's cheaper than hamburger men (ms) and hamburger doesn't come
Rockaway, NJ 07866
STEEN SKYBOLT The Ultimate Biplane!
$137.50 $350.00 $209.00
$380.00
PAZMANY PL-4
Write for detailed listings approved by the designer of this award-winning aircraft. AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Mahogany
Thickness 1/32" 3 ply 1/16" 3 ply 3/32"
3 ply
1/8" 3 ply 3/16" 3 ply 3/16" 5 ply
90°
Prices per Sq. Ft. Birch
45°
45«
Plans now available for the 4 aileron
1.76 1.81 1.86 2.18 2.38
symetrical 2 place aerobatic trainer and competition bipe. 24' span suitable for 125 hp to 260 hp engine. Extreme ease of construction with excellent drawings. Flight tested and stressed for unlimited aerobatic competition. Fuselage and wing kits available. Color photo and info, pack,
1.31 (poplar) 1.01 1.07
1.70 1.85
1.16 1.23 1.37 1.47
1.91 1.93 2.63 2.67
.12 .18 .26 .39
.49 2.59 1/4" 5 ply 10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00 packing charge for less than 3 sheets unless cut in half. Marine Plywood Available.
STEEN AERO LAB
NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase)
BOX 424, FULLERTON, CALIFORNIA 92632 80 JANUARY 1975
$2.00. Drawings, $50.00.
714/870-7551
15623 DeGaulle Cir. • Brighton, Colo. 80601 303/659-7182
AVIATION COLLECTORS PHOTOGRAPHS "The
Spruce Goose"
Long Beach Harbor. California November 2. 1947 Premier offering of First Edition Aerial Photographs of the famous Hughes Hercules during its one and only view to the general public. These six photos were taken 27 years ago while Mr. Howard Hughes personally was piloting the plane on its first and only taxiing test and unexpected short flight of approximately one mile at an altitude of 85 to 100 feet. The plane was then returned to its closed hanger where it has been closely guarded and remains shrouded in mystery till thisday These are truly Collectors photos for anyone associated with the aviation industry — Pilots, Mechanics, Technicians, Designers. Engineers, Museums. Students. Etc. Many thousands of people involved in the aviation industry and museums will be vying for the opportunity of owning one of these First Edition photos being offered in four sizes, 8x10, 11x14. 16x20 and 24x36 and will be LIMITED TO 5000 photos in the 8x10 & 11x14 sizes cind. 2,500 photos in the 16x20 & 24x36, of each of the six different views. As soon as these limits are sold. no further sales will be made of this First Edition. Each photo will be Titled as per the above heading and will show your own Registered Number, and also be signed by Kemp Forest. U requested, your photo will be personally signed to you or in the case of a gift, to the person you designate These photos have never before been published in any periodicals, newspapers, or rxxjks or sold to the general public . They are NOT LITHOGRAPHIC COPIES. To this day the HERCULES remains one of the largest airplanes ever built, with a wing span of 320 feet, overall length of 218 feet 6'/2 inches, height of 79' 3%". a gross weight of 300,000 Lbs., Fuel capacity of 14,000 gallons, 8 Pratt and Whitney engines of 28 cylinders and 3000 horsepower each, and the capacity to carry 500 troops over 3500 miles. Each size photo and the various views of same will start with Number 1 and proceed in numbering as orders are timestamped upon receipt of prepaid order. The Number 1 thru 5 set of each size and view will be retained by Arthur K. Forest for future release to museums etc. As all photos are Copyrighted, no copies or reproduction of same, by any methods will l)e allowed without written permission of Arthur K Forest.
DONATION PRINT RECEIVED •IUGK Es'tnU HERCULES PHOTOS
Mm to KEMP FOREST ENTERPRISES •27 Barton Springs Ro . AotOn, Ti 71704 PI««M •How 4 to t WM*I tor handtlng *no IMIIV«fv
( hi-a ..intiilK l».|,m ....
I'hoin $10.00
I KM$15.00
(.,„
izs'oo sso.oo
PRINT OR TYPE Nama
Addraaa
•\ B (
Stata
Zip
1 F
Kemp Forest —
Pilot-Photographer on BT-13 from which
Hercules photos were taken. B-17 pilot 2nd
Bomb Group in Italy W.W.
II.
Kemp Forest presenting to Jay Miller, curator, a First
Edition aerial photo of the Hughes "H-4 Hercules" for the History of Aviation Collection at the University
of Texas at Austin, Texas.
Your Signature n,.h,,l
SotXOIdl
—
Autograph photo to:
Taxis rwid<•nh jdd 5'i u> PcxMRe i handl.ng:
Do not write In this space:
8x10 1UU $1.00\
I'DNtaK*' S. hdndlmfi 16x20. 24xJb. S2.00/ TOTALOI < MK K OR W ) \ [ V OK )1K
Date Rac. Reg No
KEMP FOREST ENTERPRISES PRICES ON LARGER SIZE MURAL-PHOTOS ON REQUEST
SPORT AVIATION 81
D. S. K. AIRCRAFT CORP.
^^.^ 11031 Glenoaks Boulevard___g ~^ Pacoima, California 9133LJ39—-" MK SITKA SPRUCE MIL-S-6073
All sizes available up to 2"xl2"x25r long. %"x6"x8' -finished 2 sides $1.30 lineal ft. 3,V'x6"xl4'-finished 2 sides $1.45 lineal ft. 34"x6"x20'-finished 2 sides $1.60 lineal ft. AN-HARDWARE
Aircraft & Marine Plywood—Alum. Tubing
•••••••••••••••a*
<• • • • e •
4130 AIRCRAFT STEEL Round tubing - square tubing - streamline tubing - bushing stocks - steel sheets aluminum sheets, .25c FOR PRICE SHEET
CLASSIC (813)
Al R
686-1285
723-S Saratoga Ave. - Lakeland, Fla. 33801
Available in a wide range of sizes -- commercial quality as well as premium quality, stainless steel teflonlined bearings.
KIT AVIONICS Build your own Audio Panel, Marker Rcvr, Test Equip. & more. AIR SKIMMER
Performance so intriguing the N. S. Navy purchased these plans and the prototype! Folding wings-Cont. or VW, 60-90HP The orginal plans by the design engineer. Info. $3. Plans $65. Special to EAA Members $55 including plans for landing gear.
ICT-
JCI
Di
AkJC
1eo
° Carmelo Drive (E)
FREE CATALOG
RST POB23233B (714)
San Diego, CA 92123 277-1917
PLUS LOTS OF HARD TO FIND A I R C R A F T ITEMS
Aircraft Stainless Steel Braided Hose & Aluminum Fittings • Rod End Clevises • Stainless Steel Tubing Send $1 for the Baker catalog
BAKER PRECISION BEARINGS 2901 Cedar Ave., Dept. SA Long Beach, Calif. 90806
READ THE CLASSIFIED ADS
rLAINi CARMICHAEL CA 95608 SOUTH FLORIDA
PLANS NOW AVAILABLE
Homebuilders Supplies, 4130 Sheet and Tubing. All sizes, any length. No minimum charge Distributor for all STITS Products. AN Hardware, Etc.
Solve Your Metal Cutting Problems Homebuilt 80-Inch Bandsaw Build it in a few evenings
KNAPP AVIATION
for about $60 using materials you can buy at the lumberyard and hardware store. It also has a high
speed that zips through wood. Plans and step-by-step instructions $6.00 - check or money order.
