THE HOMEBUILDER'S
Corn by PAUL H. POBEREZNY
(Photo by Lee Fray)
w,
ITH THE COMING of spring . . . can the challenges of Oshkosh be far behind? I'm sure that with the onset of warmer weather you share with me the desire to get outside again, do some flying and prepare for our annual convention. This month, however, I would like to discuss some matters that hit closer to home for us at EAA Headquarters — for me, my staff and your EAA Board of Directors. The last few months have been most interesting and challenging for me as president of EAA . . . quite a contrast to the early days of the organization. I have long recognized that when EAA grew to a level of national importance in the aviation world, our critics would suddenly multiply in number. It seems to be the nature of things that while one — or an organization — is struggling to succeed, folks are kind and show a willingness to be helpful. But when it appears some success is being achieved, a few of the very people who helped you get there start looking upon you as a "fat cat", as "too big." Those of you who have experienced similar irony in your professions, know the truth . . . the bigger the organization, the bigger the problems. As many of you know, we have spent the past twenty-three years dedicated to the cause of designing, building and flying for fun. The aims and goals of the organization, as far as I am concerned, are the same as when we started in January of 1953. My own thoughts relative to the needs of the movement have not changed since the days of working in my garage building up a clipped wing Taylorcraft. That was 1948. I feel I have learned a great deal from the members of the Experimental Aircraft Association and the many people in government and industry with whom I have had the privilege of working. The guidance of the EAA Board of Directors and the EAA Air Museum Foundations Board of Trustees has been immeasurable. With the growth of our organization, we have attracted aviation enthusiasts of widely diverse interests. Each has a different view of aviation and what it means to him. Each, consequently, has a different opinion as to what EAA should do for him. Trying to respond to such diversity, to be all things to all people, is a challenge, to say the least. I would like to share with the members some of the requests, the advice and criticism we receive at Headquarters. It is my intention to present this material simply to show the many directions in which we are constantly pulled, and not to make light of or be critical of anyone. 1. We receive a great deal of mail from EAA members asking what we are doing about such things as user's fees, ELTs, control towers and air space restrictions. These letters are numerous and require a great deal of time and research on the part of our very small staff. We, nevertheless, attempt to answer each and every request. 2. Many letters are received relative to our annual Convention ranging from requesting special authorization to have private automobiles on the flight line to free admittance for various individuals and/or groups, as well as pilots, aircraft owners. 3. Many comments are received relative to the campsite at Oshkosh, pertaining to fees, the establishment of electrical outlets, the need for more showers, better lighting, evening programs for teenagers, elimination of cats and dogs — or, from others, special facilities for pets — the need for more shade trees, building of such things as a hospital, and other such conveniences. 4. Criticism of the EAA Air Museum Foundation for making drawings available of the EAA Biplane, the Acro Sport and the Pober Pixie in competition with other designers in the country. They feel (Continued on Page 84)
SPORT AVIATION Official Publication of the Experimental Aircraft Association International Inc. An International Non-Profit Organization Dedicated to Aviation Education
VOL. 24
MAY 1975
SPORT AVIATION ASSOCIATION INCORPORATED
NO. 5
Copyright " 1975 by the Experimental Aircraft Assn.. Inc. All rights reserved.
TABLE OF CONTENTS Homebuilder's Corner . . . by Paul Poberezny .......................... 2 Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 The First Plans Built Scale SE-5A Flies . . . by Jack Mickey . . . . . . . . . . . . . . 12 The Impossible Dream . . . by Bill Adams ............................... 15 Gyroplane Performance Calculations and Trends . . . . . . by Martin Hollmann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Book Reviews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Non-Pilots of EAA . . . Especially for You! . . . by Jayne A. Schiek ........ 25 What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Air Racing Workshop . . . by Don Berliner .............................. 28 Push-Pull Tube Uniball Supports . . . by Richard and David Thuss ....... 29 Exhaust Systems . . . by James M. Hill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 The Ultimate Monocoupe . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Plastics For Aircraft Homebuilding . . . by Val Wright.................... 40 Wag-Aero Cuby . . . The Rebirth of a Legend . . . by Jack Cox ........... 41 The Saga of Sopwith Pup N5182 . . . by K. C. D. St. Cyr/en, M.B.E. ....... 48 The Designee Corner . . . by Antoni Bingelis ............................ 60 Which "AN" Bolt Dash Number? . . . by Luther P. Sunderland ........... 63 Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Museum - Headquarters Financial Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Page 37
Page 43
Page 48 Jack Cox
Paul H. Poberezny
Editor-in-Chief
Publisher
Ray Scholler
Assistant Editor
Bonnie Soucy
Bernice Scholler
Advertising Manager
ON THE COVER . . . John McCulloch s "Little Butch." (Photo by Beverly Hyde)
Publication Layout
EAA AVIATION MUSEUM 11311 W. FOREST HOME AVE. FRANKLIN, WISCONSIN 53132 (A MILWAUKEE SUBURB)
Aviation Museum hours of operation are 8:30 to 5:00 on Monday through Friday — Saturday — 8:30 A.M. to 5:00 — Sundays and Holidays — 11:00 to 5:00. It is closed on New Years, Easier, Thanksgiving and Christmas.
EAA AVIATION MUSEUM FOUNDATION, INC. PAUL H. POBEREZNY, DIRECTOR
GEORGE HARDIE, JR., AIRCRAFT AND DISPLAY RESEARCH
SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn , tnc and is published monthly at Hales Corners Wis Second C'ass Postage paid at Random Lake. Wis 53075 and at Hales Corners. Wis 53130 Membership rates are $15.00 ($2000 alter February 1. 1975) per 12 month period of which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY — The Experimental Aircraft Association. Inc. cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will be of help to the majority. ADVERTISING — EAA does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measure can be taken.
Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wls. 53130 SPORT AVIATION 3
ORGANIZATION THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. PRESIDENT PAUL H. POBEREZNY 9711 W. FOREST PARK DRIVE HALES CORNERS. WIS. 53130
VICE-PRESIDENT RAY SCHOLLER 453 FIFTH STREET RANDOM LAKE. WIS. 53075
SECRETARY S. H. SCHMID 2359 LEFEBER AVE. MILWAUKEE. WIS. 53213
TREASURER ARTHUR KILPS 10205 KAY PARKWAY HALES CORNERS, WIS. 53130
DIRECTORS HARRY ZEISLOFT 2069 CRESTLINE DRIVE BURTON, MICH. 48509
GUSTAVE A. LIMBACH 2 EAST PLEASANT LAKE RD. ST. PAUL. MINN 55110
ROBERT J. GYLLENSWAN 1606 RONCEVALLES ROCKFORD. ILL. 61107
RONALD G. SCOTT 1005 COPENHILL DR. WAUKESHA. WIS 53186
R. M PURYEAR 291 MARTIN RD. SANTA CRUZ. CALIF 95060
VAN WHITE BOX 5255 LUBBOCK. TEX. 79417
EAA OF CANADA PRESIDENT
EAA WASHINGTON REPRESENTATIVE
DAVID SCOTT
HERB CUNNINGHAM 16 ACRE HEIGHTS CRESCENT SCARBOROUGH. ONTARIO. CANADA
1346 CONNECTICUT AVE., S.W. WASHINGTON. D. C. 20036 EXECUTIVE VICE PRESIDENT TOM POBEREZNY
S. J WITTMAN BOX 2672 OSHKOSH. WIS. 54901
EAA CHAPTER EXECUTIVE SECRETARY GOLDA COX
BUSINESS MANAGER JERRY STRIGEL
EAA DIVISIONS EXECUTIVE SECRETARY DOROTHY CHASE
EAA INTERNATIONAL OFFICES ARE LOCATED AT 11311 W. FOREST HOME AVENUE, FRANKLIN, WISCONSIN.
A MILWAUKEE SUBURB. THE PHONE NUMBER IS AC 414/425-4860. PLEASE USE EAA'S MAILING ADDRESS FOR ALL MEMBERSHIP, CHAPTER, AND GENERAL CORRESPONDENCE . . . WHICH IS:
EAA, BOX 229, HALES CORNERS, WISCONSIN 53130
EAA AVIATION MUSEUM FOUNDATION, INC. OFFICERS PRESIDENT PAUL H POBEREZNY 9711 W. FOREST PARK DRIVE HALES CORNERS. WIS 53130
SECRETARY DR. LYLE MC CULLOUGH 11222 W FOREST HOME AVE. FRANKLIN. WIS. 53132
VICE-PRESIDENT DAVE JAMESON 4322 BELLHAVEN LANE OSHKOSH. WIS 54901
TRUSTEES JAMES BARTON. 262 CAYUGA AVE.. ELMHURST, ILL. 60126 EVANDER M. BRITT, BOX 458. LUMBERTON. N C 28358 ROBERT H. FERGUS. 3060 OAKRIDGE RD., COLUMBUS. OHIO 43221 JIM C. GORMAN. 1885 MILLSBORO ROAD. MANSFIELD, OHIO 44906 E. E. HILBERT. 8102 LEECH RD., UNION, ILL. 60180 MORTON LESTER. P. 0. BOX 3747. MARTINSVILLE. VA 24112 JOHN PARISH, 209 WEST WARREN. TULLAHOMA. TENN. 37388 ROBERT PURYEAR, 291 MARTIN RD.. SANTA CRUZ, CALIF. 95060
TREASURER THOMAS POBEREZNY 4075 S. 84TH ST. APARTMENT 8 GREENFIELD. WIS 53228
RAY SCHOLLER, 453 FIFTH STREET, RANDOM LAKE. WIS. 53075 RAY STITS. P. O. BOX 3084. RIVERSIDE. CALIF. 92509 DICK STOUFFER, 65 MILLER ROAD, LAKE ZURICH. ILL. 60047 BILL TURNER. 4110 MARSTEN. BELMONT, CALIF 94002 M, C, ' K E L L Y ' VIETS, RR 1. BOX 151. STILWELL. KS. 66085 GAR W. WILLIAMS. JR., 9 S 135 AERO DR., RT. 1, NAPERVILLE. ILL. 60540 HARRY ZEISLOFT, 2069 CRESTLINE DR., BURTON, MICH. 48509
EAA DIVISIONS ADDRESS ALL DIVISION MAIL TO: (NAME OF DIVISION), BOX 229, HALES CORNERS, WISC. 53130
I N T[ * N * T I 0 NAL A E R O B A T I C CLUI
INTERNATIONAL AEROBATIC CLUB, INC.
ANTIQUE AND CLASSIC DIVISION
WARBIRDS AMERICA, INC.
*'*n^ PRESIDENT VERNE JOBST 1910 NORTH ORCHARD BEACH RD. McHENRY, ILL. 60050
PRESIDENT DON PLUMB 765 CHAMPLAIN CR. WINDSOR. ONT., CANADA
PRESIDENT E. E. HILBERT 8102 LEECH RD UNION. ILL. 60180
VICE-PRESIDENT MIKE HEUER 10137 FOREST HOME AVE., APT. 105 HALES CORNERS. WIS. 53130
VICE-PRESIDENT RUDY FRASCA 805 SO. ELM CHAMPAIGN. ILL. 61820
VICE-PRESIDENT J. R NIELANDER. JR. P. O. BOX 2464 FT. LAUDERDALE. FLA. 33303
SECRETARY SHARI JOBST 1910 NORTH ORCHARD BEACH RD. McHENRY, ILL. 60050
SECRETARY LEN TANNER 55 DONAHUE RD. NO. GRANDY, CONN. 06060
SECRETARY RICHARD WAGNER BOX 181 LYONS. WISC. 53148
TREASURER BOB DAVIS 910 WOODLAND DR. WOODSTOCK, ILL. 60098
TREASURER GUNTHER BALZ c/o ROTO FINISH CO. . 3900 MILHAM RD. KALAMAZOO. MICH. 49103
TREASURER GAR W. WILLIAMS. JR. 9 S 135 AERO DR.. RT. 1 NAPERVILLE. ILL. 60540.
4 MAY 1975
Letters To The Editor
Dear Paul: It was with great interest I read Mr Paul Walton's letter in the February 1975 issue of SPORT AVIATION
Dear Paul, Jack and associates: I noticed an item in the "Western Flyer", 2nd issue. Feb 1975, datehned Hales Corners and titled Tailwind in EAA Museum now. It goes on to say that the Tailwind original prototype N5747N which was designed 22 years ago was the first airplane certified under
Federal Government Regulations for Amateur Builts to carry passengers
Now, I hesitate to steal Steve Wittman's thunder, but as Charlie Chan would have said. 'Correction, please." For your information. I built a Pietenpol Air Camper with a French Salmson engine before the War and I had the very last Oregon State Aircraft License, number 23 on it in 1941
In either Sept or Oct. 1946. I am not sure which, the CAA made a rules change providing for Experimental Certification of Amateur Built aircraft for private flying provided they passed a satisfactory visual inspection by a CAA maintenance inspector On April 24, 1947 Inspector Charlie Sleeves
of the Portland GADO inspected and "licensed" my Air Camper and informed me at the time that it was the first one in the U.S to be so certified. On about the first of Sept 1947, I again met Charlie at the airport and after another inspection and look at the log books, he issued another airworthiness certificate which permitted carrying a passenger (not for hire) The first license was good for only six months At the time of relicensmg I had over 10 hours on it and that was all that was required then I did carry passengers in it during 1947 and again in 1949 At the time of original licensing I lived at Salem; the fall of 1947 I moved to Springfield At the time Inspector Harold Lane relicensed it in November 1948. the license was then good for one year
It was last flown in October 1949 I then disassembled it and took it home and later, due to a legal piece of business, lost the parts The last I heard the engine was in Florida There is a picture of my puddle jumper on page 23 of the EAA reprint of the 1932 Modern Mechanic's Flying Manual This picture was taken during
It is certainly too bad he feels the magazine is his only benefit from the EAA Apparently he is not covering the magazine completely as I can recall the accidents claiming three lives being explained quite well in SPORT AVIATION As one who received his license in October 1946 and spent 1948 to 1964 in midget race
cars. I can attest to the fact that cars are no more fun I logged more hospital time than flying time during those 18 years and regret I didn't discover EAA until 1965. Mr Walton has forgotten the EAA is a non-
profit organization and certainly costs have tripled in the last 20 years Lacquer thinner has gone from $52.75 for a 55 gal. drum in June of 1973 to the current rate of $132 00 for a 55 gal. drum, and in just 1Vz years And
Incidentally my painter, who is not a member, applied a little EAA knowhow to a problem he had in his home recently. He had some leaks in his shower onto the bathroom floor He obtained 2 estimates for $60000 and $300.00 and upon my urging, fixed it himself for a cost of $8 00. I guess some trades are money hungry
I notice Mr Walton didn't buy "Flying" magazine until their recent offer, limited, of $499
for a year's subscription. It is certainly too bad he feels another $041.6666 cents a month is too much for an EAA member If ever a
person has missed the message and intent of the EAA he certainly has 'Nuff said
My best to all of you Gray Harmon (EAA 23305 Lifetime) 14944 San Ardo Dr
La Mirada. Calif. 90638 Dear Paul: Thank you for asking this department to participate in your Aerobatic/Air Race Con-
serence on January 28 and 29 I found it very interesting and educational. Again I want to compliment you on the museum which is absolutely spotless.
Keep up the good work! Sincerely yours. George Holey
Deputy Commissioner State of Minnesota
If information I received from several sources years ago is correct, there were 4 of us who flew home made airplanes with Federal Licenses
Department of Aeronautics St Paul. Minn 55107
in 1947 I was the first. George Bogardus of
Becker of Brockton. New York was the third and Ernie Fillinger of Lancaster. California,
fourth Becker and Fillinger are both deceased Bogardus's airplane is a wire braced low wing, single place with 65 Cont. Becker's was a 40 Cont. parasol and Fillinger's was a Prest Baby Pursuit, parasol, with a 3 cyl Lawrence I still hope that sometime I will make it to the Convention Sincerely. Russ Stewart EAA 2924 370 S 42nd St. Springfield, Ore 97477 Dear Paul: Thank you for your personal letter regarding "Project Crossroads With your leadership. I feel confident that my donation will be wisely
and efficiently used on my favonte air museum — the EAA Museum It may also interest you to know that I have
willed everything in my estate that has to do with aviation to the EAA Air Museum Foundation
It was a privilege to be able to participate in such a fine program. Sincerely, Bill Stern 9490 S.W 1116 St. Miami. Fla. 33176
regarding the developing of an air show program and the process of the contacts necessary for that program If you have any such course of action, or if a copy is available through the IAC. would you please forward a copy to me with the privilege of using it for that type of informational service. I will see that it is placed in the hands of those persons who would most likely be sponsoring aviation activities Sincerely, Burrill E Coppernoll Flight Safety Coordinator Illinois Department of Transportation Springfield. III. 62705
how about food!!
May of 1949 on the old Springfield Airport.
Troutdale. Oregon was second, and incidentally, it was entirely due to George's efforts that CAA was persuaded to make the historical rules change which started all this. Arthur
Based on the discussions I heard, one area that we m the Illinois Division of Aeronautics may be able to help would be to help the air show sponsors by giving guidelines to all operators and airport managers in Illinois
Dear Paul: Enclosed is my donation towards "Project
Crossroads." If your financial goal is not met please feel free to solicit an additional donation from myself I would be more than happy to donate again if the need so desires. Being temporarily assigned to Saudi Arabia
inhibits my abilities to actively work with EAA, however. Sport Aviation. Sport Aerobatics and Trade-A-Plane are all great substitutes. Wishing yourself and EAA all the best. Sincerely yours Stan Price. Capt USAF PSO Box 42 APO New York 09616
Dear Mr. Poberezny: It was a privilege for me to attend the recent coordinating program between flying personnel
and the Federal Aviation Administration representatives It is gratifying to feel that general aviation does have the opportunity to have a voice in formulating future FARS Certainly the EAA is fulfilling a great need in sponsoring this report, not only with the sole interest of EAA members alone, but for all
areas of general aviation to be heard It has long been my contention that those claiming to represent general aviation have only given their opinion of what general aviation is thinking and what will supply his needs without actually giving him/her the opportunity to
speak out as individuals. Keep up the good work!
Dear Mr Poberezny: I found the January edition of SPORT AVIATION to be nostalgic for several reasons The first was. of course, the very beautiful homebuilt on the cover Next was the Gee Bee
photograph on page 29 The fence in the background is where I spent many hours watching activity at this, the Springfield Airport When I was very young my grandfather used
to drive me there on Saturday or Sunday to watch the pilots taking people for rides in the Wacos and later Piper Cubs As I grew older I would bicycle there and visit Airman Tech School to observe rebuilding of airplanes.
I never saw the Gee Bee's as I was only 1 year old then but that fence at that airport is where it all began for me I remember two beautiful airplanes on display at the Eastern States Exposition in West Springfield. Mass in the late thirties. They were the MAC-1 and MAC-2. I believe they were racing planes constructed in Springfield also The last time I was in Springfield in 1973 the name Granville Brothers was still legible on the old hangar The rest of the airport is now a shopping
center and only those fond memories remain. Sincerely, Ray B Smith EAA 91112 1265 So Maple 305 Ann Arbor. Mich, 48103 Dear Paul: In the March issue of SPORT AVIATION you
published a letter from a fellow in South Africa who was seeking Luscombe parts. I have answered that letter and given him three possible sources for the parts I also volunteered any other help that might be needed on this end. I am the "Parts File" of the Luscombe Association. I try to maintain a file on used parts owned by individuals which are for sale Any one in need of parts can write me for a quick reply — usually quick anyway — and know if we have any of the needed parts on file. The Luscombe Association has no real function except that we do have a fly-in each year in June at Blakesburg. Iowa. June 21 and 22 this year. We usually have a weekend of very poor and wet weather We are hoping to have
better luck this year. In any case the people at Antique Airfield could not treat us better than they do and we always have a good time there If you care to attend please feel free
to do so. We usually get about 25 Luscombes in attendance even with the bad weather Also feel free to give out my name and address in answer to any inquiries about Luscombe parts or other information We also
publish a newsletter a couple times a year on no regular schedule and we have a $3.00 year membership fee which we try to collect. Thank you. Richard Lawrence 1787 Russell Lincoln Park. Mich. 48146 SPORT AVIATION 5
BACK COVER PAINTING FOR MAY
MUSEUM VOLUNTEERS
This month's back cover painting is by artist Ralph B. Steele (EAA 66037), 5514 Spring Park Drive, Evansville,
Bob Ladd of the EAA Air Museum staff is in charge of the volunteer work program that has been so instrumental in preparing museum displays in past years. During March just over 100 hours of volunteer work was accomplished by Dave Nelson of Racine, Wisconsin; Bob Ladd, Milwaukee; Cliff Gould, Milwaukee; Bob Smith, Franklin, Wisconsin; Jim Stulac, Racine, Wisconsin; Dario Brisighella, Oak Creek, Wisconsin; Chuck Scheffner, New Berlin, Wisconsin; Ken Lane of Elm Grove, Wisconsin and Tom Ruplin of Milwaukee. This volunteer program is a two-way street - the volunteer has the opportunity to learn, free of charge, aircraft construction skills under the one-to-one tutelage of experienced museum personnel, and the museum benefits from their efforts. Far more work is turned out each month than could ever be accomplished by the museum's small full-time staff. Anyone wishing to participate in the program should contact: Bob Ladd, EAA Air Museum, telephone 414425-4860.
Indiana 47711. A number tf his beautiful works grace the walls of the EAA Air Museum, including the Waco UPF-7 featured here. The original is a 32" x 24" painting done in acrylics.
Ralph sets the scene for his painting thusly: "It's late winter, the Waco has reposed alone and inert in its hangar since the first cold weekends last fall. Rolled from the dark winter den into the late winter sun, its pilot
couldn't refuse a local hop even in the chill of a waning winter's day. The rolling hills of Southern Indiana echo to the staccato bark of the Continental as the graceful UPF-7 pulls into circling flight over a landmark of another bygone era. Snow is still on the land, but the sight and sound of an open cockpit biplane moving across the cold blue sky is an early harbinger that the long winter is ending and summer flying is soon to follow. The beauty and functionalism of the biplane is captured here in one of the fine examples from the golden age of general aviation, the Waco UPF-7. The symmetry
of the uplifted wing and curve of meandering stream counter-point each element to communicate the slow, easy flight of the graceful Waco." "GREATS OF AVIATION DAY" AT OSHKOSH '75
Something new will be added as a part of the program for this year's EAA Fly-In Convention in Oshkosh, Wisconsin — a "Greats of Aviation Day." It will be held on Thursday, July 31, with approximately 40 of the people who contributed to the development of aviation in the days prior to World War II in attendance. The complete list of attendees has not been firmed up as of this writing but will include famous pilots, designers, mechanics, publishers, and others who helped to make
aviation great in its adolescent years. We will publish a complete list of the attendees in an upcoming issue of SPORT AVIATION. As a part of the program, a forum will be held in Forums Pavilion 1 from 12:30 to 2:15 that day in addition to a special evening program that night devoted to these famous individuals. It's something you sure won't want to miss — and will make Oshkosh '75 the greatest ever! CANADIAN EAA CONVENTION
The annual EAA of Canada Sport Aviation Convention will be held at Orillia, Ontario on Saturday and Sunday, July 18 and 19, 1975. For further details contact EAAC Headquarters, 16 Acre Heights Cr., Scarborough, Ontario, Canada M1H 2N9. 6 MAY 1975
JOINT EAA-AIAA EXPERIMENTAL AIRCRAFT SYMPOSIUM
The State of Washington Chapters of the Experimental Aircraft Association, Inc. and the Pacific Northwest Section of the American Institute of Aeronautics and Astronautics are sponsoring an experimental aircraft symposium in Seattle, Washington June 28. The symposium will bring aircraft designers and builders together to exchange ideas, experience, and technology. Twenty papers will be presented in parallel and joint sessions. Subjects will vary from high technology air foil sections, to new homebuilt aircraft, to innovative new design concepts and to restoration of antique aircraft. Such well known experimental aircraft personalities as Jim Bede, Pete Bowers, Burt Rutan and Molt Taylor will present papers in person or be represented. In addition to technical paper presentations, a concurrent series of flight films will be shown and a static display of experimental aircraft will be tied down adjacent to the auditorium on Boeing Field. Pre-registration is requested to assist in symposium planning. Pre-registration information and further symposium details can be obtained by requesting a symposium brochure. Write to "Symposium", 120 Mt. Olympus Drive, S.W., Issaquah, Washington 98027. Preregistration is three dollars. An additional nine dollars at registration bring all symposium privileges, including lunch and a copy of the proceedings. If pre-registration is not accomplished, the total symposium fee is fifteen dollars. Proceedings income will be donated to the EAA Air Museum Foundation and the Pacific Northwest Aviation Historical Foundation.
BUTTERFIELD RESIGNATION
As widely predicted, Alexander Butterfield resigned as FAA Administrator on March 31, 1975. Although he reluctantly but indelibly carved his niche in history as the man who revealed the existence of the Nixon tapes, Alexander Butterfield was also, from the EAA standpoint, a good Administrator. During his short tenure with FAA, he led delegations to the 1973 and 1974 EAA Conventions at Oshkosh and came to Hales Corners on several
occasions to participate in Listening Sessions and sport aviation related conferences. Further, he made it a top level policy to invite EAA participation in FAA meetings and conferences in Washington and other points across the nation on an equal basis with other users of the
country's airspace. He made himself totally acessible to the EAA leadership at any time a problem arose that needed immediate top level attention. All this . . . despite the fact that by his own admission, Mr. Butterfield knew virtually nothing of sport/general aviation when he assumed office. In retrospect, it is difficult to imagine an administrator making a more determined effort to understand the problems of those diverse factions of the aviation world he tried to serve. Everyone in aviation and, we suspect, the majority of
the general public realize that Alex Butterfield has resigned his post due to the exigencies of the political situation that have existed in Washington for the past few years . . . and the nation is worse off for it. EAA Headquarters will, of course, attempt to establish the same level of cooperation with whomever is named as the new Adminstrator. Meanwhile, we wish Alexander Butterfield the very best in his future endeavors. NEW ASSISTANT ADMINISTRATOR
Allan Landolt was sworn in as Assistant Administrator
for General Aviation on Wednesday, March 26. This is a popular appointment as Mr. Landolt has wide support in the general aviation community. He comes to Washington from the Illinois Department of Aeronautics of which he was the Director. ATLANTA TCA EXPANSION
The FAA has adopted new boundaries for the Terminal Control Area at Atlanta. These changes are important
because they very well may forecast future modifications of all other TCAs. The Atlanta TCA has had another circular layer of airspace added to the top of the existing
"wedding cake." It comprises a circular section 35 miles in radius and extends upward from 8,000 to 12,500 ft. MSL. This new circular section, known as Area E, sits
on top of the old TCA which had a radius of 20 miles and extended up to 8,000 ft. The new configuration will be tested for a year and if proven successful, no doubt will be adopted for all other TCA's to give positive control for all jets operating from the surface of major terminals to cruising altitudes.
The FCC recommends that purchasers of airborne receivers make sure that the set has been designed in accordance with Radio Technical Commission for Aeronautics' paper DO-157 which contains recommendations concerning receiver rejection of unwanted signals. NEW CHART PRICES
The Government Printing Office and the National Ocean Survey have just announced that Sectional charts and WACs will be increased in price from the present
$1.15 to $1.85. TCAs go from $1.00 to $1.85 and the Wall Planning Chart goes from $2.30 to $4.00. Looks like the government is trying its best to get out of the business, eh? CAMPER RENTALS
The Appleton Area Chamber of Commerce has provided EAA Headquarters with a list of addresses of firms
in the Oshkosh/Appleton/Neenah area from which EAA Convention goers can rent campers during Oshkosh '75.
They are: A to Z Rental Center, 301 Main St., Neenah, Wis. 54956, 414/722-6141. Pete's Camping Center, 810 Ducharme St., Kaukauna, Wis. 54130, 414/766-3123. Quinnette's In Morrison, Rt. 2, Greenleaf, Wis. 54126, 414/864-2412. Rolling Wheels, Inc., 2340 North Lake St., Neenah, Wis. 54956 (Motor Homes Only), 414/739-4339. SWEEPSTAKES PRIZE ADDITION
Tom Poberezny, EAA Executive Vice President, has been informed by the Pennzoil Company that five cases
of oil are being donated to add to the prizes to be awarded in the EAA Air Museum Sweepstakes (see March SPORT AVIATION for Sweepstakes details). CLASSIC PRE-REGISTRATION
As in past years, notice is hereby given of the need for pre-registration of Classic aircraft in order to park
in the Antique-Classic display area. EAA defines Classic aircraft as factory-built aircraft of any nation constructed not less than 20 and not more than 30 years ago. Preregistration is necessary due to the large number of aircraft in this age category. To pre-register your Classic, write Gar W. Williams, Jr., 9 S. 135 Aero Dr., Rt. 1, Naperville, 111. 60540, giving him your complete mailing address, airplane type and N-number. Include a stamped, self-addressed envelope with your request. Due to the limited space available, owners of "show" quality aircraft ONLY are requested to pre-register for Classic parking. Owners of Antique and Classic aircraft are advised that a new EAA campground is being constructed just
west of the Antique-Classic parking area at Oshkosh — just across the street, in fact — and a new access road and gate connecting the two areas will be provided.
Therefore, no camping will be allowed in the aircraft p a r k i n g / d i s p l a y areas. Owners have the option of camping across the street in the new campground or parking their aircraft in the aircraft camping area on
INTERMODULATION PRODUCTS
The Federal Communication Commission has a notice in the Federal Register this week calling attention to interference in air/ground VHF communications caused by intermodulation products. These are spurious signals picked up by VHF receivers that can be caused by two powerful FM and/or AM stations that create intermodulation products in certain geographical areas, radiating signals produced by two dissimilar metals touching each other and design characteristics of certain solid state aircraft receivers.
the north side of the field. Valid criticism from show aircraft owners has prompted this move — cited are instances of campfires under airplane wings, use of gasoline lanterns, etc, that could result in the loss of valuable aircraft and, possibly, lives.
NEW FAA CONTROL TOWER
The latest control tower to be commissioned by FAA is located at Lebanon, New Hampshire . . . population 9,725. SPORT AVIATION 7
AVIEN AVGAS GUIDE
A series of pocketsize booklets is now available listing almost all U.S. airports (alphabetically, by states) with the availability and price of 80 and 100 octane aviation gasoline. A notation is also made to indicate if a restaurant is located on the airport and restaurants located within 14 mile, or if a courtesy car is available. Called Avien's Avgas Guide, the booklets are printed in three editions, Central, Eastern and Western. Each is published four times a year. Subscription rates are $10.00
per year for one edition, $15.00 for two editions and $20.00 for all three. Write Avien Co., P.O. Box 12088, Wichita, Kansas 67212. THE WASHINGTON SCENE
Hearings are being held in Washington on the renewal of the Airport Development Aid Program (ADAP) which expires June 30, 1975. The Ford Administration
initially made it known that it would propose to Congress the renewal of ADAP with certain additions such as $5 and $10 "departure fees" at airports with FAA towers and offering radar service, plus the use of trust fund monies for day to day operation of the FAA. This created an instant furor, however, causing the Administration
to back off somewhat, dropping the "departure" fees in favor of raising the present 7c per gallon federal aviation
gasoline tax to 15c. In early April the House Public Works and Transportation Committee Subcommittee on Aviation held hearings
is a classic example of governmental meddling in the economy creating more problems than it solves. By singling out boating, snowmobiling and non-commercial
flying for ruinous taxation, H.R. 5005 runs completely counter to one of the most significant trends in today's economy . . . the rising importance of recreation as an
industry. It comes as a shock to most Americans to learn that, according to U.S. Interior Department figures, in 1974 we spent more money on recreation than on national
defense expenditures . . . $105 billion, in fact. This is more than the total income of the nation's farmers or
the profits of the nation's corporations. It surprises citizens to learn that some 4 million U.S. jobs are now recreation based . . . that's an estimated 1 in every 20 jobs. And the trend is growing. About 40 million Americans receive three week vacations and the four day work week is proliferating. There's nothing unexpected in all this, however. Economists and political
scientists have been predicting for decades that the U.S. would eventually move to an economy based more on service industries and less on arms production and heavy industry. In simple terms, what we are seeing, in
part, is a flooding of the work force by persons employed in the space-related industry in its glory days in the 60s and a winding down of the nation's war machinery as a result of our pull out in Indo-China. Where will these
people work? Certainly not in the auto plants or the homebuilding trades. Most will have to be absorbed into
on ADAP renewal. David Scott testifed in behalf of EAA, pointing out that present and proposed new taxes are
new and growing industries . . . such as recreation. It becomes painfully obvious that Representative Ull-
inequitable because they make "no distinction . . . between aircraft that are used for recreational purposes and that
man's bill would be a devastating blow to the economy
do not use the (airway) system from aircraft that are
used for business and commercial purposes and therefore generate income for their owners and operators." David will also testify before the Senate Committee on Commerce when ADAP is up for discussion there. He was most cordially received by the House Committee members and was asked a number of questions that showed interest in and knowledge of EAA and sport
aviation activities. One of the questions concerned contributions to aviation made by the hombuilding movement. David cited the Wittman landing gears, the conversion of automobile engines for aircraft use and
Burt Rutan's work in developing a stall/spin-proof airplane. Action on ADAP is expected before the June 30 deadline.
On another front, Representative Al U l l m a n of Oregon, Chairman of the House Ways and Means Committee, has introduced a bill entitled the "Energy Conservation and Conversion Act of 1975 (H.R. 5005)." This is a far-ranging energy conservation plan for the nation that, among other things, would attempt to restrict
the use of gasoline by all non-commercial users — in automobiles, boats, snowmobiles and airplanes. Any other use of gasoline obtained at a gasoline station (for motorcycles, lawn mowers, garden tractors, chain saws, etc.) would come under the rules imposed on "automotive" fuel use. U l l m a n proposes an energy tax according to the following schedule: From 1-1-76 through 3-31-77 — 7c per gallon From 4-1-77 through 3-31-78 — 15c per gallon From 4-1-78 through 3-31-79 — 22c per gallon From 4-1-79 through 3-31-80 — 30c per gallon After 3-31-80 — 37c per gallon Further, a 20^ tax on new general aviation aircraft and accessories is included in the bill. EAA Headquarters believes that this bill, while a wellmeant attempt to conserve our nation's energy resources, 8 MAY 1975
in general by virtue of its crushing effect on the recreation industry. Sport aviation is a part of the nation's recreation — a very small part — but would suffer along with everyone else. We are not saying, of course, that fuel conservation should be ignored, but, rather, that we think Rep. Ullman's tax schedule is too extreme. It makes little sense to conserve energy on one hand while in doing so creating further economic chaos in other areas. A more moderate path to achieving conservation of gasoline is necessary — one that treats all users equitably and threatens the very existence of none. Recreation may be a luxury . . . but it is one the U.S. economy can no longer afford to do without. As usual, get out those pens and write your Senators and Congressmen asking that they oppose the provisions of H.R. 5005 that would tax motorized recreation out of existence. The addresses are: For Senators: Honorable (Senator's Name) Senate Office Building Washington, D.C. 20510 For Representatives: Honorable (Rep.'s Name) House Office Building Washington, D.C. 20515 And while you are at it, talk to your neighbors and friends who operate boats, snowmobiles, motorcycles, etc. — this will effect them every bit as much as it will us. Ten to one they have never heard of H.R. 5005. MEDICAL COVERAGE PLANNED FOR FLY-IN
Dr. Marion Wagnon, EAA 816, is requesting his fellow
physicians attending the 1975 EAA Fly-In at Oshkosh, Wis. to register with him for emergency service on any of the days July 29 through August 4. A schedule will be prepared to afford the doctor as much freedom as possible, probably being on call only a half day during the entire Fly-In. He will be provided with a telephone pager and a golf cart to provide mobility.
It is not the intention to provide a "free clinic" but rather emergency care for the thousands of members and guests attending. Doctors available for this service should contact Dr. M. C. Wagnon, 4335 SE 15, Del City, Oklahoma 73115. Complete details will be sent. CHANGE OF ADDRESS
When you move to a new residence, please write EAA as soon as you know your new mailing address so as to avoid missing an issue of SPORT AVIATION. Keep in
mind that SPORT AVIATION is NOT forwardable. When you notify EAA of your change of address,
(Photo by Molt Taylor)
Molt Taylor's Limbach VW powered Mini-IMF.
please include your EAA number as this will greatly
speed up the processing of your records. Some members seem to have the impression that if they notify their local post office of their change of address, the post office, in turn, somehow contacts all mailers. It doesn't work that way . . . honest! You must write each and every person, magazine, company, etc. you correspond with or have subscriptions with INDIVIDUALLY informing them of your change of address.
AND NOW THEY FLY!
The past week has brought all sorts of reports of new homebuilts making their initial flights. Items: Molt Taylor's Mini-IMF flew for the first time on
March 27 and was so successful that over 20 flights were made that day! Molt was ecstatic over the plane's handling. He says the inverted V tail works perfectly
(Photo Courtesy Emmett Tally III)
The Tally-Birdman TL-1.
and his new NASA air foil is a real wonder. We will have the full story with lots of pictures next month. Jerry Kibler (EAA 70640) of Los Angeles has built a stretched BD-5 powered by a Honda Civic auto engine.
The first flight was on April 14. More details next month. Skyjacker II (see February 1975 SPORT AVIATION, page 28), Ralph Sawyer's all wing, low aspect ratio
design flew on March 15, 1975 at Mojave, California. Control response was excellent in all axes — so a 200 Lycoming and a constant speed prop are being installed to replace the Lycoming GPU used in initial tests. Pictures
and details to follow. In Florida, Emmett Tally III (EAA 58965) of Daytona Beach is flying a super ultra light design called the Tally-Birdman TL-1 that weighs just 100 pounds. It is
powered by a 15 horsepower engine and has a 30 foot wingspan. Emmett has promised us a story for SPORT AVIATION.
with Dynel and epoxy on the other. Nevertheless, Wicks is contacting all their past customers advising them of the
contents of Appendix B and asking that builders coat the inside of their turtle decks with epoxy. Further, Wicks is, effective immediately, changing their polyurethane foam inventory over from the common green insulation
foam to a brown flame retardant foam. This brown foam has a kindling temperature of 1150 degrees as opposed to 600 degrees for the green foam. Wicks Organ officials are to be commended for this action.
OPPORTUNITY FOR IMMORTALITY
. . . well, maybe not for immortality but for the life of
the recipient of the benefits of a donation. No greater appreciation could any person have than to find a comfort station when nature is trying its best to embarrass him. Remember standing in line at the little buildings made popular by Humorist Chic Sales? When EAA got the
PLASTIC FOAM BULLETIN
Wicks Organ Company of Highland, Illinois has contacted EAA Headquarters with the news that they
have received information from the Society of Plastics Engineers, Inc., 656 W. Putnam Ave., Greenwich, Conn. 06830 that affects builders of aircraft that incorporate rigid plastic foam in their structure. The Society's Appendix B warns that a fire hazard exists with the use of some fully exposed foams. Their recommendation is that all exposed surfaces be coated with a layer of epoxy resin. Wicks Organ officials say that in the case of the KR-1 and KR-2, the only exposed area of foam is the underside of the turtle deck. The remainder of the foam on the aircraft is glued to wood on one side and is sealed
proposal for the rental and servicing of these units for the 1975 Oshkosh, Wis. Fly-In all humor was gone — $35,000.00! After considerable discussion of this delicate subject, Ray Stits, a trustee of the EAA Air Museum Foundation, suggested that an opportunity be given to interested people to purchase a unit at the cost of $240 for a brand new one. The donor will have his or her name inscribed for posterity on the door of the building. His suggestion was immediately taken up by members
of the board and since the meeting 24 units have been purchased by board members and other dedicated EAA members. A check in the above amount made out to the EAA Air Museum Foundation is tax deductible. Steve Wittman said, "Now I have an airport and a building named after me!" SPORT AVIATION 9
•••^•^^H
PROJECT -tfBpq«b CROSSROADS ^^1
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Project Crossroads has now reached a total of $101,483.75. Following is a list, in order of receipt, of donors whose gifts were received between February 20 and March 23, 1975. Donationsreceived prior to this period were listed in earlier issues of SPORT AVIATION. Joel K. Caulton West Trenton, NJ
Ethel M. Dzik Milwaukee, Wl Ron Nickerson Omaha, NE J. L. Rheaume Montreal, Quebec CANADA
Gerald H. Hamer Peru, IL
George L. Parsons Sheridan, WY
James E. Reeder, Jr. Sioux City, IA
J. E. Riley Comox, B.C. CANADA
Sterling Roberton
David R. Rogers
Ft. Luptun, CO
Key Largo, FL
Joe Rogers Rogersville, TN David C. Sager Thousand Oaks, CA
Greg Schoenherr Oak Park, Ml Don W. Shackelford Marlow, OK
W. A. Shelton Gardena, CA Fred N. Schroyer Statesboro, GA Edward Simmons
Wayne, NJ Richard L Smart
Harper Woods, Ml Albert H. Smith, Jr. Waukegan, IL Richard C. Welch
Grand Prairie, TX Paul DiMascio Boyertown, PA Paul E. Josif Akron, OH
Erbing H. Mahoney
Seattle, WA Davis Meltzer Royersford, PA A. W. Pannell Guthrie, OK Larry V. Rider Colorado Springs, CO
John R. Riemer Plantation, FL
Santiago F. Rodriguez Santa Ana, CA Daniel L. Rush Stevensville, MD Edward Saylor Polk, NE
Ken Schinzing Naperville, IL Warren Schuhknecht
Benton Harbor, Ml B. J. Schultz Glenolden, PA Edward Seversen Scandinavia, Wl Robert J. Shaw
Peachtree City, GA Eugene Shenly Columbia, SC Roger R. Sindt Rochester. MN
Charles J. Slottje Rantoul, IL A. G. Smart Espanola, NM Dick Smart
Verden, OK Robert F. Smith Woodland, IL Louis W. Burke R. Pleasant, NJ EAA CHAPTER 30 Phoenix, AZ John M. Estevez White Plains, MD James H. Hall Rockford. IL 10 MAY 1975
Joseph J. Ross Mt. Prospect, IL
Michael J. Rush Hampton, NH
Robert P. Ryan Dayton, OH Artur W. Schmeling Sylmar, CA
W. G. Schneider Hulmeville, PA
Charles M. Schwertz San Antonio, TX John R. Scoville
Rochester, NY John C. Seeland Placentia, CA Alien R. Semb Fairfax. VA
Loyal M. Siegel Green Bay, Wl Fred G. Sindlinger Puyallup, WA Gerald Skelding Milwaukee, Wl Dwight Skelton Watsonville, CA C. G. Smith Neches, TX James U. Smith, Jr. Louisville, KY Lewis A. Smith Stockton, CA
Wallace K. Snead Sterling, IL Philip A. Spade Gwinn, Ml A. Stark Wolkoff
Shawnee Mission, KS Ray Koogler
Lyndhurst, OH D. W. Richards Little Rock, AR
Emil Rozdeba Wynyard, Sask. CANADA
R. E. Schenck Portland, IN Lawrence Schuessler Milwaukee, Wl Francis R. Schwartz San Francisco, CA Bill Shepherd New Orleans, LA Jimmie J. Shewmaker Bedford, TX Dent C. Shoup Emlenton, PA Marvin L Simpson, Jr.
Chester, VA Michael Slutzky Hunter, NY Ebward E. Smith Jackson, MS 1. F. Smith West Chicago, IL L 0. Smith Arlington. Heights, IL Stanley K. Smith Reading, PA
Wilbur Smith
Bloomington, IL Roger Davenport Hubertus, Wl Donald D. Mott Las Vegas, NV John R. McGuire Reno, NV James B. Narrin Grand Blanc, Ml Frank L Reed, Jr.