P. 0. Box 764, Miami, Fla. 33148 "Solo" Hang
World's first 3
control hang
timer
f
Brochure
12.00
HOMEBILT TOOL COMPANY
Box 2136,
305/888-6322____________305/887-9186
Glider
Easy to build biplane glider
SAL 2/3 Mustang Miniature Fighter Plans - $150.00 Brochure - $4.00
West Lafayette, IN 47906
S-14
CUSTOM BINDERS Now you can keep all of your issues of SPORT AVIATION together and in perfect condition for easy reference. Designed in beautiful royal blue vinyl with gold letters, each binder has metal spines for holding twelve issues of SPORT AVIATION or EAA "how to" publications. Copies may be easily inserted or removed.
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, VJ-24 SUNFUN
Fully Controllable All Molel Except Fetori, Eely To Build
Brochure SJ.eo
Kits for above will be available. Let us know your needs. A & B SALES
36 Airport Road Edmonton, Alberta, Canada
403/453-1441 VOLMER AIRCRAFT Bo< ail Dept. E —
GLENOALE, CA 11201
213/217.I71I
$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. BOAT
• Wood Construction • Folding Wings • 60 to 100 H.P. • Stores in Garage • 250 ft. Takeoff • Easy to Fly • Photo Brochure $3 • Complete Plans $65
NEW BIPLANE FROM WICHITA
GEORGE PEREIRA, DESIGNER/BUILDER OSPREY AIRCRAFT 3741 El Ricon, Dept. SA47
Sacramento, Calif. 95825 Interested in Gyro-coptors? Step up to the |
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 East Douglas, Wichita, Kansas 67207
real one. The all-aluminum Boomerang 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 Wichawk hM now bean granted Cla** AA approval by the National Association of Sport Aircraft Designers. 82 JANUARY 1975
a Jerry Barnett body. Kits start at $295.00. Send $5.00 for information package, $35.00 for complete one or two place plans, to
ROTORMASTER AIRCRAFT 2176 Hancock — San Diego, Calif. 92110
SPORT AVIATION 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 %"x5%" 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
ELECTRONIC TIMING EQUIPMENT
AUSTRALIA
(Juan/ airuroik-J printing timer rcxurOs number and
Australia's largest stockist of homebuilt
supplies. We are interested in distributorships, agencies or commission selling. Be represented by the only company in Australia specializing in homebuilt supplies. Help us to help the builders.
MOORABBIN AIRCRAFT SPARES PTY. LTD. Moorabbin Airport Cheltenham 3192 Victoria Australia
'.inic to I/I. 000 of n second for each competitor with ON! Y I \\O OI'liKA I ORS. In use four years Rent for $100 per day. plus sluppin,.. and insurance costs, lor information and reservations, can Joe I Jine at
ELECTHDMC TOWG EQUIPMENT
• ,M \ M - 10022
CERTIFIED
P
L
1/32" 1/16"
AIRCRAFT
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
BD5
LUNENBURG, MASS.
1975 RIVETS USMC
NEW PARTS:
Nose Gear Box Series Vertical Stabilizer Attach. Parts Fiberglass Glare Shield
VCN 1 I
ClOSEDtNO
SPORT AIRCRAFT SPECIALTIES toftp-i, WSL T MJ'Oi^^o NEA
ITEMS
AN R..HS 4?6 ft 470 A D 1 4
i?0" & '00° Cos M*rson MO Pull*"
Nose Gear Box Alignment Horizontal Spar Alignment
Center Spar Drilling NEW EXTRAS: Blind Encoding Altimeter Wing, Horiz. Rudder & Aileron Tips, Strobe & Nav. Lites, Radios & Instruments, and much, much more . . .
P./ M>'«P SASS
»Ou' O'.''1"'
EP»»
''»' ""
01984
READ THE CLASSIFIED ADS WHEELS AND BRAKES New, manufactured to F.A.A. Standards. Will fit ad. ules S includes sealed bearing 2 80/2.50x4 ....... 40 50 5.00x5 ...................... .109.50 6.00x« .
1975 Expanded Catalog to:
Paramoi.nl. Ca 90723
r
S
Clecos
f *fl»f
SAS • Box 363 Wenhim. Miss
KIBLER BEDE AIRCRAFT 14118 Orange Ave
All.UIN.lM
R.ve! Kits PL 4 elc - Fast Ma- Service
NEW SERVICES:
Send S 1.00 li.r
BtSI PRICES POP Rixtl * HO 402 PuDtrl
S'ANIFSS
MASTER BRAKE CYLINDERS Reservoir style with pork ing broke and sealed acrobatic type. New. Mfg. for Cessna, Beech, Piper £ A C . I ECT.
•ff-J-^fc
THROTTLE QUADRANTS
• ^
Push-poll controls, ignition switches, volns, primers, rudder pedals, control wheels, etc.
see you* Disr*/Buro« fo* THCSf PRODUCTS
Christen 801 Series Inverted Oil Systems for all directdrive Lycoming aircraft engines Christen Blue Max aircraft engine
oil for engine protection under conditions of high stress and zero oil pressure
Christen 820 Seat Belt/Harness System for positive support
:SPRODUCTS CO., INC.
~
P. o. BOX 175
VANDALIA, OHIO 43377
ALCLAD 2024 ROLLED AIRCRAFT ALUMINUM T3 .016 by 36" wide $1.50 per running foot T3 .016 by 48" wide $2.15 per running foot
during unlimited-class competition aerobatic flight
T3 .025 by 40" wide $2.30 per running foot T3 .025 by 48" wide $2.75 per running foot
0 020 by 36" wide $1.55 per running foot
5052 .040 by 341/2" wide $1.95 per running foct Add $2. cutting charge for less than 5 ft. Add $1. cutting charge for less than 10 ft. .032 - 2024T3 alclad 4'xl2' sheets - $42.00 sheet or
$3.50 foot. Add $3.00 cutting
charge under full sheet. BRAND NEW SHEET FASTENERS ! !
3/32" or 1/8" 37c each
-
36c each in
lots of 50 - lots of 100, $35.00.
Sheet Holder Pliers used — $2.75 pair. RIVETS (GOOD AIRCRAFT) Lot Jfl Mostly 3/32 mixed 95c per pound Lot ir2 Mostly 1/8 mixed 75c per pound Lot S3 Mostly 5/32 mixed SOC per pound
Be sure to include ample postage, excess will be returned. 100% money back customer satisfaction guaranteed, if returned within 15 days. Send 25c for brochure
AIRPARTS, INC. 1430 South 33rd Street KANSAS CITY, KANSAS 66106 913/831-3903
FORD V-8
CONVERSION KITS COMPLETE READY FOR INSTALLATION On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE Fighter Replicas. Designed for installation of constant speed propeller. Custom engine building available. For illustrated brochure, specs, price list, send $5.00.
NOTICE DEVELOPING TWO NEW ENGINES 2-1 Reduction
Pinto and
Capri 4 cyl. (2000 cc and
2300 cc) Caori and Mustang II V-6 (2600 cc and 2800 cc)
These engines could be installed in many popular homebuilts with improvement in performance and appearance. For further information contact us.
GESCHWENDER
AEROMOTIVE, INC.
Box 6043
Lincoln, Nebr. 68S06
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
Quality products for sport aviation SPORT AVIATION 83
W. R. Terrell (EAA 41424), P. O. Box
221, Summerfield, N. C. 27458 and his Fly Baby, N-6195. It flew hands off on the first flight.
BD-5 BUILDERS "PREFORMED PARTS AND JIG SERVICES" PREFORMED MACHINED PARTS
Fuselage Set (10 PC Set) Fin & Rudder Set (14 PC Set) Wing Series Set (22 PC Set) Flap & Aileron Set (26 PC Set) Sheet Metal Ribs
$47.95 33.95 30.95
30.95
Flap & Aileron Set (22 PC Set)
Nose Ribs 44.95 Counter Balance Arms (2 PC Set) (A.11, Welded) 9.95 Horizontal Stabalator Set (22 PC Set) 37.95 Horizontal Center Section Set (12 PC Set) 26.95 Vert. Fin Doubler (VS13) 1.95 JIG SERVICES
Horizontal Stabalator 75.00 Horz. Stab. Center Secttion 25.00 Contact us for detailed information and scheduling for above services.