No. Wilbraham, MA Robert E. Schopp Rochester, MN
Keith Smith Anchorage, AK
Lester H. Smith, Jr. Nashville, TN Walter C. Sorensen, Jr. Bellevue, WA Howard Stacey
Racine, Wl James 0. Farrow Millersville, MD James Green Brodhead, Wl James A. Hoak Stockbridge, GA Leo A. Kuehl Clarkfield, MN Albert E. Meader Palos Verdes Estates, CA Norm Park Juneau, AK
Donald Rice, Jr. Madelia, MN William A. Riddell Pensacola, FL Don Rietzke Aitkin. MN Charles Schumacher Wayzata, MN
George D. Shaver Glenarm, MD William F. Simpson AL
Truman Smith Ponca City, OK Stanton Hobby Shop, Inc. Chicago, IL Stew Lyon Atlanta, GA Kent J. Mickelson Ogden, UT M. D. McCoy
Columbus, OH Franklin Rush Lancaster, CA John Senko Lomita, CA
Stanley E. Shulman Suffern, NY Raymond Shutts Bartonville, IL Joseph F. Sikora Antigo, Wl William J. Singletary Blacksburg, VA P. S. Skidmore Stockbridge, GA Bernard L. Smith Lansing, Ml Ronald E. Sorenson Scottsdale, AZ John H. Spencer Oakland, MD Gordon Springborg Lansing, Ml Jack Springer
Sandusky, OH Robert E. Stanton Westland, Ml
Alois M. Stech Friend, NE Tammy Doane Avon Park, FL James E. feeny Corapolis, PA
Sanders V. Hudson, Jr. Black Mountain, NC Roger M. Jarmon Peoria, IL David H. larson Portland, Or
Clyde L. Marrinan, Jr. Sandy, UT Robert A. Metzgar San Jose, CA Stanley R. wroddick Burbank, CA
Steve Steinmetz Rockford. IL
Thomas Stenmo Hatton, ND
Egon Sorensen
Glencoe, IL D. K. Stevens St. Joseph, MO
Clinton, CT William Southwick Shelter Island Heights, NY
David L Strand Madison, Wl
Owen Bigham Yorktown, IN
Charles R. Pederson Austin, MN
Dale C. Sizer Minneapolis, MN Charles S. Smith
Rockmart, GA
Allentown, PA
Raymond A. Smith
Russell M. Schuetze Waukesha, Wl
Milwaukee, Wl Claude 0. Specht
Jerry Schweitzer
Woodruff, Wl P. H. Spencer Sun Valley, CA
Bedford, IA Warren, Ml John Shykula
Calgary, Alberta CANADA Don Simmons
St. John's, Newfoundland
Edgar A. Spruce, Jr. Nome, AK
L H. Stamp Moline. IL Richard Stark Seattle, WA
CANADA Don P. Simons Youngstown, OH
John B. Steele
Robert D. Small Sunnyvale, CA George S. Smith Dayton, OH
Miami, FL Bob Stolte Mt. Shasta. CA EAA CHAPTER 27 Milford, CT
James J. Southern Beaumont, TX In Memory of: Francis A. Spisak Warren, OH David Springman
Tomah, Wl H. J. Staal
Grane Rapids, Ml Olin C. Stanfield Omaha, NE Nick Stanich Brunswick, OH Glynn L. Stanley
Merrillville, IN Bill Stern
Donald McGough Downers Grove, IL
Robert B. Peebler Portland, OR Robert B. Pittelkow Coral Springs, FL
George Richter Kensington, CT
Robert J. Rickard Linden, wwl
J. B. Sabal Pittsburgh, PA
Maurice G. Scheider
Chucota, FL Leo F. Stoll Cudahy, WIQ
Bel Air, MD Milo Schindler
Norbert T. Okoniewski
Terrel L. Stern Staples, MN
Utica, Ml John Pennington Weiser, ID
Josephine Richardson Decatur, IN John R. Roberts
Littleton, CO Thomas J. Roch Addison, IL Richard A. Rogers Dayton. OH Raymond T. Rose Hasbrouck Heights, NJ Walt Russell BOONE, CO Rob Scogin College Park, GA Walter Seely Tigaro, OR Robert L Severson Elk Grove Village, IL
Lee Sewell Rapford, NC wtom Sibbald Pacific Grove, CA James Skinner Grand Ridge, IL Donald E. Smith Huntsville, AL Robert B. Smith Balboa Island, CA Johann Sonner Chapel Hill, NC Robert W. Stahl Ft. Wayne. IN E. F. Stanlev Lisle, IL Bill Statler Northridge, CA
Arthur R. Sessi Waltham, MA
Robert P. Stephens
Maurice A. Scheirer
Nick 0. Seraphinoff
John S. Schifferer Escondido, CA
Rapid City, SD Lynn Stevenson Rockford, IL Lawrence W. Stewart Alburquerque, NM Keith A. Storm
Springfield, Ml D. Kirk Stretton
Galesburg, Ml Lynn E. Strub Mayville, Wl
Eugene J. Strzyzewski Milwaukee. Wl
Charles Stuart Goodells, Ml Roy K. Stuart Angola, IN Vernon Sudbeck Hartington, NE Louis Sullenberger DeLand, FL Arthur J. Bujnowski Huntington, NY Oren & June Cooley Amarillo, TX Edwin H. Daniels Darien, Wl Michael Morabito Morristown, PA Alien L. Miller El Paso, TX Don Parks Houston, TX Larry Remillard Shell Lake, Wl Raymon Ross, Jr. Birmingham, AL James P. Rybarczyk Lansing, IL
Philip M. Stephenson Winter Park, FL Harold R. Stevenson Sea Cliff, NY William A. Still
Chattanooga, TN Don Stits Riverside, CA
Charles E. Swain Beaver Dam, Wl Airtex Products A. T. Street Fallsington, PA
Donald B. Eide Shakopee, MN Roger 0. Pierson Minneapolis, MN
Joseph Radoci Baltimore, MD Harold J. Schwend Overland Park, KS Richard F. Stiles
Morrisville, VT William H. Stokes Midland, Ml Richard L Stone Upper Montclair, NJ
E. 0. Street, Jr. Sylmar, CA
Michael J. Strok Edgewater, MD William G. Stromblad Oak Harbor, WA Thomas L Strong
Gettysburg, PA Ed Sunila Brooklyn, NY Bernard J. Surette Damacus, MD Neal R. Sutherland Birmingttiam, Ml Bret J. Sutton Albion, Ml
Robert C. Swenson Alexandria, MN Nobu Tanabe Burnsville, MN
Maurice Tannehill New York, NY Kenneth Tanner Port Byron, NY William H. Tarbox Clarendon Hills, IL EAA CHAPTER 30 Watertown. Wl P. Richard Coughlin
Syracuse, NY Frank P. Morgan Whitesburg, GA Walter Richardson
Bellaire, TX I. W. Sauer Santa Ana, CA Harry J. Scholey Scarboro, Ontario CANADA
Walter R. Sereth Los Angles, CA John G. Shipman Duncan, OK George Slomian Rockford, IL Lawrence Snow Boylston, MA Ernest W. Snyder Las Vegas, NV Lester C. Speck Comanche, TX Robert K. Stahlberger Tenafly, NJ Donald M. Stone Los Angeles, CA Robert Straight Anchorage, AK William Strand Chicago, IL Peter Taber Revere, MA
Dennis M. Tack Tustm, CA
Ryan B. Seals
P. A. Taipale
David W. Shoup Caseville. Ml
Bellevue, WA Steve Takas San Antonio, TX Charles V. Taylor Pamona, CA Joe D. Taylor Oak Forest. IL Francis J. Tebo Argonne, IL
Ocean Springs. MS Lawrence D. Smith Fountain Valley. CA Robert Sodman. Jr. Lansmg. Ml James Strickland Arlington, TX
James M. Sullivan Gallbrook, CA
Donald H Teske
Paul Switzer
Manitowoc, Wl Ernest J. White No. Dartmouth, MA Al Mam Sioux Falls, SD C. M. Phillips Corona, CA Carl Ritter Muscatme, IA Bob N. Scholl Lane, KS M. E. Simpson Tempe, AZ
Diablo, CA Edward P. Szurek Minneapolis. MN James H. Thomas Edmonds. WA Charles C. Thompson Ft. Devens, MA Errol Thompson Washington. DC James D. Thompson Browns Mills. NJ Barrett Tillman Athena. OR
Sidney J. Stiber
Arthur E. Traub
Shelter Island, NV Erwin E. Stockwell Orange, MA Adam B. Strausner
So. Elgin, IL Craig W. Vetter Ranfoul. IL Ctiarles A. Christensen Redford. TWP, Ml Bernard Kriesel Trempealeau, Wl
Middletown. MD Richard B. Strawn Fruitland, ID Ronald J. Stromberg
Woodland Hills, CA Russ Swanson Cheney, WA Edgar W. Symons Sheridan. WY Bernard R. Sypmewski West Palm Beach, FL Charles M. Tenney, Jr. Boston. MA Frank H. Theis
Milwaukee, Wl Duncan M. Toll Greenwich, CT D. L. Freeman Manassas. VA Robert S. Kratzer Allentown, PA Sam ShimoveU
Arnold W. Lathrop Fulton. NY
Ed Lugo
Rio Piedieas
PUERTO RICO
Donald E. Morton Denver. CO Northwest Flyer, Inc. Tacoma. WA
Stanley M. Owen Franklin Square, NY Wm. J. Peacock Springfield. VA
Jeanne B. Piper Ft. Myers, FL
Harold Penwell
Hermosa Beach. CA
Al Richardson Gales Ferry, CT Richard W. Schmid! Appleton, Wl
Henry S. Proescher, Jr. Norfolk, VA J. D. Roeder Congress. AZ
John B. Schncker Prior Lake. MN Noton F. Smithson Virginia Beach. VA
Douglas Spears Vero Beach. FL Phineas Sprague Proutx Neck. ME Robert N. Strong Arlington, TX Leslie Swanson Dunlap, II Richard Swenson
Milwaukee. Wl John D. Taylor
Hank K. Shaw
Santa Barbara. CA James Soltis Seattle. WA Donald Steever Millville. NJ
Mr. & Mrs. Larry C. Hager
Robert L Scott
Dick Strong
Roy McDaniel
Saddle River. NJ Aubrey Shelton Columbia. TN Ronald D. Snell Fairfax. IA Jim Stanton Canastota, NY George W. Strotlter Churchton. MD Donald A. Swan. Jr. San Leandra. CA Wm. M. Sweeney
Sunnyvale. CA J. F. Sundermeyer Toledo. OH H. C. "Red" Thorman Piano. TX Robert L Trinque
Polo. IL Daniel W. Scott South Bend. IN Wm. M. Slater
Halifax. MA
Duxbury. MA
H. C. True Cincinnati. OH
Joseph J. Vilcek Chicago. IL E. J. Sampson Concord. MA
Fred J. Thompson APO San Francisco. CA Gary K. Thompson Chattaroy, WV
Ralf D. Schaaf
A. J. Testa Long Beach. CA Edgar E. Thomas. Jr. San Diego. CA
Richard B. Toepper
B. K. Thompson
Bob Trew Garden Grove. CA George E. Tucker Lexmgton Park. MD Harold W. Tucker
John L Stored Camp Hill, PA Edward Swearingen Park Forest. IL Donald E. Swift Stafford Springs. CT Stanley Tonkin Naperville. IL W. C. Tunderman Tampa. FL Jack A. VanPaepeghem Meridan. ID Donald R Voland Mequon. Wl H. V. Vulganott Williams. IA
Sunnyvate. CA R. J. Teliczan, Sr.
Mascoutah, IL
Cleveland, OH W. Duffy Thompson Lakeland, FL Thomas Thomson Iron Mountain, Ml W. V. Thorm
West Bend, Wl John W. Thorp Sun Valley. CA Michael A. litre Arlington Heights. IL John C. Townsend Enid, OK Ernest L. Trent Somerset. PA George Ulnckson Ishpeming, Ml
EAA CHAPTER 178 Hopkins. MN Arthur H. Griffiths Annandale. VA
Pt. Ludlow, WA John G. Toothman Kmgmont, WV
George AFB, CA EAA CHAPTER 313
Wakarusa. KS
Gideon J. Hagood Newport News. VA
Charles R. Kimball So. Charleston, OH
Tacoma, WA J. A. Shields
Jackson, NJ
Joseph Koneck
Donald C. Wagner
Chicora. PA Donald N. Qualkinbush Silver Spring, MD J. E. Schmcker Mediapolis, IA
Tulsa, OK James R. Wagner Foster City, CA Tom C. Waldrop
Bennmgton, VT
Wilmington, DE
Robert W. Tannenhill Fountain Valley, CA James D. Thomas
Cleveland Heights, OH Stanley D. Thomas San Antonio, TX Benjamin W. Tompkms
Greenfield. IN Byron E. Trent So. Dayton, R Oscar Turja Lively. Ontario CANADA Morris L. Turner
Felton, DE V. A Ulen Morristown, MN
Carl C. VanderLinden New Sarpy, LA Kirk J. Vanderziel Hanford. CA L Kent VanMeter St. Paul, MN Owen VanPietersom Menomonee Falls, Wl Gary & Sarah Vostry Canoga Park. CA Van Earl Waggoner Dubuque. IA
Paul Wahl Teaneck. NJ Melvm R. Williams SINGAPORE
Grapevine, TX
Bellbrook. OH Joe Sonk Southfield. Ml
Paul Sowles Pleasantville, PA Richard Spivey Loris. SC Leon Strock, Jr. Columbia, SC E. C. Tallman Verona, NY Louis H. Taulman
Needles, CA Charles A. Taylor, Sr. Grand Blanc, Ml Richard C. Thorp SJiamokin. PA
Charles W. Thompson Bnstol, Wl Thomas L. Thunnell Minneapolis, MN David S. Thurston Libertyville, IL Ed Too) Madison, Wl
Wes Todd Oconomowoc, Wl Milton Tomaske
Lake Geneva. Wl Larry Trexler Ithaca. Ml
Louis A. Brown Raytown, MO Bill Mason Mill Valley. CA George Purifoy Gibsoma, PA
James S. Ricklefs San Carlos, CA Russell A. Salton Williamson, WV
Bruce H. Schroeder Milwaukie, OR
(Photo by Lee Fray)
Projects awaiting restoration. SPORT AVIATION \\
Which way to Oshkosh?
The First Plans Built Scale SE-5A Flies Jack Hickey, EAA 38234 596 Van Buren
St. Paul, Minn. 55103
12 MAY 1975
A,
.FTER SEEING THE front cover of SPORT AVIATION featuring Gogi Gogillot's scale SE-5A, I knew what my next and sixth homebuilt project would be — an SE-5A in four-fifths scale and realistic enough to tickle anyone's fancy — especially mine. I've long been a World War I nut. Off went $50.00 (now $60.00) for a set of Gogillot's plans and I might mention that it is the best set of drawings I've seen yet. They are very clear, very precise and very easy to read. I started building the day after I received the plans and one and one half years later was ready (oh, yeah?) to fly. We wheeled her out to the airport and then the problems started. Final engine installation was the big problem along with brakes, crossed magneto wires and rigging the wings. So many of the little problems that only a homebuilder can appreciate. There is no way I can thank my many friends from the area and our Chapter 54 in St. Paul for the help and advice and the work that they so generously offered me through the next six months in getting ready for the first flight. The weight and balance turned into a nightmare for me and Gus Limbach, who was to test fly the airplane, as we kept getting a rearward CG figure. The actual weight check indicated we were 8" too far aft from the indicated center of gravity point on the plans. Finally, Gus and I called Gogi in Richmond, B.C., Canada. We explained our predicament to Gogi and he said he would check it out. Gogi called back the next day and said there was a typing error in the manual. The manual said the CG was 1%" ahead of the leading edge of the lower wing.
He then said to look for a CG of about 10'/2 to 13" behind the leading edge. Gus still wasn't satisfied with this figure because in checking it out with the M.A.C., this seemed to be a very rearward CG location. It calculated that with a full load of fuel, our CG was about 28^ of the mean chord, and with an empty tank, at 31'/2^ of the mean chord. We apparently, however, were within the limits of the original two flying airplanes, so we did feel that since those airplanes were able to fly safely in Vancouver and
to Oshkosh and back that we should be able to fly my little airplane.
Anyway, the day finally arrived when Bill Stewart of the Minneapolis GADO office, arrived and proceeded to have me remove all the fairings, inspection plates and cowlings. He inspected the airplane like I've never seen anyone inspect before with a few recommendations
(18 of them). Although none were of a serious nature, they were time consuming and he finally issued a permit for a test flight down the runway. You can bet your last dime that Bill was satisfied and that made me feel better. Bill Stewart and the Minneapolis GADO office have my deepest respect for the work they do. After Gus and half the members of the St. Paul Chapter 54 (over 80% of
was taxiing her faster and faster and I was becoming really nervous. My heart would jump as high as the wheels as he bounced over the rough spots on the grass part of the airport and I was really getting a thrill out of this airplane ready to be airborne. Gus taxied back and indicated he wanted to try a run down that runway because he was having trouble getting the tail up in the air, even with full forward stick, and he couldn't determine
whether it was the mechanical weight of the wheels being too far forward or whether it was the rearward center of gravity problem we had calculated. As he started down the runway, the engine spluttered and was obviously not putting forth full power as it kept cutting out. All of a
sudden, the airplane went steeply into the air for possibly 20 to 30 feet and it came down hard on the wheels — bounced once and settled in. We all started to run over to check and see what happened, however, Gus turned around and went back up the runway again to give it another try. The next time, it came down the runway,
very gently lifted a few feet into the air and settled back to the runway very nicely and I was the proudest man in the state of Minnesota. We ran up to Gus and seeing that the wheels and axle had taken a new angle as a result
of the first very hard landing, we decided to stop the rest
our Chapter have projects either completed or in the works) gave the airplane a pre-flight and a final once-over,
of the taxi tests until we could check it over more closely.
we took it out for taxi tests. The static run-up seemed to check all right, although the brakes seemed to be a little shy. When Gus tried to see how the airplane would slow down from a good rolling speed, he pushed too hard on
Gus was amazed to see the bent axle because the good shock absorbing system did not indicate to him in the cockpit that landing had been that hard. A similar situation arose at Oshkosh when a very
the left brake pedal and the motorcycle cable broke under
experienced pilot dropped it in a little too hard and he had
his heavy foot. Taxi tests on the grass also indicated that under acceleration, the engine would tend to cut out. The
to be told the next day that the axle had bent as a result. I decided then, that as soon as I could, I was going to put
fuel tank is not high enough above the carburetor to
give us sufficient head and it was agreed that I would put a fuel pump on her before the actual test flight came. Gus
(Photo by Ted Koston)
Mission accomplished!! Jack Mickey's Irish SE-5A at Oshkosh 74.
SPORT AVIATION 13
a heavier axle on than the plans called for. Gus told me that he had pulled the power off after the airplane was going down the runway with the engine sputtering and was to pull the stick back from the full forward position he was holding, for the roll-out, and as soon as he did
grill. We tightened up and improved the baffling around the engine — cut holes in the side of the cowling but we didn't cure the problem until we had a 6" deep louver to the lower bottom of the cowl to provide a greater area of exit for the air. Gus ran it through a series of stalls (and scared me to
this, the airplane suddenly took to the air. At this point,
death when I saw him doing what I thought were very
he was about out of airspeed and out of horsepower and there was not enough elevator action to get the nose
steep wingovers in the airplane) and generally proved
down quickly which is why she just dropped in. We set
He did not try to spin it with the rearward CG condition but reported that with the new horizontal stabilizer position, there was adequate control at the stall to get the nose down immediately. We then began with some other pilots, to start to put time on it because we wanted to go to Oshkosh. All 50 hours were run-off in two weeks with the help of Roger Westerberg, Julie Steichen, Glenn Gouseman and Len Couder. I was sick that I was not able to fly it myself but I feel very fortunate to have such good friends who are willing to help me get this airplane to Oshkosh. It was Saturday night at the beginning of the Convention at 6:00 p.m. when Bill Stewart of the Minneapolis GADO office came in on his day off to give a final check and to issue an airworthiness certificate. At last, we were able to fly to Oshkosh on Sunday morning to
giving no signs of going to lift off. His natural reaction
about putting on a fuel pump and readjusting the horizontal stabilizers. We put V4" of spacers to lift the leading edge of the horizontal stabilizer and dropped the trailing edge Vs". We hooked up the fuel pump and were ready to run more tests. Bill Stewart wanted to be there for the real flight and we were embarrassed to find that we couldn't get the fuel pump working properly. Bill agreed that as long as he could see the airplane fly a few feet in the air satisfactorily and under control down the runway, he would give us permission to continue the work we had to do and to fly it over the weekend. This we were able to do with no incidents and we got the papers signed for testing. With the fuel pump operating properly, Gus set out to run a couple of circles around the field and then fly it
about 10 miles away to another airport at Lake Elmo where I had a hangar. When he lifted off, he seemed to climb into the air and start his left turn and just kept hanging in there with the left wing down. We noticed
the airplane wasn't climbing and was flying in an unusual manner. After he finally straightened out and started to climb a little further up in the traffic pattern, we noticed that the rest of the turns were very flat and Gus came in immediately to land and taxi right back to the hangar. It seemed that after he got in the air and started to make his turns, he required both his hands to pick up the left wing. He had down aileron on the left side and the wing was still not coming up until he got his second arm into it. He was also somewhat bothered by the little wind screen up front of him flattening down
in the breeze leaving his head and face exposed. At another time this might have been more annoying than on this particular flight. As it was, it probably helped keep him cool. When Gus got out, the first thing he did was walk about 30 feet to the front of the airplane and look back. From that distance, we could see what none of us had thought to look for. As Gus said, "When we built model airplanes, the first thing we did was to hold it out at arm's length and take a look at the wings and tail surfaces to see if they lined up square and properly and if they had a semblance of good rigging." From 30 feet away, we could see that the trailing edge of the right upper wing was considerably lower than the trailing edge of the left wing. The lower wing seemed to be pretty much in line. A measurement of the gap indicated that the trailing edges of the left wings were %" more
that the airplane had no unusual characteristics at all.
show off my pretty Irish airplane.
My particular thanks to Roger Westerberg, who took over the testing after Gus and made a series of performance charts and helped in the final rigging of the airplane. He further flew it to Oshkosh and back so that it could be seen by the troops at the Convention. I also
want to thank Julie Steichen for her stint. She had to take a bus clear across town and then walk for a couple of miles to get to the airport and without her, we never would have made it to Oshkosh. PERFORMANCE: This airplane lifts off at about 35 mph and climbs out at about 60 mph indicated. The climb is about 350 feet per minute and the cruise is in the neighborhood of 80 mph. It has no bad habits whatsoever, I mean, none. This is the concensus of all of us who have flown it. Everyone says she flies like a J-3 Cub except the rate of descent is very high. Power is required on approach and then just gently bleed off the power as she settles. The stall speed is low and apparently it settles so fast because the drag is so great. To maintain proper gliding speed, you have to keep a pretty good nose down altitude. Someday I'm going to learn to fly but right now I'll build another airplane — maybe another SE-5 with an Olds F-85 and when that one is ready to fly, I'm going to try to con Gus into testing it and when he says it's okay, I'm going to fly the next one!
than the gap at the trailing edge of the right wings. This
was evidently a part of his problem. Another part that Gus felt was contributing was that the ailerons had no
gap covers and were losing a lot of effectiveness, so it was back to the tool box to re-rig the airplane and put the cloth gap covers on. With proper rigging, the airplane flew nicely around the pattern at Fleming Airport and Gus took off for
Lake Elmo. I followed as fast as I could in the pickup truck. When I got there, Gus informed me that another condition that we were worried about was proving to be true. The engine was overheating and we were going to have to improve the baffling. We began the process of elimination, and first blanked off all the air under the engine from going into the accessory section from the 14 MAY 1975
(Photo Courtesy Author)
Builder Jack Mickey gives test pilot Gus Limbach a prop.
(Photo Courtesy of Bell Tel Co.. Bob Frett)
THE IMPOSSIBLE DREAM Bill Adams I EAA 51011) 16746 S. Euans South Holland, III. 60473
A little "Cheesecake" for the Bell Telephone Co. magazine photographer and reporter. At the time we rechecked our fittings and extended the center-section leading edge to a slight point to pick up the line from the wing leading edges. Ed Rafacz is framed in the wing tips.
thinking in terms of buying materials in bulk quantities for a better price, they wanted to hold a meeting to
formalize the project. A notice was placed in Chapter 15's Newsletter that anyone interested in this project would meet in the Chapter's Library immediately after the March
\y SHKOSH 1972 — "Say, Dick, that's a sharp looking airplane comin' in, what is it?"
1973 meeting with starter money in hand. Twelve disciples showed up and the Dream began to
"Looks like Stolp's new V-STAR, John. Shore is purty."
look more like a nightmare. The twelve disciples became the V-STAR BUILDERS with Lloyd Turner as the Treasurer. All members would be required to join the Chicago Area Sports Aviation Association, which is composed of
"After looking this over, Dick, I like it more and more. I think I'll build one. I've gotta '65' that will fit real nice."
"I'll tell you what, John, you sell me that extra '65' you've got and I'll build one with you!"
"YOU'RE ON!" And so began one of the most ambitious projects within EAA. After that inauspicious beginning, Dick Fry and John Zimmerman mentioned their plans to a few other Chapter 15 members and before the week was out, 3 or 4 others joined in, figuring that they could all take part in constructing the jigs so the same could be used by all. Returning home from Oshkosh, Dickie-bird and Big Bad John weren't too sure who was definitely going to be involved in the project and since they were now
dedicated EAA members who pay monthly dues to support and maintain the Chapter's meeting room, shop, astroport and hangars. Most of the construction work would take place in our own shop and final assembly in our own hangar — all located at Lewis-Lockport Airport in Lockport, 111. (We also have our own coffee pot and all are welcome to stop in to see us and our project on any
weekend.) Another meeting was held with Mark Foose of B & F Aircraft, Oak Lawn, 111. (who has given us immeasurable engineering advice and assistance), and $1600.00 was SPORT AVIATION 15
spent on 4130 steel tubing. "A small step forward for mankind, a giant leap for the V-STAR BUILDERS!" That just about blew the bankroll and it was time for another assessment. The hard facts of life were learned in a hurry. Even buying in bulk, at a saving, aircraft materials are expensive. This was May of 1973. When the work was no sooner started, it had to be delayed as we readied the building and area for our second annual fly-in breakfast. Chuck Bradford, our expert Wood-Butcher, took charge of the jig making and eventually the basic wing construction and the Impossible Dream began to shape up. In the meantime, Dick Wunderlich, President of the Rotorcraft Chapter No. 447-3R, that also meets in our building, had an excellent suggestion. He is the Industrial Arts Shop Teacher at the local high school and suggested that we take the evening welding class about to begin and weld up our airframes in school under his expert supervision. About 6 members complied and in a few months, all 12 basic airframes, tail feathers, gears and struts, were welded, oiled and stored.
(Photo by Bill Adams)
Left to Right — Ed O'Connor, Dick Fry, Lloyd Turner, Bill Adams and Chuck Bradford, utilizing Chapter 15's meeting room for wing construction. It's WARMER than
the shop and we clean up before the second Friday of the month.
(Photo by Bob Deutsch)
Left to Right — Jerry Hrdy, John Zimmerman, and Ken Patrick proudly posing with 2 V-Stars on the Gear. Three other BASIC fuselages are leaning against Chapter 15's Shopand Meeting Building.Seven morearestored inside.
(Photo by Bill Adams)
Lloyd Turner and Ed O'Connor hold the elevator and horizontal stabilizer which are complete, including the finish coat of blue trim.
(Photo by Bill Adams)
(Photo by Bill Adams)
V-Star No. 1, slightly further along in this interior closeup. Note the odd shaped fuel tank between the toes and Helen Fry's kitchen chair. If you want a seat for your homebuilt, "Go to Helen Fry!" 16 MAY 1975
Ken Patrick showing two of his children how to shape a piece of foam and fuel-proof it with epoxy to act as a support for the aluminum cover sheet. Hardly visible, are two more full length epoxy coated strips of foam for additional lightweight supports. The leading and trailing edge of the center-section are covered with foam, Dynel and epoxy.
(Photo by Bill Adams)
It fits like a glove — 'STRONG LIKE BULL!"
(Photo by Bill Adams) (Well, it's my camera and I'd like to be immortalized on film, too!)
Bill Adams fitting the cowl over the fuselage fuel tank. In the background are 3 wings complete to the white finish coat and the 4th getting its final check.
(Photo by Bill Adams)
Left to Right — Lloyd Turner, Dick Fry and Jerry Hrdy discussing the windshield retainer. In the background, can be seen a second fuselage and a multitude of tail feathers.. The aft section of the fuselage has a strip of white where the N number will be masked in and then all will be sprayed blue.
(Photo by Bill Adams)
"You see fellas, a long control stick gives you leverage!" From left to right — Ed O'Connor, Bill Adams, Lloyd Turner and Chuck Bradford with Dick Fry in the cockpit.
(Photo by Bill Adams)
Dick Fry "On the Gear!" "Let's see now, that's 12 fuselages, 12 verticals, 12 rudders, 12 horizontals, 12 elevators, 24 struts, 24 gear legs, and 6 wings . . . we need another 42 wings, guys!" (Along with a few thousand miscellaneous smaller parts.)
(Photo by Bob Deutsch)
Ken Patrick fitting tubing into the V-Star rudder jig.
Looks like a "4130 cigar" salvaged from the scrap bin. SPORT AVIATION 17
By now, as in any group project, problems were developing. Some of the fellows just couldn't devote the time to the project and another was transferred out of state. The group purchased their shares, since there was
a waiting list of other chapter members wanting in, and held another meeting. It was decided to keep the first V-STAR as a group owned airplane, so that we could all have something to fly until the individually owned airplanes were finished. That way, we could also better evaluate the performance of the little 65 hp Continental before committing ourselves to an engine. Us Healthy guys are considering 90 to 100 hp as a more practical size. The other two shares were readily sold at cost to chapter members who were fairly certain they would be able to devote the time and money to the project and who were thought to be compatible with the group as a whole. No consideration was given to individual talent or ability as a prerequisite at any time. For myself and most of the others in the project, this
was to be an educational affair. Without the support of the all-knowledgeable and talented group, most of us
Layout and art by Bob Deutsch and Bill Adams
An inspiration to us all! — Chapter 15's new patch.
would probably never attempt to build an airplane. As
a nucleus, we have Dick Fry, Chapter 15's President, Designee, powerplant mechanic, 20 years of Navy and Reserve A & E, builder of a Bushby Midget Mustang and Private Pilot (for at least 100 years, if all of his
stories can be believed). I've already mentioned ex-cabinet maker, Grumpy Bradford, T-Craft Pilot Extraordinare, and his partner, John Zimmerman, who has completed a
Jodel F-ll-3. A couple of good fabric men. Also, there is Ken Patrick with a commercial pilot rating and alot of general all-around ability and effort. He has probably spent the most time on the project and is scheduled to get the next airplane completed. Jerry McGinnis has an instructors rating, is an electrical engineer and a pretty fair welder. Bill Lockman also has an instructors rating
and is a machinist — and when paired off with Jerry, a first rate engine mount builder. Lloyd Turner is a private pilot, parts maker and has stories enough to keep an aviation historian on his toes. Jerry Hrdy, a private pilot
with a 172 in his garage and a runway in his backyard was born with a welding torch in his hand. Ed Rafacz, student pilot, is a first rate welder and his son Eddie is learning to do both. Ed O'Connor is a private pilot with a flair for both wood and fabric. Dennis Costello, commercial pilot and industrial arts teacher, is our expert at fabricating control assemblies. And, finally, Bill Adams is a private pilot who somehow became the foam, epoxy, and Dynel specialist. Actually everybody does a little of everything, with some more expert at it than others. It is, however, a large
pool of talent and knowledge and therein lies the real benefit of a group project within the Chapter. The camaraderie developed over the last two years is also not to be denied. Most of these fellows were only acquaintances before, now we're good friends. It's a closeness we would like to retain, so we decided to develop a group insignia that would somehow project our true image. Since the V-STAR seemed to be designed to fly
through forests, the comment often heard from us builders was, "STRONG LIKE BULL." We spend a lot of our time "Shooting the Bull" . . . many of us smoke cigars . . . we're a group, something like a squadron. How about the "Bull Squadron" with a capital B and S? A cigar smoking, dumb looking bull, complete with pilot's cap and our Chapter 15's wings? For a slogan, "E Pluribus Toro", that famous Latin quotation, loosely translated, "All for the Bull" or "The Bull for Many!" Other Chapter members liked it and wanted emblems for their planes also, so it has now become the Chapter member's emblem. Now that the origin and history of the V-STAR BUILDERS has been covered, you may be interested in 18 MAY 1975
the modifications we have made thus far. Other than
correcting several errors in the plans, we purchased fiber-glass turtle-decks from Rattray of Beloit, Wisconsin. Time saved, money spent — but a beautiful rendition of the "Stolp Curve." Many changes were made in the wings. Rather than Vs" ribs w i t h capstrip, we used 3 /is" plywood with
lightening holes enlarged and omitted the capstrips. "Strong like Bull!" Instead of aluminum formed trailing edge, oval steel tube was used and brackets were welded to it ... much easier to get that "Stolp Curve" that way. The leading edge of the wings were built up a la "Rand Method", cutting, fitting and glueing 1" foam panels with Elmers Glue-All, sanding to a fine finish,
and covered with Dynel and epoxy. The aileron wells at the rear of the wing were treated in a like manner as were the ailerons, themselves. All was then covered with Irish linen in the traditional method — 1 coat of fungicide/ dope, 2 coats of clear dope, 8 coats of aluminum dope, 4 coats of white or blue finish coat and trim. Hoo-Boy, Strong like Bull! Since the center section has a sheet of aluminum covering the fuel tank, we did it a little different. We dispensed with the plywood cover and paid closer attention to the sanding finish of the foam and squeegeed on several lighter coats of epoxy over the Dynel, sanding between each coat. The final epoxy coat was wet sanded to a smooth finish and then sprayed with aluminum dope
and finish dope. The trailing edge of the center section was treated in the same manner, so that it could better withstand the extra abuse it might get from pilot entry and exit from the cockpit. The control system is as per plans, except on the elevator control rod. In order to reduce the potential fatigue factor, we placed a piece of Teflon around it about halfway, to act as a vibration dampener. As of this writing, the cowling and engine are going in place and patterns pulled of all aluminum sheet for the next 11 modified V-STARS. With a lot of luck and perseverance, we hope to have No. 1 ready to fly by May 18, 1975 at our annual fly-in breakfast at Lewis-Lockport Airport, Lockport, 111. We may even have two of them flying at the 15th Annual Lockport Air Show and Fly-In (formerly Joliet Air Show) on September 6 and 7, 1975. Since this air show will be on our home field, we'll be able to place the others on static display, showing the various stages of construction. Be there and see for your-
self _ "THE IMPOSSIBLE DREAM", coming true and just maybe, we can help nudge you into fulfilling your own dream!
GYROPLANE PERFORMANCE CALCULATIONS AND TRENDS By Martin Hollmann (EAA 77760) 7917 Vista B ilia Court Cupertino, California 95014
WELL DESIGNED gyroplane is one which best meets one's requirements. Unfortunately, meeting one set of requirements usually violates or conflicts with another set such that a compromise which best meets all requirements must be achieved. For example, it is desirable to keep the structural weight down. Obviously, a large rotor is heavier than a small one and a compromise between diameter and rotor weight may be necessary. Other trade parameters that affect gyroplane perfo"mance must also be carefully selected and sized such that a good overall design is achieved. The purpose of this report is to show the theoretical performance trends that can be expected for varying disc loading, power loading, solidity ratio, rotor blade pitch, rotor blade twist, and rotor blade airfoil selection such that a proper selection of design parameters can be made for an efficient gyroplane design. The performance evaluations are made from the thrust power available and power required curves from which minimum and maximum speed, speed for best range, speed for best endurance, and maximum rate of climb can be calculated. All power curves are established for a gyroplane having as baseline parameters a gross weight of 1,000 pounds, a power loading of 10.0 Ibs./hp, a disc loading of 1.8 lbs./ sq. ft., a rotor solidity ratio of 0.035, and effective blade pitch of 2 degrees, and a NACA 8-H-12 smooth airfoil. Although a computer program was set up and utilized to establish the shown curves, a simplified method which allows easy hand calculation and utilizes charts is presented such that the performance characteristics of any gyroplane with a constant chord, constant airfoil section, no twist rotor blades and a two blade propeller can be quickly estimated by the reader. Before proceeding a definition of the terms with corresponding units, common to rotary wing aircraft and used herein, are given. BN = number of rotor blades c = rotor blade chord, ft.
Crj = parasite drag coefficient CL = rotor lift coefficient d = propeller diameter, ft. D = drag, lbs. DL = disc loading; aircraft weight divided by rotor disc area, lbs./sq. ft. HP = engine power, horsepower L = rotor lift, lbs.
N = propeller speed, rpm PL = power loading; aircraft weight divided by engine power, lbs./hp P av = thrust power available, hp Preq = power required, hp R = rotor disc radius, ft. ROC = rate of climb, ft./min. S = airframe projected frontal area, sq. ft. T = propeller thrust, lbs. TAFC = thrust available for climb, lbs. WT = aircraft weight, lbs. v = airspeed, ft./sec. V = airspeed, mph 9 - blade-section pitch angle; angle between line of zero lift of blade section and plane perpendicular to axis of no feathering, rad. It should be noted that for non-symmetric airfoil sections, the line of zero lift is not parallel to the plane perpendicular to the axis of no feathering. For example, for the NACA 8-H-12 airfoil the line of zero lift is 1.5 degrees below the plane, so that if the blade pitch is set at 2 degrees above the plane, the total blade pitch is 3.5 degrees. M
rotor tip speed ratio
a
solidity ratio; total rotor blade area divided by rotor disc area
S2
rotor speed, rad/sec.
The two most important design variables affecting performance are disc loading and power loading. It is recognized from Fig. 1 that low disc loading (large diameter rotors) do not affect maximum speed appreciably. However, m i n i m u m speed is lowered significantly. While for decreased power loading (large horsepower) the minimum speed is changed only slightly and the maximum speed is increased considerably as demonstrated in Fig. 2. The difference between the power available and power required is power available for climb and it is recognized that both a low disc loading and low power loading are needed for good rates of climb. It should also be noted that the speed for best range is not affected by varying power loading. However, for increased disc loading, the speed for best range and best endurance is increased. The speed for best endurance is found by drawing a straight line thru the origin and tangent to the power required curve as demonstrated in Fig. 2. The tangent point at which the line touches the power required curve is the speed for best range. The speed for best endurance is the lowest point on the power required curve. SPORT AVIATION 19
off. Less power and time is required to prespin a "jump start" rotor that operates at a lower speed. A method for calculating rotor speed is presented at the end of this report and the interested reader can verify the changes in rotor speed with changing solidity ratio. •Power Required
Increasing rotor blade pitch as shown in Fig. 4 decreases minimum speed, increases maximum speed, and increases power available for climb. The largest blade pitch angle at which a given rotor can be operated should be used. For most ultra light gyroplanes which utilize hand starting, the maximum blade pitch is dictated by the angle which allows hand starting of the rotor.
Speed for Best Endurance
40
100
60
Airspeed, mph Fig. 1. Power Curves for Various Disc Loadings
60 80 100 Airspeed, mph Fig. 2. Power Curves for Various Power Loadings
80 90 Airspeed, mph Fig. 4. Power Curves for Various Blade Pitch Settings
Fig. 3 shows that by increasing the rotor solidity ratio the minimum speed is decreased and the power available for climb is increased. Since the solidity ratio is defined as,
a = BNx C IT x R
(1)
It is recognized that, for a given rotor radius, the solidity ratio can be increased by either increasing the blade chord or increasing the number of blades. Increasing the solidity ratio reduces rotor speed which is of great advantage for gyroplanes designed for "jump start" take-
Some controversy exists over what type of rotor blade twist (positive or negative) should be used on gyroplane rotor blades. This is probably due to the positively twisted blades on one of the pre-war gyroplanes for which the tip angle was larger than the root angle. However, in Fig. 5 it is shown that a small increase in performance can be achieved by 8 to 12 degrees negative twist. Because of the additional complexity of manufacturing twisted blades, the small increase in performance does not seem to justify their use at this time.
Blade Twist -8° and -12°
50 0^30
40
50
60
70
80
Airspeed, mph
Fig. 3. Power Curves for Various Solidity Ratios 20 MAY 1975
90
60
70
80
90
Airspeed, mph
Fig. 5. Power Curves for Various Blade Twist for an Effective Blade Pitch of Two Degrees
Considerable performance gains can be made by selecting a NACA 8-H-12 airfoil with a smooth blade contour over a NACA 8-H-12 airfoil with a rough contour as seen in Fig. 6. A smooth contour is one which is defined as having accurate leading edge contours and smooth, rigid surfaces, such as used on closely toleranced metal rotor blades.
Substitute the static thrust coefficient and the appropriate values into Eq. (3) to find the static thrust,
T_
H P x 33,000 x 0.9 Nxd
=
(3)
The flight thrust as a function of airspeed is found
by determining ,_,
NACA 23012 Smooth NACA 8-h-12 Rough
from Eq. (4),
v/Cp
Power Required
= 1.237 V l
(4)
H P x 10
1.00
v
0
X
X.
X
0.80
4.0
50 60 Airspeed, mph Fig. 6. Power Curves for Different Airfoils
T/T
N
\ X
a
X
0.60
An easy hand method for calculating gyroplane performance is now given. The Hamilton Standard Method of Reference 1 is simplified such that the calculation of propeller thrust for varying forward speed can be made. It is assumed that a two bladed propeller with an activity
^
^>
\
1.0
Fig. 8.
factor of 118, a thickness ratio of 0.10, a Clark Y airfoil, a tip speed range of 800 to 925 ft./sec., an airframe body diameter to propeller diameter ratio of 0.65, and a blade pitch angle at 75 percent radius of less than 14 degrees
are used for all calculations. The steps necessary for determining the thrust power available are given first. P_ For a given air density ratio, p
4.0
Variation of Thrust Ratio with Airspeed
T XV
av
(5)
550
Utilizing the method described by Gessow and Myers
of Reference 2 the rotor performance is now determined
(2)
in a similar manner. By definition, the rotor lift coefficient is,
0 For standard air at sea level,
3.0
Next, the flight thrust to static thrust ratio is found
power, and propeller diameter, the propeller coefficient, C', is calculated from,
'--
2.0
x
from Fig. 8 and the flight thrust is calculated as the product of the thrust ratio and static thrust. The thrust power available is calculated from Eq. (5).
, engine speed, engine
3.325 X 10 1 0 xHP
Xx
s~\
P
~jT = 1.0. From Fig.
_
WT 1/2 pv 2 TrR 2
0
(6)
7 determine the static thrust coefficient. 3.6 5J.2
i, 2.8
2.0
O
Q
rTI I 0
\\
Where/ 0 is the mass air density of air which for sea level is 0.002378 slugs/cu. ft. From Eq. (1) the blade solidity ratio is calculated and the lift coefficient to solidity
v\
C
ratio,
L , is determined. For a given blade pitch, 0 , —— Q
and for
—— , the rotor profile drag-lift ratio, [ —- j
and tip speed ratio, fj., are found from Fig. 9. The rotor
\
speed can now be estimated by assuming a control axis
tilt less than 10 degrees such that,
"x ^^.
_ "
^-~- "——
Fig. 7.
0.02 0.04 0.06 0.08 0.1 0.12 O.U 0.16
=
Effective Power Coeff., C Variation of Static Thrust Coeff. with Effective Power Coeff. for a Two Bladed Propeller
y MR
SPORT AVIATION 21
For a specific airframe configuration, S x CQ js
selected from Table 1 and the parasite drag is calculated as,
D
= 1/2 pv
S x CD
(11)
D
(12)
The total aircraft drag is,
D
D
L
r
p
The power required can now be calculated as,
Dx v req 0.1 Fig,
9.