SPORT-AIR, INC. 4313 East University PHOENIX AZ 85034 Phone 602/276-5221
BUILD YOUR OWN AMPHIBIAN
INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50 Includes *Oil changeover valve *Sump fittings
"COOT"
PITTS
Two-Place —
—
SKYBOLT
*Fuel Tanks - Smoke Tanks
Folding Wings —
Towable —
Easy Construction "COOT-A v ith fiberglass hull, SEND We have hard to build parts and hull shells available. $3.00 For Specifications Construction Photos — $25.00 Photo, 3-Views, COMPLETE PLANS AVAILABLE Prices and Information Packet MOLT TAYLOR Box 1171 — Longview, Wash. (9E6c2)
Phone (206) 423.8260
*Flop Tubes - Wing Fittings
Complete with Bearings
*"l" Struts - Slave Struts
—
*Oil Separator tank
ACRO SPORT
*Dyna Focal Ring Kits *Dyna Focal Rings
Completely welded
* Stainless Steel Exhaust 150-180 and 10-360 200 HP
* Engine Mounts * Pilot Tubes For Complete Listings and Prices Write To:
A C R A - L I N E PRODUCTS P. 0. Box 1274
Kokomo, Indiana 46901
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 84 JANUARY 1975
Box 548E, Homestead. Florida 33030
(317) 453-5795
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 S5.00) (Rate covers one insertion one issue) CLASSIFIED DISPLAY: S22 00 per inch (2V
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
PITTS PROJECT — wings finished: fuselage,
FOR SALE
tail. gear, all welded Wheels, brakes, fuel tank, fittings, wheel pants, e t c . etc. Also have 200 HP Lycoming IO-360. 117 TT. heavy crank, etc Evenings - 312/272-2762, Days -
SMITH MINIPLANE — C-90. TT airframe 84 hrs. TT engine SMOH 202 hrs. $7.500.00.
Please, no tire kickers. Trophy winner 216.' 286-9217 Steve Malovic, 13153 Ravenna Road. Chardon. Ohio 44024. VOLKSPLANE VP-2 PROJECT — over $500 invested in plans, spruce, plywood, hardware,
struts, instruments and rebuildable engine. Asking $200. (707) to 6 ask for Gary
437-3430 weekdays, 10
BAKENG DUCE PROJECT — Fuselage 90% complete, on gear, new Clevelands and UniRoyals. all ribs, tanks, wheel pants, cowling, seats, prop, spinner, mount, cabanes. complete. C-125. new top Excess of steel to complete. 90% fittings complete Most work signed off - over $4,000 00 invested plus work. Sacrifice $3.000.00. Tom Harris Route 3. Jefferson. Georgia 30549 404/367-8763.
312/398-1020.
Aircraft CLIPPED WING CUB — Famous version Manuals, drawings, authorization. Kit includes spar heavy duty strut ends. $50.00. Box 18. Lyons. Wisconsin 53148
Reed concopyright plates and Wag Aero.
MAULE M-5 — Family-Utility-Sport flying all with one. tast. responsive. STOL-SAFE aircraft 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 STOREY "WOOD DUCK" amphibian 180 HP. constant speed prop Genave Nav-Com. PA-18 wing flaps. Similar Volmer Sportsman. 75 hours on airframe and engine. Lye. 0-360. Excellent A & P workmanship, new condition, contact Dave Lewis 530-648-6631 days. 503/644-0409 evenings SESA completed. 0 time Franklin 125. much work by master A & I. best offer over $500000. No phone calls Shelton. 14722 Cascadian Way. Lynnwood. Washington 98036 200 HP PITTS — S1S. symmetrical wings. 315 SMOH. 517 TT, aircraft smoke, canopy, poly paint, will trade on Pitts S2S or Skybolt Dan McGarry, 1015 Roslyn Road. Olympia Fields. Illinois. 312747-9393. BD-5B — #703. 70 HP dual ignition, electric, still in boxes $2500.00 H Schull. 621 Perrin Drive. Arabi. LA 70032 BD5D #5902 — $400 deposit, no extras, best offer over $40000 1616 • 156 N E #166. Bellevue, Washington 98007. VP-2 project — ribs all routed but not sanded, prefinished spars and longerons. 1/8 and 1/16 plywood except lauan. spar fasteners shaped, etc. $340.00. Wayne Duncan. 2885 Craig Court. Lexington. Kentucky 40503. 606/277-6446
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
ERCOUPE — Complete less engine, rebuildable, full panel, rudder pedals, need 0-235C1 engine. Manfred Patrick. St. Johns, Ml 48879. 517/224-3491.
GYROCOPTER with trailer. McCulloch drone engine, and many extra parts. $100 or best offer. Call 617/358-2480. after 6:00 P.M. or write Schad. 21 Bow Road. Wayland. Mass. 01778. 1939 Rearwin Cloudster. Model 8090. serial 804. 90HP Ken-Royce Complete and ready to assemble. Leonard Ahlgnm. 1 Third Street. DeMotte, Indiana 46310. VP-1 — Cheap or trade Finished except engine. Dave Finley, 1313 Tangelo Isle, Ft Lauderdale. FL 33315
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, position as helicopter pilot leaves no time for private flying. J. W. Bickle. Box 215. Bridgewater. Nova Scotia. 902/543-8854 EAA BIPLANE — 125 HP Lycoming, exceptional workmanship, comfortable for tall pilot. $4200 R Rehberg. 242 Golden Lake. Oconomowoc. Wisconsin 53066 414/5932578
BD5B — 70 HP engine, electric start Priority 1616. Paralyzed leg forcing sale at below cost. No work done. $2400 takes all including tools. Connecticut 203;529-9433 evenings CESSNA 140 — 1946. aluminum wings removed for transporting, needs annual, no logs $1950.00 complete. Days. 219/9323588 MIDGET MUSTANG — Completed 1973. 0-200. 16 hr. TT. Radio complete electric, must see. Detroit. $650000 1-313-284-9600.
COOK CHALLENGER JC 1 prototype, structural test units, plans and all rights, including certification program. Package sale only. Best offer Cook Aircraft. P 0 Box 1013. Torrance, California 90505. DELTA STINGER — Delta-wing pusher, needs starter $3000 00 or make offer Bud Rinker, 169 El Sueno Road. Santa Barbara. CA 93110. KR-1 PROJECT — kits included wood, dynelfoam. aluminum, steel, gear: engine and canopy J Woodward, 502A Morgan, Casper, Wyoming 82601. COOT "A" PROJECT — Fiber-glass hull, all necessary wood to complete, landing gears aluminum tail kit and boom, fiber-glass leading edge, plans and much more. Worth $4,00000 Sell for $2.80000 504/241-6928.
Engines PROFESSIONALLY
ENGINEERED CONVER-
SION 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. LaJolla. California 92037.
CORVAIR propeller reduction box plans and kits — information $1 00 COUGAR tri-gear plans S1000. 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 to 0-540. Call Dick or Gene 1-305/422-6595. 1325 W. Washington Bldg. A-6. Orlando. Florida 32805.