0.2 0.4. 0.6 0.8 1. 2. Lift Coeff. /Solidity, C±
6.
8. 10. 15.
And the rate of climb is determined from the thrust
available for climb, TAFC, as shown by Eq. (14),
Rotor Profile Drag/Lift
ROC =
According to Gessow and Myers the rotor induced drag-lift ratio,
( — I
(13)
500
60 x T A F C x v WT
(14)
, can be assumed equal to,
\ L /j
Where the thrust available for climb is given as.
CL T~
L/.
TAFC - T - D
(8)
(15)
And the total rotor drag-lift ratio is, The thrust power available and power required are
/JJ\
liJ r
=
/D\
liJ o
+
plotted as a function of airspeed on a graph and the maxi-
/D)
I L/.
(9)
mum, minimum speeds, speed for best range and speed for best endurance are found as described previously. An example utilizing Eqs. (1) thru (15) for a 1800 lb. gyroplane is now presented. The other required design parameters for this gyroplane are,
(10)
Engine power: . . . . . . . . . . . . . . . . . . . 180 HP at 2800 rpm Propeller: . . . . . . . . . . . . . . . . . . . 6 ft. diameter, two bladed
The total rotor drag is calculated from Eq. (10).
D
r =
x WT
Rotor: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 blades D i a m e t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 feet Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 inches Blade pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 degrees Airframe drag: Same as McCulIoch J-2, S x CQ = 10.1
The airframe parasite drag is one of the more difficult parameters to determine. Usually wind tunnel test data is necessary to find the drag for a specific airframe configuration. However, for the sake of preliminary calculations, the product of projected frontal area, S, and parasite drag coefficient, Cp, for various existing gyroplane airframes, from corresponding known maximum
speeds, have been calculated and recorded in Table 1.
TABLE 1.
S X CD FOR VARIOUS AIRFRAMES SxCD
T, lbs
180
700
470
85
72
250
185.3
58.3
6.9
750
100
85
375
251.3
79.3
6.8
Sportster HA -2
1100
90
130
501
350
120
11.1
McCulIoch J-2
1550
110
180
700
470
162
10.1
Wt, lbs
Air and Space Model 18-A
1800
110
Bensen B-8M
500
Barnett J-4B
22 MAY 1975
HP
T
D , lbs
s • lbs
max mph
Aircraft
158.6
10.0
Ma ximum Sp eed
UO
—T_
/-
^
Substituting the appropriate parameters into Eqs. (1) thru (13) and utilizing Figs. 7, 8 and 9, the thrust power available and power required are calculated for various airspeeds as shown in Table 2 and plotted as
120
80
shown in Fig. 10. From Fig. 10 the maximum airspeed
is 110 mph, the minimum airspeed is 28 mph, the speed for best range is 65 mph, the speed for best endurance is 40 mph. From Eqs. (14) and (15) the rate of climb at 80 mph is 634 ft./min.
/^
100
M nimiim S; Deed
g-60
X -4r ^
/
,X _ i^-^^^
/""
I 20
x
X
"\
/
/
^x
^k^V
Sp«>ed i'or :Best Rai
H H
Sp<»ed ror Best End uran ce
/- ^ 0
10
V, mph
v ft. /sec. v/S
T T
s
T
Pav
C
^L L
30
(-)
33.5
-
64.3 0.457
8.4
0.10
0.114
560
89.6 0.203
3.7
20
29.3
0.45
0.93
651
34.7 1.83
40
58.7
0.91
0.86
602
60
88
1.36
0.80
50
u;r
(-) I(-} L ' O \L\
a
40
60
70
80
90 100
110
Airspeed, mph Power Curves for the 1800 pound Gyroplane
Fig. 10. J
20
D
r
D
P
D
P
req.
-
-
-
-
0.214
385
42
427
45.6
0.09
0.051 0.141 254
94
348
55.7
0.46
-
80
117.3
1.82
0.75
525
112.0 0.114
2.1
0.08
0.029 0.109 196
167
363
77.4
100
146.7
2.27
0.67
469
125.1 0.074
1.4
0.74
0.019 0.093 167
259
426
113.6
120
176
2.73
0.64
448
143.4
0.93 0.73
0.013
375
530
169.5
0.051
Caution should be used in using the proper units. For example, airspeed in the propeller thrust equation is in mph, and for rotor performance is in ft./sec. Also when making performance calculations for different density altitudes, the drop in engine hp must be considered. This drop varies from engine to engine and is not included in this discussion. A detailed description of the assumptions made are given in References 1 and 2 and the more ambitious reader should consult these references. The foregoing calculations can be carried out for all gyroplanes and the trends shown in Figs. 1 through 6 apply to all gyroplanes. When selecting and sizing design parameters for a specific design the following summary of conclusions based on this study should be considered. • A combination of low disc loading and low power loading are required for good overall performance • Low power loading and airframe streamlining assures high maximum speed • Low disc loading assures low minimum speed • Changes in solidity ratio have moderate effects on performance. However, increased solidity ratio means lower rotor speed favorable for the "jump start" gyroplane • Large blade pitch settings increase gyroplane performance significantly • Only moderate increases in performance can be gained by twisting
• Considerable performance gains can be achieved by selecting the proper airfoil.
References:
1. Hamilton Standard Method of Propeller Performance Calculation (East Hartford, Conn.: Hamilton Standard Division of United Aircraft Corp., 1941). 2. Alfred Gessow and Gary C. Myers, Jr., Aerodynamics of The Helicopter (New York: The MacMillan Co., 1952).
0.086
158
GYROPLANE ALTITUDE PERFORMANCE DATA By
Martin Hollmann This report is a supplement to my article "Gyroplane Performance Calculations and Trends", and the data given herein together with the equations of "Gyroplane Performance Calculations and Trends" can be used to calculate gyroplane performance at various standard density altitudes. First however, I would like to note a modification to the standard rate of climb equation, Eq. (14) in "Gyroplane Performance Calculations and Trends". Recent flight test of the HA-2 Sportster have indicated lower climb rates than those calculated by Eq. (14) which are given as,
GOxTAFCxv
(14)
ROC = WT where,
TAFC = thrust available for climb, lbs.
v = airspeed, ft./sec. WT = aircraft weight, lbs.
The difference in the calculated versus actual rate of climb comes from the assumption that the energy from the thrust available for climb can be utilized directly for climb without considering the loss of energy in the rotor in converting the engine thrust available for climb into lifting thrust. Eq. (14) should be multiplied by the quantity of one less the rotor drag-lift ratio, (D/L)r, such that the rate of climb is, SPORT AVIATION 23
GOxTAFCxv ROC = ——————————— ll-(D/L) r ]
ALTITUDE DATA
(14M)
WT Eq. (14M) gives good agreement with actual rate of climb. It should be noted that this correction should also be applied to fixed wing aircraft. However, the D/L ratio for a fixed wing typically ranges from 0.05 to 0.10 and is lower than that of a gyroplane rotor which typically ranges from 0.10 to 0.20. The error in not considering D/L in a fixed wing aircraft is, therefore, much smaller and is often neglected. Performance calculations can be made for a specific altitude by selecting the proper air density, air density ratio, and percent brake horsepower from the Altitude Data table below and substituting into the equations of "Gyroplane Performance Calculations and Trends". The horsepower, HP, is determined by multiplying the sea level horsepower by the percent brake horsepower.
Book Review
Altitude, ft.
Air density, slugs/cu. ft.
Air density ratio
Percent B.H.P. at sea level*
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000
0.002378 0.002242 0.002112 0.001988 0.001869 0.001756 0.001648 0.001545 0.001448 0.001355 0.001267
1.000 0.943 0.889 0.836 0.786 0.738 0.693 0.650 0.609 0.570 0.533
100 95 88 83 77 72 66 61 56 51 47
* C.A.A. Technical Manual No. 107, "Aircraft Powerplant Handbook", Jan. 1949. p. 350. ing of the past and a perspective on the present, and a flight he did not want to end. FLYING CIRCUS is an aviation history, but one not totally involved with chronological events, for the characters — men and flying machines — come to life on the pages. How fortunate Ernest Gann is to have been a part of aviation history. How fortunate we are that his skill in writing makes the reader a part of it too. Ann H. Pellegreno.
FLYING CIRCUS
A GIFT OF WINGS
Ernest K. Gann 207 pages $16.95
335 pages
17 full-color plates Macmillan Publishing Company, Inc.
Delacorte Press Dell Publishing Company
866 Third Avenue New York, N.Y. 10022
245 East 47th Street New York, New York 10017
FLYING CIRCUS is an aviation enthusiast's dream — for between the covers are intriguing "behind-the-scenes" glimpses of the historically important commercially used aircraft — their development, their use, and their "personalities". Was it luck or planning that brought a certain aircraft on the market at the right time? What happens to the planes no longer needed by an airline? You'll meet the legendary pilots who flew these aircraft — including Old Number One — "Slonnie", an airman supreme who was always miles ahead of his aircraft and was unfailingly perfect in every flight detail or maneuver. In one chapter you'll fly above the African desert in a Breguet or a Potez, landing at such exotic stations as "Five Cans", if you have not gone down and been captured by bandits. After having been wined and dined in elegance, you'll touch down gently at Le Bourget in an Armstrong-Whitworth Argosy, when passengers flying in the United States were lucky to have a box lunch. You'll fly swiftly across the North Sea at night in a Mosquito carrying precious ball bearings from Sweden to England during World War II. Some airplanes you might not recognize, for they were used in distant parts of the world. Historically accurate illustrations by Robert Parks capture both the essence of these aircraft along with a feeling for the days when aviation was less sophisticated. The final chapter concerns a nostalgic ferry flight — a DCS from California to Samoa. For Gann it was a gather-
So, all you've read is JOHNATHAN LIVINGSTON SEAGULL. Well, if you're an admirer of Richard Bach, you'll find even more of him in A GIFT OF WINGS, a collection of writings. And, if what Bach writes is true — "The way to know any writer, of course, is not to meet him in person, but to read what he writes. Only in print is he most clear, most true, most honest. No matter what he might say in polite society, catering to convention, it is in his writing that we find the real man." — then in this book we find Richard Bach, the real man. We discover his philosophies of flying, not in boring sentences, but in reality — urging a big old Parks biplane through a loop or barrel roll, visiting a control tower at 3:00 A.M., and witnessing the rebirth of a man who had given up flying and then returned to it. You'll find how the author became intimately acquainted with an old round engine, and you'll meet Drake who runs an extraordinary flight school — one which every true pilot should attend. By the way, do you know the difference between flying and aviation? What about a journey to a perfect place — or are we just flying to find that perfect place, and once arrived, remain? Or is the sky itself that perfect, but challenging, place to which pilots take their aircraft? This isn't a book to hurry through, but to enjoy. Each chapter is unique, each title intriguing — "Cat", "Let's Not Practice", and "There's Always the Sky". If you agree that there's always the sky and at any time in life you hankered to buy or build an aircraft, and learn to fly, this book will send you in thoughtful search of these goals. If you're already a pilot, you'll understand and appreciate the pilots and aircraft inhabiting the sky world in A GIFT OF WINGS. Ann H. Pellegreno
24 MAY 1975
Richard Bach $8.95
Non-Pilots Of EAA . . . . . . Especially For You! Pinch Hitter Course At Oshkosh Men, Be Sure The Woman In Your Life Reads This!
Jayne A. Schiek (EAA 99999) 1341 Parkview Drive Macomb, Illinois 61455
This is another "you asked for it" bit of good news. A trial groundschool was held last year at Oshkosh for
those women who wanted to know something more about flying, so they would be happier in the air with their husbands. The groundschool, under the direction of Lana Newlin and Bette Bach, met with resounding enthusiasm and success . .. and the definite wish that we offer another one in 1975. William Stanberry, executive vice-president of the A.O.P.A. Air Safety Foundation, heard about this wish,
spoke with Paul Poberezny, and called Ann Pellegreno and me. The result: a two-day "Pinch Hitter Course" at
Oshkosh — just for YOU. The course will be the groundschool portion of the usual A.O.P.A. course along with some verbal instructions concerning how you might fulfill the flying portion when you get back to a less busy airport than Wittman Field. Best of all — it is being
offered FREE OF CHARGE. You will be given the regular course manual and the course will include how an airplane is controlled, airplane instruments, how an airplane flies, map reading, navigation, radio communication, radio navigation using an omni station, and how
an airplane is landed. Start your planning now! The course will be offered
\
I (Photo by Rosemary Haus)
Lana Newlin instructs Groundschool class, Oshkosh '74.
in two sessions: from 10:30 a.m. to 12:45 p.m. on Thursday
and Friday, July 31 and August 1, in Forum Tent II. Let the pilots feed the family lunch . . . or plan for a late one . . . on those two days. Unlike the usual Pinch Hitter Course offered all over the country, pilots will be allowed to attend this one — but with seating in the back of the
tent on a space available basis! Just so we don't get cries of "Equal Rights!", the course is open to any nonpilot member of the family, including older teenagers (physically able to reach the controls of an airplane). We may have to put some limitations on this if the group is too big. NOTE: We are trying to get some estimate of how many would enjoy participating in this event. Will you
drop me a card if you are interested? This is not a preregistration event, but you would really be helping us
plan if you would just let us know that you want to attend. We'd hate to end up with 200 participants and only 100
manuals! (Editor's Note: Please contact the author if you are interested.)
(Photo by Rosemary Haus)
Lana Newlin, left, and Bette Bach give instructions on map reading during the Women's Groundschool courses. SPORT AVIATION 25
What Our Members
Ht
Dick Geist (EAA 79109), 5040 E. Funston, Wichita, Kansas 67218 owns this rare machine — Corben Baby Ace, Serial Number 2. It has been flown about 16 hours since a complete rebuild, includingthetinySalmson radial engine.
Charles A. Lemmond (EAA 57408), Box 1347, Gushing, Oklahoma 74023 built this very clean orange and gold Cassutt. Its first flight was on July 3, 1974 and it has some 80 hours to date.
N2702E is a pretty Aeronca 7AC Champion restored by W. G. Matthews (EAA 2602), 2407 Colton St., Bakersfield, Calif. 93304 in "8 months of spare time and lots of dollars." A 24 inch model was also constructed to be used to determine the paint scheme.
J. C. Wiggins (EAA 61584), P.O. Box 428 of
Leland, N.C. 28451 built this Baby Great Lakes in 24 months. It is powered by a Continental A-65 and has 78 hours logged to date. The seat was moved back 3 inches and the engine mount was extended 5 inches. N3906 weighs 494 pounds empty.
C. R. "Buddy" Cottle, Jr. (EAA 9851 Lifetime), Beaver, West Virginia and N27BC, the second customer built BD-5 to f l y . The plane is owned by Cottle and R. H. Frilen (EAA 56319) of Beckley, West Virginia. Buddy made the initial test flight on February 27 and at press time had put over 11 hours on N27BC. He reports good flying characteristics and 162 mph indicated at 4500 feet using the 55 hp Hirth. Buddy is past president of Chapter 365.
This neat gold and black Sonerai I is the handiwork of Robert C. Larsen (EAA 18721), 1351 6th Ave. South, South St. Paul, Minnesota 55075. It was completed late last fall but winter closed in before it could be test flown . . . should be flying by now.
Hale Wallace (EAA 59826), 197 Pollard Hill Rd., R.D. 1, Johnson City, N.Y. 13790 took just three years to complete this beautiful Steen Skybolt. It is powered by a 180 hp Lycoming IO-360-B4A. Hale reports the plane performs better than he expected and required only a small rudder tab to fly hands off.
...Are Building
SPORT AVIATION 27
Air Racing Workshop By Don Berliner (EAA 5654) Race Air
2315 M Street N.W. Washington, D.C. 20037
i YLON AIR RACING can be fun! Especially at the grass-roots level of the sport! For those of you who see air racing as an important part of sporting aviation, there will be a gathering of sympathetic souls on June 21 and 22 at Martinsburg, W. Va., Municipal Airport. Sponsoring this first such event in the East will be Race Air Corp. (a group of racing enthusiasts in the Washington, D.C., area), in cooperation with the American Air Racing Association (that's the new name for PRPA/Professional Race Pilots Association). The East Coast Pylon Racing Practice and Seminar will be open to EVERYONE who is interested in the SPORT of air racing: Experienced racepilots, owners, builders and designers; future race pilots, owners, builders and designers; present and future crew members and officials. And everyone else who might like to get involved in a colorful sport, but may not know exactly what he or she would like to do. The purpose of this "Air Racing Rap Session" is to start building pylon racing at the grass-roots level. For years there has been heavy emphasis on the "big time" events like Reno, Cleveland, Miami, Mojave, etc. But entirely too little attention has been paid to the newcomer . . . to the guy who has a raceable airplane but isn't quite sure that he wants to mix it up with the hot-shots and veterans . . . and to the person who is still thinking about becoming involved at any level. This will be a rare opportunity to get together in an air racing atmosphere, but with plenty of time to look around and ask questions and touch airplanes (carefully!). The experienced racing people will be there to answer questions and to talk over your ideas and theirs . . . they won't be totally absorbed in preparing their airplanes, as they are at major races. This will be a time to talk at length about whatever people are interested in: The past, the present and the future of air racing . . . the kinds of airplanes that are being raced, and the kinds that could be raced next year or in five years . . . what's good about 1975-style air racing, and what needs improving. There will be representatives from Formula One, Sport Biplane Class, Formula Vee, T-6 Class and Unlimited Class. There will be some of the top racing officials in the country. And hopefully there will be one or two of the top designers.
(Drawings by Connie Marsh)
*** If you own a Cassutt or other Formula One racer . . . bring it!! If you are building a Formula One, bring parts or pictures!! *** If you own an airplane that fits into the Sport Biplane Class . . . bring it!! If you are thinking about getting into Biplane racing, bring your enthusiasm!! *** If you own a Sonerai, V-Witt or other type of Formula Vee racer . . . bring it!! If you are building or
The schedule of activities looks something like this: Saturday afternoon, June 21 — Practice on the 2-mile
even thinking about building a F/Vee, bring parts or
oval course for experienced pilots and rookies. Instruction for the new pilots, by veterans. Qualifying for
*** if T-6/SNJ racing or Unlimited racing turns you on, Martinsburg, W. Va., will be the place to meet and talk with others who understand you!! *** If you think you might like to become an air racing timer, pylon judge or starter, bring your notebook
AARA racing licenses. Testing and qualifying of new and newly-modified racers. Instruction for new officials, both in the classroom and in-the-field during practice flying. Saturday evening, June 21 — Seminars on racing classes and on the popular types of racers. General discussions of racing matters. Socializing and racing-oriented entertainment. Sunday, June 22 — A public air show which will include as much actual and exhibition racing as can
possibly be crammed into the schedule. 28 MAY 1975
pictures!!
and pencil!! To cover expenses, a registration fee (good for the
whole weekend) will be charged: $2 if paid before June 10 ... $3 if paid later. If you are interested and think you would like to play a part in the future of pylon air racing, contact Race Air, 2315 M St., N.W., Washington, D.C. 20037. Phone 202/
333-0080.
PUSH-PULL TUBE UNIBALL SUPPORTS Push-pull tube uniball support assembly.
Richard Thuss, EAA 66819 David Thuss, EAA 35313 1810 Chinquapin Rd.
Churchville, Pa. 18966 (Photos Courtesy Authors)
During the design and fabrication of the wing for our original four place aircraft, we recently had a problem obtaining u n i b a l l push-pull tube supports for the 1"
O.D. outer wing panel aileron control tubes. This type of support is used to accommodate the small angular deflections of the control tube induced by the circular motion of the operating bellcranks, as well as the linear motion required to operate the control surface. For the aileron controls of our Mustang II (N-44TA), built several years ago, we had utilized a standard Cessna part. Those units, however, could only be used
for a %" O.D. tube, and the $26/pair we paid for them also seemed somewhat overpriced. Like most homebuilders confronted with the choice of spending money or time, we chose the latter and decided to fabricate our own. The results are shown in the accompanying figures. Since we had been doing some preliminary evaluation on the use of an epoxy glass landing gear for our aircraft, fabricated from SCOTCHPLY u n i d i r e c t i o n a l glass pre-preg, (a la American Aviation Yankee) we chose
this material to fabricate the side supports. Six layers of 10 mil pre-preg were laid up with each ply rotated 30° relative to the previous ply. The sides were compression molded to shape at 300°F using a machined aluminum male-female mold. The ball was obtained from a local vendor and is precision ground from HMW polypropylene. When completed, the assembly was static tested as shown in the accompanying photographs.
Static load test with 100 Ibs. on a 5 x lever arm. This 500 pound loading had no adverse on the unit.
The original static load of 500 lbs. to the ball for 15 minutes duration with no failure, we gave up due to the rather precarious nature of the test set-up. To test the
long term creep characteristics of the polypropylene ball a static load of 125 lbs. was applied to the unit and left hanging for 24 hours (at 68°F). No measureable distortion of the ball occurred.
Since the unit is designed to operate within a metal panel during the summer months we also tested its response at elevated temperature. A 100 lb. static load was applied to the unit and the weighted assembly was placed in a 200°F oven for 3 hours. No deformation of the ball occurred, and the unit worked as smoothly after the test as it did before. We realize that many homebuilders do not have
access to the compression molding equipment or the machining equipment we used in fabrication of these units, so if anyone needs this type of support for their project contact: David Thuss, 1810 Chinquapin Rd., Churchville, Pa. 18966. They can be supplied with a 1" bore or less.
Disassembled unit showing side supports and ball. SPORT AVIATION 29
more power with the addition of four proper length pipes. These pipes were to have been some four and three quarters inches long. Pipes were built up and installed
on the engine so that they could be removed while the engine was running. These pipes were not as per print, but crossed under the engine, the front pair going at 90° into a single pipe exiting at the fire wall — the rear pair doing the same (two stroke opposed). This engine was then put into a model airplane that was a little bit
too heavy for it. The plane would not get off the ground with these pipes left off, however, it would wallow through
the air with the pipes installed. When the engine was run on a test block and the pipes removed while it was in operation, you'd hear a definite drop in rpm. By the same
token, when the pipes were placed back in position, the thing picked up quite a few rpms. The pitch went higher
By James M. Hill (EAA
43121)
25 Orient Ave. Melrose, Mass. 02176
B 1
ACK NOT TOO many years ago you could hear the sound of a well-tuned exhaust system anywhere, and
those who were interested in that sort of thing enjoyed the heck out of it. Whether the sound was varoomay, vagroom, varoomio, or good old U.S.A. vahroom, a guy could appreciate the sound, but now it seems those sounds are condemned to that spot called the race track. They even tell us now we can't make a little bit of noise a thousand feet from the ground. However, when we're
giving up some of that noise, we're giving up a little thing they call power. The smaller the engine, the less power you have. When you start giving up on something that's
already small, you don't go very far or get up very high or go very fast. Seems you never have enough of a good thing. Well, there are ways to get around this giving up of
power and that's what we'll try to discuss here. What brought this whole thing to my attention was a piece by
our beloved gentleman, Tony B. However, I believe we can go a little deeper into this subject by explaining some of the things that you can and cannot do when it comes to exhaust systems. The sound of a well-tuned exhaust first came to my attention at about the age often which is about 1938 when I attended the first motorcycle race in Laconia, N. H. Here they all ran open pipes, all of them short, and for several years this was standard practice to hear this stacatto bark which really wasn't doing much on a flat-head engine. Today, things are a little different. They have tuned
intakes and tuned exhausts and they do one heck of a lot more work than you might imagine. The maximum rpm
on the racetrack back in the days of the early flat-head Harleys and Indians was about four or five thousand, with today's super-tuned machines that turn up 15, 18,
20, yes, 22 thousand or more for the smallest competition engines. Theory has come a long, long way. From hardly more than a valve open to the air, they've come to first the proper length straight pipe, then they found the action of megaphones, straight and reversed cone. On the motorcycle of 1930 to 1965 vintage, the straight pipe of the proper length causes the cam to begin to work at 4000
rpm, witfi the proper silencer about 3000 rpm. Although it's a bit flatter, it does not have the power of a straight pipe. With the proper reverse-cone meg it'll come in at maybe 2500 and boost itself to a great crescendo of power at about 6000 or 7000 and then begin to slowly drop off. But whatever you do, don't try to take the whole pipe off or you can't even start the machine. I proved this to myself some time ago. I own a small 4-cylinder glow-plug engine made a few years ago. The instructions claimed it would run with 30 MAY 1975
and there seemed to be much more power which proved that something is better than nothing. There was a boy out back one day who had a small four stroke engine, flathead, probably some kind of power-unit for a lawn mower, and he discovered the fact
that if he stuck about a four foot length of pipe two inches I.D. over the end of the open exhaust pipe, the note
changed. More important than that, so did the rpm. A loose fit, but it went up. He spent several hours a month playing with this thing. Although it probably irritated everyone in the neighborhood, I was amused. In Germany there is a machine shop that is completely
powered by one single diesel engine. This diesel engine has about a half meter diameter piston with approximately an 8 foot stroke. Someone came along and figured out the proper length for this was an 8" diameter pipe
about 67'/2 feet long. Seems a little ridiculous, doesn't it, but the top rpm on this engine is about 4000. This large engine is very well scavenged. At one point, when the exhaust system had to be rebuilt, they had to shut the plant down as without this proper length pipe the engine would not pull enough power to operate the equipment.
Okay, when it comes to a little Volkswagen engine we can do two or three things that will work. What will work on one engine in theory will work on another. To start with, let's get a few truths out of the way. 1. Short stacks are not the best answer for anything. 2. You can have extremely tight bends on your exhaust system close to the exhaust valve. Downstream it's
bad news. Up close where the velocity and the pressure are so high, it doesn't seem to make a heck of a lot of difference. I don't mean kinks when I say this, I mean tight radii.
3. Do not under any circumstances (if there's any way to prevent it, that is) have four different length pipes or even two different length pipes (in the case of a Franklin or Carr twin). Whenever possible keep all four
pipes the exact same length. Don't use short pipes. True, they're just kind of chuffy, they don't put out much power, they certainly don't scavenge, and they certainly don't
prevent any gases from escaping. They don't seem to do anything but just be what they are, enough to dump the stuff over the side. The proper length is all important and this is fairly easy to attain. Please bear in mind that we are not tuning for speed here, we are tuning for torque. Of course, with as much torque as you can get out of an engine, you also attain a little more speed or climb rate in that you'll be able to use a larger or steeper pitch propeller. HOC
an expansion chamber or a muffler without much back pressure or the use of both a resonance chamber and a
Figure 1 will show you the approximate action of the exhaust gas being emitted from the short stack. As you can see, this system is a pretty flat deal. It does the job of actually dumping the gas outside and protects the valve from the cold air which if it came in contact with the valve would cause it to warp. The nicest part about the short stack is the fact that it is not a noisy stack and has a reasonably pleasant note from say from 500 feet on up. But as you can see, it doesn't do much and the necessity for
you must have what we would call an opened-end. This expansion chamber that could be put at this point must be at least nine times the swept volume of any one cylinder. More is better. This also holds true for your exhaust
more power in a small engine is always self-evident.
The same is true leaving the resonance chamber and into
Therefore, there being no substitute for cubic inches except rpms and the fact that you can't use all the rpms without gearing, we've got to find another route. It may sound like a lot of work making all four pipes
the muffler. As these stub pipes are open to a common muffling chamber and the velocity has already been decreased, pressure is also decreased going through the larger volume and will have abated not only the velocity but also much of the sound as well.
the same length and they might end up longer than you
muffler further downstream. However, at roughly 63"
muffler. Upon leaving the exhaust muffler, you may use
stub pipes of a larger diameter than your exhaust pipes.
think they should, although it may be possible to Siamese them into two, or even one downstream. You may even have to cross your after pipes underneath the engine to
keep them reasonably the same length on the outside of your aircraft, but I think with a little experimenting you'll find that this is well worth it because it does add considerably to your torque. After you have determined where you want this high torque point, then you've got
to get the length of the pipe. For instance, even though you pick an arbitrary point such as perhaps 2800, the pipe (or the camming in this case) will come in a little
bit sooner and last quite a little bit beyond where you picked your point. For a Volkswagen 2800 rpm may be a good range to work from, the mean distance between 2500 rpm and 3300 rpm. So we'll assume we want this to be
at maximum torque at about 2800. The exhaust gas on a normal pipe will travel at that temperature about 1700 ft./sec., which for all practical purposes, is about the same speed as sound at that rarified atmosphere and temperature. This would be on a standard size pipe for that valve only. However, there are ways around this to make the long pipe shorter. By using a slightly larger diameter pipe, you can fool the exhaust into thinking that it is in the proper diameter pipe and it will act almost as well as if it were. In the future we will refer to
the rapidly escaping gas as a slug or plug of air. Remember the old law, a body in motion tends to remain in motion; bodies at rest tend to remain at rest. Now let's take a look at the formula for determining
the length of the pipe. Let 1650 be the exhaust gas velocity. On a Volkswagen engine, the degree of valve opening
would be 114". Let the rpm be in this case about 3000. Remember, the cam will begin to work a little bit sooner than what you picked for your rpm and will continue to work beyond that point.
Figure 2 shows you what we are trying to achieve with the proper length pipe. The object is to get the wave
to be a minus pressure just before the exhaust valve closes, or at least no pressure whatsoever. The intake valve would be open at this point slightly, and the gases build up, with any luck at all, from whatever ram effect
there may be from the fresh charge rushing in to take the place of the exhaust gases. With this plug of exhaust gas in its neutral position or slightly returning toward the engine we then see that there actually could be a slight super-charging effect from the exhaust gas. This system sounds great, but it ain't necessarily so. In tuning for speed, the man will sit by his engine and a dynomometer. The engine will be running, he'll measure
the pounds pressure, and perhaps cut another '/»" off his exhaust pipe in order to get the proper length. Not having
a dynomometer, perhaps the next best possible thing is to watch the tachometer. With a set of pipes made perhaps from telescoping tubing, keeping all the ends the correct length, or even perhaps using only 2 at a time, make like
Let:
a slide trombone. Watch the tachometer, and get the maximum rpm for a particular power setting. The formuVs = velocity in ft./sec. Dr = degree of crankshaft time of valve opening L = length of pipe measured from open valve
= L = R.P.M.
systems will make that much difference because of added weight is something that only you can determine. Here again, if you're going to use a 2-stroke engine instead of a 4-stroke, you may use double the rpm in that the 2-stroke
1650x 114"
Vs x Dr
la's good, but it's only approximate. Therefore, at best it is only a place to start from. Whether using any of these
= 62.7 3000
As you can see the formula will give you a pipe length of approximately 63 inches. However, it may seem a little long, but should you have crossed it underneath your engine, remember this is a fine place to put the heat transfer point, assuming you'd have room enough for such. This would be, of course, to an open system, and it isn't just a staccato bark, it's a very loud bugle. It works like a trumpet. There is going to be a lot of noise. It'll be efficient, but there's a lot of noise. However, here again, you've
got to do perhaps a little more in the experimenting with
fires every time it comes to the top. If you wish the best and most comprehensive information available on this, there is one book that I know of in the entire world that
is published on this subject. It is entitled Scientific Design of Exhaust and Intake Systems 3rd Ed. by Phillip H. Smith and John C. Morrisson. I was able to obtain this excellent publication at Robert Bentley Inc., 872 Massachusetts Ave., Cambridge, Mass. 02139. The price will be approximately $11, hut if you're seriously interested in making your own system, I strongly recommend the acquiring of this book. I think it will answer almost any question you have. All I can say is good luck and let us know how it works out. SPORT AVIATION 31
By Jack Cox Photos by Beverly Hyde
Aerial Shots by Buzz Fitzroy and Frank Lambe
The Ultimate Monocoupe
T WAS A warm Sunday afternoon in late spring of 1948 . . . May 23, to be exact. Since the end of church hours, cars had been streaming, single file, up the narrow gravel access road and into the parking lot of what was proudly billed the Asheboro, North Carolina Municipal Airport. Billows of red clay dust lightly settled on everything — the mostly black, mostly pre-war Fords, Chev-
vies and Plymouths, the Sunday-go-to-meeting finery most folks were still wearing and the row of Cubs, Champs, Super Cruisers, T-Crafts and show planes parked right in front of the cars. Worst of all it settled on the chopped barbeque sandwiches being hawked from car to car. This was the day of the "First Annual Air Show" sponsored by the Randolph County Airport Commission with
"net proceeds for airport improvement". Already the city fathers had been busy. Bulldozers had been pushing back the scrub oak and gashing open banks of blood red clay to lengthen the east/west strip to 2500 feet. Like most towns across the country in the late 40s, Asheboro was air minded. They were proud of their little dirt airstrip at the south edge of town — it would put them "into
the mainstream" of what they were certain was the dawn of a new post-war aerial age. Today's air show would provide the cash to pay for the bulldozers and the seeding (which never had and never would succeed) and for the
John McCulloch getting ready to tow a disassembled Little Butch to Ken Hyde's shop for rebuild.
32 MAY 1975
new 2,000 ft. cross runway that was planned. Civic pride and the auspiciousness of the occasion demanded nothing less than the best, and that was what the Airport Commission had contracted for — an 11 act show that would last almost until dark. According to the
Little Butch completely stripped for rebuild.
program, which was selling at the gate for lOc a copy, a "Star Spangled Banner Parachute Jump" would open the show, followed by "aerobatics with smoke by Ben F.
Huntley", a comedy act featuring a Curtiss Junior with the fabric stripped off the fuselage (billed as a "1911 airplane"), a car-to-plane transfer by a group known as the Thrashers, wing walking, ribbon cutting, aerobatics
in a modified Great Lakes called the "Bug" piloted by Phay Daughtrey, a landing and take-off from a platform
atop a hot V-8 Ford that raced up and down the dusty runway, "crazy flying with shotgun comedy act", a 10,000 ft. delayed parachute jump by Jack Huber . . . and the grand finale, the piece de resistance — an aerobatic performance by Woody Edmondson in his powerful Clipwing
Monocoupe! Woody Edmondson, the I n t e r n a t i o n a l Aerobatic Champion —just crowned at Miami in early January. THE Woody Edmondson . . . right there in little ol'
Asheboro! It was almost more than the author, a callow youth of 14, could stand. Rotten to the core with aviation enthusiasm literally since birth, I was also a rabid Monocoupe fancier. Woody's Clipwing would be the first real live one I had ever seen. Somehow amidst all the preshow activity the red and white Clipwing landed and
Here is how Monocoupes get those nicely rounded fuselage corners — a lot of woodwork. That's one of Ken Hyde's Curtiss Jennies on the right.
parked before I noticed it. I recall watching the jumpers pack their chutes, so it was probably during that period . . . whatever, I had missed seeing my hero before he had
disappeared into the crowd. Although I enjoyed the other acts that afternoon, I was living to see the 'Coupe fly — throughout the show I fantasized fiendish methods of inhuman torture to inflict upon the wretch who had scheduled Woody at the tail end of the program. That this was traditionally the honored spot on any air show bill did nothing to allay my
impatience. Very late in the afternoon, I paced back by the Monocoupe for possibly the 50th time and was dismayed to see it running. Once again, Woody had slipped past my supposedly watchful eye and was in the cabin warming up the throaty Warner . . . too far away from my
vantage point behind the ropes to really see what he looked like. Shortly, the 'Coupe taxied down to the end of the strip, bouncing and jerking over the rough, newly 'dozed surface. Turning into the wind, Woody firewalled it and blasted the tail up — seemingly in one motion. Trailing a glorious red tornado of dust, the Clipwing was off the ground after a very short roll, but the nose came down immediately. Even then I knew this was to build up speed for a zooming climb, but I was totally unprepared for the one I saw seconds later. In 1948 I had not yet seen a jet aircraft up close, so when Woody Edmondson pulled up
Ken Hyde (EAA 37179), RFD 1, Warrenton, Va. 22186
applying fabric to one of the ailerons. Ken is one of the nation's super restorers of antique aircraft. SPORT AVIATION 33
into a near vertical climb and just kept going up and up, I couldn't believe what I was seeing! Out of the top of the climb, he headed downwind and began a turning, screaming dive right back down on the deck. Just as he approached the end of the runway he rolled inverted — to the accompaniment of an audible gasp from the crowd — and held this to about mid-field, at which point he pushed
up to vertical and began a series of vertical rolls. Now, to the present generation of air show watchers and participants used to seeing the 180 and 200 hp Pitts in action, none of this would have been terribly earth
shaking . . . but in 1948 the performance of this Clipwing Monocoupe, particularly its vertical performance, was
mind boggling. Thinking back over the 27 years since that Sunday back in North Carolina, the things that stick out were the high rate of roll, the vertical performance and the speed of the little 'Coupe. Woody flew a beautiful, spectacular show, but for me anything he could have done
after that inverted pass and push up into vertical rolls was anticlimatic. After completing his routine, Woody slipped her in and let the Clipwing roll right up to the crowd line with the tail still off the ground. Here he stopped and made the 'Coupe bob its nose up and down . . . he was bowing to the crowd, according to the show announcer. By this
time I had elbowed my way to the front of the cheering crowd — this time I wasn't moving until I saw Woody
Edmondson, no matter what. And I wasn't to be disappointed because after shutting down the Warner, the funny little pentagonal door swung open and out squirmed . . . a rugged, Hollywood-hero type resplendent in riding boots, whip cord jodhpurs and that brown badge of courage no self-respecting aviator of the late 40s would have been without, a leather flight jacket??? Not in a million years. To my youthful astonishment, out stepped a dapper figure dressed in a business suit, white shirt and tie and a then stylish broad brimmed fedora! Far from a Ros-
coe Turner, this fellow, who was now smiling broadly and waving to the still applauding crowd, looked more like he had come straight to the airport from church along with most of the people in the cars. I wasn't disappointed, however — in fact, the more I thought about it, the more I thought it was pretty neat that a guy could go up and do all those things Woody Edmondson had just
done . . . in a suit and hat. I did wonder a lot about that h a t . . . how did it stay on? After the show was over I had the chance to go out on the field and look at the Clipwing up close. I saw the name "Little Butch" painted on the nose, and peering through the side window, wondered how Woody could see where he was going — the seat seemed so low and the panel and cowling loomed so large and formidable to the front. Looking up through the narrow slit of Plexiglass that was the windshield, all I could see was sky. I distinctly remember thinking, "It takes a REAL pilot to fly this thing".
The one piece Clipwing Monocoupe wing. Notice the near full span ailerons and the masked-off center section skylight.
I stood there peering into the cabin drinking in the exotic aroma of hot oil, gasoline and nitrate dope and the metallic tic-ticing of the collector ring as it cooled down . . . until everyone was shooed away when Woody was ready to head home to Lynchburg, Virginia, some 130 air miles to the north of Asheboro, I stood watching Little Butch until it became a faint speck and finally disappeared, still above the northern horizon. Never in my wildest dreams did I suspect that 18 years and 5 months later I would be flying in that same little airplane - looping and rolling and making screaming dives and passes down a runway. And that's the way it was . . . an afternoon in the life and times of one of the most historic aerobatic/racing airplanes still active today, N36Y, the Model 110 Special
Monocoupe made famous in the late 1940s and early '50s by W. W. "Woody" Edmondson. Certainly one of the
more insignificant days in the life of "Little Butch", but typical of many profitable Sundays it would spend on the
air show circuit. Woody was in great demand in those days, particularly in his native Southeast. He often flew two or three air shows a day when he could schedule them close to Lynchburg and reasonably close together. Leaving home in the morning he would zip down to, perhaps, Asheboro, N. C., fly an early afternoon show, refuel and head north for Madison. Diving out of nowhere, he would
beat up the place — legally, of course — and keep right Ken Hyde's beautiful fabric work is evident in the rudder and elevator shown here. 34 MAY 1975
on flying north for Danville where he would repeat the performance before cruising on in to Lynchburg for din-
The extent to which Little Butch was stripped down for rebuild is illustrated here. The cowling was stripped and the old "bumps" were removed. New bumps were hand formed and the cowl smoothed out. This was one of the most time consuming jobs in the entire restoration process.
The first coat of red.
i The reason for the lack of forward visibility m a Clipwing Monocoupe is the high mounting of the engine.
Little Butch's new all wood instrument panel. That's a wobble pump just ahead of the door.
John McCulloch (EAA 44871), 5115 Pommeroy Dr., Fairfax, Va. 22031, DC-9 Captain and owner of Little Butch.
wing for Little Butch.
"Pop" Hatcher of Lynchburg, Virginia who built a new SPORT AVIATION 35
ner that evening at home. The promoters at Madison and Danville would simply drop his check in the mail! The real glory days for Woody Edmondson and Little Butch, however, were far removed from Sunday afternoon air shows at little Tobacco Road airports. Their finest hours would come a hard days flying southward from Lynchburg — at the Miami Air Maneuvers and Air Races. The first big civilian air show held after World War II was the 1946 Miami event — held the first week in January. According to the Miami Herald, Woody and Little Butch opened the show and thus were the first civilian air show act of the post war era. Little Butch received a real workout, being raced as well as flown in the aerobatic events. N36Y won the Curtiss Trophy Race, the Aeronca Trophy Race and was second in the aerobatic event . . . won by Bevo Howard. Woody finished second to Bevo again in 1947. In 1948 the first post war International Aerobatic Championship contest was held as a part of the Miami Air Maneuvers. This time Woody turned the tables on Bevo and came out the winner. This win, the high point in Woody's and Little Butch's careers, is still noted on both sides of the fuselage of N36Y, just behind the D windows.
a D-145 before the war and as an air show performer had seen firsthand what an aerobatic ace like Leonard Peterson or Johnny Livingston could do with a Clipwing, so he knew what a diamond in the rough he was getting. After VJ Day, Woody had to start thinking of ways his 'Coupe could earn its keep, and as we have already seen, he fell right back into his old pre-way ways. Within months the two were polishing the pylons and dueling with Bevo Howard at Miami. It was during this period that N36Y underwent the transformation to the form that is familiar to aerobatic/ racing aficionados today. First, the plane was given a red and white sunburst paint job and then a 185 Warner — 200 hp for take-off. Woody winces a little to this day when the subject of the engine change is broached. It cost him 20 grand and more red tape troubles with the feds than he likes to remember. It took a lot of Asheboros to pay for the big Warner, but the performance gains were spectacular — and the bird was still licensed in the Standard Category. After the winning of the aerobatic title in 1948, Woody picked up Gulf Oil as a sponsor and performed in air shows all over the east and midwest from 1949 through 1951.
John pours in some petrol preparatory to firing up the engine for the first time since overhaul. The 23 ft. one piece wing supports itself quite well without struts.
Two very important figures m the restoration of Little Butch, Elizabeth McCulloch, left, and Beverly Hyde, "the long suffering wives" of John McCulloch and Ken Hyde — who, according to John, "have to have a sense of humor when they're married to some kind of airplane nut!"
In 1948 Little Butch was just a pup — only seven years old. It had been built in Orlando, Florida early in 1941 for Billy Coddington of Charlotte, North Carolina and was test flown on February 3 by Monocoupe president, Clare Bunch. All the 110 Specials, since Johnny Livingston's original, were built on special order, and Mr. Coddington was on hand for the test flying — he even had the dubious distinction of being in on a forced landing with Butch, fortunately a successful one. In its original form N36Y (Ser. No. 7W96) was powered by a 145 hp Warner and was Monocoupe blue with ivory trim. During the next 3 years, N36Y went through a series of owners: Guy Gully of Farrell, Pennsylvania, J. D. Reed of Houston, Texas and on March 16, 1944, Woody Edmondson. Oddly enough, the Clipwing was purchased by Woody strictly for transportation. During World War II he ran a Contract Pilot Training program at Lynchburg and with a national 35 mph speed limit, airliners impressed into military service, trains and busses crammed with G.I.s, travel associated with running his school was a serious problem. Fast lightplanes such as Staggerwings and Howards had also been impressed by Uncle Sam, so about all that was available were a few pre-war hotrods declared too hot to handle for use as military hacks . . . like Clipwing Monocoupes. Woody had owned 36 MAY 1975
With the coming of the Korean War in 1950, air show activity began to taper off and, concurrently, Woody's business interests began to take more and more of his time. It all added up to a gradual decline in the use of Little Butch during the 50s. The 110 Special is a demanding airplane as far as pilot proficiency is concerned and Woody knew this, so rather than continuing to risk his neck and the airplane in only occasional flights, a very reluctant decision was made in 1960 to sell Little Butch to air show pilot Johnny Foyle. Butch apparently did not take kindly to new hands on the stick. Foyle promptly found himself on his back during landing roll-out and after the plane had been rebuilt, duplicated the feat on the very first test flight . . . in front of movie cameras, no less. Shortly after the 'Coupe was rolled back into the late Frank Sadler's shop at South Boston, Virginia, Johnny Foyle was killed when his Stearman collided with a T-6 during filming for a TV show in Florida. In 1965 the remains of Little Butch were offered for sale by Foyle's estate and a lot of avia-
tion buffs made their way to South Boston to see the famous little showplane — including the author. I didn't know it at the time, but I just missed the man who came to buy rather than look — Eastern Airlines Captain John McCulloch, then of Hialeah, Florida. Pushed back in the corner of a hangar, Little Butch was a sick looking bird — a poignant contrast to the proud world's champion of my 1948 vintage memories. But John could see beyond
the dust and damage . . . on June 18, 1965 the prize was his. John had Carl Poston (the man who in 1950 had snatched the last factory built 110 Special 1N16EI from
the hands of the local sheriff come to padlock the doors of a bankrupted Monocoupe company) retrieve Little Butch's bones and trailer them to Florida. Over the fall and winter the plane was completely rebuilt, largely by Monocoupe specialist C. V. Stewart. On March 8, 1966 John test flew N36Y, beginning a love affair that endures undiminished to this day.
In the early 1950s John McCulloch was in Korea futilely chasing MIGs with an F-84 while Woody Edmondson was still thrilling the air show crowds with Little
Butch back home in John's native North Carolina (Thomasville). After mustering out of the Air Force and sign-
loops, 195 mph passes down the fly-by runway, the high G pull ups . . . while at the same time I was seeing it all from the other side of the looking glass. THIS is the way it felt, the way the world tumbled past the windshield, the way it sounded from inside the cabin of Little Butch that warm Sunday in 1948. That was the most exciting airplane ride I had ever had . . . it is the most exciting airplane ride I will ever have. On that September morning — yes, it was a Sunday morning — I had about 350 hours of flying time and I had never flown in an aircraft with this kind of performance. In short, I was at the most impressionable point of my flying career. I have been in N36Y several times since and I have been fortunate to have flown and ridden in a
great number of airplanes since, including a P-51, but nothing else has and, I know, never will surpass the thrill of that September 25, 1966 ride. I am simply grateful to John directly and Woody indirectly for making this moment of my life what it was . . . and is ... to me. Throughout the late 60s and early 70s John flew Butch to fly-ins all over the eastern half of the U. S. from his home airport in Manassas, Virginia — he had been transferred from Miami to Washington, D. C. by Eastern shortly after my Gastonia ride in 1966. He became quite pro-
ing on with Eastern, John soon came under the Monocoupe spell. Something had compelled him to purchase the late Rusty Heard's D-145 (N86570, Serial Number
ficient in aerobatics with the little dude and occasionally
D-122). The appreciation he developed for this demanding little 'Coupe was, of course, what eventually prompted
and then when his duties as a DC-9 captain allowed. Little Butch has not seen a hard life in recent years by any means, but aerobatics and the simple accumulation of hours take their toll on any airframe. A couple of years ago John decided it was high time he had a look at Butch's innards . . . and it was a good thing he did. Little Butch is very special to John McCulloch. He is acutely aware that he possesses a unique historical artifact that, in a larger sense, belongs to all of us. Thus, when the decision was made to again rebuild the ship, he wanted the work done by someone who was not only a highly skilled craftsman, but, just as important, a kindred
him to acquire Little Butch . . . the ultimate Monocoupe. That summer John started showing Little Butch on
the fly-in circuit and, fortunately for me, decided to bring it to Gastonia, N. C. for the fall fly-in of the CarolinasVirginia Antique Airplane Foundation (now EAA Chap-
ter 395). After I had taken my 346th slide of the 'Coupe and related my story of Woody and Butch at Asheboro in '48 for the 23rd time, John finally realized I was never going to go away, so he gave in and told me to get in the right seat and hold the brakes while he propped the
Warner. From the moment I reached out and pulled the funny
flew an air show. When the Flying Circus began its opera-
tion at Bealeton, Virginia John flew a show there now
spirit, someone who would share his feelings for the airplane. He didn't have to look far.
little pentagonal door open and squirmed into the cabin, I found myself slipping into a near schizophrenic experience. For the next 30 minutes, every maneuver, every sensation I experienced, I experienced twice . . . simultaneously. The real thing and its mirror image of 18
Ken Hyde of Warrenton, Virginia is an American Airlines Captain . . . and the owner and operator of Virginia Aviation Company. He has restored a number of antique airplanes over the years — his tongue-in-cheek
years before. I was sitting there with my backside strap-
Sport, a Stearman, and, most recently, has been hard at
ped to Little Butch loving every second of John's rolls,
work on two Curtiss Jennies, just to name a few of interest
How's this for close! John tucks Little Butch right into
the cameraman's lap.
named Aeronca C-3, "Speedy", portions of a 1922 Farman
Little Butch and owner John McCulloch back in their
element after the airplane's latest restoration. SPORT AVIATION 37
to antiquers. All have been beautiful pieces of work. Somehow, John convinced Ken he should squeeze Little Butch in ahead of the Jennies. As soon as the 23 foot, one piece wing was removed and examined, the project took a completely new direction. Both the main and rear spars were cracked! After the little cold shiver that was racing up and down his spine subsided, John was able to reason that his most recent aerobatic flights were not really as near the brink of disaster as one might initially imagine. The cracks were in the center of the wing near the points at which it attaches to the upper fuselage. This wing is so inherently rigid that it is close akin to being a full cantilever unit. The addition of heavy struts makes it bridge-like in strength. In fact, a couple of Clipwings have been rolled up in balls with the outer portions of the wing smashed to splinters and in each instance the wing — or what was left of it — did not separate from the fuselage. In all likelihood the airplane could have been flown for years without incident, so overbuilt is it ... but that was academic now. The airframe was disassembled, so the only thing to do was build a new wing. Back in the days when Woody owned N36Y, it had been maintained by F. E. "Pop" Hatcher of Lynchburg. When
John moved to the Washington area, he made it a point to look Pop up, and the two — 3 counting Little Butch — struck up a friendship. After discovering the spar cracks and coming to the realization that the time that was going to be necessary to restore the airplane was now roughly doubled, the decision was made to farm out the wing. Pop Hatcher was the only logical choice. That way Ken could concentrate on the rest of the airframe and, if all went well, the various components would be ready for cover about the same time. The pictures accompanying the article tell better than words the extent of the work that went into this most recent restoration of Little Butch. The airframe was completely stripped down to the last nut and bolt, a new wing was built and the engine was majored. Peeling away the fabric and paint during the teardown was a sort of leafing back through the pages of history. The fuselage tubing bore mute evidence — in the form of numerous splices — of past damage. The entire tail section apparently has been off more than once. Interestingly, one landing gear leg was longer and bent at a different angle than the other. The cowling was a complete mess, a body putty salesman's paradise. All these discrepancies were corrected and as the bird
(Photo Courtesy Richard Austin)
W. W. "Woody" Edmondson and N36Y as it came from the Monocoupe factory at Orlando, Florida in February of 1941. It was dark blue with ivory trim. Factory Clipwings were powered with 145 Warners and Curtiss Reed props. The "S's" are temporary race numbers. Woody has now retired and lives in Myrtle Beach, S. C. 38 MAY 1975
went back together a lot of new goodies were added — a new wood instrument panel finished to glisten like a piece of fine furniture, floorboards that look just as good, a black and white upholstery job and a new set of credits for the airplane oglers to read. Printed in the back of the fabric covered baggage compartment is the following: Curtiss Trophy Race . . . . . . . . . . . 1st Place 1946 Aeronca Trophy Race . . . . . . . . . . . 1st Place 1946 Aerobatic Championship . . . . . . . 2nd Place 1946 Aerobatic Championship . . . . . . . 2nd Place 1947 Also, attached to the rear spar, just behind the pilot's head (in the Monocoupe the top of the cabin is open — the wing bolts right on top of the upper longerons and the
spars are fully exposed . . . the skylight is the roof of the cabin) are two small plaques. One reads, "This aircraft restored by Ken Hyde, Va. Aviation Co., Warrenton, Va.",
and the other, "Wing woodwork by F. E. "Pop" Hatcher, Lynchburg, Va." With the airframe essentially completed, the freshly majored Warner was installed and fired up for a ground check. Much to John's chagrin, a longstanding problem still persisted — a rough left mag. All past efforts had been for naught, but John was determined that after going through the airplane the way Ken had, he was not going to settle for anything less than equal perfection in the engine compartment. The mags were overhauled . . . no improvement. A new set of overhauled mags were obtained . . . still rough. Finally, one day one of the right mags was substituted for the mysteriously plagued lefts . . . and the darn engine ran perfectly! Smoother, in fact, than it ever had since John had owned the airplane. Apparently, for a long time — maybe as far back as when the
185 Warner was first installed, the left mag had been in-
correctly timed internally for a Warner. In what must have been in the face of astronomical odds, the new left mag was internally timed the same as the old one. With that problem solved at long last, the plane was buttoned up and in early October, 1974 was flown off Ken's small grass strip. In the air John immediately found Butch was a new airplane in more ways than one. With the beautiful new wing fitted with a much smoother leading edge, the bird just didn't want to quit flying and the top speed had increased from an indicated 155-160 to 170 mph at the same power setting of 22 inches and 1950 rpm. And since
all was recorded on movie film so he can't lie out of it, we can tell you it took John three tries to get Little Butch down on Ken's tiny greensward! So once again, this famous little Monocoupe has been given a new lease on life — this time perhaps the best it's ever had. Undoubtedly, the finest tribute to the work Ken did came from Pop Hatcher. When he saw the completed airplane for the first time, he walked around it several times and finally said, "It ain't NEVER looked like this!" He should know because his name first appears in Little Butch's logs from nearly 30 years ago! On the third flight of the newly restored airplane, John roared down to Lynchburg and had Pop sign the logs
again. EAAers and aviation enthusiasts will be pleased to know John McCulloch intends to eventually place N36Y in the EAA Museum. Further, Woody Edmondson, who now lives in Myrtle Beach, South Carolina, has accepted EAA's invitation to participate in its Aviation Greats program at Oshkosh this summer. The goal is obvious . .. Woody and Little Butch reunited at Oshkosh '75!
plastics for
SUPPLY SOURCES FOR URETHANE FOAM AND DYNEL OVERLAY FABRIC O 3
homebuilding
s,
I INCE PUBLICATION OF the recent article on rigid plastic foams at the 1974 Fly-In (December, 1974, p. 30), a number of EAA members have expressd interest in utilizing some of these materials in their homebuilt aircraft. One point quickly evident to SPORT AVIATION was the need for additional information on where builders could obtain rigid polyurethane foam and the Dynel" fabric overlay material, as used in the construction of Ken Rand's KR-2 and the new miniaturized fighter aircraft developed by War Aircraft Replicas, Santa Paula, Calif. Polyurethane (commonly called urethane) foam is generally favored by builders over the more widely available polystyrene foam because of its resistance to solvent type adhesives and other products which attack PS foam. The latter, for example, is dissolved by gasoline or polyester resin, while urethane foam remains unaffected. Urethane board stock, and Dynel modacrylic fabric in the 4 oz. weight used by EAA builders, are available from the following organizations: Aircraft Spruce & Specialty Co., Box 424, Fullerton, California 92632 Canadian Rand Aviation, 2 Thorncliffe Park Drive No. 47, Toronto, Ontario, Canada Rand Robinson Engineering, Inc., 6171 Cornell Drive, Huntington Beach, California 92647 Wicks Organ Co., Highland, Illinois 62249 Also in a position to supply the Dynel material to EAA builders is Noah Lamport, Inc., 2041 Blake Ave., Los Angeles, California 90039. For builders trying to locate sources of rigid urethane foam in their own areas, here's a useful tip: Your best bet is to check local classified telephone directories and other commercial listings for distributors, fabricators
40 MAY 1975
By Val Wright (EAA 81831) 516 Wnghtwood Terrace Libertyville, Illinois 60048
and installers of building insulation. Both in board stock form and "foamed in place", urethane is one of the most efficient and widely used of all low-temperature insulating materials. Since different grades of the material vary in flammability ratings, builders should check this point with suppliers and specify a fire-retardant grade if available. Through cooperation of The Upjohn Company, whose CPR Div. is a major prime supplier of urethane foam materials and systems, we're listing below a number of fabricators/distributors in 19 states from whom rigid urethane foam sheet and slab stock may be purchased: Alabama: Shook & Fletcher Insulation Co., P. O. Box 7337, Mobile 36607. Arizona: Arizona Diversified Products, 22 E. Lincoln, Phoenix 85004. California: AllTemp, 2348 Auburn Blvd., Sacramento 95813; Tharco, 265 Hegenberger Rd., Oakland 94615; Vertex, 4200 Charter St., Los Angeles 90058; Thorpe Insulation, 4550 Federal Blvd., San Diego 92101. Colorado: A. H. Bennett Co., 3201 Brighton Blvd., Denver 80216. Florida: Bigham Insulation Co., P. 0. Box 22146, Ft. Lauderdale 33315. Illinois: Glenrock Co., 140 W. Lake St., Northlake 60164. (Also in the Chicago area is Midwest Pipe Covering, 180 Ida Ave., Antioch, Illinois.) Iowa: Barton Solvents, 116 Forrest Ave., Des Moines 50301. Maryland: Walter E. Campbell Co., 10721 Tucker St., Beltsville 20705. Massachusetts: Atlas Insulation Co., 6 Willows Rd., Ayer 01433. Michigan: W. H. Porter, Inc., 4240 N. 136th Ave., Holland 49423. Minnesota: Minnesota Diversified, 2281 Hampden Ave., St. Paul 55114. Missouri: MFG Associates, 3011 Roanoke, Kansas City 64108. Nebraska: Vaughn Insulation, 2815 N. 22nd St., Omaha 68110. New Jersey: Insco Corporation, 109 Graham Lane, Lodi 07644. New York: Burnett Process, 5928 Court St. Rd., Syracuse 13201. Oklahoma: Davis International, P. O. Box 507, Catoosa 74015. Tennessee: MFG Associates, 1446 S. Cooper, Memphis 38114. Texas: Houston Foam Plastics, 2019 Brooks, Houston 77026; Sabine Industries, Inc., 507 Dayton, Orange 77630; Artcraft Industries, Inc., 340 Artcraft Rd., El Paso 79925. Washington: E. J. Bartells, 700 Powell, Renton 98055.
WAG-AERO CUBY . . . THE REBIRTH OF A LEGEND By Jack Cox
•n r »----
fUBi
4
5 >' " (Photo by Jack Cox)
Dick Wagner and his CUBy.
-L HE NAME OF only one American lightplane has ever become a part of the language, a generic noun. Ask your non-aviation minded neighbor to name a small airplane and odds are heavy he will respond with the name
of an airplane that went out of production almost 30 years ago . . . Piper Cub. Or, just plain Cub. Since that day in late 1930 when pilot George Kirkendall (EAA 35582) nursed the first Cub off the ground, nearly 22,000 variants have been built. And although the last of the low powered line was discontinued in 1947,
approximately 3,900 Cubs (E-2 through J-3) remain on FAA's books today . . . apparently not nearly enough to go around for those who want to own one. Any devoted
reader of Trade-A-Plane can tell you that the price of Cubs has risen dramatically in the past four or five years. In a recent issue the Cubs listed had an average asking
price of $4281, and one was being offered for a cool six and a half grand! All this for an airplane that sold new for $2195 (faO in 1946. Why the Cub? Why is this modest performing little (Raettig Photo Service)
One of the identification features of a CUBy — a trim tab to replace the J-3's jack screw trim system.
puddle jumper enjoying such an amazing revival in the 1970s? Perhaps we can lay the phenomenon at the feet of the nostalgia fad that has had the U. S. locked in its grip for half a decade now. Perhaps we can point to the energy crunch and the realization that it is not going to go away — and the consequent decision on the part of
many that recreation must hereafter be taken close to home in something that is inexpensive to operate. It
could be that many are now looking at the once humble Cub as a significant and therefore valuable artifact of aviation history — the airplane that has probably trained more people to fly than any other, the airplane that went
off to war as the L-4 and distinguished itself in combat
(Photo by Lee Fray)
The basic fuselage structure of the Wag-Aero CUBy. This is Paul Poberezny's airplane.
zones around the globe, the airplane that more than any other has made the general public aware — and once appreciative — of little, privately owned planes. For others the Cub is undoubtedly a personal means of escape, of rebellion from an increasingly impersonal, mechanized, computerized, ATCed, TCAed world . . . a retrogression to happier, simpler days. There may even be a few who see the Cub as a sound investment, a hedge against inflation. And, finally, there's that bunch of Cub Lovers who simply think the little yellow bird is the most fun of anything SPORT AVIATION 41
(Color Photos by Jack Cox)
they have ever flown . . . and they just have to have one. Whether for one or all of the above reasons, there is a market for Cubs today. The used Cub business has been brisk since the late 40's and several aviation supply houses have made their mark by specializing in Cub parts, most notably Wag-Aero, Inc. of Lyons, Wisconsin, a tiny village almost in sight of the famed Playboy Club at nearby Lake Geneva. Wag-Aero is Dick Wagner (EAA 25491), a North Central Airlines Captain who has parlayed a single mail order product — wing spar inspection hole covers for Luscombes — into one of the largest and most successful after-market aviation product manufacturing and supply firms in the world. Early in the growth of WagAero, a line of Cub parts was developed — fuel tanks, exhaust systems and mufflers, cowling assemblies, landing gears, stabilizer jack screw assemblies, boot cowls, instrument panels, hub caps, wing spars, lift struts, upper and lower doors, complete tail assemblies, wing tanks, leading edge skins, throttle and cabin heat control cables, wing compression tube members, windshields, instruments with the Cub emblem imprinted on their faces, floor boards, fairings, wing tip bows, engine mounts, replacement wing ribs, and scores of smaller goodies . . . in other words, everything one would need to assemble a J-3 except a basic fuselage frame. Dick wanted to supply that, also.
Dick's dream has been to purchase the rights to the J-3 from Piper and put it into production again on a limited basis. He has not been alone in this and, apparently, Piper has been unmercifully harassed down through the years by persons wanting the J-3 for their very own. Some, of course, have been outright crackpots and this combined with Piper's fear that somehow their good name might become sullied, has caused them to turn down everyone, crackpot and serious contender alike. Dick Wagner has persisted, however, and now has taken a different tack. A biplane buff — he owns a Waco UPF-7 — Dick was impressed with EAA's Acro Sport and became one of the first supply houses to make a materials kit available for it. This experience crystalized his thoughts regarding the realization of his Cub dreams
. . . if he couldn't get the rights to the ATCed Piper J-3 Cub, he would come up with a kit for a nearly identical airplane and sell it to homebuilders. Before proceeding into such a venture, Dick had his attorneys thoroughly check out the legal ramifications. They concluded that as long as the kits were not purported to be genuine Piper J-3 Cubs and were not named Piper J-3 Cubs, then there should not be a problem. He also contacted Piper and completely filled them in on his intentions — and has kept them informed as the project has developed. From the beginning, Dick realized certain changes
A long time J-3 fancier and owner of quite a number
would have to be made in his homebuilt design from that
of them, along with Vagabonds, J-5s and even an Aztec,
of Piper's J-3 to make the task of the homebuilder easier
42 MAY 1975
— or even possible. The wing was the biggest nut to crack. Pre-war Cubs had wood spars and the post war editions had metal spars — obviously, reverting to the pre-war spruce spars would be better for homebuilders. Ribs on pre- and post-war Cub wings were riveted aluminum affairs that would be difficult for the basement
craftsman, so a built-up wood rib was designed, lofted to assume the fat profile of the USA 35B airfoil that all Piper products used until the Comanche came along. The Wag-Aero ribs are constructed of V-t" x V4" cap strip material and the usual ply gussets. The front and rear spars were made V6" deeper than Piper originals and the leading edge material .020 2024
T-3, which is a little more substantial than the easily dented J-3 leading edges. The Wag-Aero wing, as it evolved, is actually a sort of combination of the pre-
and post-war versions, taking the best features of each. The post-war metal spar wing's Friese-type ailerons are
used along with the pre-war wood spars, for instance. The rest of the wing — compression tubes, ash wing tip bows, drag and anti-drag tie rods, and fittings are
interchangeable with those in Piper wings. 13'/2 gallon wing tanks are available for either panel. The Wag-Aero fuselage is dimensionally identical to
(Raettig Photo Service)
Although the prototype CUBy has a trim tab system, the fuselage structure for installation of a Piper J-3
jack screw trim system is in place.
a Piper J-3 . . . only the wall thickness of a few tubes at the front of the fuselage are greater so as to accommodate engines up to the 125 Lycoming. A major improvement is the fact that the entire frame is welded up with
4130 tubular steel rather than 1025 as in the Pipers. Another improvement is the left side window which swings out just as does the top portion of the door on the
right side of the cockpit. This will be a welcomed feature to old Cub pilots who remember that the first time one slid the old windows up and down, they became scratched — permanently. The tail surfaces of the Wag-Aero plane are actually
the replacement parts for J-3's that Aero Fabricators, another Wagner company, has been building for a number of years . . . with one exception. The Piper J-3 used a
trim system which incorporated a jack screw that raised and lowered the leading edge of the horizontal stabilizer. The jack screw was actuated by a continuous loop cable between it and a small crank in the cabin. It was a source of trouble — the jack screw had to be kept clean and well lubricated and when the cable became stretched through continuous use, would slip rendering the trim system useless. Also, pilots and line personnel could never resist the
temptation to hoist the tail of the airplane by lifting on the stabilizer . . . thus putting the weight of the entire
(Raettig Photo Service)
Randy Gustafson, left, sets the stick control in place on N3WA, the prototype CUBy, while Don Oberhart works on Serial Number 2. That's an EAA Acro Sport fuselage on the sawhorses.
tail section on the jack screw. A definite no-no. The WagAero airplane has a trim tab on the trailing edge of the
left elevator. For those who still want the old jack screw system, all the attachment brackets will be included in the plans. The rest of the airplane is made up of new Aero Fabricators J-3 replacement parts and components. Late last year the decision was made to go ahead with the project and jigs were immediately started. By that time a name had also been decided upon . . . the WagAero CUBy Sport Trainer (say "cubbie"). In 56 working days the Wag-Aero crew whipped out the CUBy structure, covered it with the Stits process from Poly-Fiber to Aero-Thane and installed a freshly majored Continental C-85. As the color pictures accompanying the article clearly illustrate, the final paint job is ... shall we say, unconventional? Dick Wagner's explanation is simple — "Everyone will want to take two pictures of it." As a practical matter, he had to do something to keep people from walking right past "just another yellow Cub", and the CUBy's court jester's suit of half yellow and half green certainly accomplishes that! Although it sounds
awful, the effect is startling only at first. After a while it 44 MAY 1975
(Raettig Photo Service)
Francis Dahlman inspects the all-wood Wag-Aero CUBy
wings. A 131/2 gallon wing tank was later installed in the left wing.
begins to grow on you. A lot of people who have seen the CUBy, including the author, like the green side with yel-
(Photo by Jack Cox)
N3WA in the final stages of construction in Wag-Aero's airport shop.
(Photo by Jack Cox)
FAA inspector Joe Siemer, left, and Dick Wagner pose with the prototype CUBy. Siemer had just presented Dick with the experimental airworthiness certificate. After the picture taking, the wheel pants were removed and skis were installed for the first test flight.
(Raettig Photo Service)
Cabin structure details.
low trim. We're going to predict a lot of CUBy builders will choose the green for their bird, and that there will be some more half green/half yellow jobs, also. The attention that paint job will get at every stop will be too much for some to resist. For those of you who like to mark the occurrence of significant events, check Wednesday, March 12, 1975 on your date book. It was a cold, blustery, overcast day and a good four inches of snow blanketed the Wisconsin countryside. Anticipating such a circumstance, skis were waiting at the ready. After FAA inspector Joe Siemer (who followed the project from beginning to end and went out of his way to help keep work on schedule) handed Dick the coveted airworthiness certificate, everything was go. As the CUBy was being pulled out on the snow, a call was made to the Wag-Aero office for all hands to turn out and come up the hill to the company's private strip to watch the object of their recent labors take to the air for the first time. With his family, employees, Paul and Audrey Poberezny, who drove up just in time, a couple of EAAers from Michigan, Wayne Fredline and Vie Hansen, who had driven over to Lyons for parts, and the author standing on the sideline, Dick poured on the coal and seconds later lifted off for the first time. The name was changed and the color certainly was different, but all of us were aware we were witness to the rebirth of an aviation legend. Paul and Audrey Poberezny had a special interest in the flight of the CUBy. After Audrey heard about the project, she secretly arranged to purchase the first kit for Paul for Christmas. President Paul is a hard man to keep secrets from, but Audrey really put it over on him on this occasion. Remember when you got a model airplane for Christmas and dashed off to your workbench to start work on it even before opening the rest of your presents? Well, that was Paul and his new "toy". For a time, there was some question whether Paul would complete his CUBy before Wag-Aero's . . . but the press of EAA business soon began to cut into his after hours and weekends, as usual, and progress has slowed. By the time you are reading this, however, Paul's CUBy will be nearing completion. It will be painted black with yellow trim and will have the registration number N23254. This paint scheme and N-number will make the plane a duplicate of Paul's first Piper Cub. As of this writing (late March), the flight restrictions are being flown off the CUBy and Bill Blake is finishing up the plans. The prototype came out at an empty weight of 695 pounds — and 769 with wheel pants, the C-85, a metal prop, 13'/2 gallon tank in the left wing and a builtin ski rack behind the rear seat. Flight testing to date has been uneventful, including spins. "It flies like a Cub" has a special significance in this case and is, perhaps, the finest compliment the plane will ever get. The Number Three CUBy is already under construction by Wag-Aero and will outwardly resemble the Piper PA-11, the fully cowled transition model of the Piper Cub that eventually led to the PA-18 Super Cub. This CUBy will be powered by a 75 hp Limbach engine, which is distributed in North America by Wag-Aero. Information on plans, kits, prices, etc. for the CUBy is available from Wag-Aero, Box 181, North Road, Lyons, Wisconsin 53148. Upon hearing of the CUBy for the first time, one EAAer was overheard to say, "Guess it had to happen sooner or later, what with all the replicas being built today". Nothing has to happen, of course, but a whole new generation of Cub . . . er, CUBy owners will be glad it did if they have just half the fun with their airplanes as us present and past Piper Cub owners have had. SPORT AVIATION 45
46 MAY 1975
i&'
*m
SPORT AVIATION 4,'
THE SAGA OF SOPWITH PUP N 5182 By K. C. D. St. Cyrien, M.B.E.
One Kongsley Close Horley, Surrey, England
I,'M NOT QUITE sure when the idea to huild a Sopwith Pup first occurred to me. Of one thing I'm sure — the first stray thoughts in that direction came during 1955-56. At that time I was re-building a Heath Parasol, a project I would have given up if it hadn't been for George Hardie, Jr. of EAA. His letters and encouragement on the Heath project saw me through to a certain day in 1958 when I test
flew the Heath Parasol at Croydon Airport. Thank you,
Suddenly, out of the blue, I received a telephone call from the Managing Director at Hawkers. Did I still want the Sopwith Pup drawings? A clerk at their drawing office had discovered all the early Sopwith drawings during a search for more modern but elusive drawings. In due course some 40 pounds of drawings found their way to where I was living in Dorking — to be followed equally quickly by two security men. Please, could they have the
visits to the Science Museum and the Imperial War Museum. At the Imperial War Museum I struck pay dirt when
drawings back. The official secret act, you know — it lasts 50 years. Now that I had the drawings, I hung onto them. But it took the personal intervention of the Minister of Defense to get the drawings off the official secret list! Sometime later Jack Canary wrote to me from the U.S.A. regarding the Sopwith Snipe drawings, and I had the pleasure of referring him to Hawkers. Now that I had the drawings it seemed to me that I ought to be able to build a Pup replica in about two years. I registered the aircraft with the British Air Registration Board, and a friend in high places reserved the registration G-APUP for me.
I found eight drawings of the Pup fuselage, plus a general arrangement drawing, but not enough information to enable me to build a Pup. At this stage I made up my mind to shelve the project. I had already written many letters to British museums and various other well-informed people, in the hope that a lead on the remains of a Pup could be obtained. All my letters had received negative replies, so that avenue closed up.
Inquiries to the Sopwith Apprentices Assn. brought a letter with the exciting information that the Sopwith Aviation Co.'s chief designer, Mr. R. A. Ashfield, was still alive and living just outside of Kingston-upon-Thames. I wrote to Mr. Ashfield and received an invitation to visit him and discuss the project. This I did, and over the next few years Mr. Ashfield became a friend who was never too busy to clear up the various problems on the Pup construction. Many hours I spent listening to the early his-
George, for the many happy hours I flew in the Heath
before I had to part with it. Early research on the Sopwith Pup took me first to Hawker-Siddley at Kingston-upon-Thames. I contacted the Managing Director and asked if the original Sopwith
Pup drawings were still in existence. After some days I received a letter from Hawkers stating that inquiries revealed that all drawings of the old Sopwith Aviation Co. Ltd. were destroyed in the early 1920's. My next line of attack in the search for drawings was
48 MAY 1975
tory of the Sopwith Aviation Co. Mr. Ashfield, who personally designed such aircraft as the Pup, Camel and Triplane, and who also designed all of the early Sopwith aircraft, is still alive today at 86 years of age, I am happy to say. I now had drawings, material was on order, and the Pup designer had agreed to help with problems. All I needed was an engine. I discovered that the British Science Museum had two Le Rhone rotary engines which had been in storage at that time for some 40 years. Inquiries to the museum brought a polite reply that, although they didn't require the engines, strict regulations made it impossible to part with one, even on loan. After a year of trying all the methods I knew to shake loose an engine from the museum, all to no avail, I gave up. At this stage I came in contact with the first of several sharp types who asked for help in constructing a Pup. With most I'm willing to give them the "benefit of the doubt", but one in particular proved to be completely without conscience. From Holly, Michigan came a letter from a Mr. H. Leslie Groves stating that he had found a Sopwith Pup hanging in a barn. Groves said he had obtained the aircraft, rebuilt it and sold it to the Dutch government for their aviation museum. (Later inquiries made through the Dutch Military Attache indicated that they had never bought a Sopwith Pup since the 1919's, and in any case they did not have an actual aviation museum — at that time.) Groves wrote that he had an 80 hp Gnome rotary which had been running about two years earlier. If I could obtain two old type lightplane aircraft engines he would let me have the Gnome in exchange. Various contacts of mine spent months searching and turned up a 30 hp Scott "Flying Squirrel" and a 20 hp Douglas "Sprite" engine. Both engines were complete and in good condition. Here in England at that time small aero engines were like gold dust, and although the owners didn't ask gold dust for them, they did cost quite a lot of money. I crated up both engines and shipped them off to Detroit. A few weeks later I wrote to ask if the engines had arrived. Four letters later I hadn't received a reply. After six months, I wrote to the British Air Attache in Washington and told him I couldn't get a reply from Groves. Then three weeks later Groves wrote that he had shipped the Gnome engine. At last things were moving! Some three months later a letter came from the customs authorities at the London docks asking me to clear an old engine and take it away. I drove straight to London and a customs officer showed me the engine. It was a solid ball of rust. At some time it had been in a fire and it was possible to push a finger through one cylinder which was completely rusted through. The customs officer stated that customs duties were not going to be claimed because the engine was only suitable for scrap. I took the "engine" home, and you can imagine my feelings! I wrote to Mr. Groves several times but as I could get no reply, gave the whole thing up as a bad job. Around about this time my job started to take me all over the world, with the exception of the Americas. Various friends from all the different countries I visited all helped in the search for Sopwith Pup parts and for an engine. A lead at last took me to a military museum in France. But it took two years to persuade the Colonel in charge to show me their very large stores. Then one winter's day I was taken to a very old airship hangar. "This is our reserve store," said the Colonel. "It was opened about 10 years ago. In fact, I am informed that it has only been opened about four times since 1920. The material stored here is either incomplete or badly damaged." It took some time to find a key to fit a side door. Inside it was very dark and little could be seen in the dim light that filtered through the overhead skylights.
Photograph of Flight Lt. E. R. Grange. D.S.C., Croix De Guerre. RNAS, taken in 1917 while on sick leave, having
been wounded in combat. Grange, a Canadian and still living in Canada, was the first pilot of N-5182.
The Colonel suggested that we come back the next day — by then the French Air Force would rig up some sort of lighting. The next day when I arrived at the hangar some portable lighting had been rigged up. What a sight met my eyes! Everywhere there was the dust of ages and large cobwebs festooned everything. As we moved along the inside of the hangar the lights lit up the remains of old aircraft and engines. At the far end of the hangar I found an aircraft which resembled a dark mound of bits and pieces. On top rested an 80 hp Le Rhone with the remains of a propeller attached! The prop had become de-laminated but it was just possible to read "Sopwith Scout" stamped on the boss. I moved one of the wings which was lying on top of the fuselage. It fell to the ground raising clouds of dust. The fuselage could now be seen but it was impossible to identify the actual type. The machine gun, under-carriage and instruments were missing but from the tattered remains of fabric on the wings and fuselage it was most certainly a British machine. After some six hours of laying out the parts and inspecting it was clear that this was actually a Sopwith Pup. The engine had a brass plate wired to the push rods on which was stamped "N 5182". The remains of the fabric at the rear was cut away and the lights'showed the remains of the serial number. This was Sopwith Pup N 5182! SPORT AVIATION 49
Flight Lt. A. R. Little, D.S.O. and Bar, D.S.C. and Bar, Croix De Guerre, who took over N-5182 from E. R. Grange and shot down a number of German aircraft. He tangled with Von Richthofen while flying N-5182.
The prototype Sopwith Pup. Was powered with a 50 hp Gnome rotary and had warpable wings.
By this time my helpers from the French Air Force
land I started to sell off the replica parts. Some went to
and I were covered with dirt and grime. The Colonel suggested that we close the hangar and clean ourselves up.
George Neal in Canada who built a very nice Pup himself. Most of the remainder of the replica went to a U. S.
When I was alone with him I asked him if he would let
Air Force officer who diverted an Atlas aircraft from Buffalo Falls, USA to Mildenhall Air Force Base near Cam-
me have the Pup.
This caused him some problems. First,
the stores were not to be shown to visitors like me. Secondly, his records showed the engine as belonging to the museum but the airframe belonged to the French Air Force. He said it might be possible to obtain release of the engine to the British Ministry of Defense, but the Air Force could not release the airframe. There was a law against removing war material from France. It took two years to get the engine handed over to the British Ministry of Defense. To help things along, the French Air Force flew the 80 hp Le Rhone to England. On one of my visits to France the Colonel told me that during the late war he had been flying in England and that he had been shown much kindness by the British people. In view of this he had discussed the Sopwith aircraft with his superiors and the stores officer. It was agreed that I could take the Pup — but only a piece at a time! Officially, the French Air Force knew nothing about the Pup or its
bridge, England to collect them!
About this time I went to live some 100 miles north of London. The Pup went with me and I left my house empty. At a later date when I visited my house in Horley I found that squatters had moved into it. They stole my mail, money and anything else they could get their hands on. It took quite a few police to move them out. If any of my friends in the U.S. wonder why they received no reply to their letters, I'm afraid the squatters had
them. Some three years later I moved back, towing the Pup on jury wheels all the way behind my car. During the rebuilding of the Pup I had a visit from Mr. Ron Shelley. He brought with him some of the original parts and instruments from the Sopwith S.L.T.P. This
was the original prototype of the Pup (see
photo). These
It took several years to get all the pieces back to England. The various airlines were of considerable help in flying the parts back free of charge. The first two or three times I went through British customs and declared my baggage as "Sopwith Pup parts". I was met with frank disbelief, but on the remainder of the trips the customs officers were very helpful.
parts were used to replace those missing from Pup N 5182. Many people came to visit during construction, but I made no mention of the fact that the aircraft was original, as it was difficult to work out the legal position as to its ownership. During the rebuild it was necessary to replace much of the original wood in the longerons and wing spars. As ash to the high quality required was not commercially available, a friend of mine who was at that time Managing Director of a woodwork company, decided to let me have enough ash to make four longerons. He told me later they
As soon as I had the most of the Pup parts back in Eng-
had reserved this wood for work on the Royal box at the
removal. It was my problem how I got the pieces out of France.
50 MAY 1975
Ascot race course. In the old days of Queen Elizabeth I 1 would have probably ended up as a prisoner in the Tower of London! Now the fuselage was well underway so I decided it was about time to think about getting it up on its wheels. The undercarriage legs were a special streamlined steel tubing, as were the outline of the fin, rudder and trailing edge of the wings. Once again I contacted HawkerSiddley Ltd. to ask if by any chance their stores had any of the special streamlined tubing left over from the 1914/18 War. I got the expected reply, "Sorry, nothing." I then
contacted the original manufacturer of the steel. Yes, they still had the tools and could "draw" the special streamlined tubes to deliver in 12 weeks. As it turned out, once more I had a stroke of luck. For some years each time I was in London I visited a very large scrap yard which purchased scrap metal from all the various aircraft manufacturers and the Royal Air Force. It was my fond hope that by luck I might one day find a rotary engine in the scrap yard. Before World War 2 this company used to deal in Avro 504 parts and rotary
engines. But I never came across one. Some three weeks after my visit to Hawkers after streamlined tubing I was in the scrap yard and noticed a lorry unloading a pile of Rebuilt fuselage of N-5182. Note the simple bungee cord shock system employed in the landing gear.
Rebuilt fuselage of N-5182 showing the wire braced, wood fuselage that was typical of the state of the art in aircraft construction of the World War I period.
Trial fitting of the 80 hp Le Rhone. The prop was from an AVRO 504 and was installed here for photo effect only.
steel tubes. Some of the tubes looked interesting. Twenty minutes with the Pup drawings and a steel rule and I found
every piece of steel tube ever used on the Pup. The lorry driver told me all the material had come from Hawkers! I bought just enough tube for the Pup — the cost was just one old English penny for each foot length. After I left
the scrap yard and was well on my way home, I thought, "How stupid of me! I should have bought all the steel tubes to give myself enough spares should I need them." I went back the next day, but the tubes had gone for salvage. However, I consoled myself that I still had the extra supply coming from the original British manufacturer. For some time I had been thinking about the overhaul of the 80 hp Le Rhone rotary engine. Some eight years earlier I had received a half-promise from the Royal Aircraft Establishment to rebuild a rotary if I ever managed to obtain one. I telephoned the very senior engineer I had talked to eight years earlier. He remembered our conversation but was retiring in a short while (in fact,
the next day was to be his last). Could he call me back? Next day I received his call. Deliver it to the Royal Aircraft Establishment experimental hangar. The R.A.E.
could rebuild that engine as good as new, if not better! SPORT AVIATION 51
I was still short a bloc-tube carburetor, but I knew of one attached to a Le Rhone engine in a museum in Brussels, Belgium. Apart from the natural reluctance of the museum to part with anything, this carburetor was fitted to an engine behind which the great Belgian ace, Willy Coppens, had sat during his combats! I visited the museum
with the British Air Attache and talked to the museum Director. At long last he agreed to release the bloc-tube carburetor if the British Ministry of Defense asked the Belgian Ministry of Defense for it. Some two years later it was posted to me in the diplomatic bag from Brussels.
Around this time I obtained a B.T.H. (British Thompson Houston) magneto from Finland. The complete rebuild
of this magneto caused me no trouble. I worked for the Associated Electric Industries Ltd., one of the biggest electrical companies in the world. It had bought the old B.T.H. Company. They rebuilt two original magnetos for me
and one of the engineers involved wrote to tell me that in 1914 he was one of the engineers who copied the German Bosch magneto for the British aircraft engine manufacturers. From Lincoln in the English Midlands I obtained a
pair of Sopwith Pup wheels which had been fitted to a hand This view shows the mounting of the Vickers machine gun and fuel tank.
The Pup's instrument panel. Some spare instruments are installed for this picture — originals were out for overhaul at the time. The small crank at the left actuates the round object behind the panel, the belt winding drum for the machine gun.
Tail section of N-5182.
cart by an old R.F.C. fitter. The wheels were still fitted with the original beaded edge tires and inner tubes, and when pumped up still retained the air. I sent the wheels to the Dunlop Rubber Co. who rebuilt them with new modern rims and spokes, using the original hubs and bearings. Vickers Ltd. at Weybridge (now the British Aircraft Corporation Ltd.) had offered help with the rebuilding of metal parts, or remaking of parts which were no longer airworthy. During one of my many visits I brought up the
question of obtaining a Vickers .303 machine gun. Almost immediately they produced an original Vickers machine gun from their museum and presented it to the project. It was an original Mark I model from World War 1. I had the Sopwith Kauper interrupter from the French museum, so now the gun problem was tied up. On one of my visits to France I discovered that someone had a French-built Sopwith IV> Strutter. It took me six months to find the owner, only to be told that he had sold it to M. Jean Salis, a veteran airman well known in France (now, alas, since deceased). I traced Jean Salis to a house some miles outside of Paris, and his wife told me he was at his airfield only a short distance away. I followed a small path through a wood and found myself close 52 M A .
to a hangar. Inside I saw a very tall old man, typically French, working on a 50 hp Gnome rotary. I said, "Bon jour, Monsieur Salis?" The Frenchman looked at me with the bluest of blue eyes and replied in English with a public school accent, "He is over there," pointing to another man who was working on an early Bleriot. It turned out that the Frenchman had been to school in England, served as a pilot in the Armes de L'Air in World War 1, and then with a Royal Flying Corps squadron on loan — hence the good English. Jean Salis kindly showed me his collection of early aircraft and many rotary engines. But again I could not persuade him to part with one. During the wonderful
French dinner I had at his house he told me that he had known Bleriot very well and that for a time in World
War 1 he was a Sopwith 1 '/•> Strutter test pilot. Today Jean Salis is a part of French aviation history.
Some ten years had now passed since I first started the Pup project. An almost original fuselage stood in my garage, while my car stood outside in the road rusting away. For one reason or another the project hardly moved during the next three years. I collected a few more parts but made little progress. And then the Pup started grow-
ing again!
View of the pilot's seat, belt winding drum, ejector tube for spent rounds and the ammo magazine. Also notice the light but intricate metal fittings.
For nearly ten years I had been searching for an original Sopwith Pup propeller, but I couldn't find one anywhere. Then a chance visit to a technical museum in Birmingham to look at a Spitfire. There hanging on the wall
was a perfect Sopwith Pup Lang propeller. Again persuasion had to be used. It's strange how valuable an object becomes to someone else when only you have a need for
it! After some months I managed to agree to an exchange, and drove home the 150 miles with my prize. The Pup had now grown too big for my garage, so a
friend loaned me the use of a barn. I rebuilt the wings in part of the barn, but found that his children had damaged my beautiful propeller and the fabric on the fuselage. It was quite clear that if the Pup was to survive it would have to be moved. About this time I had a visit from Eric Skindley, who claimed to have space available free of charge at a local airfield called "Fairoaks". I visited the airfield, saw
the working space which was just what I needed. Skindley also promised a team of aircraft workers would finish the Pup construction for me if I would act as consultant. I could already see the finished Sopwith Pup sitting on the tarmac ready for its first flight within a few weeks. After sitting around the aerodrome for a month waiting for the "team" to turn up, I began to smell a rat. I then
started to ask people the questions I should have asked before taking the Pup to the airfield. Eric Skindley was a "con" man and was showing the Pup to all and sundry as his Pup. And it seemed the space would have to be paid for. Not having any money to pay for it, there seemed to be the possibility I might have to sell the Pup fuselage so that I could pay the outstanding charges. And of course there
Vital engine parts that had to be overhauled to new tolerances before the Pup was to fly. In the middle and at the left are parts of the oil pump, at the upper right is a bloctype carburetor and a piston is at the lower right. That 1916 carburetor looks suspiciously like the "new" injector carburetors being used on homebuilts today!
wasn't a "team". When I first visited Fairoaks airfield, I had met the C.F.I, and Manager, George Young, who had shown an interest in the Pup and listened to the story of how it had reached its present stage. When George heard of my problems, he freely made space available in the engineering hangar, allowed full use of the engineering facilities, and allowed me to use the knowledge of his engineering staff. The staff were experts on the rebuilding of Tiger Moth aircraft as well as other types. Without the help given by George Young the Pup would never have gotten into the air. How can light aviation ever die with such grand people as George Young around?