MOUNT for IO360 Continental (Maule) $75.00. Continental A75 extensive major on
engine and accessories. 100 octane values. $1250. 406/442-1556. H. Anderson, 501 Fee, Helena, MT 59601, LYCOMING RG80-13 — with Hamilton-Standard prop. Offers. C Merngan. RR 1. Summerland. B C . CANADA VOH 1ZO. MERCURY OUTBOARD CONVERSION — New
For aero/auto use. 120 HP. 6 cyl. All accessories $300.00 313/676-3119 1 EA. IO-320 B1A — Run out (complete), our price to you. S1600.00 Air Engines. Ltd., 1325 W. Washington. Bldg. A-6. Orlando, Florida 1-305-422-6595 (Homebuilders Headquarters).
VW 1700 CC — OSMOH. Barker conversion Complete with spinner and Reese Shores prop. Ready to fly. Built by custom VW house. $60000 Tanner, Lubbock. Texas Day - 806/747-1639, Nights - 763-7403 Box 3301. 79410.
BD-5B kit. #3481. 70 HP, electrical system, dual ignition, in shipping boxes, $280000 Kenneth Blair, RD 2. Lebanon. Pennsylvania 17042. 717/865-6390.
WANTED:
BD-5B kit #2750. Ordered with electrical system, dual ignition, 70 HP engine. Wing construction started, pick up price $2200.00 Ken Johnston. 49 Laird Avenue, Wheatland. Pennsylvania. 412/981-0720
LYCOMING 0-360-A1D, 1750 hours TT. zero time SCMOH with accessories $2900.00 For more information call 816/637-6717. K. C.. Missouri.
Cougar — Approx 200 HSMOH. 125 GPU, new tires and battery Full panel. MK III. strobe and ELT. $3900.00. F. McDaniels, 211 NE 3rd St.. Roseau. Minnesota 56751.
CONTINENTAL 65-75-85 HP engines Also complete overhaul facilities for all types of aircraft engines. All work accomplished and certified by A&P mechanic. We specialize in W.W I aircraft W R Petrone. Dayton Park Road. Ames. Iowa 50010 515/232-5363
STARDUSTER II PROJECT — wings, fuselage, tailfeathers. controls, tanks. FAA inspected Instruments, flying wires. 0-47015-TT. 850 hrs., constant speed prop, extra parts, materials $500000 Dale Dean. General Delivery, Westport, Washington 98595 206/268-3628
CONTINENTAL
65
ENGINE —
Aeronca. J-3. project. Gary Biagmi. 133 Prosser Drive. Monongahela. PA 15063.
STEEN SKYBOLT — We have the engines Lycommgs 235 to 260 hp Air Engines. Ltd.. 1325 W. Washington. Bldg A-6. Orlando. Florida 1-305-422-6595 (Homebuilders Headquarters) SPORT AVIATION 85
SPORT ADS
PLANS AND INSTRUCTIONS — Plans for
(Continued from Preceding Page)
the original Quicksilver (monoplane) and Flexi-Flier (rogallo), Guide to Rogallo Flight, and catalog, $10.00. Information
MONNETT VW ENGINE CONVERSIONS —
kit. $1.00. Eipper-Formance, Inc.. P. O. Box 246-E, Lomita, California 90717.
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
Try self-launched flying with a Sailbird Hang-
Glider. the fully adjustable flying machine. Write for catalogue: 3123 N. El Paso, Colorado Springs, Colorado 80907.
it yourself"
castings. Also new cast manifold system for "dual port" heads and Posa Injector carbs. Plight proven designs on the Son-
Books
erai I & II. Introducing - ready to run converted VW's 100% new parts. Monnett Con-
MODERN AIRCRAFT RE-COVERING — Com-
version. Posa Carbs. you add exhaust and gasoline! 1600cc $1295. P.O.B. 1700cc $1395. F.O.B. Send $1.00 for Sonerai information. Monnett Experimental Aircraft. Inc., 410 Adams, Elgin, Illinois 60120.
PROPELLERS, Custom wood, epoxy dynel, finish. R. Mende, Rt. 2, Quitman, Ark. 72131.
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)
colleges. $13.95. M.O. with order. Johnson Publishing Co., Dept. S.A., Box 990, Boulder. Colo. 80302.
tic leading edge, 2, 3, or 4 Blade Tractor
Books for Aircraft Designers, Builders. Outof-print and current. List 25c. John Roby, 3703T Nassau, San Diego, California 92115.
or pusher. Ted's Custom Props., Rt. 3, Box 103, Snohomish, Wash. 98290. 206/
HOW TO SCROUNGE and build your airplane
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. 0. Box 63, Manhatten Beach, California 90266. CUSTOM MADE WOODEN PROPELLERS —
Proven design, VW, Continental, Lycoming,
others. Recommended by Ray Hegy. Wayne Ross, Box 7554, Phoenix, Arizona 85011. 602/265-9622.
experimental and racing aircraft. Rebuilding, repair, service, all types. Prompt attention. ANDERSON
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 CONSTRUC-
TION — for the amateur builder. Sheet metal, fiber-glass, plexiglass, molds, tools, jigs. 311 illustrations, 92 pages. $9.00. PL-4 CONSTRUCTION MANUAL — 104 pages, 394 figures. Team-mate of CONSTRUCTION book. A "must" for amateur builders. Construction tips, VW engine installation instructions, Pop-Riveting technique $10.00. PAZMANY AIRCRAFT CORP., P
PROPELLERS — Custom modified metal for PROPELLER CO. INC..
DUPAGE COUNTY AIRPORT, WEST CHICAGO. ILL. 60185. Phone 312-JU-4-8787.
PROPELLERS — VW, Continental, Lycoming, etc. Epoxy reinforced tips. M. Stein-
hilber, Box 441, Shellbrook, Sask., Canada. PROPELLERS: VW, Corvair, Continental, etc. Ray Hegy, Marfa. Texas 79843. PROPELLERS — V. W. can be ordered in natural or colored finish. H. A. Rehm, Dous-
man, Wisconsin 53118. PROPELLER — wood for J-3, 65 HP, 2350
O
Box
80051 S, San Diego, CA. 92138. DESIGN DATA — A l l aircraft types. NACA Publications 1915-1958. Reports, Technical Notes and Memorandums. Catalog, $2.50. AER SOC PUBLICATIONS, 1823 N. Sierra
Bonita Avenue. Pasadena, Calif. 91104. STARDUSTER TOO BUILDER'S MANUAL —
CG data all engines. Hints, modifications, illustrations, photos. $8.00 pd. Fred Meyer, New Hartford, Conn. 06057. PART 4 Larson - US Patent 3,544,290 Ducharme - US Patent 3,290,019 WUNSCH - US Patent 2,322,991 SHELTON - (claims
a 800% increase in fuel economy) US Patent 2,982,528 (50c per patent) from Commissioner of Patents, Washington, DC 20231.
RPM. $45.00. Schultz 414/251-5114.
PROPELLERS — Custom wood two and three blade. VW, Lye., Cont., Larry Black, Rt. #1, Box 314, Sault, Michigan 49783. SENSENICH or similar wood 72CK42 propeller pitch 42" or 44", 72" diameter, must
be airworthy. Cont. A-65-8. Leo Ray, 905 Manhattan, Amarillo, Texas 79104.
trollable pitch for VW, Continental, etc. Exclusively designed and built for homebuilts. Pitch adjustments are made with vernier plates on the blades so that no protractor
is
required.
Information
Kit,
$100 MALOOF AEROPLANE COMPANY, 23480 PARK SORRENTO, Suite 209-A, CALABASAS, CALIF. 91302. Phone: (213) 888-1072.
Hang Gliding UNIVERSAL HANGLIDER CATALOG — $1.00,
Box 1860-SA, Santa Monica, California 90406. 86 JANUARY 1975
Miscellaneous 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
ALL METAL! ADJUSTABLE PITCH and con-
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 homeparts. Nagel Aircraft Sales, Torrance Airport, Torrance, Calif. 90505.