At this stage of construction a young engineer who had a collection of World War 2 military vehicles offered his services as fitter, rigger, engineer and odd job man. From the time we both started working on the completion
N-5182's original French-built 80 hp Le Rone being rebuilt at the Royal Aircraft Establishment at Farnborough,
England. SPORT AVIATION 53
N-5182 at Fairoaks Aerodrome on the day it was first completely assembled after 16 years of research and restoration. Markings were still incomplete.
of the wings to the day the Pup flew, I worked some 1500 hours on the project and Mike Johns worked just as many. He showed true devotion, working in the cold and damp, all hours of the day and night. When the aircraft was completed, Mike made the 80 hp Le Rhone engine his responsibility, and to see him swing that nine foot propeller is quite exciting. During ground runs of the engine it was difficult to get full revolutions, but as the engine had been completely rebuilt by the Royal Aircraft Establishment it was felt that in flight the engine would give much higher revs. At last the great day arrived! The Pup was pushed out of the hangar. Everything was checked over at least twice, and the test pilot was waiting. I had intended to test fly the Pup myself. However, I had let my pilot's license expire some years before, as every spare penny I had went towards building the Pup. Nevertheless we had the services of one of the finest test pilots available, Neil Williams. Neil flew the Sopwith Dove in the famous Shuttleworth collection, and was therefore ideal to comment on the handling of Pup N 5182. He is also an ex-Farnborough test pilot. A small group of well-wishers gathered on the tarmac. Neil climbed in the cockpit. Mike swung the propeller. The trusty Le Rhone fired, and after a few anxious moments while Neil checked the engine revs, etc., a short taxi run to the grass runway, a turn into the wind, the Pup's tail came up and almost immediately the Pup was in the air. I had expected Neil to do two or three short hops, but it was quite clear that he wasn't wasting his time with such Mike Johns, left, and the author, K. C. D. St. Cyrien, after Mr. St. Cyrien had completed the taxi trials of N-5182. 54 MAY 1975
preliminaries. He climbed N 5182 up to 1500 feet and for the next quarter hour did steep turns and stalls over the air field. All too soon the Pup rejoined the circuit, turned on final and landed. As Neil taxied into dispersal, the wellwishers cheered. N 5182 had flown again! As soon as possible I asked Neil, "What was it like? How did it fly?" "There will be a written report," said Neil. And here it is — FLIGHT REPORT ON SOPWITH "PUP" N 5182
Place: Fairoaks Aerodrome, Chobham, Surrey Purpose: Initial flight Date: 11 August 1973 Take-off: 1835 local time Time: 15 minutes Introduction The purpose of the flight was to prove the aircraft in flight and to note any primary handling problems.
Conditions relevant to flight The wind was NE, less than 5 Kts. The sky was clear and there was no turbulence. Approximately 3 gallons of petrol was aboard.
Starting The engine was reluctant to start and there seemed to be insufficient priming fuel available. Smooth running
at high power was achieved on the chocks with the air lever vertical and the fine adjustment '£ inch ahead of it.
Taxiing Engine handling was normal for the type. Wing tip
assistance was found necessary to steer on the ground. Take-Off The aircraft was aligned into the wind and full power was applied. The lever positions found on the chocks were used, but the engine would not develop full revs, nor would it run smoothly. The optimum lever position to give the highest power available were quickly found, but these differed from the static positions during acceleration and when the aircraft reached the flying attitude. This was achieved with the stick well forward, and as the tail lifted
the aircraft felt directionally "loose" with less rudder
response. However, there was sufficient control to maintain direction and the aircraft was allowed to run straight with its tail up. Although the engine sounded rough and was not giving full power, it was felt that there was adequate thrust for flight. Also, although rough, it was steady. The aircraft flew itself off the ground, and was found to be tail heavy. A careful climb-out path was followed to allow for a possible engine failure at any time. However, the engine continued to run steadily though roughly at 1800 rpm indicated.
Flight The aircraft was positioned over the approach at 1200 feet as a safety precaution and the following points emerged: 1. The machine was out of trim longitudinally, nose
up, and required a push force of 5 to 15 lbs. through the speed range tested; i.e., from 37 to 90 mph. This push force precluded lateral and directional tests proper, there being no trimmer. When the aircraft was allowed to commence a pitch-up maneuver, a large amount of forward elevator was required to arrest it. At 90 mph the stick was
about 2 inches from fully forward. 2. There was no noticeable wing heaviness, and normal rudder settings produced balanced flight. 3. The aircraft was brought to the stall, power off, and this occurred without warning at an estimated 37
mph. The stall was very gentle and was marked by a small nose-down pitch. There was no wing drop and no tendency for the engine to stop. 4. Turns were made in both directions, up to 75" bank,
and the turns to the right felt more comfortable. Coincident with the slight increase in acceleration in these turns was a sudden smoothing out of the engine together with a noticeable increase in power, with the rpm increasing from 1800 to 2150 indicated. 5. The level speed stabilized at 70 mph, but when the aircraft was dived to 90 mph, the engine speed again increased and the rough running disappeared coincident
with the slight "g" pulled at the bottom of the dive. IAS N-5182 immediately after its first flight in more than 50 years. Autographed by T. O. M. Sopwith.
alone did not produce this. When the engine was smooth, the speed remained at 90 mph in level flight. When the engine was running smoothly, the fine adjustment could be aligned with the air lever for best results. 6. With power off, the aircraft was sideslipped both ways and was more comfortable to the right; i.e., right stick, left rudder. 7. The sensation of poor forward visibility disappeared after a short time, and one was no longer aware of the presence of the gun. Landing A glide landing was made in a tail-down attitude with speed decaying from 70 mph in a sideslip to approximately 50 mph just before the flair. There were slight pitch oscillations just before touchdown. The landing was straightforward until below 10 mph estimated, when full left
4. The out-of-trim condition is thought to be acceptable and is representative of the type. 5. It is thought that there might be an insufficient head of fuel, and it is considered that the minimum fuel state for take-off should be one half tank; i.e., approximately 10 gallons. The basis for this opinion is that under "g" the engine operated normally. 6. The effects of the "inverse" differential ailerons are masked by the effects of the rotary engine. 7. It is thought that the rpm gauge is set up for about a 2:1 ratio. The estimated take-off rpm were 950 (indicating 1800). Recommendations Re-fly with full fuel and adjusted elevator friction. Signed: Neil Williams
N-5182 during its test flight program in 1974.
rudder could not prevent a gentle swing to the right at 90". There was no tendency at this speed for a wing to drop, and the engine was caught and kept running on the bottom. Ground assistance was again necessary in taxiing.
Conclusions 1. The airframe is thought to be representative of the type as far as handling is concerned. 2. The elevator friction is considered too high, resulting in overcontrolling during landing. This friction was also remarked upon the ground. 3. Compared with the Shuttleworth Pup, N 5182 has a higher ground incidence and a smaller fin and rudder, both of which add to the ground looping tendency displayed. It is certain that this machine must always be operated into the wind. 56 MAY 1975
It was evident that the engine wasn't giving full revs. I suspected the original World War 1 plugs, so I contacted K.L.G. Plugs, who invited me to visit them with the plugs and talk with their consultant. The outcome of the visit was a complete rebuild of the original plugs, and a brand new set specially designed for my 80 hp Le Rhone engine. Contrary to expectations, the new plugs still didn't clear up the engine problem. The engine seemed to be running on only 7 cylinders instead of 9. Over the next few flights the engine still ran rough, and then on the ground one day I found it impossible to get more than 800 revs on the clock instead of the 1200 normally expected. On top of this there was a very pronounced knocking noise. This was first thought to be the propeller out of balance, but after check-
N-5182 at the only British flying museum, the famous Shuttleworth Trust at Old Warden. The flight from Blackbush airport to Old Warden took 1'/2 hours across country. Note the Gloucester Gladiator behind the tail of the Pup. A Bristol fighter looms immedately behind N-5182.
ing no fault was found. Next the engine was suspected. Then it was thought the noise was something knocking
in the fuselage. I was almost convinced for a short time that the fuselage was going to fall to pieces, but careful examination revealed no structural defects nor broken struts. At last Mike said the only logical thing to do was to check every separate item and by a process of elimination find the trouble. As luck would have it, he started at the magneto. I insisted it could not be the mag — A.E.I, had completely rebuilt it and the only alteration made to it was when I changed the slip ring for another one. I produced the original slip ring, Mike fitted it, the knocking noise vanished, and the engine revs jumped to 1300 rpm,
the maximum revolutions for this type of engine. Neil flew the Pup again a few days later. This time N 5182 climbed away like a homesick angel. The Pup's flight testing program lasted several months and was undertaken from Fairoaks Aerodrome, Chobham, Surrey. The operators of Fairoaks Airport Ltd. freely allowed full use of all of their facilities. The fact that the flying tests were brought to a satisfactory conclusion is due to their Managing Director Alan Mann, who was never too busy to help over the many problems that arose. N 5182 moved away from Fairoaks to Blackbush Airport, some 30 miles, and due to the generosity of the air-
port owner, Doug Arnold ( w h o owns a Spitfire, a Harvard, and several Hawker Sea Furies) was given free hangarage and facilities. While at Blackbush I had a visit from ex-Capt. L. Rochford, D.S.C., D.F.C., an ex-Flight Commander of Naval 3 Squadron in 1917. He remembered N 5182, joining the squadron in February, 1917. He put me in touch with ex-Capt. E. R. Grange, O.S.C., who took over N 5182 when it was a new aircraft. Capt. Grange shot down a white colored seaplane while flying N 5182 (see the copy of the official report I. Later he handed it over to Flight Sub Lieut. R. A. Little, who started his score of Hun aircraft on N 5182, shooting down about five Germans in this aircraft. Little was killed flying a Camel in 1918. By this time he was the 8th top scoring fighter pilot of the United Kingdom, with 47 aircraft to his credit. At that time he was a Captain in the RAF and won two D.S.O., 2 D.S.C. and the French Croix de Guerre. Sopwith Pup N 5182 is now flying on a Certificate of
Airworthiness as an original World War 1 fighter. However, considerable problems were encountered with the British civil aviation authorities. They were very help-
ful about the flying program, but demanded authenticated proof that the aircraft was original. The C.A.A. investigations took some eight months, during which evidence of the original Sopwith parts was checked as well as all my letters relating to moving the Pup from France to England. Finally confirmation had to be obtained from Sir Thomas Sopwith, President of Hawker-Siddley Ltd. (Successors to Sopwith Aviation Co., Ltd.) that the Pup was considered by him to be original! In May, 1974 N 5182 was flown at the Biggin Hill Air Fair. Later in the year it was flown at the Shuttleworth Trust Air Display in company with their Sopwith Dove, a 1920 civil aircraft which had been altered and repainted SPORT AVIATION 57
A historic photograph — two Sopwith-built aircraft flying together for the first time in more than 50 years. In the foreground is N-5180, a Sopwith Dove (a civil two place version of the Pup built in the 1920s) converted in 1936 to look like a Pup and St. Cyrian's N-5182. The insurance coverage for N-5182 for this flight only was about $300! The Shuttleworth Trust paid the premium so that this picture could be taken. Their Dove/Pup is only allowed to fly for ten minutes a flight — about 6 times a year.
to look like a Sopwith Pup. This flight was historic, for
all the work they did for free, and all the parts purchased
it was the first time in more than 50 years that two Sopwith originals were flown together. It took 16 years to put N 5182 back together. Much of the story would take too long to tell, and in some cases it has been impossible to tell of the help given by many
— if all of these were added together, there wouldn't be
friends who must remain nameless, but hold important positions in foreign governments, military forces and the British aircraft industry. Meanwhile flying time of the Pup is very restricted. The hourly insurance costs about 180 U. S. dollars, which is prohibitve. The cost of rebuilding the Pup is almost impossible to compute, but if the thousands of miles I drove and flew, plus the cost of rebuilding the parts and renovating them, the cost to the British aircraft companies for 58 MAY 1975
much change left from about 60,000 U. S. dollars. What is this historic relic worth? I don't know. All I know is that when I started the project I was a youngster in my early thirties and now I'm almost 50 years of age. Can anyone tell me what 16 years of one's life is worth? When N 5182 finishes its flying days, a place of honor has been reserved for it in the Royal Air Force Museum at Hendon, England, where it will be preserved for all time. Would I do it again? I honestly don't know. There were many times over the 16 years that I worked on the project that I wished I'd left the Pup undisturbed in the old airship hangar.
The Sopwith Pup's Certificate of Registration.
An affidavit by none other than T. 0. M. Sopwith to prove to the British government that Sopwith Pup N-5182 was an original Sopwith-built aircraft.
SPORT AVIATION 59
THE DESIGNEE CORNER
From Sweden . . . Comments on Motorsailers Government Regulation, Props, and Exhaust Systems
By Antoni (Tony) Bingelis EAA Designee Co-Chairman
8509 Greenflint Lane Austin, Texas 78759
I
HAVE A friend in Sweden who is
an ICEBEAR HUNTER. I don't know any other Icebear Hunters nor do
any of my friends. Now, there may be more than one Icebear Hunter on
earth but I doubt very much that any of them are dedicated EAA members like Bengt V. Nilsson. I can tell when the bear hunting season is over for Bengt marks the occasion by taking his typewriter out of the deep freeze, where he stores it to keep the keys from freezing, and cranks out one of his unusual letters. These letters arrive addressed to me with such zany salutations as
Antoni Bingelis, Rebel Country AM-erica; or the US Technical Advice Corporation, Texas Branch, AMerica; or to Right Hon. Antoni Bingelis, Wizard of nut N bolts; or Bingelis Air Expertise, Inc., Th' Deep South; or ... well, I think that gives you the general idea. My postman
has even gotten to the point where he grins a lot as he puts my mail in the box.
Bengt Nilsson, the great Icebear Hunter of Sweden has apparently
erant and understanding as is the
good old US of A. Local "FAA" is red-tapish and strict in the extreme and only the
hardy, clever, industrious, meek guys ever reflect on aircraft repair or homebuildin'. Did you know that Norvegian airclub members are not even allowed
to change oil in aircraft engines? They need a special license for this precision work of art. In Scandinavian areas, government regulations being what they are . . . many a rugged individualist is toying with the idea of flying "black". There are large areas up north — very isolated — and interspaced often with fine straight asphalt roads that run for miles right over the tundra . . . But fly we will somehow. One of
the few sanctioned flight activities that runs counter to severe governmental restrictions is that of taking to the air in motor gliders.
dedicated himself to assuring that my continuing technical aviation
BENGT NILSSON LIKES THE MOTORSAILER CONCEPT . . .
education is not to be neglected. I suspect that his training course for me is yet far from complete because
Motorglider? Yup — that's the bird for Mr. Nilsson of Icebearland — but the more seasoned sailfliers smirk at the very idea. WHAT sport
his last letter carried the notation
. . . "The Great Swedish Novel - Part two . . . " For all of his vivid imagination, technical awareness (I think he's
also a machinist) and literary skill, he is far from being subtle or modest
. . . after all, would you sign yourself as "THE Swedish Nat. Icebearhunters Brotherhood Ultd."? This guy's sense of humor is a cross between that of Bob Hope, Edgar Bergan, Charlie McCarthy and Ladislao Pazmany. Nilsson's observations follow: FLYING RESTRICTIONS IN THE NORTHLAND
In Sweden, as in many countries, it seems, the construction and flying of homebuilt aircraft becomes an unending challenge as most governments aren't anywhere near as tol60 MAY 1975
is that — when you KNOW you can
get home? No siree they say — the only true thing is the only true breed
. . . the pure engineless bird that is coaxed aloft with the help of a tow rope. Last August I was at Sweden's most popular sailfield: (65° 50' 36"
North by 15° 04' 37.5" East — you take your sly drole and tell me the name of it) where I gave them my motorsailer bit (sales pitch). "Wouldn't it be nice to start by yourself," I says, "and get home — instead of risking an outlanding and a trailer return?" They answered that all last year there was only one out-landing there . . . and it was a motorsailer: Nevertheless, I made my point when a few days after that a sailplane went up — got into a headwind
and landed 20 miles away in a swamp — unscratched. A helicopter had to be used to carry the airframe back to the field. I have probably shoved down your
throat already my pet idea of a plane — Automobile started, to save tow plane cost . . . with a small 5 to 15 hp assist engine. Barely enough to fly on once airborne, and with a shut-
off facility for sailflying when thermals are right. So, the Oshkosh 2 cycle fold-down job you described to me is the THING. It must be folded down otherwise glide is far below acceptable. In fixed pylon mounting — engine prop can have a clutch mechanically detachable so prop can freewheel when the engine is shut off. Less drag than still prop. With the mountain upwinds near
Norway, even a streamlined VP with longer wings would work . . .
how about you do some pushin'? Here some motor sailers can be piloted on sailplane licenses — a fact that could make for many new EAA members who can't shell out the 1200 dollars a motor license costs. Fourniers, we have a very few in Sweden — but they're looked upon dimly — a substandard sailer — with engine on at that. With a folding engine job you'll get 28:1 or better. While Fourniers have about 20:1
or so (glide angle) and that's below standard here. Borderline acceptance goes around 30:1 — which most modern single seaters meet. At the above mentioned field, 5 or so years ago, a local was killed in a Fournier. A dealer in Sweden had come up demonstrating one. The demonstration pilot swooped down and sped along the field on the wheel — then pulled up sharply and went up on a magnificant steep angle. Apparently that sold the machine then and there. The new owner tried the same — forgetting to make sure of enough speed — so the plane
stalled — tipped over on side and crashed into a fuel wagon. I hear and remember such stories
— and keep my eyes glued on the speed dial — but my sailteacher don't like it ... "Damnitall — look at the
horizon or I'll tape over the speed dial for you", he bawls. Of course, that seasoned bear has the speed and level in his seatpants — while a greenhorn like me must rely on the instruments — or so I thought. According to me — more than one aviator has crashed because of too little speed — so, I believe in keeping the nose down — rather than up. Especially without an engine up front. ON THE USE OF AUTO ENGINES IN HOMEBUILTS
Hugo Ericson of Tandsby, Sweden, did fly motorcycle engined homebuilts with charcoalburners during the WW II years — so why can't moderns fly a fly with a little heavier
auto engine — leaving some sandwiches home instead, to lighten total wing loading. After all — this is not ton per mile cost seriousness. Me thinks.
Tony, please don't push two stroke. — they screaming buffs. A watercooled 4 stroke is best. We see this real good here. An old Motorfalke has a 4 cylinder 2 stroke Hirth (500 cc or 26 hp) but now the new one has
a VW mill and it can't be compared in silence (noise?). By and large I can't understand why the US cool cats don't make more use of Vega and
other auto engines. Couple of feet longer wings and less mph could mean a far cheaper ride with an auto engine pulling/pushing. Those mills
are mighty reliable these days and their prices are way down compared with gold certificated aircraft engines.
ON PROPELLERS
THE ICEBEAR HUNTER COMMENTS ON EXHAUSTS
Your exhaust stack writings have been most interesting . . . you finally got around to drilling holes in the end of the pipe to equalize inner and outer pressures and to minimize 'em bangs. I have used this system on my Aston Martin Grand Deluxe for years . . . without squeezing the ends shut. Just straight pipe with lotsa V4" holes
six to seven inches from the bitter end. To sophisticate it further — we can double the diameter — then
squeeze it — let in outside air, and then double it again with lotsa holes again near the end . . . all this just
to let pressures meet without causing back pressure.
It has been said that EAA USA has a shortage of prop carvers. How about props being sold half finished to buy-
ers . . . letting them do the sandpaper and paint job themselves? Mr. Hugo Ericson, Tandsyn Sweden, our own number one EAA protege has a very fine idea for a "rough cut" machine to turn prop material into a near propeller, leaving a few
percent of material to be handcarved away. This should be great for part of the prop buyers — others with cash still buy the finished product. This could be an idea to stretch the current limited propcaving capacity to serve more customers.
I think amateurs should stick to wood propellers. They're cheaper, seldom break suddenly, and are
easy to replace. You probably re-
A REPLACEMENT FOR SUPER CUB, ANYBODY?
The Super Cub is regarded as one
of the safest hedgehoppers. Some in USA and also our artillery spotting school here thinks so. They are looking for replacements for their 35 year old Cubs. Can you recommend any good design they could use? If it's a homebuilt, I know a couple of
factories that could build 'em. You can write direct to the school . . . Herr General Curt Erik Boudrie Artilleriflygare BRANDHOLM via Nykoping Sweden
. . . and, how come that EAA has not tried to copy the Cub design for
EAA'ers since it is so good and dependable? (It's been done — Editor)
SWEDISH
ANTI-BANG 1/16" HOLES
member the Sport Aviation story about the guy nearly losing the engine over the Lake Tahoe area a cou-
ple of years ago because the prop blade broke. About wood spoons you seldom hear such stories. By and large wood is a fine material for amateur aircraft. But, Sweden has special problems — like today — when cold vet rains been pouring down l i k e heavenly w i n d o w curtains most of the day. This is hard
on propellers you know. We're going towards worst part of year.
March — May is perhaps our nicest. White snow, sunshine and Christmas card views everywhere out in the countryside . . . HOSSMAN PROPELLERS Aus Germany can be had in variable pitch configurations - adjustable on the
ground. Yankees 'n Rebels who are the smartest people in the whole
SYSTEM 1/4" HOLES
\
FROM ENGINE
o i-*
2P
2P SPORT AVIATION 61
da-- world should be able to do better. So — whydontcha make a design competition for designing a 20 to 70 hp variable pitch wood prop?
Blades could be glass-fibre-attached to aluminum or steel pipe holdings . . . movable in a steel or aluminum hub with a mighty 6 volt Mighty Midget electric toy motor and some worn gears thrown in and juice fed by isolated rings on prop or shaft. Try 'em out on snowmobiles first before you cross the Atlantic with one. Only a few homebuilts in Norway and Sweden today. The difficulty in finding suitable workshop space, the frustrations of obtaining the essential materials, all of which must be imported at great expense, and the great distances between the few interested builders, all combine tc deter homebuilding activities. Nevertheless, one of the latest projects to be airborne again proved the point that it can be done. This homebuilt, a Bede 4, has just done its maiden flight and works good. Cost about 9,000 bucks. Pretty good when you realize
a bought 4 seater Cessna or such goes here abouts for around 25-30,000 . . . key in the door and no gas in the tank.
I TAUGHT AMELIA TO FLY Neta Snook Southern 169 pages $6.95 Vantage Press 516 West 34th Street New York, New York 10001
Who really taught Amelia Earhart to fly? Neta Snook, now Mrs. Southern, did. She met Amelia and her father on a hot December day in 1920 at Kinner airport in southern California. Amelia impressed Neta by saying, "I'll come right to the point. I want to learn to fly and I understand you teach students." Neta thought she would make an excellent student. The flying and personal episodes with Amelia are at times humorous, at times serious, but Neta did teach the famous flyer and became her close friend as well. Neta had always been interested in things mechanical and, encouraged by her father, tinkered on cars by the hour, finding which gear moved what part.
County fairs meant one thing to Neta — the balloon ascension. From the time the big gas bag was stretched on the ground, the fire built, and the balloon airborne, that was where Neta stayed, secretly hoping that the balloonist would have an attack and she could take his place. On her grandparents' farm she lay on the sloping cel-
(Any of the readers who have an interest in Motorgliders and wish to
compare ideas and notes on the subject may wish to write to the Ice Bear Hunter in his own liar. Bengt Nilsson, Pack, S 900 11 UMEA 11,
Sweden.)
DESIGNEE NEWSLETTER SUBSCRIPTIONS
In addition to Tony Bingelis' monthly column, The Designee Corner, EAA Headquarters publishes a monthly Designee Newsletter containing even more "How To" material, a compendium of
the previous month's Designee inspections and a summary of all homebuilt accidents occurring around the nation the previous 30 days. Any EAA member can subscribe
to the Designee Newsletter for $7.00 per year. Make your check payable to: EAA P. O. Box 229 Hales Corners, Wise. 53130 62 MAY 1975
lar door and watched the red-tailed hawks circling the fields, imagining she was soaring with them. During her sophomore year at Iowa State College,
Ames, she wrote the aviation school at Newport News, Virginia, but no females were allowed. Early in her junior year, a Des Moines newspaper advertised a flying school at Davenport, Iowa. When the college year ended in June, 1917, Neta went there, parted with her $400, and was taken to see the "superb flying equipment" the other students were constructing. The fellows accepted her immediately as she said, "I'll be glad to help at any jobs where I'm needed, and please don't change any of your habits on account of me. Just count me as one of you." By July the plane was done, and on the 17th, she took her first flight and lesson. The students had received about 100 minutes of flying time apiece when, tragically, the plane crashed. Neta received a refund of $200 and watched the boys leave for Newport News. Finally she was accepted there, arriving on October 15, 1917. World War I forced an end to flying at Newport News, the fellows joined up, and Neta was left behind. After the Armistice, Neta purchased a wrecked Canuck and shipped it to Ames. By the Spring of 1920, the plane was rebuilt and finally, Neta soloed. During that summer she barnstormed — flying fair exhibitions and hopping passengers. With winter approaching, she shipped the plane to California where she went into the aviation business — passenger rides, aerial advertising, and teaching flying. It was here she met Amelia, Donald Douglas, and other aviation greats. I TAUGHT AMELIA TO FLY is intensely personal, a vivid and accurate tale of early flying, and not only do you read the facts, but also the feelings which went with them as Neta flies through her intensely active and varied aviation career. Ann H. Pellegreno
WHICH "AN" BOLT DASH NUMBER? But seek no longer, Table I is a reproduction of the AN specification which is used to determine bolt dash numbers. The first number following AN in a bolt designation specifies the diameter of the bolt shank in sixteenths of
By Luther D. Sunderland (EAA 5477) 5 Griffin Drive Apalachin, N. Y. 13732
an inch. For example, an AN 7 is 7/16 inch in diameter.
Diameters can be specified between 3 and 20. (Don't be surprised if there is a rather long delivery time on a -20.)
E
Next there comes either a dash or a letter. Following the
(VERY HOMEBUILDER KNOWS that to meet aircraft quality standards, it is necessary to use aircraft
dash or letter is the length designation number, commonly called the dash number. Note that length changes in
quality hardware and avoid the temptation to use bolts
1/8" increments as does grip length so data on dash numbers from 55 to 80 can be generated by continuing each column in 1/8" increments. Bolts can have safetying holes in either or both the head and shank. Holes are specified by letters before and after the dash number as shown in the following example:
from the local hardware store. In the U. S., that means using hardware which complies with military specifications. This article explains the military bolt designation system and provides reference tables which are needed to determine proper designations for ordering bolts.
Originally, the applicable hardware specifications were designated AN (for joint Army and Navy) but these are being replaced with a new set of Military Standard specifications abbreviated MS. Although the AN specification system is used almost universally throughout the civil aviation community, it has been almost completely replaced in military applications. Unfortunately, it is not possible to convert from AN hardware designations to MS numbers without reference tables. Parts suppliers, however, have the reference tables, so they can fill your orders if you specify requirements with either the AN
or MS designations. The problem is that most builders have trouble ordering bolts, even under the old AN system. Along with diameter, the dimension which it is essential to specify when ordering a bolt is grip length, or the distance from the head to the beginning of the threads, see Figure 1. Except for non-structural applications where screws can be used (like for attaching thin sheet
metal), it is absolutely necessary that the threads do not bear against the parts being secured by the bolt. This is the first good aircraft practice which every mechanic should learn. But, once you have learned it, just try to find out how to determine the proper dash number for a
given grip length. You will soon discover that it can't be done without a reference table. And where do you find that? Some parts suppliers interestingly provide in their catalogs a conversion chart to get from bolt length to dash number, but that is no help since the length of the thread-
ed portion is different for each diameter bolt. Other suppliers properly include a scale in their catalogs which can be used to obtain dash numbers from grip length. It is strange that two mechanic's pocket reference manuals in the author's library do not contain this essential bit
AN5-10A AN5H10
Undrilled Both head and shank drilled
AN5H10A
Head only drilled
AN5-10
Drilled shank only
Tolerances on the various bolt dimensions are important to' the homebuilder for it is often necessary to obtain tight fits between bolts and various parts. Table II lists various bolt dimensions and tolerances. Old timers in the aircraft industry use interesting tricks to get holes which give tight fits with standard AN bolts. Notice that an AN 4 bolt can have a diameter between .246 and .249. Many AN 4 bolts run at the low end of the tolerance band so a hole reamed with a standard .249 (.248/.250) reamer could have a .004 slop. In a wing fitting, this could be excessive. There is no standard drill or reamer size between .246 and .249 but there are two ways to get a smaller hole. With a standard .249 reamer spinning in a drill, lightly rub it with a piece of 400 wet-ordry paper. This dulls it a bit, but it will still cut and at an undersize diameter. Another way is to use an undersize drill. Drills usually cut slightly oversize, so a D drill (.246) will usually make a hole large enough for a tight fit on an AN 4 bolt. Special low tolerance bolts can be purchased. They have tolerances for 1/4" bolts of .2487 to .2492 but are usually not readily available. As a Designee, I am often confronted with the question of how many washers are permitted on a too long bolt. Since washers are 1/16 inch thick and bolts increase in 1/8 inch increments, if more than two washers are needed, the next longer bolt should be used. Thus, the FAA limits you to two washers per bolt. This is just a
of information. AN6H10
AN6-10A ,_ 1
" un
— UNDRILLED
I r
AN6H10A
r^vs n I -- U
BOTH HEAD AND SHANK DRILLED
I S -of
<
AN6-10
f— — •- —
I-
H EAD ONLY DRILLED
-
V
"***v^— I I
ShMNK ONLY DRILLED
ILLUSTRATION OF DRILLED AND UNDRILLED BOLTS AND PART NUMBERS SPORT AVIATION 63
matter of tidy practice, but the rule of never letting threads bear on the part is a matter of structural integrity. Table III lists the rated strength of AN bolts. Note that the shear strength is given at the full diameter, not at the threads. It is often surprising to find builders improperly installing cotter pins in bolts. We rather expect a garage mechanic to bend both halves of a too long cotter pin around the end of a bolt, but not an airplane mechanic. One half should bend down and just touch the washer while the other half should wrap around the end of the bolt and stop at the center line. Elastic stop nuts can legally be used on drilled shank bolts only if the edges of the hole are not sharp. In a properly designed application, bolts should not be used in ro-
tating joints where rotating friction in the joint is restrained only by the nut. But there are some cases where this is done, and a castellated nut with cotter pin must be used. An elastic stop nut can legally be used if the bolt secures a bushing which is tightly clamped to another part since the rotating friction is transmitted directly from the bushing to the other part. If you want to make life less frustrating ask for a really nice present for your next birthday. Ask for a dozen of each dash number bolt sizes AN3, AN4 and AN5. Throw in a hundred washers, nuts, No. 6 and No. 8 screws also, but don't tell any of your fellow EAA members or they won't last long. At least you can now make up your shopping list using the proper AN dash numbers.
LENGTH MARK ALUMINUM-ALLOY
BOLTS WITH DOUBLE
1——
DASH
(b)
————— GRIP ————h—
E ——
H-,x-.010 ±.005 RADIUS -A X MARK CORROSIONRESISTANT STEEL BOLTS WITH DASH
(\ ^P-
(a) MARK NON-CORROSIONRESISTANT STEEL BOLTS WITH X
DRILL K WHEN
SPECIFIED CHAMFER 15° ON BOTTOM _J [__ FACE TO DIMENSION H OPTIONAL
FIG. 1 — AN BOLT REFERENCE SKETCH
AM} DASH NO.
GRIP il/6d
Mid LENGTH +1/32
GRIP tl/6d
-l/6d
3 u
5
6 7
1/16 1/3 IA
3/8 1/2
10 11 12
5/8 3/U 7/6
13
id
1 1-1/8
15
i-i/d
16 17 20 21 22 23 2d 25 26 27 30 31 32
33 31. 35 36 37 UO U d2
-EJ-
i-3/e 1-1/2
1-5/8 1-3/d
1-7/3 2 2-1/8 2-1 A
2-3/8 2-1/2
2-5/8 2-3/1. 2-7/8
3 3-1/8 3-lA 3-3/8 3-1/2 3-5/8 3-3/d 3-7/6 ~E '
dd
U-l/8
IA d* Ii7
d-3A>
50
14-1 /d
d-1/2
d-5/6
51 52
d-3/d
53 51.
5 5-1/8
U-7/3
64 MAY 1975
15/32 1V/32 21/32 25/32 29/32 1- 1/32 1- 5/32 1- 9/32 1-13/32 1-17/32 1-21/32 1-25/32 1-29/32 2- 1/32 2- 5/32 2- 9/32 2-13/32 2-17/32 2-21/32 2-25/32 2-29/32 3- 1/32 3- 5/32 3- 9/32
1/16 1/16 3/16
5/16 7/16 9/16 U/16 13/16
15/16 1- 1/16 1- 3/16 1- 5/161- 7/16 1- 9/16
1-11/16 1-13/16 1-15/16 2- 1/16 2- 3/16 2- 5/16 2- 7/16 2- 9/16 2-11/16 2-13/16 2-15/16
3-13/32 3-17/32 3- 1/16 3-21/32 3- 3/16 3-25/32 3- 5/16 3-29/32 3- 7/16 h- 1/32 3- 9/16 1.- 5/3? 3-11/16 d- 9/32 3-13/16 1
"d-13732~ d-17/32 d-21/32 li -25/32 d-29/32 5- 1/32
3-15715"
d- 1/16 li- 3/16
d- 5/16 d- 7/16 d- 9/16 5- 5/32 d-il/16 5- 9/32 d-13/16 5-13/32 d-15/16 5-17/32 5- 1/16
«i6
AN 5 LENGTH + 1/3?
GRIP ±1/61,
-l/6d IS/32 17/32 21/32 25/32 29/32 1- 1/32 1- 5/32 1- 9/32
1/16 19/32 3/16 23/32 5/16 27/32 7/16 31/32 9/16 1- 3/32 11/16 1- 7/32 13/16 1-11/32
1-13/32 1-17/32
15/16 1- 1/16
1-21/32
1- 3/16
1-25/32 1- 5/16 1-29/32 2- 1/32 2- 5/32 2- 9/32 2-13/32 2-17/32 2-21/32 2-25/32 2-29/32 3- 1/32 3- 5/32 3- 9/32 3-13/32 3-17/32 3-21/32 3-25/32 3-29/32 d- 1/32 d- 5/32 d- 9/32 d-13/32 d-17/32 U-21/32 d-25/32 d-29/32 5- 1/32 5- 5/32 5- 9/32 5-13/32 5-17/32
LENGTH -1/32 -l/6d
1- 7/16 1- 9/16 1-11/16 1-13/16 1-15/16 2- 1/16 2- 3/16 2- 5/16 2- 7/16
2- 9/16 2-11/16 2-13/16
2-15/16 3- 1/16
1-15/32
GRIP
:l/6d
1/16 3/16
5/16 7/16 9/16 11/16 13/16 15/16 1- 1/16 1- 3/16 1- 5/16 1- 7/16 1- 9/16 1-11/16 1-13/16 1-15/16 2- 1/16 2- 3/16 2- 5/16 2- 7/16
1-19/32 1-23/32 1-27/32 1-31/32 2- 3/32 2- 7/32 2-11/32 2-15/32 2-19/32 2-23/32 2-27/32 2-31/32 3- 3/32 3- 7/32 2- 9/16 3-11/32 2-11/16 3-15/32 2-13/16 3-19/32 2-15/16
3- 3/16 3-23/32 3- 5/16 3-27/32 3- 7/16 3-31/32 3- 9/16 d- 3/32 3-11/16 d- 7/32 3-13/16 d-11/32 3-15/16 d-15/32 d- 1/16 d-19/32 d- 3/16 d-23/32 d- 5/16 d-27/32 d- 7/16 d-31/32 d- 9/16 5- 3/32 d-11/16 5- 7/32 d-13/16 5-11/32 d-15/16 5-15/32 5- 1/16 5-19/32
3333-
1/16 3/16 5/16 7/16
3- 9/16
3-11/16 3-13/16 3-15/16 d- 1/16 d- 3/16 d- 5/16 d- 7/16 d- 9/16 d-11/16 d-13/16 d-15/16
AN7 LENGTH +1/32 -l/6l.
GRIP !l/6d
1/16
53/6d
3/16 5/16
1- 5/t>d 1-1 3 /6d 1-21/61.
7/16
61/6d
l-29/6d
l-37/6d
l-d5/6d 1-53M 1-61 /6d 2- 5/61. 2-13/61.
CRIP -•1/f-d
-l/6d
d5/6d
9/16 11/16
13/16 15/16 1- 1/16
1- 3/16 1- 5/16 1- 7/16
AN?
AH 8
LENGTH •1/32
LENGTH •1/32
d-21/6d d-29/6d d-37/6d d-d5/6d d-53/6d d-61/6d 5- 5/6d
3-11/16
23/32 2'/32
1/16 3/1.6 5/16 7/16 9/16 1-15/32 11/16 1 -19/32 D/l 6 1-23/32 15/16 1-27/3? 1- 1/16 1- 31/32 1- 3/16 2- t/32 1- 5/16 2- 7/32 1- 7/16 31/32 1- 3/32 1- 7/32 1-11/32
27/32 31/32 1- 3/32 1- 7/32 1-11/32 1-15/32 1-19/32
1-23/3?
1-27/32 1-31/32 2- 3/32 2- 7/32 2-11/32 1- 9/16 2-11/32 2-15/32 1-11/16 2-15/32 2-19/32 1-13/16 2-19/32 2-23/32 1-15/16 2-23/32 2-27/32 2- 1/16 2-27/32 2-31/32 2- 3/16 2-31/32 3- 3/32 2- 5/16 3- 3/32 3- 7/32 2- 7/16 3- 7/32 3-11/32 2- 9/16 3-11/32 3-15/32 2-11/16 3-15/32 3-19/32 2-13/16 3-19/32 3-23/32 2-15/16 3-23/32 3-27/32 3- 1/16 3-27/32 3-31/32 3- 3/16 3-31/32 d-11/32
3-13/16 d-15/32 3-15/16 I.-19/32 d- Wl6 J.-23/J2
d- 3/16 d- 5/16 d- 7/16 5-1 3M d- 9/16 5-21/6d d-11/16 5-29/61, d-13/16 5-37/6d d-15/16
d-2f/32 d-31/32
5- 3/32 5- 7/J2 5-11/32
5-15/32 5-19/32
LENGTH +1/32 -l/6d
1/16 I/1*
-1/6L
1- 9/16 1-11/16 1-13/16 1-15/16 2-d5/6d 2- 1/16 2-53/6d 2- 3/16 2-61/61. 2- 5/16 3- 5/6d 2- 7/J6 3-13/6d 2- 9/16 3-21/6d 2-11/16 3-29M 2-13/16 3-37/6d 2-15/16 3-d5/6d 3- 17I6 3-53/61, 3- 3/16 3-61/61, 3- 5/16 d- 5/6d 3- 7/16 d- 3/32 3- 5/16 d- 3/32 d-13/6d 3- 9/16 d- 7/32 3- 7/16 d- 7/32 2-21/61. 2-29/6U 2-37/6d
GRIP •-1/6L
3/8
31/32 1- 1/32 1- 5/3? 1- 9/32
1/2
1-13/32
5/3
1-17/32 1-21/32 1-25/32 1-29/3?
1/d
3/d 7/8
1 1-1/8 1-1 /d 1-3/8 1-1/2 1-5/8 1-3/1. 1-7/3 2 2-1/8 2 -IA 2-3/8 2-1/2
2-5/n 2 -3 A 2-7/8
3 3-1/8 3-1/d 3-3/8
d- 5/32 d- 9/32 d-13/32
d-1/8 d-l/d
d-17/32 d-21/32 d-25/32 d-?9/32 5- 1/32 5- 5/32 5- 9/32 5-13/32 5-17/32 5-21/32
3-1/2 3-5/8 d-19/32 3-3/d d-23/32 3-7/8 d-27/3? d
3- 9/16 d-11/32 d-15/32
3-11/16 3-13/16 3-15/16 d- 1/16 d- 3/16 d- 5/16 d- 7/16 d- 9/16 d-11/16 d-13/16
d-31/32
5- 3/32
2- 1/32 2- 5/32 2- 9/32 '-13/32 2-17/32 2-21/12 2-25/32 2-29/32 3- 1/32 3- 5/32 3- 9/32 3-13/32 3-1V/32 3-21/32 3-25/32 3-29/32 d- 1/32
5- 7/32 d-3/8 5-11/32 d-1/2 5-15/32 I. -5/8
5-19/32 d-3/d
TABLE I — AN BOLT DASH NUMBERS
e
/ 0 A
•mKtAD
DAS!" AK PART
T
c
c
D
R£F
RLF
Kf\ nU.
MAI
M1N
MAX
Ml N
.186 .ii6 .30V .!/! .1.31 .1,95 .558
.377 .'JiO .502
.365 .l,2f
.MO .510
.1.90
.5W
.565
.553 .615
.650 .720
.71,0
.870
AN} ANti AN 5
NO. 10- 3-' HF-3A IA -it UNF-)* 5/16-21, > , N r - 3 A
.18*
AN6
VS -21, UNF-JA 7/16-20 UNK-3A 1/2 -20 UNF-3A
.3?a
9/16- 18 UNF-IA 5/8 -18 UMF-jA 3A -16 UNF-3A
.562 .621, .719 .871, .9*9
AN 7 ANJ AH9 ANiO
AMI:
A.NIL «X16 ANiP AN20
v/e -11, UNF-IA 1
-11. NF-3A
1
-U;ll.r-31
1-1/8 -12 UNF-3A 1-lA -12 UNF-3A
.21,5 .312 .i.37 .i.99
.-m
1.121, 1.21,9
.620
.627 .752 .877
.91,0
.7U, 1.066 .669 1.253 .9*3 • VM
1.010 .865 .926 1.090 1.2)0 1.053 1.2LO
1 -!,L.O
l.«60 l.Uil 1.1,2ft 1 . ../. i I...:1J
1.628 1.615 1.213 1.815 1.802 1.118
1.880 2.090
BASIC AN PART
TABLE III — AN BOLT STRENGTH
MAX
XI N
.Ul .172 .201,
:;£
1 .'M 5/16 23/61,
.235 .266 .297
.203
.231.
7/16 31/61.
.172
:-i/ -
.610
.672
.576 1-3/16 .61,0 1-3/8
NO.
THREAD T
AN 3 AtIL, AN5
NO. 10-12 NK-3A iA -2*> UNF-3A 5/16-21, UNF-3A
AN6
AK 7
AN8 AN9 ANIO AN12
TABLE II — AN BOLT TOLERANCES
39/6L .265 .328 .?96 21/U .360 .3^ L7/61 .122 • 390 7/fl .185 .1,5) 63/61 .51,7 .515 l-3/)2 ;
RATED STRENGTH (POUNDS) JLT1KAIE lENalLE YIELD TENSILE SINGLE SHEAR A: ROOT DIA AT FULL DIA AT HOOT DIA AL AL AL STES: ALLOY STKEL ALLOY Si EEL ALLOY 2 210 L O'JO 6 500
3/3 -21j UNF-3A 10 100 ' 1 16-^0 UNK-3A 13 600 1/c -
2 12 c, 710 9VO 1 100 1 690 2 030 3 130 1 310 3 t-*0 1 '15 5 750 2 6S5 3 220 L 9?^ 2 OdO
3 2UO 9 290 3 9'0 l» 350 11 250 5 2?0 9 190 lu 190 5 920 lij 700 * 850
5 02^ V IUO 6 750 10 130
?/ 16-19 UNF-3A 23 600 11 700 ie 100 7 550 5/^ -16 UNF-3A 30 100 lit 9JO 23 080 9 610 3/ii -16 'JNf-3A •ill 000 21 800 33 730 lb 100
18 700 H 700 23 000 10 V50
33 lt-0 J 5 500
This beautiful dark green and white Pitts Special is the work of John R. E. Day (EAA 78327), 13 Sidwell Ave., East St. Kilda 3183, Victoria, Australia. Powered by a
180 Lycoming, VH-AOY was started October 1971
and
made its first flight on November 29, 1974. SPORT AVIATION 65
CALENDAR OF EVENTS Items to appear in Calendar of Events in SPORT AVIATION must be in EAA Headquarters office by the 5th of the month preceding publication date.
MAY 25 — SANDPOINT, IDAHO — Pend D'Oreille Flyers 5th Annual Fly-In Breakfast. Contact Bert Wilkinson, Rt. 1, Box 487, Sandpoint, Idaho. (208) 263-6670.
MAY 2-4 — BURLINGTON, NORTH CAROLINA — Spring Fly-In spon-
sored by EAA Chapter 395 (Antique). Banquet Saturday night. Contact Ray Bottom, Jr., Box 98, Newport News, Va. 23607. MAY 2-4 — PINE MOUNTAIN, GEORGIA — 2nd Annual International
Cessna 170 Association Southeast Regional Fly-In. Callaway Gardens. Contact: Bob Wylie, Box 398, Chester, S. C. 29706. (803) 3774613.
MAY 25 — TOUGHKENAMON, PENNSYLVANIA — Colonial Flying Corps
Museum Annual Air Show and Open House. Rain date — May 26 or June 1. Contact Alexis I. du Pont, P. 0. Box 171, Toughkenamon, Pa. 19374. MAY 25 — PORTAGE, WISCONSIN — Fly-In Breakfast sponsored by EAA Chapter 371 and Columbia County Flying Assn.
MAY 3-4 — OROVILLE, CALIFORNIA — 4th Annual Fly-In. Only joint
MAY 29-31 — ORMOND BEACH, FLORIDA — 1st Annual Coquina Auto
land and seaplane event in California Fuel available. Contact E. H.
and Air Show. Static displays, aerobatics, air oriented celebrities. Plaques for all entries, awards luncheon. Contact William A. John-
Boggs, 3012 Olive Hwy., Oroville, Calif. 95965.
son, Air Show Coordinator, Box 2153, Ormond Beach, Fla. 32074.
MAY 3-4 — CORONA, CALIFORNIA — Southern California Regional EAA Fly-In sponsored by EAA Chapters 7, 11, 92, 96 and 494. For information contact Terry Davis, 13905 Envoy Ave., Corona, California 91720. (714) 735-8639. MAY 4 — DAYTON, OHIO — All day EAA Chapter 48 meeting. Moraine
Air Park. Free breakfast for homebuilt pilots.
MAY 31 - JUNE 1 — CAMBRIDGE, MARYLAND — Potomac Antique
Aero Squadron Annual Fly-In. Horn Point Airport located on the Frank DuPont estate, WSW of Cambridge. Beautiful grass runways, no registration fees, free camping — just a super fun fly-in. Contact Sam Huntington, Fly-In Coordinator, Avery Road, Shady Side, Maryland 20867. Telephone 301/261-5190.
MAY 10 — KENT, OHIO — Air Expo '75 - EAA Fly-In. Kent State University Airport. Rain date — May 11. Contact Rob Garrett, c/o KSU, Van Deusen Hall, Aerospace Technology, Kent, Ohio 44242.
JUNE 1 — BEND, OREGON — 2nd Annual Fly-In. Sponsored by Ore-
MAY 11 — HAVRE, MONTANA — Air Show - Havre City/County Airport. Contact Rod Herrig (406) 265-4579.
JUNE 1 — EARLVILLE, ILLINOIS — 1st Annual Fly-In Lunch. Sponsored by EAA Chapter 263. Contact Randy Novak, R & R Airport, Earlville, III. 60518 - 815/246-9870.
MAY 11 — LIVERMORE. CALIFORNIA — 6th Annual Livermore Fly-In/ Air Show. May 11, rain date May 18. Contact AIRSHOW, Box 524,
Livermore, Calif. 94550. MAY 15-18 — KANSAS CITY, MISSOURI — AirFair 75. Contact Kay Ferguson, (816) 471-0514.
gon Pilots Association. Contact Sonny Kline, Rt. 3, Box 883, Bend,
Oregon 97701.
JUNE 1 — DE KALB, ILLINOIS — EAA Chapter 241 11th Annual Pan-
cake Breakfast Fly-ln/Drive-ln. 7:00 A.M. De Kalb Airport - note powerline west. JUNE 1 — NORTHHAMPTOM, MASSACHUSETTS — Chapter 166 Fly-
In. Rain Date June 8. Contact William Edwards, 25 Madison Ave., MAY 15-18 — FRANKLIN, NORTH CAROLINA — Eastern 195 Associa-
Northhampton, Mass. 01060. (413) 586-0044.
tion annual business and maintenance meeting. Contact D. C. Barbot. Box 1154, Florence, S. C. 29501. (803) 662-8405.
MAY 17-18 — CONROE, TEXAS — Antique-Classic Chapter 2 (Houston) sponsored fly-in. Montgomery County Airport. Contact J. J. Paul, 1518 Ronson Rd., Houston, TX. 77055. (713) 465-5361.
MAY 17-18 — HARVARD, ILLINOIS — Dacy Chapter Antique Airplane Association Annual Fly-In. Dacy Airport. Contact Loel H. Crawford, 608 Old Orchard Road, Harvard, III. 60033.
JUNE 1 — BURLINGTON, WISCONSIN — Chapter 18 Annual Fly-In. Contact Bob Grimm, (414) 762-3421. Rain date June 8. JUNE 1 — GOLDENDALE, WASHINGTON — Fly-In sponsored by EAA
Chapter 505 and the Klickitab County Sheriff's Air Patrol. JUNE 6-8 — ORANGEBURG, SOUTH CAROLINA — 6th Annual Old
South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249. JUNE 6-8 — MERCED, CALIFORNIA — 18th Annual Merced West Coast
MAY 17-18 — ENID, OKLAHOMA — 3rd Annual EAA Chapter 455 Fly-In
and Air Show. Dinner and Awards, Saturday; breakfast and air show, Sunday. Contact: Ray Cunningham, 2225 E. Ash. Enid, Okla. 73701. Telephone 405/234-3014 or Chuck Dulaney, 1735 Pawhuska, Enid, Okla. 73701. Telephone 405/234-1401. MAY 18 — QUINCY, FLORIDA — 3rd Annual EAA Fun Fly-In. Spon-
sored by EAA Chapter 445. Contact: Charles G. Smith, 2065 Edenfield Rd., Tallahassee, Fla. 32303.
Antique Fly-In. Early bird party June 6. Air Show Sunday. Contact Linton Wollen, Director, Box 2312, Merced, Calif. 95340. (209) 7226666. JUNE 7-8 — FRANKLIN, VIRGINIA — Old Dominion Chapter 339 spon-
sored Fly-In and Air Show. Municipal Airport. Air Show on June 8, 2:00 P.M. Contact George Hillier, 1453 Westover Ave., Norfolk, Va. 23878. (804) 623-5509.
JUNE 7-8 — ATCHISON, KANSAS — Annual Fly-In sponsored by GreatMAY 18 — LOCKPORT, ILLINOIS — 4th Annual EAA Chapter 15 Fly-In
Breakfast. Lewis-Lockport Airport. 8 'til noon. Rain date May 25. See first complete "V" Star of 12 under construction. Contact: Richard Fry, 8610 W. 92nd St., Hickory Hills, III. 60457. MAY 23-26 — WATSONVILLE, CALIFORNIA — 11th Annual West Coast Antique Aircraft Fly-In. Antique, Vintage, Classic and Amateur-
Built aircraft. Static displays, flying events, air show, trophies, Friday and Saturday night get-acquainted parties. Sunday Awards Banquet. Contact: W. B. Richards, 2490 Greer Rd., Palo Alto, Calif. 94303. MAY 24-25 — TULSA, OKLAHOMA — Fly-in sponsored by EAA Chap-
ter 10. Harvey Young Airport. Cookout evening of 23. Contact John Pierce, 184 E. 42nd Place, Tulsa, Okla. 74105. (918) 743-1236.
er Kansas City Area AAA Chapter. Amelia Earhart Memorial Airport. Contact Bill Hare, 6207 Riggs, Mission, KS. 66202. JUNE 7-8 — OROFINO, IDAHO — Annual Fly-In sponsored by EAA Chapter 328. Contact Brent Holbrook, 3635 20th St., Lewiston, Idaho 83501. JUNE 7-8 — CULPEPER, VIRGINIA — Fly-In sponsored by EAA Chapter 186. Contact George Lutz, 5415 Fremont St., N. Springfield, Va. 22151, 703/256-7873 or Jim Propps, Box 13, Marshall, Va. 22115, 703/364-4881. JUNE 8 — CANTON, OHIO — Fly-In and Air Show sponsored by EAA Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave., S. E., Canton, Ohio 44711.
MAY 24-25 — SALISBURY, NORTH CAROLINA — 5th Annual Fly-In sponsored by EAA Chapter 378. Contact Jeff Clarke, 3326 Colony Dr., Jamestown, N. C. 27282. (919) 454-1727.
JUNE 8 — ALLENTOWN, PENNSYLVANIA — Queen City Airport - 3rd Annual Informal Fly-In. Cash Prizes. Contact Joe Tarofis — (215) 865-9478.
MAY 24-26 — CLARKSDALE, MISSISSIPPI — 5th Rebel Regional "5" Category Aerobatic Contest. Contact Chuck Mann, 3544 Windcrest Dr. No. 3, Memphis, Tenn. 38116.
JUNE 8 — ZANESVILLE, OHIO — 3rd Annual EAA Chapter 425 FlyIn Breakfast. Contact: Dave Workman, 400 South St., Zanesville, Ohio 43701.
66 MAY 1975
JUNE 8 — CORRY. PENNSYLVANIA — EAA Chapter 160 Annual Fly-
In/Breakfast. Lawrence Airport. Spot landing contest on arrival. Contact Harry Hipwell. 266 E. Fairmount Ave., Lakewood, N. Y.
JUNE 22 — PLAINFIELD, ILLINOIS — 2nd Annual Fly-In Flea Market. Sponsored by EAA Chapter 461. Clow International Airport. Contact Art Froehlich, (815) 436-3930 or (312) 968-7454.
14750 Rain date — June 15. JUNE 22 — RIO. WISCONSIN — 5th Annual Fly-ln/Drive-ln Breakfast JUNE 13-15 — DENTON, TEXAS — 13th Annual Fly-In sponsored by
All aircraft types welcome.
Texas Antique Airplane Association, Inc. Contact Myrna Johnson. 2516 Shady Brook Dr.. Bedford, TX 76021. (817) 283-1702. JUNE 14-15 — FREDERICKSBURG. VIRGINIA — 8th Annual Antique
JUNE 22 — MARCY. NEW YORK — Fly-In Breakfast sponsored by EAA Chapter 294 Riverside Airport Contact Charles Puliafico, Hayes Road, Marcy, N. Y 13403.
Aircraft Fly-In Shannon Airport Awards Banquet. Contact John B Maas. Jr.. Shannon Airport, Box 509, Fredericksburg, Va. 22401. JUNE 14-15 — PORTERVILLE. CALIFORNIA — 26th Annual Moonlight
Fly-In and Air Show. Static displays, aerobatics, sky diving and flying antiques Contact PAPA. 1893 S Newcomb. Porterville Airport. Porterville. Calif 93257. JUNE 14-15 — CRYSTAL FALLS. MICHIGAN (Upper Peninsula) — 3rd Annual Fly-In sponsored by EAA Chapter 439. Static displays, flyin events. Club Work Day - 14th; Air Show - 15th. Free 25 gallons gas
to all homebuilts flying in. Primitive camping available Contact Jim
JUNE 22 — PAINESVILLE. OHIO — 13th Annual EAA Fly-In. Sponsored by EAA Chapter 118. Casement Airport. Contact Rudy Esser. 4654 Lane Rd . Perry, Ohio 44081 JUNE 27-29 — FRANKLIN. VIRGINIA — Annual Fly-In sponsored by Old Dominion EAA Chapter 339. Contact George Hillier. 1453 Westover Ave . Norfolk. Va 23878. (804) 623-5509. JUNE 28-29 — BURLINGTON. WISCONSIN — 3rd Annual Cub Fly-In.
Sponsored by EAA Antique-Classic Division. All vintage and homebuilt aircraft invited
Lyle. 141 Albatross. Sawyer AFB. Mich. 49843 JUNE 14-15 — SANTA ROSA, CALIFORNIA — 4th Annual Fly-In sponsored by EAA Chapter 124. Sonoma County Airport. Contact Art
Beer. Box 6192, Santa Rosa, Calif. 95406. JUNE 14-15 — KENNEWICK. WASHINGTON — Fly-In sponsored by EAA Chapter 391 and the Tri-City Command CAP. JUNE 14-15 — WICHITA, KANSAS — Fly-In for all Great Lakes owners
— new, original and homebuilt — sponsored by Great Lakes Aircraft Co. Patty Field (30 mi. NE of Wichita). Contact: Great Lakes. Box 11132. Wichita, KS. 67202
JUNE 28-29 — KOKOMO, INDIANA — 2nd Annual Midwest Regional Aerobatic Competition. Sponsored by IAC Chapter 1. hosted by
Kokomo Chamber of Commerce Aviation Committee. Rain date — June 30. Trophies for Best of Class in Antique. Classic. Homebuilt and Warbirds. Contact J E. Davis (317) 628-7272. JUNE 28-29 — BLAKESBURG. IOWA — 3rd Annual Unique Aircraft Fly-In Antique Airfield. Sponsored by EAA Chapter 409 and the AAA Air Power Museum. JUNE 28-29 — MONONGAHELA, PENNSYLVANIA — 3rd Annual Golden Triangle Fly-In sponsored by EAA Chapter 45 Rostraver Airport. Contact Jim Griffiths (412) 881-3304 or Bill Humphrey (412) 384-6929
JUNE 14-15 — COLLINGWOOD, ONTARIO. CANADA — Canadian Open
Aerobatic Contest — 4 Category. Contact Leo Comesotti, 66 Chipwood Cres.. Willowdale. Ont, Canada M2J 3X7. (416) 491-8383.
JULY 3-6 — URBANA. OHIO — Annual Fly-In sponsored by EAA Chap-
ter 421. Grimes Airport. Contact Jeffrey McClain, 572 Washington Ave., Urbana. Ohio 43078
JUNE 15 — WEEDSPORT, NEW YORK — 2nd Antique-Classic and Home-
built Fly-In/Pancake Breakfast. Trophies Sponsored by EAA Chapter 486. Whitfords Airport. Contact Dick Forger. 204 Woodspath Rd., Liverpool. N. Y. 13088. JUNE 15 — UPLAND. CALIFORNIA — Aircraft Swap Meet and Pancake
Breakfast sponsored by EAA Chapter 448. Cable Airport. Contact Don Barber, 917 Alta Loma Dr.. Corona. Calif. 91720. JUNE 20-22 — PAULS VALLEY. OKLAHOMA — Greater Oklahoma City Antique Airplane Association Fly-In Contact Jerry Horn. 2008 Nail Parkway, Moore. Okla. 73160. JUNE 20-22 — MOJAVE. CALIFORNIA — 3rd Annual California Na-
tional Air Races. Sponsored by Professional Race Pilots Association. Contact: Air Race Management Corp.. 16644 Roscoe Blvd.. Van Nuys. Calif. 91406 (213) 988-4900. JUNE 21 — MIDDLETON. WISCONSIN — Wisconsin 99 Proficiency
Air Derby. Morey Airport. P.I.C must be female. Co-pilot required - male or female (need not be a pilot). Send $2 00 for race kit. Pat Weir, R. 5, Box 162. Marshfield. Wise. 54449. JUNE 21-22 — SALEM. ILLINOIS — Fly-In Salem-Leckrone Airport Sponsored by EAA Chapter 16 Contact Robert E Tarrant. Box 474. Effingham, III. 62401.
JULY 5 — CUMBERLAND, MARYLAND — Fly-In sponsored by EAA
Chapter 426. Everyone welcome Camping space available JULY 4-6 — GAINESVILLE, GEORGIA — 8th Annual Cracker Fly-In. Sponsored by North Georgia Chapter AAA. Banquet Saturday evening with Matty Laird as featured speaker. Contact: Bill Davis. 2202 Willivee Place. Decature. Ga 30033. (404) 636-4743. JULY 6 — LYONS. OHIO — Mini-Breakfast-Fly-ln sponsored by EAA
Chapter 149 Newbury Field JULY 11-13 — HOLLISTER. CALIFORNIA — 5th Annual Fly-In sponsored by EAA Chapter 62 Contests. Trophies Contact John Winter, 407 Hiller St.. Belmont. Calif. 94002. (415) 592-2522 JULY 12-13 — KLAMATH FALLS, OREGON — Oregon EAA Round Robin Annual Fly-In. Chiloquin State Airport. Hosted by EAA Chapter 411.
Contact Dale Faries, 1544 Sargent, Klamath Falls. Ore. 97601. JULY 12-13 — WEST CHICAGO, ILLINOIS — Du Page County Airport Air Show featuring the USAF Thunderbirds. U. S Army Golden Knights, Bob Hoover, U. S. Army Silver Eagles, biplane race. An-
tiques, warbirds and homebuilts welcome. Trophies Gates open 9:00 A.M., air show 1:30. Sponsored by the Greater Chicago Area Antique Airplane Association, Inc. Contact Troy Dodd. 6801 N.
Wildwood, Chicago. III. (312) RO3-7114. JUNE 21-22 — HAMILTON, ONTARIO, CANADA — Air Show sponsored
by Canadian Warplane Heritage. Contact Dennis J. Bradley, Canadian Warplane Heritage, Inc.. 550 Kipling Ave.. Toronto. Ont. Canada M8Z 5E9
JUNE 21-22 — ATLANTA, GEORGIA — 6th Annual Aerobatic Contest sponsored by IAC Chapter 3 Bear Creek Airport Practice Day. June 20. Contact Greer Parramore. 4880 Clark Lake Way. Acworth. Ga 30101
JULY 13 — WASHBURN. IOWA — Annual Fly-In sponsored by EAA Chapter 227 Flyer's Field. Noon Lunch, free to homebuilt and antique pilots. JULY 13 — DUNKIRK. NEW YORK — Annual Fly-In Breakfast sponsored by EAA Chapter 46. 8:00 A.M. til noon. Free to pilots of Homebuilts, Antiques or Warbirds. Trophies. Spot landing contest on
arrival. Rain date July 20. Contact Charles Gallagher. 19 Shelby Dr.. Buffalo. N. Y. 14225.
JUNE 21-22 — MARTINSBURG. WEST VIRGINIA — East Coast Pylon Racing Practice and Seminar. Open to everyone interested in air racing. Sponsored by Race Air Corp.. 2315 M St., N. W.. Washington. D. C. 20037. JUNE 22 — ELKHART, INDIANA — Fly-In and Air Show. Sponsored by EAA Chapter 132 and Mishawaka Pilot Club. Breakfast at 6:00 A.M. JUNE 22 — PLYMOUTH. MICHIGAN — Spring Fly-In sponsored by EAA Chapter 113 and Plymouth Aero. Mettetal Airport. Pancake Breakfast Contact Lew Marzewski. 30194 W. Chicago, Livonia, Mich. 48150. (313) 421-9328
JULY 19-20 — SHIRLEY. NEW YORK — 13th Annual Fly-In sponsored by Antique Airplane Club of Greater New York. Brookhaven Town Airport. Contact Harry E. Geddes. 374 Latham Rd.. Mineola. N. Y 11501. JULY 19-20 — PORTLAND. OREGON — Annual Fly-In sponsored by EAA Chapter 105. Lenhardt Airpark, Hubbard. Ore. Contact Merv Henkes, 12535 S E. Boss Ln.. Milwaukie, Ore. JULY 23-27 — MINNEAPOLIS. MINNESOTA — Annual American Bonanza Society Convention Headquarters: Radisson South Hotel. Contact Ralph G Haesloop. Chemung County Airport. Horseheads. N. Y. 14845. Telephone 607/739-55,5.
Demagnetization Of Aircraft Fuselage By Ken Gersbach 1624 Lorraine Dr.
Piano, Texas 75074 (From EAA Chapter 168 Newsletter, Hangar Echoes)
Heating of 4130 chromoly tubing during the welding process can cause enough reorientation of its molecular construction to magnetize a joint. Proof of this is shown by moving a compass from one side of a joint to the
other and noting the compass swing. This is particularly evident along a longeron where crossmembers are welded. It can be serious enough to adversely affect an aircraft's compass or compass system, however, it is an easy task to reduce this compass error by demagnetization of the welded members. The designer of my Sidewinder mentioned that this could be done, particularly in the cabin area near the instrument panel, so I bought a cheap compass to check the necessity of it and found definite compass swings on nearly every joint. Mike Narrin and I got into a discussion of this and tried it on his Tailwind and found the same results. Here lies proof that it isn't mandatory to demagnitize, for his bird has many hours of successful flying on it, however, Mike was so impressed he decided to demagnetize anyway to remove his compass error. One of the easiest ways to demagnetize the fuselage joints is to operate a bulk tape demagnetizer, TV demagnetizer, or large tape head demagnetizer near them. A "brute force" demagnetizer rather than a small watch or tape head demagnetizer must be used if you want to be successful. Follow the manufacturer's recommendations for operation of the particular device or build one of your own.
If you choose the latter course, cut out the ends of an old transformer until it looks like a block "H". Wind some small insulated wire around the center part of the "H".
The more turns, the stronger the demagnetizing
force will be. Connect one end of the wire in series with a light bulb or other electrical load. Plug this in and
listen for the 60 cycle hum. If the device gets too hot the turns and load may have to be adjusted. With the demagnetizer plugged in, bring it to the metal to be
demagnetized and move it around the joint as closely as possible. Back the coil away from the joint then unplug it and check the results. On my aircraft the rollover bar was particularly bad. It was heated, bent, and welded on both ends. I demagnetized it and all the tubing and welded landing gear mounts. I checked them periodically with the compass during the process and it was amazing how much of the residual magnetism disappeared. I still get some compass deflection when one is passed near the joint, but the definite swing is gone. This will most certainly reduce the compass error. Care should be taken in using the demagnetizer, however, it might ruin any electrical motors if they are
nearby — so remove instruments such as clocks, or electrical fuel pumps before starting the operation.
Obtaining Your A & P By Building An Amateur Built Aircraft It is possible in the U.S. to use the experience obtained in building an amateur built aircraft towards obtaining an A & P (Airframe & Powerplant) Mechanics license from the FAA. The information on this is as follows: 1. Determination of applicant eligibility will be made only by an FAA inspector or advisor. (Check with your local FAA.) 2. When evaluating part time practical mechanic experience, a showing of equivalency of 18 months on the basis of the standard 40 hour week is acceptable even where the months are not consecutive. The amateur
is cautioned that he must log and record part time work hours and type work done as proof of hours worked. A standard work week consists of 8 hours a day for 5 days or 40 hours per week. A month is considered to be 160 hours. 3. The "Airframe & Powerplant Mechanics Certification Guide" AC 65-2B is available from the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402. Check your local GPO bookstore first.
JULY 26-27 — VANDALIA, OHIO — Air Fair 75. Sponsored by EAA Chapter 48. WW I Air Race. Sunday Air Show. Cox Field. Contact D. E. Hayes, 4366 Hillcrest Dr., Bellbrook, Ohio 45305.
JULY 29 - AUGUST 4 — OSHKOSH, WISCONSIN — 23rd Annual EAA
JULY 26-31
— FOND DU LAC,
WISCONSIN — 10th
Annual EAA/IAC
International Aerobatic Championships. Sponsored by International Aerobatic Club. Practice Days — July 26, 27. Contest Days — July 28, 29, 30. Rain Date — July 31. Contact Sam Huntington, Contest Chairman, Avery Road, Shady side, Md 20867. JULY 29 — 23rd ANNUAL FLIGHT RALLY TO OSHKOSH. WISC. — Sponsored by AC Spark Plug Division. Starting points: Kansas City, Mo.; Dayton, Ohio; Flint, Mich.; Minneapolis, Mn.; Omaha, Nebr.; St. Louis, Mo. Contact AC Aviation Department, Flint, Mich. 48556 for
details. 68 MAY 1975
International Fly-In Convention. AUGUST 24 — WEEDSPORT, NEW YORK — Air Show and Fly-In Breakfast sponsored by EAA Chapter 486. Whitfords Airport. Contact Dick Forger, 204 Woodspath Rd., Liverpool, N. Y. 13088. SEPTEMBER 5-7 — GALESBURG, ILLINOIS — 4th National Stearman Fly-In. Galesburg Municipal Airport. Contact Jim Leahy, 445 N. Whitesboro, Galesburg. III. 61401 or Tom Lowe, 823 Kingston Lane, Crystal Lake, III. 60014. SEPTEMBER 19-21 — KERRVILLE, TEXAS — Southwest Regional Fly-In. Contact Bill Haskell. Box 1235, Kerrville, Texas 78028. (512) 995-2791.
CHAPTt* EXPERIMENTAL AIRCRAFT ASSOCIATION
I rer-
Propeller Precautions
\\ Hfc'
(from FAA CAM 18) Chapter 443, Columbus, Ohio. 02-08-75 thru 02-15-75. Sport and Recreation Show at Ohio State Fairgrounds. Attendance 160,000.
Many persons have been fatally
NEW ADDRESS • GREATER SELECTION NEW FREE CATALOG —
AIRCRAFT ELECTRICAL SYSTEM NOT REQUIRED
the propeller serves to reduce chances of such injuries. Approximately 4 inches of the propeller tips should be covered on both sides with an orangeyellow nonreflecting paint or lacquer. The drain holes in the metal tipping
All new manufacture, low
of wood blades should be opened up
NEW ELECTRIC AND MAGNETO POWERED AIRCRAFT INSTRUMENTS
cost,
lightweight
_
instru-
ments for homebuilts; 2% accuracy, dust and mois-
f
V
-
ture proof, lighted, 2W and 3!/a" standard sizes.
ENGINES BE CONSPICUOUS With combination tip lights and white
anticomsion lights.
310HP Lye. TIO-540-A2B w/all access. 340 STOH, 1340 TT, Excellent....
............................$3595. 200HP Lye. IO-360
w/access.
1400TT
............................$2695. AT A PRICE ALL CAN AFFORD $139.50 COMPLETE
* Made for us by an FAA Approved Manufacturer * 6 Times FAA Requirement * Flashes 52-62 Times per Minute * Excellent Haze Penetration * Hemispherical Coverage * Weighs only 12 ounces * Two year Guarantee
STICK GRIPS
200HP Ranger w/mags ........
595.
190HP Lye. 0-435
395.
..............
175HP Ranger On a PT19 Mount..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 495. 150HP Lye. 0-320, 390TT . . . . . . . 2695. 150HP Lye. 0-320, 1740TT . . . . . . 1695. 150HP Lye. 0-320, First Runout.. 1595
125HP Lye. 0-290-G As removed 85HP Cont. C-85F (Electric) ...
395. 1395.
SAFETY ITEM 0-290-G GPU OWNERS DON'T LOSE YOUR PROP!
Propeller Flange Reinforcement, as per John Thorp drawings in April 1971 Sport Aviation. Precision
machined from 4130 - Cad. plated Baked
Send large self-addressed stamped (20c) envelope for FREE CATALOG.
injured by walking into whirling propellers. Painting a warning stripe on
........................$57.50
Exra long propeller Bushings for the above . . . . . . . . . . . . . . . . . . . . . . 4 7 . 5 0 set Add 5% shipping (USA) - Calif, add 5% tax.
after the tips have been painted. Wood propellers are especially susceptible to damage from improper handling. When moving an airplane, special care should be exercised to avoid bumping the propeller. The practice of pushing or pulling on a propeller blade to move an airplane should be avoided; it is extremely easy to impose forces on a blade in excess of those for which the blade is designed. It is continually necessary to ascertain that the glue joints are in good condition and that the finish on the entire propeller will protect the propeller from absorbing moisture. Two-bladed wood propellers should always be left 01 stored, whether on or off of an airplane, in a horizontal position to prevent unbalance from moisture absorption. A good precaution is to cover the propeller with a well fitting waterproof cover when not in use. It is very important to protect the shank section of wood blades from moisture changes to prevent swelling and subsequent loosening in the metal sleeve. In the case of varnished blades, it is advisable to occasionally apply varnish around the shank at the junction of wood and metal. In the case of the plastic covered blade, repair cement may be applied around the same joint.
In certain cases where the blade has been manufactured from laminated planks of composition material, longitudinal cracks or splitting between laminations have been observed after several hundred hours of
operation. These cracks dare not progress beyond definite limits as covered by the manufacturer's service bulletin. SPORT AVIATION 69
SPECIAL EAA OFFER!
GO EAA ALL THE WAY!
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 Pin/Tie Tac (blue and g o l d ) . . . . . . . . . . . . . . . . $ 3.00 Lapel Pin/Tie Tac (white and g o l d ) . . . . . . . . . . . . . . . $ 3.25 Tie B a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.55
JACKETS & BLAZERS New EAA Jackets in our traditional blue with double white stripes. EAA Patch over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but made of same mate rial as jumpsuit shown above. Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . $26.95 Polyester Cotton EAA Jacket . . . . . . . . . . . $15.95 Antique Airplane Pattern (Polyester Cotton Only) . . . . . . . . . . . . . $15.95 Liners for above Jackets (order same size as jackets) . . . . . . . . . $11.95
1
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. Double Knit Blazer.............................. $59.95 (Above Items Postpaid)
SIZES Men's Sizes Only —36-50 Short Men's Sizes Only — 36-50 Regular Men's Sizes Only — 36-50 Long
Note — Orders for Jackets, Blazers and Jumpsuits described on these pages should be sent to EAA Headquarters. Apparel will be shipped (allow 4-6 weeks for delivery) directly from the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight Apparel Lane and Columbia Road RD 4, Hammonton, NJ 08037. Any returns or exchanges must be returned directly to Flight Apparel Industries. Ail Photos by Lee Fray
JUMPSUITS You've been asking for it for years — an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex fire retardant material — also a wild antique airplane pattern. These jumpsuits are tailored and fit beautifully — no
baggy look. Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . .
539.95 $27.95 $27.95 $69.95
SIZES Ladies — 6-20 Regular Ladies — 8-20 Long
Men —36-50 Regular Men — 38-50 Long
Note — When specifying sizes for jumpsuits, indicate height, weight and suit or dress size in addition to the above information (i.e., 40 Regular). (Above Items Postpaid)
EAA Embroidered Cloth Patches EAA - Small (cap size)......... $ .75 EAA - Medium (S'/i" 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
SPECIAL EAA OFFER! EAA JACKET REDUCED The EAA Jacket (now shown) with the triangular white panel is being closed out. Save on the unlined version. Unlined — medium and large only . . . . . . . . . . . . . . . . . . . $12.95 Lined — medium and large only . . . . . . . . . . . . . . . . . . $19.95
Each special offer item, enclose $1.50 additional for postage and handling.
Other Metal Aircraft Placards........ $2.50 Flight Bags (14" x 5" x nVj") $7.50 Garment Bags (1 suiter) ...... $2.25 EAA CAPS EAA (white mesh, blue visor) . . . . . . . . . . . . . $3.50 Men's sizes . . . small, medium, large x-large Ladies . . . one size, adjustable to fit all
Plans EAA Acro Sport................ $60.00
Super Acro Sport Wing Drawings...................... $15.00 Aerosport Info Kit........... $ 4.00 EAA BiPlane P-2................ $27.00
Pober Pixie...................... $30.00 Farm Type Hangar............ $ 5.00
"Fun in the Sun" ......... $5.00 (sailor type - small, medium, large, x-large)
Skool . . . . . . . . . . . . . . . . . . . . $3.95 (knit cap, navy and gold)
Miscellaneous EAA Lucite Key Chain .........$ 1.25 EAA Letter Opener........... $ 1.80 EAA Coaster Set (4)........... $ 1.55
EAA Sport Shirts Knit pull over types with zipper at neck. EAA emblem. Sharp in red or blue! Specify color. Small, medium, large, extra-large....................... $12.50
* PUBLICATIONS __ __
Basic Hand Tools, Vol. 1 Basic Hand Tools, Vol. 2
__
Custom Aircraft Building Tips, Vol. 1
__ __
Custom Aircraft Building Tips, Vol. 2 Custom Aircraft Building Tips, Vol. 3
__ Custom Aircraft Building Tips, Vol. 4 __ 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
ea. Add 30c postage f i r s t publication, 10c each additional manual.
How to Build the Acro Sport ... $4.50 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
EAA Air Show and Fly-In Manual $2.80 Golden Age of Air Racing ...... $2.80 Wings of Memory . . . . . . . . . . . . . $2.80 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30 Flying Manual, 1 9 2 9 . . . . . . . . . . . . $2.30 Flying & Glider Manual, 1932 ... $2.30 Flying Miscellany, 1929-33 . . . . . . $2.30 EAA Log Book for the Custom-Built Airplane . . . . . . . . . . . . . . . . . . . . $1.30
Theory of Wing Sections . . . . . . . $5.50 Hang Gliding (by Dan Poynter) . $5.25 (All books lower section — Postpaid)
(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 71
PL-2
B & F AIRCRAFT SUPPLY World's Largest Stock of Aircraft Materials for Building or Rebuilding of Experimental, Amateur-Built, Antiques, and Standard Category Aircraft. Schools, Universities, Airport Shops and Homebuilders Inquiries Invited. Catalog $1.00.
THE
ONLY
AIRPLANE
DESIGNED FOR AMATEURS
ALSO USED AS A TRAINER BY THE AIR FORCES OF TAIdAN, SOUTH VIETNAM. SO. KOREA AND NOW BY INDONESIA AND CEYLON
We Are Direct Mill Agents for Seamless 4130 Chrome-Moly Tubing and Sell for Less than Your Local Warehouse. One Foot or 10,000, Round, Square, Streamline.
The PL-1 was two time EAA GRAND CHAMPION. The easier to build PL-2 is superbly engineered. Don't settle lor less.
2 P LACE-90 to 150 HP-EASY TO FLY
DISTRIBUTORS AND DEALERS FOR THE FOLLOWING NAME BRAND MATERIALS: Van Pelt Corp. Tubing Champion Spark Plugs Sawhill Tubular Products Turco Products — Summcrill Tubing (Paint Strippers, Etch, Tube Distributors, Inc. Cleaners, etc.) Razorback Fabrics, Inc. Cooper Industries Flightex Fabrics Acme-Newport Sheet (4130) Ulster Linen Co. Schenuit Tires & Tubes The G'idden Co. (Dopes) Thor Power Tools Aero Supply & Equip. (Plywood) Macwhyte Cables Flottorp Propellers Maule Products (Tail Wheels, etc.) U.S. Plywood (Weldwood Glues) Behr-Manning Wisco Batteries
INTRODUCTORY PACKAGE 24 PAGE B R O C H U R E WITH PHOTOS 3 VIEWS AIRPLANE DESCRIPTION PERFORMANCE AND PHYSICAL DATA BUILDERS ARTICLES - LIST OF DRAWINGS AND ONE FULL SIZE SAMPLE DRAWING
J3.00
S150.00 5100
PAZMANY AIRCRAFT CORPORATION BOX 80051S -SAN DIEGO-CALIF. 92138
OWN ANY AIRCRAFT ! !
ONE SOURCE SUPPLY — FAST SERVICE — LOWEST PRICES
B & F AIRCRAFT SUPPLY "Since 1937" 6141 W. 95th OAK LAWN, ILL. 60453 EAA Members 396 and 397
DRAWINGS CONST. MANUAL (Light Aitplane Construction) SOME PRE-FA6 PARTS AVAILABLE
Now, every pilot, not just those with money to burn—can easily own the aircraft of his choice. No cash investment, no monthly payments! Sound impossible? Definitely not. It is being done more and more, every day, by thousands. General aviation is booming and so is the need for aircraft. New, unique puichasing and operating methods give every average pilot the chance to own the aircraft of his choice and make good money at the same time. Tremendous tax advantages for every pilot—not just the ones in a "tax bracket". Get the facts today by sending for this simple, brief, and proven system of aircraft purchase, operation, and ownership. Provides all the info you need to analyze the economics of any aircraft purchase. Shows you step by step how to end up owning your own plane for no cash down and no monthly payments. A proven system in use by thousands. Send $3.50 (fully refundable) to M. D. Wilier & Company, Box 3040E, Long Beach, Calif. 90803
Stock items include: Sitka Spruce, Plywood, Glue, Noils, Aluminum Sheet and Tubing, Trailing Edge, "Hat" Section Aluminum Stringers, Bolts and Hardware, Cables, Pulleys, Streamline Wires, Slip Covers, Fabric, Dopes and Thinners, Engines, Propellers, Accessories, Tires and Tubes, Wheels and Brakes, Plexiglas, Fuel Tank Hardware, Complete Line of Instruments, Hand Tools—Sheet Metal Tools, Welding Kits, Spraying Kits, Riveting Tools, etc.
On Routes 12 & 20
C E R T I F I C A T E OF COMPLIANCE TO NASAD'S STANDARDS OF OOALITY RATED FOR CONSTRUCTION BY AVERAGE AMATEURS
Phone 422-3220 Area Code 312-422-3221
AIRPLANE T-SHIRTS IMPRINTED T-SHIRTS ARE THE CRAZE — NOW—T-SHIRTS WITH YOUR AIRCRAFT IMPRINTED. THEY ARE FUN TO WEAR. GREAT FOR THE WHOLE FAMILY. MAKE A GREAT GIFT FOR THAT AVIATION ENTHUSIAST. All Shirts Good American Made Brand. AVAILABLE DESIGNS: ACRO SPORT BABY GREAT LAKES
BENSEN GYROCOPTER BLUE ANGELS BD-5
BD-SJ BREEZY CASSUTT CESSNA 150 CORSAIR CURTIS EXPERIMENTAL EAA BIPLANE
EMERAUDE FLYING OUTHOUSE FLUT-R-BUG FOKKER J-3 CUB I'D RATHER BE FLYING MINIPLANE
MOTHER'S WORRY MUSTANG II NIEUPORT PITTS SPECIAL PIPER P-40
P-47
P-51
ONLY $3.50 White
RED BARON
SOARING IS EXCITING
$4.00 Colors
STARDUSTER I
STARDUSTER TOO STEARMAN TAILWIND T-18 T-40A U.F.O. WACO
Note: (Give Design, Size, Color)
Add 50c for special handling and delivery. Foreign Countries add S1XX). Write...
AVAILABLE COLORS: WHITE, YELLOW, LT. BLUE, RED AVAILABLE SIZES: ADULTS — SMALL, MEDIUM, LARGE, X-LARGE CHILD — 2-4, 6-8, 10-12, 14-J6
"We Also Do Custom Work For Clubs" 72 MAY 1975
PO. »•-> H/l
LETTERS . . . (Continued from Page S) Dear Paul: I read the profile of you in Air Progress. I sure wish you could understand ho* corrupt any war is. Militarism and the military industrial complex is ruining this country and, yes. it will eventually ruin EAA. (Did you every try
to get one inch diameter tubing lately?) At present I am working through Les Aspin to help crack the governments supression of gas saving carburetors. Kendig. Poague to name a few. I wish you would take an interest in this. I really do believe. Paul, (and I say this with realization that you have done an immense job to help the sport airplane enthusiast) that you are rubbing shoulders with a hell of a lot of big shots of the bureaucracy who don't give a damn about the small homebuilder and are out to eliminate him or her Homebuilding goes against the powers that be because it makes one think and become an individual. This the leaders of the masses don't want. You can't lead thinkers into stupid wars. I know you were a military man, well, so was
I, even saw a little action but still I am able to see the light. Hope you do too. If you are sincere enough to print this you
A Picture worth A Thousand Dreams
will find many down to earth members as
myself (who aren't designing craft, by the way. that also can be used for military trainers) who will be in agreement with this letter. Incidentally. Paul, because of the fact that the Navy is pondering buying the BD-5 for a military trainer I am withholding a contribution of $10 I was going to donate to EAA this spring when visiting Headquarters. If I feel the military gets more involved I will drop out of EAA Think about it. Sincerely.
A unique new concept in sport aircraft construction drawings combining the precision detailing of a master perspective draftsman with Ihe 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" DSTARDUSTER TOO D PITTS S IS G STEPHENS AKRO Price including postage and sturdy mailing tube is $12 for one drawing. $22 for two and S30 for the set of three. (Calif, residents add 6% tax)
Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118
Bob Kuehn EAA 2493 Lomira. Wis 53048
SPECIAL
FKff...
USATCO's "AIR WORLD" Tool ft Supply Catalog
SPORT AVIATION BACK ISSUE OFFER . . . . 12 ISSUES FOR $7.50
Tools & Sv^opi't
1974
Metal Wcxk & r o l o 9 « r i l * » 0 . "AIR WORLD"
P.O. BOX 160 (Dtpi.S), NEW YORK 1 IWC
NfW HYDE PARK
I I
Phone: (516)328-0666
BRASS SCULPTURE KIT
SPECIAL
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 1972! Go through the following list, pick out any 12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is making this offer to clear out badly needed storage space. Take advantage of this offer while the issues last. This offer is for issues up to and including December. 1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973, 1974 and 1975. Back Issues Available are the following . . . 1960 - July, September, October, November 1961 • July, August, October 1962 - May, June
1963 - September, October, November, December 1964 1965 1966 1967
-
January, February, March, April, May, June, July, Sept., Oct., Nov., January, February. March, April, May. June, July, Sept., Oct., Nov. May, June, September, October, November, December March, May. July, September, October, November, December
Dec.
1968 - January, February, March, April. May, July, August, Sept., Oct.. Nov.,
Dec.
1969 - January, February, March, April, May. June, July. August, Sept., Oct.,Nov., Dec.
1970 - January, February, March, April, May, June, July, Aug., Sept., Oct., Nov., Dec.
Now you can make elegant metal sculptures like the eipentive ones In galleries. This whimsical flying machine can be assembled in 2 to 3 evenings. Easy-to-follow Instructions plus your simple tools and solder convert kit into beautiful 12" brass and wire sculpture. Only $11.95 plus $1 postage and handling. Add 72« tai for Calif, shipments. Send
"••"""'
WHIMSEY
521 Fanita Way. Dept. O. Menlo Park, Ca 94025
1971 1972 1973 1S74 1975
- January. February, March. April, May, June, July. Sept., Oct.. Nov., Dec. - January, August, September, October, November, December - July, August, September, October. November - January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec. - January, February, March, April
Make check or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P. O. BOX 229 HALES CORNERS, WISCONSIN 53130 SPORT AVIATION 73
A Woody Pusher built by Cal Cavendish and Jim Cooper of Lafayette, Louisiana. It was test flown by Griff Griffin.