501/589-2672.
PROPELLERS — Custom manufacture, plas-
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
builders. The home of flight tested aircraft
by K. D. Wood. Now available. Revised material includes new tables, graphs and photographs. Previous editions used in 30
Propellers
T-18 BUILDERS — Extrusions; sheet metal
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. WHEELERDEALER, P. O. Box 421, Harbor City. Calif. 90710.
SPORT AVIATION BINDER — Now holds 12
plus. U. S. $4.25, Canada $4.50, postpaid. EAA No. 79, Box 917, Spokane, Wash. 99210. 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 un-
trimmed 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 Aircraft. South El Monte, Calif. 91733.
1612 Chico,
1026 PAGE CATALOG — Aircraft and "G-P"
engines, parts, props, instruments, manuals. Gipsy Major-Tiger Moth parts, manuals. 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. T-18 MACHINED PARTS — 67 parts exactly
per Thorp's drawings including canopy latch. Send for list. Dewberry Industries, 4751 Hwy. 280 So., Birmingham. Ala. 35243. 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. BUBBLE CANOPIES — 15x44x11, 20x33x13 -
$50.00. 20x46x14 - $70.00. 23x60x16 $100.00. Tandem, 23x70x16 - $150.00. Excellent optics, prices include crating and
choice of side profile. Custom work, hemispheres, partial canopies. Windshields $15 to $25. Send large stamped self-addressed envelope for further information. BOUWENS AEROSPACE, Twing
Road, LeRoy, New
York 14482. 716/967-8215. NEW
CLEVELAND WHEELS AND BRAKES
to convert your 120, 140, 170, 172, 175, 180, or 182 Cessna. New conversion kit with STC and instructions. Write for quote. Also 5.00x5 and 6.00x6 new production
magnesium wheels, brakes, covers and 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.
bearings at $129.50 plus $4.50 postage (USA). Amphibious 6.00x6 wheels and brakes, $210.00 plus $4.50 postage (USA). Technical information available. Barney Oldfield Aircraft, Co., P. O. Box 5974 B,
Cleveland, Ohio 44101.
SPOKED WHEELS WITH BRAKES — Complete set of plans, with parts sourcing information 16' - 18" rim size. 1'A' 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.
COOT AMPHIBIAN FIBER-GLASS PARTS —
Special hi-strength liber-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
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING — Upper and lower shell, excellent cooling. $50.00 postpaid Dick Ertel, RR #7, Quincy. Illinois 62301.
NEW LANDING GEAR ELASTOMER SHOCK
MATERIAL, used in place of coil springs or bungy cord. Much lower rebound rate
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. VB" slainless steel. $23.00/1000: Ve" aluminum, $10.50/1000 G28 Hand Rivet
(35%) than coil springs or bungy cords.
Tool for above plus 120° dimple die $21 00
addressed envelope stamped to SMITH SUPPLY COMPANY. Route 4. Brown Deer Lane. Janesville, Wisconsin 53545
Does not go solid like coil springs. 10 year or more outdoor life. $21.15 with detail drawings of shock struts. Send S/SA envelope for specification sheets R & B Aircraft Company, R D #2, Box 78, Frankfort, New York 13340
Send $1.00 for Sonerai information Monnett Experimental Aircraft. Inc., 410 Adams. Elgin, Illinois 60120.
COOT BUILDERS! The finest in machined
FLUSH GAS CAP with mounting ring May be
ALUMINUM kits: Mustang I. Mustang II. T18, Davis DA-2A. Sonerai. drills, reamers.
Gerdes wheels and brakes. Send large self-
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, PO 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. PARTS/MATERIALS — Wheels, brakes, axles,
canopies, spinners, ceconite. plywood, cables, rod bearings, stamped envelope for details Southern Aeronautical—see Cassutl
Plans ad. 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 FLYTE BOND EPOXY — A new. low viscosity,
high strength, epoxy. Specially formulated for use in wood/foam/dynel aircraft struc-
tures. Does not soften polystyrene foam, or become brittle on polyurethane foam Low toxicity. Use this one material as glue, filler, coating, laminating resin and strengthening filler material. Does not shrink, craze, delaminate or crack. Water, gasoline and chemical proof, it is also impermeable to water vapor and so prevents dimensional changes in wood with changing humidity. Prevents wood rot $32.00 Gal. Send for booklet "WOOD/FOAM AIRCRAFT CONSTRUCTION WITH FLYTE BOND EPOXY". CANADIAN
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 container holds 12 copies. 5 year supply, including date labels. $4.95. EAA Chapter 202, Box 202, Panama City. Florida 32401
riveted, welded or molded to your tank A quality product machined from solid aluminum. $17.95 postage paid. Free brochure AVIATION PRODUCTS. INC.. 114 Bryant. Ojai. California 93023
PAINTINGS —
From your photo or slides William H. Hasse.
1755 East 236 Street, Euclid, Ohio 44117
cific scientific T-60, $200 new For sale $85.00. with case. Gregory Doorakian. 123 Meadow Road. Riverside, Connecticut 06878. 203/637-3014
SEXY MODELS — Beautiful custom built models of your homebuilt, personal, antique, or fighter aircraft Show your friends
your pride and joy. Send forfree information. CONTROL CABLES fabricated with AN terminals. $295 per end for swaging and hydraulic proof testing. Components at competitive prices. Free brochure. AVIATION PRODUCTS, INC.. 114 Bryant. Ojai. California 93023
AIRCRAFT REPLICAS. 3876 W 19th Street,
Cleveland. Ohio 44109. PITTS single aileron wings — Trux Morgan - 312/827-2163.
Coot Builders — Special one set only, enLIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels. 1Va" or IVi" flat, or H" 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 SMYTH SIDEWINDER BUILDERS — For Sale:
A new pair of wings for Smyth Sidewinder. Don E. Roberts. Noblesville, IN. 317/7730436. POP RIVETS — threaded - Monel - aluminum
closed end - stainless steel
SPECIAL -
aluminum and monel kits. Contains 200 rivets, domed and countersunk. 1-KIII Pop Rivet Gun, 2 - #30 drill bits. Aluminum kits, regular $27.87, NOW $23.69 Monel kits, regular $33.11. NOW $28 14 Add $1 for each kit for shipping. Write for FREE information
Fastener Products, 615 West Colfax. Palatine, III. 60067. COOT parts, drawings, pictures at real saving
Project abandoned due to lack of time. Write Coot. 17 Frontenac Estates, St. Louis, MO 63131. 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. DANDY DIMPLE DIE CO., 172 Boniface Ave.. Kitchener. Ontario. Canada, stocks quality
aircraft One-Sided. One-Hand rivet dimple dies, 3/32. 7/64, 1/8", (100° or 120°); 'lighten-
ing-hole' flanging dies (11 sizes): tools. Free Brochure(s). Free with orders: "4-7 ft. steel
bending brake" drawing. BD-S BUILDERS & BUYERS — Free club information James. Box 151, Pasadena, California 91102. AIRCRAFT ELECTRONICS — New designs ADF receivers, digitally tuned. $295 complete. EGT. CHT engine analyzers from $49 Engine monitor alarm unit $49 complete. VHF transmit and modulation indicator $19. Crystal Products Company, 375 South Ogden. Denver. Colorado 80209
Stits Playboy Wings — complete, less coverPERSONALIZED AIRCRAFT
LIKE NEW — Aircraft cable tensioneter Pa-
ing. ton.