LENGTH SPAN . . . . . . . EMPTY WEIGHT GROSS WEIGHT ENGINE
. 14'4" FUELCAPACITV 20'2- TOP SPEED . . 420 LBS CRUISE SPEED BOO LBS STALL SPEED VW 1600 SEATS
12 US GAL ISOM PH . 14QM.P.H. . . . 4 2 M.P H . 2. SIDE BY SIDE
SWAGE-IT YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves Nicopress Oval Sleeves; Zinc Plated:!
FREE INFORMATION (Send stamped, self addre««d envelope)
f\ vlt". 12 for $1; 'Ai. 10 for $1 " J/«". 20cea.; %". 25c ea. K»". 50c ea.: %", 75c ea.
RAND/ROBINSON ENG., INC 6171 CORNELL DRIVE HUNTINGTON BEACH. CA. 92647
Stainless Steel Thimbles: I AN 100-C3 (K»" & HJ"> 8 'or SI: AN 100 C4 (V) 6 for $1;
AN 100-C5 %"> 2 0 c e a . AN 100-C6 (Kt"> 3Dcea._____
DETAILED PLANS & INSTRUCTIONS '45.00 Comtructioo Kits aJio available
Galvanized Cable MIL-W-1511A: 7x7, Y,t". lie ft.; V. 14cft.; 7»19, %", 19cft.; ^,", 21cft.; K,". 25c ft.
Send check or M.O. with order. Calif, residents add 6% Sales Tax.
"SWAGE-IT"* TOOLS
#2 for Jf«", &" 4 W Nicopress Oval Sleeves $12.50 #3 for W, %•?, %' and W Nicopress Oval Sleeves $27.50 Tightening bolts applies swaging pressure. Will hold full rated strength of cable. 'trademark
13th Year Nationally Advertised S & F TOOL CO. --E-BOX 1546 Costa Mesa, Calif. 92626
Orders postpaid in U.S.A.- Foreign Orders Add 10%.
THE NEW EAA ACRO SPORT-A SPORT BIPLANE FOR EVERYONE!
acio 22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •
NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS, AND "EXPLODED" VIEWS.
•
COMPLETE PARTS AND MATERIALS LIST.
•
INVERTED FUEL SYSTEM DIAGRAM
•
FULL SIZE RIB DRAWINGS
•
METAL OR PLYWOOD TURTLE-BACK
•
COMPLETE CONTROL SYSTEM AND LANDING GEAR DRAWINGS.
•
PROFUSELY ILLUSTRATED BUILDER'S MANUAL.
NOW AVAILABLE ACRO SPORT PLANS Info Pack .................. $ 4.00 COMPLETE PLANS
and Builder's Manual .... $60.00 74 MAY 1975
Super Acro Sport Wing Drawings
$15.00
EAA AIR MUSEUM FOUNDATION Box 229 Hales Corners, Wisconsin 53130
SYST£MS -1 SC
' -J i Mutder shrouo
3350 1660 10 20
Tailpipe
64np.'OOfD
'0950
Carb H*>ai
PA-12 14 16 20 22 muffler
14750
PA-18 PA 1Q5 tnru PA-150 Tiutf'e-
89 95
AeronCd 7AC MAC eahausl sysl Pr
48 X
Heal rruit Ea E'Coupe 415C mod syslem Pt Carb neat mud
5900 19 50
Cat)m heal -null
1850
'7 40
Luscombe CrossOvC' 65 hp Rear Crossover 3895
RH Stack
29 95
LH Stack
?9 95
CaD'H Heal ShrouO
Cabm Meat Mutf 35 OC Taylorcraft Model 19
33 50
bhroud
19 50
Cab
?i 50
TaylorcrdM C65 B thr^, BC12D 7200
Heat shroud assy Competition Aerobatic EM ha US!
56 89
ML360 Full 360 Channel Comm Transceiver
SySIen wilhoul smo«C Mt
$630.00
pf 97 5C With smoke fittings P11950 200hp w.lh smone P' i39 50
Beech E*naust system Lye 108-160 hp
SI
234 00
ENGINE MOUNTS J3 Aeronca 7AC. 11AC
............ .........
T-Craft 65 hp models T-Craft 85 hp BC12D PA-11 90 hp ..... PA-15, PA-17 ....
. . ... ....... .......
ML200 NAV/Comm Transceiver
100 Channels Comm & 100 Channel NAV
'$565.00
PA 18. 105, 135, 150 . . . . . . .
Send for FREE parts catalog.
WAG-AERO, INC. North Road - Lyons, Wisconsin 53142 - 414, 763-9588
OLC30OMNHocalizw OBS •BothML200&OLC30 For
'$315.00 $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? Fcx more information on the complete T«n-» Corporation line ot communication and navigational equipment. write to
CORPORATION 3520 PAN AMERICAN FREEWAY ALBUQUERQUE. NEW MEXICO 87107
(505)345-5621 ,_________________________^ SPORT AVIATION 75
AIRCRAFT
4130 AIRCRAFT STEEL
immediate delivery.
Al R
WICKS ORGAN COMPANY
(813) 686-1285 BUILD THE LITTLE D-8 SAILPLANE:
PLYWOOD
* Dynel Fabric Polyurethane Foam and Epoxy Resins for KR-1 Aircraft.
.25c FOR PRICE SHEET
CLASSIC
SPRUCE AND
Spars, Stringers, Cap-Strips * Surfaced either two or four sides. * Plywood and spruce in stock for
Round tubing - square tubing - streamline tubing - bushing stocks - steel sheets aluminum sheets,
Madison County
723-S Saratoga Ave. • Lakeland, Fla. 33801
618/654-2191
Highland, III. 62249
No Collect Calls, Please
* All Metal
* Easy to build for beginner and veterans alike
KIT AVIONICS Build your own Audio Panel, Marker Rcvr, Test Equip. & more.
* Plans — only $39.00
* Brochure — $1.00 PACIFIC AIRCRAFT P. 0. Box 2191
La Jolla, California 92037
FREE CATALOG
RST POB23233B San Diego, CA 92123
PLACARDS-PANELS
EXACT DUPLICATES • PLATES TO YOUR DESIGN TOP-QUALITY METAL IDENTIFICATION PLATES, CONTROL POSITION INDICATORS AND SWITCH PANELS FOR ANTIQUES, CLASSICS. WARBIRDS, HOMEBUILTS AND PRODUCTION AIRCRAFT. SINGLE PLATES AND PLATE SETS AVAILABLE. lTOfii\ —SEND FOR FREE LITERATURE—
liviSUAL PRESENTATIONS ,
BOX 142 • MAYNARD. MASSACHUSETTS • 01754
(714) 277-1917
Sport Aviation Supply Ltd. 1104 Gamble Rd., Richmond Vancouver,
Spottaite
B. C., Canada VEX 1L2
1st Finished. ART CHARD, Bronson, Mien.
CERTIFIED AIRCRAFT BIRCH PLYWOOD
In stock in thicknesses from .6mm 3-ply
VAN'S RV-3
thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner The total performance homebuilt, Tops 195 mph on 125 hp. Lands 48 mph. STOL. Aerobatic. Aluminum structure. Easy to
build and fly. 85 - 150 hp. able. Brochure $2.00
604/273-8501
Parts Avail-
Plans $75.00
NOW IN STOCK AIRCRAFT SITKA SPRUCE (MIL 6070S) 3
/4", 1", 2" x 6'", dressed to 20' long.
BUILD THIS 2 - P L A C E S P O R T P L A N E MATERIAL KITS AVAILABLE I N F O 54.DU P L A N S $75.00
Construction Manual
VAN'S AIRCRAFT 22730 S. W. Francis, Beaverton, OR 97005
$5.00.
ROGERi A I R C R A F T CO. , 758 LIBBY DR. RIVERSIDE, C A L I F . 92507 (7U) 682-6766
HOMEBUILDERS SUPPLIES, AN, BALSA, AEROLITE GLUE
Write For Free Quarterly catalog
COMPLETE HARDWARE SUPPLIES Kingfisher
Aqua Glider
Mustang
Eaby Ace Baby Great Lakes ED-4 Coot
Pazmany PL 1 & 2 Sidewinder Starduster Starlet
Bakeng Duce Dyke Delta
T-18
Turner T-40 Bantam
Fly Baby
Heath
FIRST IN SPRUCE
Others in Process
Second to none in building supplies of all kinds including spruce kits, steel tubing kits, covering materials, instruments, accessories and hardware.
EVERYTHING IN HARDWARE SEND YOUR REQUIREMENTS
KILN DRIED SPRUCE TO SPEC. S-6073
SPENCER AIRCRAFT
Finished spars, stringers, capstrip — All sizes available 2/4" x 6" lengths 10-14'
$1.65 lin. ft.____________ HUGHES FPL-16A
AEROLITE*
Epoxy Wood Glue
Wood Glue
1 lb. Kit
$ 4.25
5 lb. Kit
9.95
8 lb. Kit
1 qt. Kit - 5 Ibs 1 gal. Kit - 15 Ibs.
15.05
F. 0. B. Fullerton, Calif.
* Trademark of Ciba Co. Ltd.
MAKE BUILDING EASY MATERIAL KITS FOR EXCEPTIONAL DESIGNS ACRO SPORT KR-2 KR-1 Spar Kit $175.00 Spruce Kit $145.00 141.20 Tubing Kit Styrofoam 90.56 SKYBOLT Epoxy Kit $24.00/gal. $108.00/5 gal.
Dyne) Fabric 48"
$1.80 yd.
Polyurethane foam available
$11.00 $29.90
$151.00 $350.00
Spar Kit
$230.00
Tubing Kit
$380.00
PAZMANY PL-4
Write for detailed listings approved by the designer of this award-winning aircraft. AIRCRAFT PLYWOOD
4'x8' sheets to Spec. MIL-P-6070
Prices per Sq. Ft.
Mahogany
Birch
Thickness 1/32" 3 ply
90« 45» 90" 1.53 2.27 (Poplar only)
1/16" 3 ply 3/32" 3 ply
1.21 1.26
1/8" 3 ply
1.31 2.18
3/16" 3 ply
1.36
3/16" 5 ply
1.63 2.94
1/4"
1.76
5 ply
45«
1-94 2.07
1.26 2.11 1.31 2.16
1.37
2.20
2.26
1.51 2.61
1.57 2.83
3.01
1.68 3.08
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available. NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase)
BOX 424, FULLERTON, CALIFORNIA 92632 76 MAY 1975
714/870-7551
INDUSTRIES 8410 DALLAS
SEATTLE, WA. 98108
This Taylor Monoplane is the work of John C. Walmsley (EAA 53491), P.O. Box 805, Geraldton 6530, Western Australia. Powered by a Rollason Ardem Mark XI (VW) of 1600cc with a 25/s" long and 4%" diameter prop extension. The Australian Department of Transport has asked Mr. Walmsley for justification for this extension so he could use a letter from any of you who are running a similar extension on a VW engine. John is currently building a Rollason Beta.
Pitts N8424 is powered by a 150 hp Lycoming equipped with starter, battery and alternator. The aircraft is complete with a strobe, landing light, nav lights, smoke system, inverted system — and was just fitted with a set of new four aileron, symmetrical wings. Built by Anthony G. Ebel (EAA 36867), 812 W. Maple, Lompoc, Calif. 93436. Ebel is Secretary/Treasurer of Chapter 275.
Aerobatics 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 most dynamic 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 AEROBATIC CLUB
I. 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 official decal. 3. Your own copy of the IAC Official Contest Rules if requested. 4. Eligibility to fly in many IAC sanctioned events. 5. Numerous 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 SPORT AVIATION 77
At your Service, Headquarters since 1931 for
SPECIALTY
PLYWOODS
A comprehensive works particularly for the serious minded individual interested m designing and building light float sport aircraft 7 drawings
AIRCRAFT To MIL-P-6070
24
90° Mahogany Type 48 x 96 Panels
1/16", 3/22", 1/8", 3/16", 1/4", 9/32". 5/16", 3/8"
MARINE To MIL-P 18066 Fir, Overlay and Mahogany types custom scarfed to any length Plastic
Filler
&
Borden
PROFUSELY ILLUSTRATED An e x c l u s i v e f i r s t m the modern
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 lor detailed
5/32" to IV," thicknesses
Famowood
x 36
method o'. technical presentation which could not be accomplished otherwise m lesser form A straight-forward approach to proper float aircraft design practice (Finger tip float design engineering data for light float aircraft from i.OOO and less and up to and including gross weight of 2.425 lbs ) Highly detailed showing details, sub-assemhlies and mam assemblies generously detailed "Float Aircraft Design Guide." $1950 postpaid m U S A and its possessions For airman service add $2 00
float aircraft design guide information
adhesives also available.
MRS. STANLEY J. DZIK 4079 NORTH 62nd STREET MILWAUKEE. WISCONSIN 53216, U.S.A.
HARBOR SALES CO., INC. 1401 RUSSELL ST., BALTIMORE, MO. 21230
Phone 301-727-0106
GARMENTS FOR THE HOMEBUILDING FAMILY Hi Quality T-Shirts • Sweatshirts • Windbreakers SILK SCREENED WITH ILLUSTRATION OF AIRCRAFT OF YOUR CHOICE
HATZ CB 1 Thrifty 100 h.p. 3-view & photo $1.00
Specify White or Yellow for Garment & S.M.L. or XL T-Shirts4.00 ea* Sweatshirts 8.00 ea* Windbreakers 15.00ea* 'Add 1.50 per order for Postage & Handling
Plans Available DUDLEY KELLY Rt. 4,
Versailles, Ky.
TORG /ART 1314 Dorothy Drive, Glendale, CA 91202 BUILD YOUR OWN AMPHIBIAN
INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50
"COOT
Includes *0il changeover valve *Sump fittings
PITTS
Two-Place —
—
SKYBOLT
—
*Oil Separator tank
ACRO SPORT
*Dyna Focal Ring Kits *Dyna Focal Rings *Flop Tubes - Winp Fittings Completely welded Complete with Bearings *Stainless Steel Exhaust *"l" Struts - Slave Struts 150-180 and 10-360 200 HP *Pilct Tubes * Engine Mounts For Complete Listings and Prices *Fuel Tanks - Smoke Tanks
Folding Wings —
Towable — Easy Construction "COOT-A with fiberglass hull. We have hard to build parts and hull shells SEND available. $3.00 For Specifications Construction Photos — $25.00 COMPLETE PLANS AVAILABLE
MOLT TAYLOR Box 1171 — Longview, Wash. (986:2)
Write To:
Photo, 3-Views,
Prices and Information Packet
A C R A - L I N E PRODUCTS P. 0. Box 1274
Phone (206) 423.8260
Kokomo, Indiana 46901
(317) 453-5795
ATTENTION EAA MEMBERS In answer to your many requests, the single-seat PITTS SPECIAL is now available in kit form. Most of the fabrication work has been completed at our plant leaving only assembly, covering, and painting. If you have ever wanted to own a WORLD CHAMPION PITTS SPECIAL, but couldn't find the time to build one from scratch, here's your chance, and at a price far below the factory-built version. For those of you who would rather "Do it yourself," there's a new plan set for the S-1 D 4-aileron model consisting of 47 sheets of production quality drawings with assembly manuals. We also have a large selection of off-the-shelf parts to facilitate construction. 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 78 MAY 1975
Box 548E, Homestead, Florida 33030
FOR SAFETY This Bensen Gyrocopter was started by Howard J. Cooper (EAA 89265), 3553 Alice Lloyd, Ann Arbor, Michigan 48014 while he was still a senior in high school and was completed in 9 months of leisurely work. Howard is now a student at the University of Michigan.
plus BEAUTY
Specify
v Flight Proven™
Durable AIRCRAFT FINISHES (Photo by Bill Adams. EAA 51011)
We knew these Warbird pilots were great — but a high wire act in a P-63???
for Executive, General and Agricultural Aircraft...
POLYURETHANE • BUTYRATE • NITRATE • ACRYLIC • EPOXY • ENAMELS • PRIMERS
Contact Randolph Products Company, for name of nearest distributor.
The first Bushby Midget Mustang built and flown in the United Kingdom. It was started in 1966 and was initially flown in 1973. Owned by K. E. Sword (EAA 55901) of Leicester, England. SPORT AVIATION 79
PLANS FOR ALL-WOOD FLY BABY
PLANS NOW AVAILABLE . . .
FOLDING-WING SINGLE-SEATER WINNER OF 1962 EAA DESIGN
CONTEST.
$25.00 Simplified step-by-step assembly drawings and detailed printed instructions.
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
HOMEBUILDERS
who also did the widely acclaimed EAA Acro Sport plans.
Tailwind, Cougar, Bushby II,
VJ-22,
FOUNDATION, INC. BOX 229 HALES CORNERS, WISCONSIN 53130
photo.
I
Loving's Love,
Smith Miniplane, T-18, PL-1,
PL-2,
Pitts, Starduster, Sky.
bolt and others. Marcel Jurca MJ-77
Plans are only $40.00. Mail your check to:
EAA AIR MUSEUM
large flight
New (Bede 4 Cowl) &
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, material costs, tooling requirements,
(P-SI 3/4 scale) Information Package $5.00 Full cowls, tip tanks, wing tips, spinners, prop extensions, wheel pants, engine nucelles, air scoops, Pazmany nose cowls, wheel pants for tri-gear, and bucket seats, prop flange
reintorcement.
Fiber-glass kits and aircraft spruce.
WRITE FOR CATALOG - $1.00
GEORGE & JIM RATTRAY AIRCRAFT PARTS 2357 Afton Road
Beloit, Wis. 53511 (60S) 362-4S11
AL BUTLER will do your 49% with PRECISION!
STITS CATALOG
COMPLETE SERVICE . Certified aircraft quality materiaj cut to blueprint skes full _„._,.--
LISTING
COMPLETE WQ.OD KITS.BY A BUILDER
Sitka Sxpruce, Ptne.-Oouglfe'Fir.'... All Plywoods - Nails
Wingribs fabricated,! AN^rr§/c/jSrare packagesrace-comrjlete to conform to plan, do^b cotter pins^arvd all-details.. . AEROLITE 306*
ONE
SHOP
ONE STOP/
KITS MADE UP TOWEoPEds OF
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.
AIRCRAFT YOU AR^BUILDING"
Brag'and Anti-drag wires with fittings to your specs. ., ... V.W. Rrop Flanges - Built fey BJjtjer •
Full Machine Shop r-a'cWKersr^ - -Modern facilUie»useZrfor'.yvelded ^eorrrptffients, fuselages, gears, etc.. ;;, Complete iolloWfhrough on your project. We are a shop, not just a store!
POLY-FIBER AIRCRAFT COVERING PROCESS SERVICE PROVEN, NON-BURNING COMPLETE FABRIC COVERING SYSTEM USING NEW MODERN MATERIALS WRITE OR PHONE FOR CURRENT CATALOG AND DISTRIBUTOR LIST
FAA Facility ft 103-1 3
Patronized by Particular Builders
Quality materials and Craftsmanship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
STITS AIRCRAFT COATINGS POST OFFICE BOX 3084S RIVERSIDE, CALIFORNIA 92509 A.H. BUTLER, EAA 57353 R.D.2, Box 174 BLAIRSTOWN, NJ. 07825
AC/201-362-6333 80 MAY 1975
PHONE 714-684-4280
STITS
Experimental Aircraft Association, Inc. STATEMENT OF INCOME, EXPENSES AND CHANGES IN FUND BALANCE
For the year ended December 31,1974 Income
(Photo by Lee Fray)
Left to right, Kelly Viets, Ray Stits, Audrey Poberezny, Harry Zeisloft and Buck Hilbert.
Memberships Publication Sales Advertising Merchandise sales Convention Interest income Division management fee Photographic services
Miscellaneous
$ 699,906 22,776 80,788 153,698 315,792 27,577 7,136 10,546
2,641 $1,320,860
Expenses
Wages and salaries
31,565
Publication costs Advertising and public relations Cost of merchandise sales
281,099 25,845 120,550
Convention expenses (NOTE) Depreciation Administrative and general expenses
264,971 8,194 253,531
Retirement of Air Museum notes
Loss on sale of assets
(Photo by Lee Fray)
Left to right, Bob Fergus, Bill Turner, Tom Poberezny and Antique-Classic Division Vice-President J. R. Nielander. The Division was also holding an officers and board meeting at EAA Headquarters.
S 206,597
Employee benefits and expense
90,000
4,364
Excess income over expense
$1,286,716 $
Fund balance, January 1, 1974
34,144 668,591
Fund balance, December 31, 1974
$ 702,735
NOTE — In addition to Convention expense, payments in the amount of $90,263 were made during 1974 to reduce indebtedness on EAA Convention site land purchased at Oshkosh, Wisconsin. As of December 31, 1974 the total commitment for land purchased at the Oshkosh Convention site was $329,480. This consists of $264,440 principal and $65,040 interest with
payments due over an eight year period. An independent audit of the financial statements of the Experimental Aircraft Association, Inc. was performed for the year ended December 31, 1974 and presented to the Board of Directors.
(Photo by Lee Fray)
EAA Air Museum Foundation Board of Trustees meeting April 11, 1975 in Haedtler Hall in the Air Museum's complex, Franklin, Wisconsin.
EAA BOARD OF DIRECTORS MEETING Saturday, April 12, 1975 Place: Haedtler Hall, EAA Headquarters, Franklin, Wisconsin Present: Paul H. Poberezny, Ray Scholler, S. H. Schmid, Harry Zeisloft, Robert Gyllenswan, Gus Limbach, S. J. Wittman, Ron Scott, Van White, Tom Poberezny, Jerry Strigel The meeting was called to order by President Paul H. Poberezny. The Secretary's and Treasurer's Reports were accepted as read. The Officers and Directors received a briefing regarding the activities and financial obligations of the Experimental Air-
craft Association. An audit report for the year ending December
31, 1974 was also presented and reviewed. A presentation by Satellite Industries of Minneapolis,
(Photo by Lee Fray)
Left to right, Harry Zeisloft, Van White, Ray Stits, Chet Weilman, Paul Poberezny, Bill Turner and Ray Scholler.
Minnesota, regarding sanitary facilities for the 1975 Convention was made by Mr. Ted Anderson of that company. Various options regarding the spiraling costs of these facilities were discussed and reviewed by the Directors. The Directors and Officers received a briefing on the subjects
covered at the EAA Air Museum Board of Trustees meeting held on Friday, April 11.
(Continued on Page 84) SPORT AVIATION 81
NEED A & P RATING
Guaranteed to pass written, oral, Practical. All Tnree txams in s 10 i4 days. V e r y Moderate Tuition. Examiner on ijiaif For Full Information Call or Write: FEDERAL EXAMS
5602 N. Rockwell, Okla. City, OK 73008 405/787-6183
Western Division 4137 Donald Douglas Dr., Long Beach Apt. Long Beach, Calif. 90808
213/429-3315
CUSTOM GRAFTED WOOD KITS A/C SPRUCE, PLYWOOD & SUPPLIES
Wood kits for most homebuilts with parts cut, sanded, ready to assemble. Spar kits with spars beveled and tapered. Acro Sport milled wing kit $398.39. TRIMCRAFT AERO
4839 Janet Rd. 419-882-6943
Sylvania, OH 43560 Catalog 25c___
CORVAIR PERFORMANCE INFO TEAM • HOW TO HOTROD C O R V A I R ENGINES ' OTTO PARTS CATALOG. KNOW HOW TO MODIFY OR IMPROVE YOUR CORVAIR AND WHERE TO GET THE
BEST PERFORMANCE PARTS TO DO IT RIGHT THE FIRST TIME. BOTH INFORMATIVE FIRST CLASS PREPAID.
BOOKS
$650
1975 Catalog w/many exclusive
^pTri.
New, Items.
S«nd$1.00
« 3212-14 So. El Monte. Ca. 91733
SAL 2/3 Mustang Miniature Fighter Plans - $150.00 Brochure - $4.00
DISCONTINUED INVENTORY SALE 4130 Tubing, Hardware many parts and accessories at 1973 prices. Write or call for free illustrated inventory listing.
STITS AIRCRAFT SUPPLIES P. 0. Box 3084 Riverside, California 92509 (714) 684-4280
S-14 High Wing All wood STOL Plans - $50.00 Brochure - $3.00 Also available F-9, F-10, F-ll & F-12 brochures $3.00. Add $1.00 extra for Airmail,
Kits for above will be available. Let us
know your needs. A & B SALES
36 Airport Road
AIR SKIMMER
Performance so intriguing the U. S. Navy purchased these plans and the prototype! Folding wings-Cont. or VW, 60-90HP The orginal plans by the design engineer.
Edmonton, Alberta, Canada 403/453-1441
Real Performance In A Proven Design
Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear. tc-f Jtl
A klC 180° Carmelo Drive (E) PLANS CARMICHAEL CA 95608
DI
Solve Your Metal Cutting Problems Homebuilt 80-Inch Bandsaw Build it in a few evenings for about $100 using materials you can buy at the lumberyard and hardware store. It also has a high speed that zips through wood.
AIRCRAFT INTERCOM Use with standard aircraft mikes and 600 ohm headphones. 12 V. Four new models to choose from: Model 301-use w/o radio and hand mike, $39.95; Model 302-use w/o radio & boom mike, $44.95; Model 303-use with radio & hand mike, $49.95; Model 304-use with radio & boom mike, $54.95. Post paid. Satisfaction guaranteed. Mass, res. add 3% tax
Brochure . . . . . . . . . . . . . . . . . .$3.00 Plans (168 sq. ft.) . . . . . . . . . .$75.00
MacDonald Aircraft Co. P. 0. Box 643-S
Sonoma, CA 95476
MX CORPORATION
Box 47, N. Chelmsford, Ma. 01863 (formerly Max Meredith Assoc.)
Plans and step-by-step instructions $6.00 - check or money order.
FLYING BOAT A Challenge 1o The Home Builder I
HOMEBILT TOOL COMPANY
Box 2136,
Engineered For Safety And Simplicity — VW Powered
West Lafayette, IN 47906
"OSPREY 1" FLYING BOAT • Wood Construction • Folding Wings HIGH SPEED
B J 520 X-C FULLY AEROBATIC
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 and fly the boat that does not use or need ailerons, eleva-
• 60 to 100 H.P. • Stores in Garage • 250 ft. Takeoff • Easy to Fly • Photo Brochure $3 • Comnlete Plans $65
tor or rudder. Information free.
GEORGE PEREIRA, DESIGNER/BUILDER OSPREY AIRCRAFT 3741 El Ricon, Dept. SA51
BOX 351
SPRATT CO., Inc. .
MEDIA, PA. 19O63
Sacramento, Calif. 95825
BROKAW AVIATION, INC.
Rt. 3, Box 58-B
Leesburg, Fla 32748
SMYTH SIDEWINDER
BIRCH AIRCRAFT PLYWOOD Price at
1969 EAA "OUTSTANDING DESIGN"
Thickness
JET ENGINE
1
REVOLUTIONARY' All who see it marvel at its POWER. SIMPLICITY. PUSH-BUTTON STARTING!
100% Throltleable CONTROL! • SAFE! RELIABLE! Clean Exhaust! LIGHTWEIGHT. Never wears out! • POWER your Glidet. Small Plane Ice-Sled. Boat. Go-Kart Tesl Stand. Etc • EASY TO BUILD CONSTRUCTION PLANS: 15-LB. THflUST JET-WT: S-Lts PLANS.. .512.00
40-LB.THRUST.516.00 * SMB....119.95 For Complete INFORMATION Package: mclucr-g G8 2 Technical H
EZlMIGr ENGINEERING CO. 18518-H SO. BROADWAY, GAROENA, CAL. 90248 82 MAY 1975
High performance, all metal, two-place sportplane. Designed with the amateur builder in mind. Three-view, specs, sample drawing, 15 page illustrated brochure $2 00. Good quality, easy to follow, stepby-step construction drawings. $125.00.
Plans may be purchased in five - $25.00 packages if desired. JERRY SMYTH
Box 308, Huntington, Indiana 46750
Size
New Orleans per sheet
mm (1/25")
48x48
$ 9.00
1.5 mm (1/16")
50x50
$11.00
2 3 6
48x48 48x48 48x48
$12.00 $14.00 $20.00
mm (1/12") mm ( 1 / 8 " ) mm ( 1 / 4 " )
Secure Packaging: Add $3.00 to orders under 5 sheets Add $1.00 to orders over 5 sheets SHIPMENT:
As Requested — Collect 24 Hours After Receipt of Order Send for (FREE) Stock/Price List And Hand Sample Your check must accompany order.
RHAY PLYWOOD COMPANY P. 0. BOX 1442
CHALMETTE, LA. 70043
EAA Aeronautical Engineering Scholarships—
Write EAA: P. O. Box 229 Hales Corners, Wisconsin 53130
HOMEBUILT HANDBOOKS I HOMEBUILT DESIGNER HANDBOOK (L.gh. ' plone) For mules Boionc*. A.rfo>ii Loyouf Motenals Eng.nei SI 50 • HOMEBUILT AIRPLANE DIRECTORY Phorogrophv Speci-
fications —
_
.
Order
48"x48"
HELICOPTER
HAND
Explanotioni.
Biplanes
ComDonen'i
Rotors
COPTER O'RECTORY Photographs. Sp*Cificatiom — Hei'copfen Autogifoi. Rotorgliden $1 50 FIBERGLASS HANDBOOKGET Motenoli. Hand Loyup, Vacuum Molding. Reooiring $1.50. AEROBATIC HAND-
VOUrS
2.0 mm (about 1/12")
Rot
HOMEBUILT
A.rf ii D^Q^ $i so HOMEBUILT HELI
BEECH A I R C R A F T PLYWOOD
Structurally Superior to traditional Birch and Mahogany Panels Price Per Thickness Sire Sheet 1.5 mm (about 1/16") 48"x48" J 9.50
Ui'ro"ghti
JI.50 BOOK 01
BOOK
Fourteen manejverv illustrated
icnbed
SAM URSHAN
itep by vep
de-
SI SO
Bo« 250. Santtl. Cal.lornl» 92071
10.20
2.5 mm (about 1/10") 48"x48" 12.80 C E R T I F I E D A I R C R A F T B I R C H 3.0 mm (about 1/8") 48"y48" 15.00 Listed prices are m U. S. dollars FOB per sheet graded to GL II standards with 90° construction. 1/32" J8.40 3/32" $1360 3/16" $19.80 ADO: (2 50 (or orders under S sheets. 1/16" 9.20 1/8" 15.00 1/4" 25.20 Other thicknesses as well as 45r panel construcFOB per 4x4' sheet. 20 or more 10%. tions available on special order. Cut in half, or smaller for prepaid parcel Your check must accompany order. post and faster service EAA members 5 S, discount.
P
REPLY: HY. Box 292. Netcong. NJ 0785?
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. Sou.00. Tayior Inch. « super smgie place low vying aerobatic tourer/racer. Simple to build wood construction tor 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. bend $3.00 tor details, brochures and colored photo of both airplanes. Construction pictures, per set —
L
X
O
O
D
VIOLETTE PLYWOOD CORP. P. 0. Box 141X LUNENBURG, MASS.
SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and Tubing. All sizes, any length. No minimum charge Distributor for all STITS Products. AN Hardware. Etc. KNAFP AVIATION P. 0. Box 764, Miami, Fla. 33148 305/888-6322_____________305/887-9186
The Christen 844 Manual Fuel Pump System introduces a new concept in fuel systems for light aircraft. It is a self-contained single fuel control unit which provides all fuel management functions for light aircraft without the need for connection to electrical power. The pump section of the Christen 844 System consists of a self-priming, high-volume, positive
^^ WHEELS AND BRAKES ^^P New, manufactured to F.A.A.
$2.50. These plans are obtainable only from . . .
••
Standards. Will fit sld. axles
•Jl^l S includes sealed bearing. "A I 2.80/2.50x4 ....... 69.50 ^L* 5.00x5 ........................ ..109.50 4.00x6 ......................... .119.50
Mrs. John F. Taylor 25 Chesterfield Crescent
Leigh on-Sea, Essex, England
W
Reliable Fuel Control
MASTER BRAKE CYLINDERS Reservoir style with park ing brake and sealed acrobatic type. New. Mfg. for Cessna, leech, Piper
».C. S ECT.
.
rflaome
QUADRANTS
Push-pull control!, ignition switches, volves, primers, rudder pedals, control wheels, etc.
sec YOU* D;sT»/eu7o* FO* IHCSl PHODUCrs
PRODUCTS CO., INC. P. O. BOX 175 VANDAUA. OHIO 45377
ALCLAD 2024 ROLLED AIRCRAFT ALUMINUM T3 .016 by 36" wide SI 60 per running foot T3 .016 by 48" wide S2.15 per running foot T3 .020 by 48" wide S2.55 per running foot
T3 .OV'S by 48" wide S2.75 per running foot T3 .032 by 48" wide $3.50 per running foot 0 .040 by 48" wide $2.95 per running foot 0 .040 - 5052 3 4 ' 2 " wide $1.95 per runAdd 13 cutting charge for less than 5 ft. Add $2 cutting charge for less than 10 ft. BRAND NEW SHEET FASTENERS ! ! 3 32" or 1/8" 37c each - 36c each in lots of 50 - 35c each in lots of 100.
Sheet Holder Pliers used — S2.75 pair. RIVETS (GOOD AIRCRAFT) Lot irl Mostly 3 / 3 2 mixed 95c per pound Lot — 2 Mostly 1/8 mixed 75c per pound Lot —3 Mostly 5/32 mixed 50c per pound
Be sure to include ample postage, excess will be returned. 100°o money back customer satisfaction guaranteed, if returned within 30 days. Send 25c for brochure
AIRPARTS, INC. 1430 South 33rd Street KANSAS CITY, KANSAS 66106
913 831-3903
FORD V-8
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 installa-
tion 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) Capri and Mustang II (2600 cc and 2800 cc)
V-6
These
be
engines
could
installed
in
many popular homebuilts with improve-
ment in performance and appearance. For further information contact us.
GESCHWENDER Box 5152
AEROMOTIVE, INC. Lincoln, Nebr. 68505
displacement, dual stroke pump. In addition, the Christen 844 System includes a three-way balltype fuel selector and shut-off valve, a replaceable filter, and a moisture sump with a quick-drain valve. The Christen 844 System functions in all aircraft attitudes and is particularly suited for installation in sport aircraft. Simplicity of design assures reliable troublefree performance. Send two dollars first-class postage and handling (refundable with order) to receive new color catalog of sport aviation products.
Christen Industries, Inc. 1048 Santa Ana Valley Road Hollister, California 95023 Telephone: (408) 637-7405 ^^^^^^
Quality products for sport aviation SPORT AVIATION 83
HOMEBUILDER'S CORNER . . . (Continued from Page 2)
that the Foundation has no right to produce designs and/or drawings which would cut into their profits. One gentleman recommended that the Pober Pixie drawings
should be made available to all members desiring them, for approximately three dollars. I can say that the designs of the single place Acro Sport and the Pober Pixie were my own, and the design rights have been turned over to the EAA Air Museum Foundation for two
specific purposes. One is to provide sets of drawings that would be suitable for use in Industrial Arts programs, Civil Air Patrol, Air Explorers, etc. for educational
purposes. The other is to provide funds for the EAA Air Museum operations. These proceeds have helped tremendously and have lessened the financial burden on those EAA members who feel the Air Museum and
its work are worthwhile. The two place Pober Pixie, a tandem seat aircraft, is under construction as the result of many schools asking for the design of a two place
airplane. Also, because of the great number of people who have written to me, or talked to me about a two place Acro Sport and also because of the efforts of some to modify the present airplane into a two place configuration with which to make a profit for themselves, I have started the design of the two place Pober P-12, a twenty-five foot wing span version of the Acro Sport. The airplane currently is sitting on the gear and has
taken a great deal, of midnight oil. The design rights to both these aircraft will also be given to the EAA Air Museum Foundation.
5. We have had a little more than a dozen comments regarding the recent dues increase. I think we learned something on this subject that should help us in the future. You will recall that our previous increases were in increments of two and three dollars. Since 1970 we
from Bede Aircraft and from interested people who want to know what the status of the BD-5 is at the present time. Many feel that because the airplane is a homebuilt aircraft, constructed by the amateur, that it is an EAA supported and sponsored project. Nothing could be further from the truth. EAA does not sponsor any particular design other than those it owns itself. Nor, do we take a stand with any of the designers or material
sellers. I have flown the BD-5 propeller job, but there has been no story in SPORT AVIATION. The reason for this is that I just don't have the time to answer the many letters that would be directed to me — stating, no doubt, that Bede Aircraft was receiving free advertising in SPORT AVIATION and that EAA is giving special treatment to Mr. Bede. It seems a shame that one has to take this position, but as it is now, I have been running sixteen to eighteen hours a day, seven days a week and I feel that I cannot take on this additional work load. It is too bad that the airplane has not moved forward as fast as many people would like, but that is beyond the control of us in EAA. Nor is it our business. We try to give coverage to all new designs in SPORT
AVIATION to keep interest at a high level . . . but that is as far as it goes. 7. I have received several letters and personal comments from members of various Chapters asking if I could suggest to the Chapter presidents that the talents of Designees be put to better use at Chapter meetings. Designees receive a Newsletter each month from EAA Headquarters — which could be used as a basis of a short presentation at each month's Chapter meeting. Consider
it done. Incidentally, this is recommended in the Chapter Handbook, which is provided each EAA Chapter President. This publication contains very detailed guidelines and suggestions for running a successful Chapter.
have attempted to hold the line, despite record breaking
8. It looks like we are going to have to take on farming at Oshkosh . . . a conclusion reached after we received our tax bill for the property owned by EAA at the Con-
inflation during the period. We absorbed price increases
vention site. It was $6,000. Most likely we will be doing
as long as possible and when the Board of Directors finally decided an increase was imperative, studies showed that $5.00 would be the minimum figure that would have the desired effect. If inflation continues and future dues increases are necessary, perhaps we would
for corn production, so as to make enough money to pay the taxes. I would like to take this opportunity to thank all of you who have supported EAA over the years. Despite
be wise to have smaller but more frequent increases. An interesting point is the relative value of the five dollar
show an understanding of the task that faces us each
1975 increase as compared to the previous increase of three 1970 dollars or the two dollar increase of the last decade. In terms of buying power, this year's $5.00 increase may well be the smallest of all. 6. On another subject, we are receiving an increasing number of letttrs from people who have ordered kits
a lot of baling of hay and renting some of the land out
criticism from a few, more of you have sent letters that day here at EAA Headquarters. If I ever write a book, it
probably will not be about airplanes . . . it will be about people. When we started out 23 years ago, I thought it was all welding, woodworking, sheet metal, dope and
fabric, but we have learned a lot more about people than about aircraft.
DIRECTORS MEETING . . . (Continued from Page 81)
Other items discussed and reviewed by the Directors were: 1975 EAA Sweepstakes, Museum acquisitions, Designee Conference, 1975 EAA Convention, New member campaign, Washington report.
EAA AIR MUSEUM BOARD OF TRUSTEES MEETING Friday, April 11, 1975 Place: Haedtler Hall, EAA Air Museum, Franklin, Wisconsin Present: Paul H. Poberezny, Dave Jameson, Dr. Lyle McCullough, Tom Poberezny, James Barton, Robert H. Fergus, Buck Hilbert,
Morton Lester, John Parish, Ray Scholler, Ray Stits, Dick Stouffer, Bill Turner, "Kelly" Viets, Harry Zeisloft 84 MAY 1975
The meeting was called to order by President Paul H. Poberezny. The Secretary's and Treasurer's Reports were accepted as read.
The Trustees and Officers present received a briefing regarding the activities and financial obligations facing the EAA Air Museum Foundation. An audit report for the year ending September 30, 1974 was presented and reviewed. This was followed by a report on the progress of Project Crossroads. Follow-up action was discussed. A fund raising and future development report was presented. This report listed a number of contacts that had been made on behalf of the Foundation. Also presented was a program documenting various plateaus which would be reached through
planned phases over the next eight to ten years. The "Aviation Greats Day" planned for Thursday, July 31 at the EAA Convention was discussed. A tentative schedule
was developed and a list of attendees was reviewed. A list of Museum acquisitions from January 17 through April 11 was presented to each Trustee. Other items discussed were Museum admission fees, Burlington site, Designee conference and a 1975 Convention report.
Classified Ads ADVERTISING CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE CLASSIFIED ADVERTISING RATE: — Regular type per word 30c Bold face type: per word 35c ALL CAPS per wo'd 40c (Minimum charge $500) (Rate covers one insertion one issuei CLASSIFIED DISPLAY S2? 00 pe- inch i 2 ' 4 widtri 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
FOR SALE Aircraft CLIPPED WING CUB — Famous version. Manuals, drawings, authorization Kit includes spar heavy duty strut ends $50 00 Box 18. Lyons. Wisconsin 53148
Reed concopyright plates and Wag Aero.
BAKENG DUCE — left wing, right wing, center section, ailerons, flaps, plans. First $300 00 Ralph Mitten. Enid. Oklahoma 405/233-2836. no collect.
Single place Mid-Wing. 65 Cont , 39 hours. $4000 1937 T-Craft, serial 210. new cover and glass, not assembled, no prop. $2000. Call Michigan 313/239-8586 BD-5D, Serial #3495, contracted for the original $4400 Selling for $600. you pay balance of $4000. 10 days before delivery. 312' 395-2392
VP-1, flight tested, award winning school project Selling to re-coup funds for next aircraft project 1600cc engine, hangared, $2000. Joe Webber, c/o Willowbrook High School, Villa Park. Illinois 60181. MUSTANG II — Complete, but for engine and canopy, Mark XII 360, excellent workmanship. $4500 firm, particulars write. Walt Youra, 350 Ward Road, North Tonawanda, New York 14120 BD-5D priority number #213. $600 equity. Best offer over $600. R E. Huffman, Box 27207. Tucson, Ariz 85726. 602/889-5721
TWO TOO MANY — modified Teenie Two with 55 HP Lye. 95% complete Will sell for cost $1,000. 414/596-2810
HELICOPTER — SCORPION II — Partially finished, 65% of work completed, 80% of parts included. $5.500. Call TWA pilot at 203/322-7410.
BD-5B — 70 HP. kit #1027. elect. $240000. Wings, flaps, ailerons, vertical stabilizer, rudder, about ready to be skinned Basic fuselage, % complete. Steve Copp. Route 3 Box 328-A. Hendersonville, NC 28739 704/ 692-2378
EAA BIPLANE — 90TT. 125 Lycoming, excellent condition, offer, might trade. Roger Ahrens. Fremont. Nebraska 68025 402/ 721-7801
BD-5B kit: Priority #2154 still crated Very reasonable1 G. Raicos. R. D. #2 Box 408D. Charleroi, Pennsylvania 15022. 412/4835179 after five.
STITS PLAYMATE — 0-290-D — 105 hrs.. — new T O H . , radio, lots instr., current license Mrs Ruth Schilling. 1910 E.D Street. Belleville, Illinois 62221. 233-6197 BD-5B kit. electrical system. 70 HP. dual ignition Construction begun on wings and fuselage. Excellent workmanship. $2750 John Vance, 138 E Xenia Drive. Fairborn, Ohio 45324. 513/878-9058
Engines PROFESSIONALLY ENGINEERED CONVERSION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2 and other aircraft Simple, low cost, extremely reliable Flight tested and proven over 300 hours. 28 page brochure $7 00 ppd U.S.A. Chas. Ackerman. 1351 Cottontail Lane. La Jolla. California 92037 CORVAIR propeller reduction box plans and kits — information $1 00 COUGAR tri-gear plans $10.00 Bud Rinker, 169 El Sueno Road. Santa Barbara. CA 93110 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.
VP-1 — 108 hrs. on aircraft. ISOOcc VW engine, Hegy prop Can be seen at the St. Marys Airport. St. Marys. Pennsylvania. Carl M. Dietz. Robin Road. St. Marys, Pennsylvania 15857 814/781-7474. $180000
TAYLOR TITCH — 70 SMOH. C-85. $2100 Airframe without engine or instruments. $1100 505/898-7186 evenings.