Model SA-3A. plans included. A. Bol272 Aberdeen Avenue, Peterborough,
Ontario, Canada.
gine mount per 814 drawings. Sheared and formed Ve aluminum. $75.00. A Roberge, 38 Benton Road. Hooksett, NH 03104. 603/ 622-6678. 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 BEAUTIFUL OZARK PROPERTY, low as $250.00 per acre, excellent terms Write for free brochure Al Davis Company. Harrison, Arkansas 72601 - EAA 89084 KITS FOR SCORPION II — Factory tack-welded
airframe plus ten others Value over $1400. Best offer. Ferris, 233 West Main. Westborough, Massachusetts 01581 INDEX TO EAA'S SPORT AVIATION JOUR-
NAL. Looking for articles in past SPORT AVIATIONS on a particular aircraft, building
techniques, materials, etc.? INDEX is annotated, cross-referenced, includes everything, and is updated annually. 1960-1969 INDEX $5.00 1970-1974 INDEX $4 00 ($3.00
for past purchasers.) SPORT AVIATION article copying service - back to 1960. Use
INDEX to locate articles you want copied. 15c per page. $1.50 minimum. John Bergeson, 418 E. Grand. Mt. Pleasant. Ml 48858 ANTIQUE AERONAUTICAL ITEMS for sale —
AN6530 goggles, leather helmets, gosport helmets. Norden bombsights. optical fighter gunsights - buying - selling - trading old helmets and goggles. Jon Aldrich, 129 ViaYella, Newport Beach, Calif. 92660 1932 B MODEL FORD — New pistons, rings,
valves, valve guides, spring, cam shaft, complete gasket set. C model head (develops 60 hp). This engine disassembled. $4000.00 or best offer. 904/781-7731. Johnny W Bruce. 937 Crest Drive E., Jacksonville, Florida 32205 Controlwing Photos — Structural details, flight views of Spratt s flying boat, N2236. $4 US and Canada. $5 airmail and overseas Smith. 10509 N.E. 197 Street, Bothell, Washington 98 11
SPORT AVIATION 87
SPORT ADS
EAA BIPLANE P-2 — A fine sport plane for the
(Continued from Preceding Paye) WOOD AIRCRAFT BUILDERS — We supply
kit material to your specification, laminated spars made to your requirements.
Epoxy,
aerolite glue, balsa, ash. Kits for Pietenpol, Cavalier, Minicab, Taylor Mono, Fly Baby. etc. Catalogue $1.00 WESTERN AIRCRAFT SUPPLIES, 623 Markerville Rd., N.E., Calgary, Alberta, T2E 5X1. Canada. Bus. Ph. 403/261-3046.
SKIN CLAMPS — for half the price of clecos. VB dia. - kit to make 50 clamps, $11.30. 100/ $20.64. Postpaid. Data $.25c. Swanson Tool, 4018 S. 272nd St., Kent, Wash. 98031. ALUMINUM
OUR SPECIALTY, kits, sheet,
rod, plate, angle, tubing and gear material. AN hardware, wheels and brakes. Master Charge, Bankamericard. Send business SASE BJG Aircraft Supply, 40 Countryside Drive, St. Peters, MO 63376.
Parachutes 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 CHUTE, NOVI, MICHIGAN 48050.
PARA-
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.
"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. QUALITY RUBBER
STAMPS at reasonable
prices. Save money. Free estimates. Miller, 2157-B So. 14 Street, Milwaukee, Wisconsin 53215. EAA #2336.
BD-5
BUILDERS Structure
and
controls
modifications by accredited Engineer/Pilots. Drawings, photos and instructions. Second Edition. KR-1
KR-2 The missing
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, Wls. 53130. WITTMAN TAILWIND W-8 — Two-place, side-by-side. 85-135 HP Cruise (with 0200 Cont.) over 150 mph at 5,000 ft. at 7054
power. Construction
plans and
photos
$125.00. Brochure $1.00. S. J. Wittman, Box 276, Oshkosh, Wls. 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.
"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.
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. 88 JANUARY 1975
(first all aluminum VW powered homebuilt) Prototype continuously flown since 1969. Simple bent tab construction. Pop riveted too!
INFORMATION BROCHURE - AERO-
BATIC REPORT and SAMPLE PRINT $5.00 (deductable from plans order - $45.00).
Includes full size rib and bulkhead patterns and illustrated instruction book. Aluminum kit for construction of entire airframe -
Steel kit, includes material for controls, landing gear and firewall. Also available wheels, brakes, prop and all engine conversion accessories. 2 minute detachable wings. Construction methods featured in Popular Mechanics, May 1968 and May 1971. NASAD approved Class AA No. 20. C. Y. Parker. EAA 4155 (A&P twenty years) Box 3163. Pensacola. Florida 32506.
SESA REPLICA — 85% scale WW I Biplane
Scout featured December 1970 SPORT AVIATION. Sport plane performance with photos; $3.00. 30 sheets 22"x34" complete
ble landing gear. Plans - $110.00. Brochure
construction prints and instruction book-
- $3.00. A. Cvjetkovic, Box 323, Newbury Park, Calif. 91320.
let $60.00. REPLICA PLANS, 953 Kirkmond
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.
HEADWIND B — The original VW powered
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, sport-
Crescent, Richmond, B. C., Canada. 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. CASSUTT — High performance, sport/aero-
batic/racer, jigs, plans, velope for 14100 Lake da 33014.
100 flying. Kits, components, $25.00. Stamped addressed endetails. Southern Aeronautical, Candlewood, Miami Lakes, Flori-
PRACTICAL LIGHTPLANE DESIGN AND CONSTRUCTION FOR THE AMATEUR — has
plans for the Fike Model "D" and sells for
plane plans available. 3-view, photos, specs., $3.00. Condor Aero, Inc., P. 0. Box
just $4.75 plus 35c postage U.S. Fike Model
762,
$35.00, airmail $2.00 extra in U.S. Brochures on both $2.00. W. J. Fike. Box 683, Anchorage, Alaska 99510.
Vero Beach, Fla. 32960.
AIR SKIMMER — $10.00 buys the hull plans for this single place homebuilt Navy Sea-
plane. Rest of plans as you build or complete set of original plans $65.00. JET Plans, 1800 Carmelo Dr. E. Carmichael, CA. 95608 FLAGLOR SCOOTER — all-wood, volkswa-
gen powered economical, easy to build, fun plane. Plans $35.00. Illustrated literature $2.00. Ace Aircraft Manufacturing Co.. 106 Arthur Rd.. Asheville. N. C. 28806. BABY ACE — Single-place plans, $36.50. Junior Ace two-place plans $46.50. "The
Standard Homebuilts of the World." Kits available. Illustrated literature $2.00. Ace Aircraft Mfg. Co., 106 Arthur Rd.. Asheville, N. C. 28806. FLOAT PLANS — Metal. Designed by Stan-
ley Dzik. Information packet, $1.00 U.S.
PLANS
TEENIE TWO - SINGLE SEAT SPORT PLANE
antique appearance. Brochure, specs, and CA-65 — Two place sport plane with retracta-
SMITH DSA-1 "Miniplane" Plans. 17 ft. Biplane. Excellent drawings, $25.00. Mrs. Frank Smith, 1938 N. Jacaranda Place, Fullerton, Calif.
Services
BILL
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
Bill or Money Order. Plans, four sheets, NOW $25.00. U. S. or Money Order. Postpaid. L. Landermann, 39 Poplar St., Ste-
Rose, Laval, Que., Canada. DIAMANT — 3-4 sealer, all-wood; $100 — SUPER-DIAMANT - retract, tri-gear: $125. SUPER-EMERAUDE - 2 seater, all-wood: $75. BERYL - fully aerobatic, tandem seater: $80. COUGAR - all wood racer: $75. - TOURBILLON - fully aerobatic, all-wood single seater: $60. - EDELWEISS - all-metal, retrac. tri-gear, 2 seater: $125. - 4 seater: $175.00 - Specs, 3-view, photos, $2 per airplane to E. Littner, P. O. Box 272, SaintLaurent, H4L 4V6, Quebec, Canada. RAND KR-1 PLANS — $25.00. The VW powered Styrofoam retractable. Ken Rand, 6171 Cornell Drive, Huntington Beach, Calif. 92647. 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.
"E" low aspect ratio STOL airplane plans,
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. Knight Aircraft — Drawings for Knight Imperial, $95.00, Sunday Knight. $95.00. Info package $3.00. Vernon W. Payne, Rt. 4 Box 319M, Escondido, Calif. 92025. TEENIE TWO CANOPY — Simple, inexpen-
sive, built from readily available materials, $3.50. M. T. Peery, 307 Forrest, Baytown, Texas 77520. T-18 PLANS — unused, with newsletters and instructions, $125.00. Bob Myers, 1019 21st St., Bellingham, Wa. 98225. 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.
(Continued on Next Page) AVIATION OPPORTUNITY! Agents w,inter! to represent aircraft
company huymq and selling .tupLmes no experience needed—we train
you. Yuu
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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 632-1722 days.
305;
WANTED — JODEL D-11 PLANS — Consider project. Sandy Hudson. 141 A-6 Broadmoor Lane. Wmston-Salem. NC 27104. WANTED PLAYMATE SA11A — Plans or project A Wyatt. 3814 Caen Avenue. Regina. Sask. Canada S4S OY8
SPECIALTY Taildragger T-Shirts, S3.95. Also available
are jackets, caps, patches, glasses, bumper stickers, decals, and more! Send for free Taildraggers catalog. quiries invited.
Dealer in-
EAA
WILKINSON PRODUCTS COMPANY
P. 0. Box 4252
Whittier, CA 90607
. .
........
PJp custom ' n YC is '_ Fashioned
personally
to your order
FLYING BOAT A Cha//enge fo The Home Builderl
available Phons
Wish to obtain technical details and working
,~~
Aerobatic
1 7 1 6 ) 745 9544
Homebuilt
blueprints for World War I German Albatross fighter Hugh 0 Donnell. 2239 Arnason Road. Campbell River, B.C. Canada V9W 1M1.
Build and fly the boat that does not use or need ailerons, elevator or rudder. Information free.
Helicopters
SPRATT CO., Inc. BOX 351
SCHEUTZOW HAWK — IT'S REALLY FAST —
build an outstanding helicopter, HAWK 90 or HAWK 140; choose single or two place Information package contains both designs; specs. 3-view drawings, weight and balance, and performance data. Handling charge
SMALL
•
MEDIA, PA. 19O63
ENGINE
Free Aviation Supply Catalog!
$5.00 SCHEUTZOW HELICOPTER MANUAL
— Airfoils, dynamics, power requirements, structures, mechanics, test procedures. $1700 AERODYNAMICS OF HELICOPTERS
— best available standard reference. S12.50 his-
torical gem in color. S7.50. Add $2.00 for foreign postage Webb Scheutzow. 451 Lynn Drive. Berea. OH 44017.
sum**'
S-21
-oA8
HERE IT IS! EASY TO BUILD JET ENGINE
Real Performance In A Proven Design
PLENTY OF THRUST PUSHBUTTON STARTING 100%THROTTLEABLE NEVER WEARS OUT LIGHTWEIGHT
Engineered For Safety And Simplicity — VW Powered Brochure . . . . . . . . . . . . . . . . . .$3.00 Plans (168 sq.ft.) . . . . . . . . . .$75.00
For complete info. pkg. with G8-2
Tech, Handbook well illustrated, graphs, curves, comparisons and uses book.
MacDonald Aircraft Co. P. 0. Box S43-S
Sonoma, CA 95476
Four (4) 8 x 1 0 glossy photos of jet engines, jet hang-glider, jet go-kart.
Brochures & catalogs.
EAA Aeronautical Engineering Scholarships—
S12.00
G8-2-1S Jet Eng.Construction Plant
$16.00
G8-2-40 Jet Eng.Construction Plans
NAME__________________________
Write EAA:
P. O Box 229
PP
Specialty Hardware
63851 314/359-0500
MACDONALD
. ...S174.00
TACHOMETER — WESTACH. MAGNTO ACTUATED.3" FACE, 5000 RPM..$38.90
BAC. 78 E. Stewart Avenue. Lansdowne. PA. 19050
Will purchase P & W R1340 and R985 engines. Also Ham Std 2D30 and 12D40 propellers Mid-Continent. Drawer L. Hayti. Missouri
HELICOPTERS,
BOOK-
Prices subject to change without notice.
CULVER PQ-14A PARTS — have fuselage, complete wing and all tail feathers; but need canopy, windshield, engine cowling and all control mechanisms Please contact by letter, to Glenn Jackson, 8 Paige Street. Hingham, Mass. 02043. will telephone you
OF
VW ENGINE C O N V E R S I O N
V E R T E X M A G N E T O •- List $206 00
Send to:
BD 4, 180 or 200 HP Send full info and picture, your lowest price and phone number to Clark M. Wockner, RR #2, Watseka. Ill 60970
ENCYCLOPEDIA
Monthly Sample Sheet Above NEW
LET — 32 pages of plans and instructions. . . . . . . . . . . . . . . . . . . . . . . .$7.00 P P
-"*•
Hales Corners, Wisconsin 53130
ADDRESS-
from Aviation's Leading Supply House,
a Catalog pocked with Money-Saving Aviation and Pilot Supplies ! Watches, Radios. Instruments, Computers, and thousands more!
BIGGEST SELECTION! BIGGEST SAVINGS! A I R C R A F T COMPONENTS, INC 604
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PUan Mail FREE Aviation Catalog ro
Name ———
13 !N£G ENGINEERING CO.
Address _
18518 A SO. BROADWAY.GAROENA. CAL. 90248
City ___ .
. State __
-Zip.
SPORT AVIATION 89
STOLP STARDUSTER CORP. 4301 TWINING RIVERSIDE. CA. 92509
(714) 686-7943 ZENITH
All Metal
85-160 HP
ACRODUSTER 1 RATE OF ROLL —240« /SEC. BROCHURE $5.00 COMPLETE KIT - $4500.00
AWARD WINNER 1973
A safe economical 2 sealer, 26 MPG at 130 cruise on 100 HP. Short field performer. Professionally designed for min. jigs. No air tools required. Building time 1000 hrs. NASAO quality seal for average amateur. Plans $150.00; Info $3.00 Materials, Kits and Parts available. CHRIS HEINTZ 236 Richmond SL Richmond Hill Ontario, Canada L4C 3Y8
QUE-QUARTER INCH TO THE FOOT
SOLID BALSA KIT WITH ORIGINAL mo METAL ENGINE 6 PROP . DETAILED SCALE AND TEAAPUTt SHEET,
• HARDWOOD WHEELS,
•TWb-OWDECALS
STARDUSTER TOO PLANS $60.00 B R O C H U R E 52.00
ANTIQUE & AEROBATIC AIRCRAFT PILOTS
STARLET PLANS $45.00 BROCHURE $2.00
VSTAR
PL'JiSATt 9\LESJAX AM- 5
SEND 50c FOR C A T A L O G SHEETS & BRO-
C H A R G E C A R D S ACCEPTED.
Stanton
Hobby Shop Ino. 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
le new 510. The finest goggle ade. Curved Triplet safety glass. Soft leather lined mash. Lightweight headband covered will nylon . . . . . . . . . . . . J18.95
PLANS $45.00 B R O C H U R E $2.00
M
CHURES ON ALL PHASES OF MODEL BUILDING INCLUDING R A D I O CONTROL.
Leather flying HELMETS New miiuficture with lightweight suede liniig. lambswogl eir cushions, and chin strap. Made from the finest materials a.ailable . . . . . . . . . $23.95 W/Ear Ptone Adapters Installed ......... $27.95 Sizes: Sml.-med.-lrg.-eilrg.
$
rA Wide vision curved laminated kjiglass Can he worn over glasses. K$turdy lightweight strap. 513 95 IV pr Eitra smoked lenses Vt 00 extra head strap $2.50
AIRFOILS NOW
.FROM EAA
MK3 KRf RAF style siyie goggles. goggle: English ,^fl made with excellent visibility, y\, adjustable center piece. piec $11.50 pr. Extra tinted lenses $4.00. extra headstrap $1.00.
Please write for Free Catalogue.
ACRODUSTER TOO 2-SEATER PLANS $60.00 B R O C H U R E $2.00
Styled after the Navy and Army A2 flight jacket. Both feature warm quilted lining, and knit cuffs and waist bands. The A2
is made of fine leather with
leather
collar.
Navy Style is made of fine goatskin with a Bi-swing back and fur like collar. Satisfaction guaranteed! Sizes 36 to 50, brown only. Navy Style ....$76.95 Sizes 48-50, add $8.00 A2 Style ......$69.95
GLENN BEETS S P E C I A L PLANS S5C.OO B R O C H U R E $5.00
Enclose sufficient amount for postage.
California Residents add 6% sales tax. Please write for Free Catalogue
LOWEST PRICES ON 4130 STEEL - 2024-T3 AL.
SPLIT S. AVIATION
SPRUCE, PLYWOOD, H A R D W A R E , ETC. CATALOG $2.00
15320 Willow Drive I.os Gains. California 95030
90 JANUARY 1975
THEORY OF WING SECTIONS
By Ira H. Abbott and Albert B. Von Doenhoff The best single volume study available on subsonic wing sections. 693 pages include t h e o r y , airfoil ordinates, etc.
$5.50 (Includes
hook rate FROM
EAA
postage)
;
Box 229 HALES CORNERS, WISC. 53130
AIRFOILS
this NPRM that is is hard to predict what the FAA action will be or when it will be. 3. The ELT problem. The FAA recognizes the problem of ELT's giving off false alarms and it will seek authority from Congress to change the present legislation to allow the FAA more discretion on what aircraft should be required to carry these devices. It goes without saying that
By DAVID H. SCOTT, EAA 1004 1346 Connecticut Ave., Suite 915 Washington, D.C. 20036
A 1975 SHOPPING LIST As the New Year starts it might be useful to prepare a "Shopping List" of what we in sport aviation want or do
not want from the FAA and other government agencies in 1975. Not necessarily in order of importance here are
some of the subjects that should be on such a list. 1. Custom Built Aircraft. As this is being written we have until January 6, 1975 to file comments with the FAA on our views on the notice of proposed rule making that would eventually remove homebuilt aircraft from the experimental category and put them in a new custom category. The advantages are that these aircraft would no longer be bound by the restrictions of the present experimental category in regard to flight areas. They still could not carry passengers for hire but original builders could perform all inspections and licensing on the aircraft. Four
years ago this project started out as a simple EAA petition to the FAA to label homebuilt aircraft as custom aircraft rather than experimental. But during the years that the FAA was dragging its feet on this proposal the F-86 accident with the large loss of life in the ice cream parlor off
the end of the runway at the Sacramento airport pushed the FAA into examining the whole subject of experimental
aircraft. The intent of the new NPRM is to take all special kinds of aircraft out of the experimental category except for those that are purely experimental. In addition to custom built there would be exhibition, racing and demonstration aircraft. There already has been some objections to
the new FAA proposal in that detailed builders manuals would be required, the question of who can qualify as a maintenance specialist for custom built aircraft and a question over whether passengers should be prohibited from doing aerobatics in a custom built aircraft.
It will take the FAA several months to study all comments but hopefully some action will be forthcoming by the middle of 1975 2. Size Of Registration Marks. EAA's petition for a reduction in the size of registration marks has been on file with the FAA for over four years. A Notice of Proposed Rule Making was finally published in the Federal Register late in November of 1974. This NPRM includes several objectional features such as the requirement for large numbers under the wing, a speed limitation of 180
knots for aircraft that can use the smaller numbers on the tail and a mandatory change over time of five years after the adoption of the new rules. The FAA philosophy behind this NPRM is that it is still possible to accurately read numbers painted on the side or wing of an airplane when it passes overhead. The FAA says the environmentalists want these large numbers to identify low flying noisy aircraft. And yet every test has proved that it is impossible
to read numbers from an airplane that flies overhead swiftly unless the observer is prepared to know from what direction the airplane will come, the airplane isn't banking and the observer is placed advantageously in relation to the sun. There will probably be so much opposition to
most sport aircraft should not be required to have ELT's. Also the FAA needs to organize a better system of monitoring and searching for bona fide ELT emergency signals.
Since any changes in the ELT law must be made by Congress it will be well into 1975 before the new Congress acts on this one. 4. Registration Fees. The present $25 plus fee on sport aviation aircraft is not fair because it does not take into consideration the extent of use of the aircraft. Aircraft that are flown five to ten hours a year (exhibition aircraft for instance* have to pay the same fee as aircraft
of equivalent weight that may be used for commercial purposes. The law on this should be changed but it will have to await the convening of the new Congress for possible action later on in 1975.
5. Biannual Flight Review. This whole program should be re-evaluated by the FAA. It has encouraged some flight schools to exploit pilots by requiring elaborate and expensive ground courses and dual flight instruction before log books are signed off for the biannual flight review. Fortunately the FAA has agreed to modify its rules to permit pilots flying single place aircraft to be checked by an
observer on the ground. No pilot should be required to be checked by an observer on the ground. No pilot should be required to take dual instruction on an airplane which he
will not fly regularly again except for test purposes. An NPRM was issued on this, in December so action by the FAA should take place by the middle of 1975. On the subject of the biannual flight review itself the
FAA could do more for safety by encouraging pilots to fly more and so become more proficient. All safety investigations and studies show that the low time in type pilot has the highest accident rate. If we all flew more often proficiency would rise. The FAA say they know of no way in which to encourage people to fly. In answer to the question of why not exempt pilots from the biannual flight
review if they have flown a mimimum of possibly 100 hours a year the FAA replies that there is no way to check
on how much a pilot flies and log books can be falsified. This is quite possibly true but the fact remains that pilots who fly frequently are more proficient and have fewer
accidents. 6. Airport Towers. The FAA should reassess its whole program for the commissioning of airport towers at low
activity airports. Many of these towers are completely unnecessary. 7. FSS Reorganization. The FAA is developing a plan
to reorganize the Flight Service Station system with fewer manned facilities and moredo-it-yourselfweatherstations.
No doubt the increased demand for good weather service will create problems that cannot be solved by just adding
more personnel. The most encouraging development is the use of TV weather broadcasts that allow a pilot with an ordinary TV receiver to get a weather briefing without
going to an airport. If this program could be expanded to a nationwide 24 hour a day service it would be a major step in getting up to date weather information to general aviation pilots. 8. Terminal Control Areas. The FAA has gone overboard in designating too many TCA's in areas where the traffic does not warrant them. This whole program could be cut back in many areas with a simpler TCA configuration that would not be such a burden on general aviation aircraft not only from the standpoint of airspace utilization (Continued on Pig* 68)