150 HP turbo Corvair engine, converted partially. $450 Box 81, Wymore. Nebraska 68466
SCORPION TOO — just completed, meticulous in every detail Will consider trades. 414/763-6100 Burlington, Wisconsin
VW CONVERSION booklet includes plans, instrument markings, serial numbers VS HP, ignition wiring diagram, step by step instructions, $700 PP VERTEX MAGNETO — List $237.50. EAA $19900 PP inserts into distributor hole TACHOMETER — Electric 3" 5000 RPM. magneto actuated. INSTRUMENTS — Engine and fuel. Catalog available BAG. 78 E Stewart Avenue. Lansdowne, PA 19050 Now Available! Brand new Continental R670, 240 HP, 7 cylinder radlals lor homebuilders. Weigh only 485 Ibs. Prop hub and new design wood prop available. Contact Chris Stoltfus, Box 470, Coatesville, Pennsylvania 19320. 215/384-1145 - or - Ken Stoltzfus. North Lawrence. Ohio 44666. (216) 833-7265 No Sunday calls please.
PIEL EMERAUDE — 85% complete. 0235 engine, instruments, fuselage, spars, ribs, tail feathers, landing gear, wheels, most C85-12F with all accessories Good crankmetal fittings Box 351, Monterey Park. CA shaft. Needs top overhaul. $750.00 M. 91754. _____ Steinhilber, Box 441. Shellbrook. Sask.. Canada 306/747-2230. SCORPION TWO — welded airframe, Improved landing gear, seats, tailrotor directional, LYCOMING 0-320-E2A — o since major overcollective. $110000 Edward Picardi. 3231 haul, Vj" valve, chrome cylinders, with spinSouth 18th Street. Philadelphia, Pennsylner, prop, starter, oil cooler and Stolp vania 19145. 215/HO5-9441 mount for Starduster II Howard Morgan, 4 Chandelle Drive. Hampshire. Illinois. 312/ BREEZY — 75 hrs TT. airframe and engine. 683-3832 New materials all over, rebuilt 108 HP Lycoming, Cleveland wheels. 12 volt electriLYC. 190 0-435-1 needs work, $500. Box 81. cal system New or overhauled instruments Wymore. Nebraska 68466 Metal spars, J-3 wings, freshly covered with ceconite. Super Cub wing tip boosters. JLO-LB-600/2 with electric and carburetor. 30 gallons fuel tank Write to: Maurice Boy$200 weekends and evenings. 617'453er. 36 Ave du Pare. Valleyfield. Quebec, 7409 Canada J6T 2P9
MONNETT VW ENGINE CONVERSIONS — Easy bolt on! Streamlined prop hub unit, rubber anti-vibration mount. Slick magneto for aircraft engine look and performance. Fits type 3 VW blocks. No modification to existing VW parts necessary! Available completely machined or "do it yourself" castings. Also new cast manifold system for "dual port" heads and Posa Injector carbs Flight proven designs on the Sonerai I & II. Introducing - ready to run converted VW's 100% new parts. Monnett Conversion, Posa Carbs, you add exhaust and gasoline! 1600cc $1295 F O B . 1700cc $1395 P.O.B Send $1 00 for Sonerai information Monnett Experimental Aircraft. Inc . 410 Adams. Elgin, Illinois 60120
'47 CESSNA 120 — full elect., radio, needs right wing, gear box. prop Good int. and glass 720 SMOH. good compression. Hangared. $1850 307/634-8473.
CARR TWIN — Ultra light opposed twin-cylinder four stroke, built mostly from existing VW engine parts See S.A Jan 1975 Professionally drawn plans. $25.00 Info. $2.00. Carr Conversions. P 0 Box 671. Beaverton. OR 97005
New 72 HP McCullough drone engine with attachments, $50000 Master Enterprises, P. 0. Box 100, Niles, Michigan 49120. Engine Case for Continental 0300-A-145. Repaired and line bored by FAA approved facility. Papers A Schoenmaker. 27 Learner Court. Iowa City. Iowa Lycoming, 0-435 Air Force tag reads "Low compression, Excessive oil consumption, 699:45 Hrs." Mags; still in crate Best reasonable offer Steve Walker. 20503 Co. RD 50. Hamel. Minn. 55340. 612/425-5860. 100 LYCOMING — 0-235-C. 1571 TT. 251
SMOH, all accessories, all logs, with McCauley 724S prop. $1100. Mike Goetz. 203 W. Montezuma, Houghton, Michigan 49931. LYCOMING 0320 — 150 HP. 240 TT, wide
deck, solid flange. Vi valves. Sensenich 74-53 prop. PS-SC carb, $3000.00 317/ 457-8951 MAZDA ROTARY ENGINE — Unbeatable powerplant for homebuilt. Almost indestructable. Light 1 57 lb.'HP; rate 130 HP, used, excellent: $650.00 914/426-1329 after 6:30 P.M , Pacific Time. VW ENGINE BUILDERS, low. low prices. Valves - 99c, valve guides - 60c Send for complete list CARR CONVERSIONS, P O Box 671. Beaverton. OR 97005. 200 HP LYCOMING — IO-360. 117 TT. heavy crank, etc Evenings - 312/272-2762. Days 312/398-1020
Propellers PROPELLERS, Custom wood, epoxy dynel. finish R. Mende. Rt 2. Quitman, Ark 72131. 501/589-2672
PROPELLERS — Custom manufacture, plastic leading edge, 2. 3. or 4 Blade Tractor or pusher Ted's Custom Props, 9917 Airport Way, Snohomish. Wash 98290 206/ 568-6792
PROPELLERS — V W., Corvair. Continental, etc H A Rehm, Dousman. Wisconsin 53118 SPORT AVIATION 85
PROPELLERS — 23 diversified custom precision 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.
EXPERIMENTAL LIGHT AIRCRAFT and Midget Racers — Photos and data on over 300 "homebuilt" aircraft of the world. Including little-known and highly unusual craft. Directory of airplane kit and plan manufacturers. Articles about homebuilt and experimental organizations of the
PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and brakes! 500x5 or 600x6 1975 Production
Cleveland wheels and brakes, brake brackets NOW ONLY $125.00 plus $6.50 postage. Wheel dust covers $7.50 set. M. B. C. with
parking brake $35.00 pair. Bonanza type $35 pair. 500x5 or 600x6 Cessna axles $19.50 each. 1975 600x6/6 tires $17.00.
PROPELLERS — Custom modified metal for experimental and racing aircraft. Rebuilding, repair, service, all types. Prompt atten-
world. USA: $3.45' (includes postage, handling). Canada: $3.'75 (MO) to: AMERICAN AEROTECK, P. 0. Box 881, Hicksville, New York 11802. *N.Y. State Add Tax. BUILD YOUR OWN SPORTPLANE — New
free list. Hardwick A i r c r a f t , 1612 Chico,
tion. ANDERSON PROPELLER CO. INC., DUPAGE COUNTY AIRPORT, WEST CHICAGO, ILL. 60185. Phone 312-JU-4-8787.
$13.50. JOHN ROBY, 3703T Nassau, San
Wayne Ross, Box 7554, Phoenix, Arizona 85011. 602/265-9622.
PROPELLERS: VW, Corvair, Continental, etc. Ray Hegy, Marfa, Texas 79843. WOOD PROPELLERS FOR 0-290; 0-320; 0360 POWERED THORP T-18's AND COMPARABLE DESIGNS. WRITE FOR BULLE-
TIN #210, Sensenich Corporation, P. 0. Box 1168, Lancaster, Pa. 17604.
256 page book packed with all needed information. Profuse photos, drawings. Diego, California 92115. ANY RATED PILOT CAN EARN $200.00 - $300 WEEKENDS IN AERIAL PHOTOGRAPHY.
My new book, "Aerial Photography Really Pays", tells you how you don't even need to do your own selling or even own yo'ur own plane. My book gives methods, techniques, angles, sources of inexpensive equipment, tax information and much more. You'll soon have a good plane of your own plus a good extra or full time income. $4.00 to EAA'ers (Cal. res. 24c tax). CBE, 521
Orange Avenue #146, Chula Vista, Cali-
Hang Gliding
fornia 92011.
PLANS AND INSTRUCTIONS — Plans for
the original Quicksilver (monoplane) and Flexi-Flier (rogallo). Guide to Rogallo Flight, and catalog, $10.00. Information
PART-8 (100 MILES-PER-GALLON FUEL SYS-
TEM) US PATENT 3,851.633 owned by GENERAL MOTORS
kit, $1.00. Eipper-Formance, Inc., P. 0. Box 246-E, Lomita, California 90717. HANG GLIDING — Designing/Building/Flying handbook. 200 pages. New edition. $5.95 postpaid. Dan Poynter, 2431-304 Calle Al-
monte, Santa Barbara. Calif. 93109.
Miscellaneous WHEELS — Custom made aircraft wheels, complete with brakes and bearings. 500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
HANG GLIDER WEEKLY, $12/52 issues, or trial subscription $2/8 issues. Box 1860SAb, Santa Monica. CA 90406.
700x4 (will take 800x4 tire) .. .$110. per pr.
Master cylinders, $20. per pair with wheel order. $23. per pair without. Alfred H. Rosen810 E. 6400 South, Salt Lake City,
Utah 84107. FIRESTONE & SHINN wheels & brake parts.
MODERN AIRCRAFT RE-COVERING — Complete manual with 50 illustrations on re-
covering with Grade "A" cotton or Ceconite. $2.00 postpaid. Airtex Products, Box 177, Morrisville, Pa. 19067. AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised material includes new tables, graphs and photographs. Previous editions used in 30 colleges. $13.95. M.O. with order. Johnson Publishing Co., Dept. S.A., Box 990, Boulder, Colo. 80302.
Books for Aircraft Designers, Builders. Outof-print and current. List 25c. John Roby, 3703T Nassau. San Diego, California 92115. LIGHT AIRPLANE DESIGN — 80 pages, 61
figures, 16 photos, 18 tables. Step-by-step guide for amateur designers. No difficult math, $8.00. LIGHT AIRPLANE CONSTRUCTION — for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools, jigs. 311 illustrations, 92 pages. $9.00. PL-4 CONSTRUCTION MANUAL — 104 pages, 394 figures. Team-mate of CONSTRUCTION book. A "must" for amateur builders. Construction tips, VW engine installation instructions, Pop-Riveting technique $10.00. PAZMANY AIRCRAFT CORP., P. O
Box
80051 S, San Diego, CA. 92138. DESIGN DATA — All aircraft types. NACA Publications 1915-1958. Reports, Technical Notes and Memorandums. Catalog, $2.50. AER SOC PUBLICATIONS, 1823 N. Sierra Bonita Avenue, Pasadena, Calif. 91104. STARDUSTER TOO BUILDER'S MANUAL —
CG data all engines. Hints, modifications, illustrations, photos. $8.00 pd. Fred Meyer, New Hartford, Conn. 06057. WOODEN AIRCRAFT DEVELOPMENT HIS-
TORY — 64p, over 300 color illustrations, $10.50. JOHN ROBY, 3703T Nassau, San Diego, CA 92115. 86 MAY 1975
South El Monte, Calif. 91733. T-18 BUILDERS — Save time and material. Buy material marked per matched hole tooling. We have 90% of all material, hardware, parts and assemblies. Write for catalog. Ken Knowles Sport Aircraft, 27902 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. COMPLETE LINE OF CLEVELAND WHEEL
CONVERSIONS for Cessna, Beech, Na-
vion, Swift and Stinson. Write for quote. Homebuilders 5.00 and 6.00 new magnesium wheels, brakes, covers and bearings $132.50 and $6.50 freight (USA) Amphibious 6.00 x 6 wheels and brakes $223.50 and $6.50
freight. Technical information available. Barney Oldfield Aircraft, Box 5974, Cleveland, Ohio 44101.
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
han,
Books
Also conversion kits for Cessna, Beech, Stinson, Swift, etc. Stamped envelope for
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.
T-18 BUILDERS — Extrusions; sheet metal and hardware; instrument panel; gas tank; gas cap; landing gear; engine mount and ring; aluminum windshield frame; horizontal spar tube assembly; Cleveland 500x5 wheels and brakes; axle stub; Pitot-static tube; wing ribs; Maule tailwheel. Write for
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING — Upper and lower shell, excellent cooling. $50.00 postpaid. Dick Ertel, RR #7, Quincy, Illinois 62301. ALUMINUM kits; Mustang I. Mustang II, T18, Davis DA-2A, Sonerai, drills, reamers,
Gerdes wheels and brakes. Send large selfaddressed envelope stamped to: SMITH SUPPLY COMPANY, Route 4, Brown Deer Lane, Janesville, Wisconsin 53545. COOT BUILDERS! The finest in machined
parts, fittings. All parts now available — many in stock Also custom work. Forney Precision, Inc., Box 75, Cambra, Pennsylvania 18611. WITTMAN TYPE GEAR LEGS — for Tailwind,
Sidewinder, Davis, Daphne, RV-3, and others. Expertly machined and polished from
catalog. MERRILL W. JENKINS CO., 2413 Moreton St., Torrance, Calif. 90505.
6150 steel. Write H. C. Lange, R. #1. Merrill, Wis. 54452.
LARGE STOCK of new and used light aircraft and engine parts. Lots of parts for homebuilders. The home of flight tested aircraft
ATTENTION CFI's — Biennial flight review.
parts. Nagel Aircraft Sales, Torrance Airport, "lorrance, Calif. 90505. SPORT AVIATION BINDER — Now holds 12 plus. U. S. $4.25, Canada $4.50, postpaid. EAA No. 79, Box 917, Spokane, Wash. 99210. DRAG WIRES, FLYING WIRES, BEARINGS,
ETC. Per AN standards for homebuilts. Send stamped addressed envelope for illustrated list. A. Wheels, P. 0. Box 174,
Ambler, Pa. 19002. GEE BEE CANOPIES — T-18 Canopies and
windshields fit T-18. Mustang II, Sidewinder, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, % and 7/10 scale P-51's. $170.00 each. Large single place bubble 60"x24"x16" high; small single place bubble - 50"x24'x14" high - $100.00 each. New Pitts Bubble — $95.00. All canopies untrimmed and in green, gray or clear. "Shipping crate - $30.00" FOB Seattle. Gee Bee, 18415-2nd Ave.. So. Seattle, Wash. 98148.
Glen Breitsprecher.
Dynel, fiber-glass, resins, polyurethane foam. Complete supplies. Catalog 25c. Kick-Shaw, Inc., 3527 Hixson Pike, Chattanooga, TN 37415.
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. CANADIAN KR ENTHUSIASTS — Why pay
more. Eliminate importation problems. Write, phone or visit your ONE STOP KR CENTER, for all your KR-1 and KR-2 building
needs. Wood, foam, epoxy, dynel, engines, props, professional parts—we have them all. Free price list. CANADIAN RAND AVIATION, Hangar #2, Toronto Island Airport, Toronto M5V 1A1, Ontario, Canada. FLYTE BOND EPOXY — A new, low viscosity,
high strength, epoxy. Specially formulated for use in wood/foam/dynel aircraft structures. Does not soften polystyrene foam, or become brittle on polyurethane foam. Low toxicity. Use this one material as glue, filler, coating, laminating resin and strengthening filler material. Does not shrink, craze, delaminate or crack. Water, gasoline and chem-
ical 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 FILESI Each container holds 12 copies. 5 year supply, including date labels. $4.95. EAA Chapter 202, Box 202. Panama City. Florida 32401 FLUSH GAS CAP with mounting ring May be riveted, welded or molded to your tank. A
quality product machined from solid aluminum. $17.95 postage paid. Free brochure AVIATION PRODUCTS. I N C , 114 Bryant. Ojai. California 93023 CONTROL CABLES fabricated with AN terminals. $2.95 per end for swaging and hydraulic proof testing. Components at competitive prices. Free brochure AVIATION PRODUCTS, INC. 114 Bryant. Ojai, California 93023 LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels. 1Vi" or 1'/2" flat, or **" round spring mounting. $27 95 postage paid. Free brochure. AVIATION PRODUCTS INC., 114 Bryant. Ojai. California 93023. 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. Vt" stainless steel, $23.00/1000; Vi" aluminum. $10 50/1000. G28 Hand Rivet Tool for above plus 120° dimple die $21.00
Send $1.00 for Sonerai information. Monnett Experimental Aircraft, Inc., 410 Adams. Elgin, Illinois 60120. HOMEBUILDERS — are you looking for the following - vac pumps, prop governors,
fuel injected systems, blowers, cranks Check with us first. Air Engines. Ltd . 1325 W. Washington. Bldg A-6, Orlando. Florida 32805 or call 1-305-422-6595
WOOD AIRCRAFT BUILDERS — We supply
kit material to your specification, laminated spars made to your requirements Epoxy,
aerolite glue, balsa, ash Kits for Pietenpol. Cavalier. Minicab. Taylor Mono, Fly
Baby. etc. Catalogue $1 00. WESTERN AIRCRAFT SUPPLIES. 623 Markerville Rd . N.E.. Calgary, Alberta, T2E 5X1. Canada. Bus Ph. 403/261-3046 BUBBLE CANOPIES — 15x44x11. 20x33x13 $50. 18x46x 12 - $60. 20x46x 14 - $70. 23x46x 15
- $80 20x60x14 - $90. 23x60x16 - $100. 2/3 P-51, tandem 23x70x16 - $150. 34x70x21 -
$200. Tandem drape 23x55x17. open both ends, $100 Emeraude windshield and side
panels • $120 Others not listed. Prices include crating. Excellent optics Custom work, partial canopies, windshields Send stamped self-addressed envelope for complete info. BOUWENS AEROSPACE. Twing Road. LeRoy. NY 14482 716/967-8215. FUEL GAUGES — P-51, FOKKER replicas, antiques, homebuilts. Send 50c piece for information. Ron Sands, RD1-341. Mertztown, PA 19539 Vt SCALE P-51 — aluminum cowlings, belly scoops, spinners, wing tips. Specialists on compound curves in 2024 T3 aluminum.
Let us know your needs Unlimited Simulations. 33805 Viceroy, Sterling Heights, Michigan 48077 313/268-4627
Precision metal and wood components made to order for your homebuilt. Please enclose
legible blueprints or drawings Kipp Aero Workshop, Route 1 Box 64. Swannanoa. N. C 28778 PITTS ROUND WINGS (S1S) — Covered, complete, canopy with cowl, misc. parts 703/ 860-2441
Steel Tube Fabrication — wood work, dope and fabric, engine mounts, fuselages, landing gears, etc. Specializing in custom built aircraft. All work guaranteed. 30 years experience 10% discount to EAA member. Eugene Livingston, 4928 Eleanor Drive, Charlotte. N. C. 28208. 704/392-5981.
Cessna 150-172 brake master cylinders, reconditioned new seal $17.95 each Nagel Aircraft Sales. Torrance Airport. Torrance. California 90505. 213/326-9303.
EPOXY RESIN — Buy direct and save. For use on foam/dynel and wood aircraft (KR1/ 2 and W.A.R.) High flexural, tensile and compresslve strength. Low viscosity and toxlclty. $19.95 gallon plus shipping. Send
.SOc for catalog and technical bulletin, refundable at $1.00 for first order. MILLIKEN INDUSTRIES, 820 N. Grand Avenue, Covlna, California 91724.
PROPELLERS to TAILWHEELS — Instruments
Engines. Accessories, Parts. Sparkplugs. Helmets, Manuals. Tires, wheels, brakes,
2 lb. URETHANE FOAM, KR-1 A KR-2 kits
available. Send stamped, addressed envelope, free sample, price list. Low prices. Jim Snyder. Hesston. Kansas 67062. LAKE FRONTAGE, $20.00 per ft., clear, spring
fed water. Site for 3000 ft. strip Three miles of frontage available. Minimum purchase 1000 ft 200 air miles from Milwaukee. Write Box 91753. Milwaukee, Wisconsin 53202.
COOT BUILDERS — My husband is so busy building beautiful new airplanes that he never got around to editing the several hundred pages of COOT notes, comments, and instructions. So. I got busy and with
some help now have all of this material edited, organized, cataloged and beautifully printed. Copies are available for $6.00 — Send your check to Mrs. Molt Taylor. Box 1171. Longview. Washington 98632.
SKIN CLAMPS — for half the price of Clecos. VB dia. - kit to make 50 clamps. $11.75. 100/ $21 95. Postpaid Data ,25c Swanson Tool. 4018 S. 272nd Street. Kent. Wash. 98031.
etc. Bass. R. 0. 1, Roms River, New Jersey,
Gerdes Products. INDEX TO EAA'S SPORT AVIATION JOURNAL. Looking for articles in past SPORT
SPOKED WHEELS WITH BRAKES — Com-
plete set of plans, with parts sourcing information. 16" - 18" rim size. V/V axle, use on one or two place aircraft, price $4.50 postpaid R & B Aircraft Company. RD #2. Box 78, Frankfort. NY 13340. 315/732-6513.
AVIATIONS on a particular aircraft, building techniques, materials, etc.? INDEX is annotated, cross-referenced, includes everything, and is updated annually. 1960-1969
DANDY SIMPLE DIE., 172 Boniface, Kitchen-
INDEX $5.00. 1970-1974 INDEX $4.00 ($300
er. Ontario. Canada: stocks aircraft 'One-
for past purchasers.) SPORT AVIATION article copying service - back to 1960. Use
Sided/Hand" rivet dimple dies. 3/32". 7/64", 1/8" (100°. 120°); "lightening-hole" flang-
INDEX to locate articles you want copies 15c per page, $1 50 minimum. John Bergeson, 418 E. Grand. Mt Pleasant, Ml 48858.
One pair 600x6 Cleveland wheels, brakes, bearings, good tires. $125.00 Double spindle profiling machine for propellers up to 74" long, including 30 templates, glueing press. $120000 M Steinhilber. Box 441. Shellbrook, Sask.. Canada. 306/747-2230
ing dies, cutters; (12 - sizes including "Zenith"); monel "Pop" rivets, guns. Free brochure(s). Free with orders: 4 - 7 ft. steel bending brake drawing.
DRAGON SKIN — fiber-glass wing and fuselage skins. Sheets up to 4 x 8 in four thicknesses. Also molded leading edge material. Send $1.00 for sample and specifications. The America Company 1521 Breezeland, Oconomowoc. Wisconsin 53066
BD-5 BUILDERS AND BUYERS — Free Club information James BD-5 Club. Box 151,
Pasadena. California 91102 WIND GENERATOR — Champion 10 amp. $40.
Continental carb heat box with filter. $19. Aeronca heat muff, $8.00. All fine condition. Hansen. 2709 Robin Ridge, Enid, Okla 73701.
Interested in a steady income? Start your own aviation insurance business. You'll have tax deductible flying and save on your own insurance. Send $4.00 for manual 'How to Start Your Own Aviation Insurance Business" Kam-Craft. Box 1, Okauchee. Wisconsin 53069. SPRATTS FLYING BOAT — 22 photos, text.
Helpful to builders, lookers. $1 (non-refundable) to see and return or pay $2 more to keep Smith. 10509 N.E. 197, Bothell, Wa. 98011.
Ground power unit less one jug with two mags, sensitive altimeter. R.P.M. indicator, no collect calls, 315/257-2031 after 7 P.M MAGIC all purpose POLISHING CLOTH —
cleans, polishes, waxes - chrome, aluminum, wood, enamel Removes oxidation from paint and aluminum. Removes rust from chrome. Non poisonous MONEY BACK GUARANTEE only $1.75 for 2. Calif, residents add tax Rice Enterprises, P. O. Box 186, Cutten. Calif 95534.
DRAFTING: Detail drawings, blueprints, transparencies, to customer specs Free info. VANRJN. Grover Road. RD #1. Olean, NY 14760
Build wire styrofoam cutter for $4.50. expedite building, plans $5.25. Lonnie Prince. 4460 Dayton Road. Springfield. Ohio 45502. ALUMINUM OUR SPECIALTY list SOc refundable. Charge cards BJG Aircraft. 40 Countryside Drive. St Peters. Mo. 63376. KR-I-II/W.A.R. BUILDERS — Polyurethane foam and dynel Best deal Sport Craft. 3510 Langdale Drive. High Point, NC 27260. 919/869-3969.
Parachutes SURPLUS — Seats — Backs for aerobatics — Gliders — Aircraft — Pioneer thin back $465.00. 313/349-2105 MIDWEST PARACHUTE, NOVI. MICHIGAN 48050.
Services BUILDING OR DESIGNING your own aircraft and in need of sound advice? For FREE detailed information about this engineering
mail service send a self addressed stamped envelope to: AMTECH SERVICES RD 8. Mansfield. Ohio 44904
Wood Testing Device; plans, detailed instructions • $17.38; description June 1970 Sport Aviation. BILL "AVI" ATOR — Aviation Insurance Specialist. Representing large established companies. Competitive rates. Fast. Claim Service. Speciality Homebuilts and Antique Aircraft. 211 South Fayette. Jacksonville. Illinois 62650. 217/245-9668 SAVE MONEY — USE QUALITY RUBBER
STAMPS — 3 line address stamp only $3.00. Satisfaction guaranteed. Order yours now. Great Circle Manufacturing Company. Box 173. Coloma. Wisconsin 54930. BD-5 BUILDERS. Structure strengthening
mods. Flight controls, re-designed for dual path failure mode. Weldments re-designed to "YOU MAKE" redundant sheet metal
parts. Third edition. Send 20 cent business size stamped envelope for index. KR-1, KR-2. The missing "HOW TO". Photos or slides plus instructions. Design Review Issue One. specify airplane. Index available upon receipt of 20 cent business size
stamped envelope Gillespie Aero Services. 404 South Reese Place. Burbank, California 91506. SPORT AVIATION 87
ALUMINUM FUEL AND SMOKE TANKS-TIG
heliarc welded, pressure tested. We welcome custom tank work. We also offer a CUSTOM MACHINING SERVICE, Including
layout and machining of instrument panels. Write for complete listing of prices or send your drawings for speedy quotations WIDE-GRIN AVIATION, P. 0 Box 331, On-
sted, Michigan 49265
DIAMANT — 3-4 sealer, all-wood: $100 — SUPER-DIAMANT - retract tri-gear: $125 SUPER-EMERAUDE - 2 sealer, all-wood: $75. BERYL - fully aerobatic, tandem sealer: $80. COUGAR - all wood racer: $75. - TOURBILLON - fully aerobatic, all-wood single sealer: $60. - EDELWEISS - all-metal, retrac. tri-gear, 2 sealer: $125. - 4 sealer: $175.00 - Specs, 3-view, photos, $2 per airplane to E. Litlner, P. O. Box 272, SainlLaurent, H4L 4V6, Quebec, Canada.
PLANS
RAND KR-1 PLANS — $25.00. The VW pow-
Plans of aircraft advertised in SPORT
SESA REPLICA — 85% scale WW I Biplane
AVIATION must have satisfied the FAA
Seoul fealured December 1970 SPORT
minimum requirements of the Experimental Amateur-built Category and must have been operated a minimum of 50 hours when using a FAA certified engine or 75 hours with a non-certified engine and should have satisfactorily demonstrated its advertised qualities. The FAA O p e r a t i o n 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 TRIPLANE DR-1 — Full size info
kit, $3.00, Plans $50.00. Redfern Replica, W. W. Redfern, Rt. #1, Athol, Idaho 83801. EAA BIPLANE P-2 — A fine sport plane for the amateur builder, 85-150 HP, cruise 105-140
mph. Fully aerobatic. This rugged singleplace biplane has spruce wings, steel tube fuselage, very detailed shop drawings, plus full size wing rib and jig drawing. $27.00 to EAA members. $37.50 non-members (includes one year's EAA membership). Ex-
perimental Aircraft Association, P. 0. 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
ered Styrofoam retractable. Ken Rand, 6171 Cornell Drive, Huntinglon Beach, Calif. 92647.
AVIATION. Sport plane performance with
antique appearance. Brochure, specs, and pholos; $3.00. 30 sheels 22"x34" complete
construclion prinls and inslruclion booklet $60.00. REPLICA PLANS, 953 Kirkmond
Crescent, Richmond, B. C., Canada. HEADWIND B — The original VW powered airplane with over a decade of success Excellent plans, $20.00, info, $2.00. Stewarl Aircraft Corporation, 11420 Rt. 165, Salem, Ohio 44460.
specs and photos. Bill Warwick, 5726 Clearsite, Torrance, Calif. 90505. CA-65 — Two place sport plane with retractable landing gear. Plans - $110.00. Brochure - $3.00. A. Cvjetkovic, Box 323, Newbury Park, Calif. 91320.
SMITH DSA-1 "Mlniplane" Plans. 17 ft. Biplane. Excellent drawings, $25.00. Mrs. Frank Smith, 1938 N. Jacaranda Place, Fullerton, Calif.
plane plans available. 3-view, photos, specs., $3.00. Condor Aero, Inc., P. 0. Box 762, Vero Beach, Fla. 32960 AIR SKIMMER — $10.00 buys the hull plans
for this single place homebuilt Navy Seaplane. Rest of plans as you build or complete set of original plans $65.00. JET Plans, 1800 Carmelo Dr. E. Carmichael, CA. 95608. FLOAT PLANS — Metal. Designed by Stanley Dzik. Information packet, $1.00 U.S. Bill or Money Order. Plans, four sheets, NOW $25.00. U. S. or Money Order. Postpaid L. Landermann, 39 Poplar St., SteRose, Laval, Que , Canada. JET ENGINE PLANS — and newsletters, info. $1.00. Doyle, Box 310, Montclair, New Jersey 07042. 88 MAY 1975
pp. Write or call Bill Riddell, 4575 Shadesview Drive, Pensacola, Florida 32504. 409/ 477-8481 evenings.
PAZMANY PL-4 plans, unused, plus newsletters, $60.00. George Heide, 620 E Walnut, Palmyra. Pennsylvania 17078. UNUSED PLANS — Acro Sport - $45.00; VStar, $30.00; Slarlel - $30.00; Acrodusler Too - $45.00; Mini-Muslang - $75.00. 904/ 252-2938.
RV-3 PLANS $50 — Complete, never used, save 1/3. J. Leiker, 317 E. Linda Vista. Al-
hambra, California 91801. DYKE DELTA JDM — Wings fold - lowable al
max speed limit. 4-place airplane that will pay for itself by hangar rent saved. 4-place, retraclable gear, cruise 175 on 180 Lye., 5view info, sheel, $3.00. Delailed plans $125.00 Jennie Dyke, 2840 Old Yellow Springs Road. Fairborn, Ohio 45324.
chure, $2.00. Meyer Aircraft, 5706 Abby, Corpus Christi, Texas 78413. 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.
WANTED Will purchase P & W R1340 and R985 engines. Also Ham Std 2D30 and 12D40 propellers. Mid-Continent, Drawer L, Hayti, Missouri 63851. 314/359-0500.
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, Ade-
lanlo, Calif. 92301. SONERAI I & II PLACE PLANS — VW pow-
ered, all metal, folding wing, self-trailering. I - $50.00. II - $75.00. II includes builders
manual. Components and kils available. Send $1 00 for informalion. Monnett Experimental Aircrafl, Inc., 410 Adams, Elgin, Illinois 60120.
JL-4 — four passenger, wood and foam construction, engines to 260 HP, retraclable. STOL. 210 T cruise, information kits $2.00. Jim Londo. Rt. 3, Box 83. Arlington, Washington 98223.
Wanted, gears and couplings necessary to install Bendix S6RN Magnetos on Con/air engine. Ted Baranski, 22 Cardinal Lane, Waterbury, Connecticut 06708. 203/7565331.
WOODY PUSHER in good condilion wanted. Also information about Pusher kept at Lafayette Airport, Louisiana in lale sixties. Rob Gaddy, PSC Box 294, K. I. Sawyer AFB, Michigan 49843.
T-18 project with plans. Send list of completed parts and materials. Tom Henthorn, 1718 E. Ash, Enid, Oklahoma 73701. Plans & Manual for HM-290 by Falconar. A. Oslerman, 290 S. Fork L.B. Road, Eagle Point, OR 97524.
ANDERSON KINGFISHER SPORT AMPHIBI-
Soaring
AN — Flight proven, simple and economical. Wooden construclion. Piper Cub wings PLANS $150, informalion brochure $3.00.
Present builders note new address. Earl W. Anderson, P. O. Box 422, Raymond, Maine 04071.
SOARING magazine comes with SSA Associate membership, only $12/yr. Or, send $1.50 for sample copy plus literature. Soaring Sociely of America, Box 66071-X, Los Angeles, Calif. 90066.
TAKEHOME T-18 WING — Airway to Highway
in just minules. Information $3.00. Plans
Helicopters
$35.00. Sunderland Aircraft, 5 Griffin, Apalachin, N. Y. 13732.
SCHEUTZOW HAWK — IT'S REALLY FAST —
Grand Blvd., Bedford, Ohio 44146. SHOESTRING — Formula One Racer, sport-
THORP T-18 never used plans plus newsletters, original $125.00, selling for $85.00
form, sixteen sheets 11" x 17", $25.00. Full size blue prints, $75.00. Illustrated bro-
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
place tri-gear, $100.00 or trade for Smith welding outfit. Thomas Plunkett, Box 1054, Hurst, Texas 76053.
LITTLE TOOT PLANS — Reduced to book
drawings. All metal construction. Fun to fly. $55.00 for blueprints or $2.00 for
UNUSED plans Turner T-40A plywood two
BABY GREAT LAKES — Champagne performance on a beer pocketbook! Cutaway drawing and full reports, $3.00. Complies with NASAD "AA" quality standards Dealer for Great Lakes Sport Trainers and parts.
build an oulslanding helicopter; HAWK 90 or HAWK 140; choose single or two place.
Information package conlains bolh designs; specs, 3-view drawings, weighl and balance, and performance dala. Handling charge,
Send $3.00 for special info packet. Barney
$5.00. SCHEUTZOW HELICOPTER MANUAL
Oldfield Aircraft Company, P. O. Box 5974,
— Airfoils, dynamics, power requiremenls, slruclures, mchanics, lesl procedures, $17.00. Add $2.00 for foreign poslage. Webb Scheulzow, 451 Lynn Drive, Berea, OH
Cleveland, Ohio 44101. PRACTICAL LIGHTPLANE DESIGN AND CONSTRUCTION FOR THE AMATEUR — has
44017.
plans for Ihe Fike Model "D" and sells for just $4.75 plus 35c postage U.S. Fike Model
"E" low aspect ratio STOL airplane plans, $35 00, airmail $2.00 extra in U.S. Brochures on both $2.00. W. J. Fike, Box 683, Anchorage. Alaska 99510.
Knight Aircraft — Drawings for Knight Imperial, $95.00, Sunday Knight. $95.00. Info package $3.00 Vernon W. Payne, Rt. 4, Box 319M, Escondido, Calif. 92025.
EAA Aeronautical Engineering Scholarships—
Write EAA: P. O. Box 229 Hales Corners, Wisconsin 53130
Volunteer Your Help For Oshkosh
Limbach MOTORENBAU The TURNER T-40 Series — all wood — folding wing airplanes
EXPLOSION PROOF
Distributed USA by WAG-AERO, Inc.
T-40 Single Place Plans......... .$ 75.00 T-40A Two Place Plans ...... ....$125.00
Information Packet ..............t E
3.00
L. TURNER
21 Mansfield Or. Chelmsford, MA 01824
CRASH RESISTANT
FUEL CELLS Any Shope or Capacity
Sport. Stunt. Experimental Aero Tec Labs Inc. Dept 23 Hewson Ave
AIRCRAFT ENGINES
6 beautiful 11 x 14 color inflight photos taken at Oshkosh.
Choice ol three horsepowers
Included are F6F, P-51, FM2, P-38, P-40 and AT-6.
W a d w c k NJ C7463/2tr-444.508C
Order From
AIRCRAFT
WARBIRDS OF AMERICA P. 0. Box 229
WELDING OUTFITS
Limbach
1975 WARBIRD CALENDAR
Hales Corners, Wls. 53130 Only $2.50 including postage ADJUSTABLE PITCH PROPELLERS
64 HP man raling. 58 HP continuous. 3200 rpm Includes Slick magneto, high temperature harness. SAE-I propeler hub. Bosch aircraft spark plugs. SUomburg carburetor intake mamtoid with heat exchangers air cooler sending unit tor oil temperature, fuei pump drive 68 HP max 61 HP continuous. 3200 rpm Same
accessories as above 75 HP max 66 HP continuous 3200 rpm Same accessor-es as above
SPECIAL Available separately conversion parts starter, alternator, voltage regulator ring gear kit, ooscn spark plugs, dual cylinder head kit. o:i cooler kii and fue' pump kit For more :nlormat.on and FREE brochures write . . .
WAG-AERO, INC. Box 181, North Road LYONS, WISCONSIN 53148
Complete kit as shown includes precision needle valve regulators, set of three welding tips, exclusive Flo-Trol cutting torch and tip, plus the famous Smith airline welding torch. CAT. NO. M-247 COMPLETE FOR A SPECIAL PRICE OF
$128.95
A*>,U Al«m. F 15 OUi Alum. I...K i,,
ACCESSORY KIT: 25 Ft. of Hose, Flint
CKctreJrt V.I
Lighter, All New Soft Safety Goggles Cat. M-247-100 $21.25
WAG-AERO
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FORD-V8 l«i.C* In FOK REPLICA FIGHTERS
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Box 181 - LYONS, WISC 53148
STEEN SKYBOLT The Ultimate Biplane!
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RIDLANDS. CALIF 92)7]
EL GRINGO
Super Sport Take Home Stalls at 40 tops out at 140 Steel tubing airframe. Easy Home Construction. Quick removable wings. Aluminum and steel spars. Adjustable trim and seat. New Techniques in Foam-Dynel Epoxy and Aluminum. Volks Power. Plans, Photos, Instr. $50.00 C. B. ENTERPRISES
2022 N. Acoma
Hobbs, NM 18240
STREAMLINE FLYING WIRES AND TIE RODS New Production Highest Quality Plans now available for the 4 aileron symetncal 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, $200. Drawings, $5000.
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
STEEN AERO LAB
AVITARA CORPORATION
15623 DeGaulle Cir. • Brighton, Colo. 80601
303/659-7182
P. O. BOX 624
TULLAHOMA, TENN. 37388 SPORT AVIATION 89
TAKE A
STOLP STARDUSTER CORP.
TERN
4301 TWINING RIVERSIDE, CA. 92509
FOR THE BETTER RYAN ST
(714) 686-7943 ZENITH
X17"
SPAN S350
85-160 HP
All Metal
•J9 AERONCA ACRODUSTER 1 RATE OF ROLL —240° /SEC. BROCHURE $5.00 COMPLETE KIT - $4500.00
AWARD WINNER 1973
A safe economical 2 sealer. 26 MPG at 130 cruise on 100 HP, Short field performer. Professionally designed for min. jigs. No air tools required. Building time 1000 hrs. NASAD quality seal for average amateur. Plans $150.00; Info $3.00. Mater-
ials, Kits and Parts available. CHRIS HEINTZ 236 Richmond St. Richmond Hill Ontario, Canada L4C 3Y8
C-3 18"SPAN $350
NOT SHOWN D.H. TIGER MOTH CURTISS ROBIN
$3.50 $3.50
PORTERFIELD
COLLEGIATE
$3.00
THESE ARE JUST A FEW OF "TERN AERO" PAPER & STICK
KITS. ALL 17" SPAN OR MORE. ADD $1.00 POSTAGE & HANDLING. STARDUSTER TOO PLANS $60.00 BROCHURE $2.00
COMPLETE "TERN"
ANTIQUE & AEROBATIC AIRCRAFT PILOTS Leather Flying HELMETS Ne* mamficture with lightweight suede lining. Limhswool ear cushion, and chin strap. Made from the finest materials available . . . . . . . . $23.95 Siies: Sml.-med.-lrg.-exlr|. Fully Lambswoel lined ... $26.95 Suede lined helmet with earphene adapters
STARLET PLANS $45.00 BROCHURE $2.00
i n e t a l l e d . . . . . . . . . $27.95 __ lambswool lined helmet with earphene adaptors
VSTAR
SEND SOC FOR C A T A L O G SHEETS 8. BRO-
CHURES
ON
ALL
PHASES
OF
MODEL
B U I L D I N G INCLUDING R A D I O CONTROL. C H A R G E C A R D S ACCEPTED.
Stanton
Hobby Shop Ino. 4734 NORTH MILWAUKEE AVENUE CHICAGO. ILLINOIS 6063O PHONE 3 1 2 / 2 8 3 - 6 4 4 6
i n e t a l l t d . . . . . . . . . $30.95 The new 510. The finest geggle made. Curved Triplet safety jlass. Soft leather lined mask. ^ilbtweight headband covered withnylen . . . . . . . . . . . . $18.95 Extra smeked Itne . . . . . . S 7.00 Extra clear lene. . S 5.00
PLANS $45.00 B R O C H U R E $2.00
CATALOG . . . . . . . . . . . . . . . . . 5Qc
Wide vision cerved laminated glass. Can be worn ever glasses. Stnrdy lightweight strap. 513.95 pr. Extra smoked lenies S4.00 extra head strap J2.50 Limited Supply.
AIRFOILS NOW.
FROM EAA
Mk9 RAF style goggles, English
made with excellent visibility, adjustable center piece. $11.50 pr. Extra tinted lenses $4.00 extra headstrap J1.00. Please write for Free Catalogne.
ACRODUSTER TOO 2-SEATER PLANS $60.00
BROCHURE $2.00
GLENN BEETS SPECIAL P L A N S 550.00
B R O C H U R E $5.00 LOWEST PRICES ON 4130 STEEL - 2024-T3 AL. SPRUCE, PLYWOOD, HARDWARE, ETC. CATALOG $2.00
90 MAY 1975
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 A2 Style . . . . . . . . . . $69.95 Sizes 48-50, add $8.00
Enclose sufficient amount for postage. California Residents add 6% sales tax. Please write for Free Catalogue
SPLIT S. AVIATION 15320 Willow Drive
Los Galos. California 95030
THEORY OF WING SECTIONS By Ira H. Abbott and Albert E. Von Doenhoff The best single volume study available on subsonic wing sections. 693 pages include theory, airfoil ordinates, etc.
$5.50 (Includes
hook rate FROM
postage)
EAA Box 229 HALES CORNERS, WISC. 53130
AIRFOILS
THE IMPORTANT AIR SHOWS By
DAVID H. SCOTT, EAA 1004 1346 Connecticut Ave., Suite 915 Washington, D.C. 20036
Now that the EAA International Convention and Fly-In at Oshkosh has grown to such size and importance it has frequently been compared to other air shows held in this country and abroad. This comparison is valid to a certain extent but it might be well for those of us in the aviation industry to understand the special contribution to aviation that the EAA Oshkosh event demonstrates each year. The biannual Paris Air Show in France and the Farnborough Exhibition in England are the show places for air carriers and military aviation. Although the number of aircraft involved are not nearly so numerous as at Oshkosh there is greater public attendance. The general public is invited to come and pay a substantial admission fee to help support the show. They come as taxpayers to see what their military forces are buying with their tax money and to gaze at the airliners which someday may carry them as paying passengers. The crowds at Paris's LeBourget Airport run to 2 or 3 million as this famous field is just on the outskirts of one of the largest cities in the world. In addition to the static displays there are several fly-bys each day and international military teams put on exhibition and precision flying demonstrations. Farnborough and Paris and lately the Hanover Air Show in West Germany are fine displays for the big airplane buffs. Here at home the Reno Air Races have become the outstanding event of the year for those interested in speed competition flying. Comparatively large crowds are drawn made up of those people who enjoy seeing high performance aircraft competing in closed course low altitude contests. The crowd comes for entertainment and not education. At Reading, Pennsylvania, each June a splendid air show is held for business aviation. The number of aircraft, the number of displays and number of participants and operations are not nearly as large as at Oshkosh but those interested in $100,000 and up business airplanes can see what the industry has to offer. This is a very important show if you wish to see expensive aircraft and all the electronic and other accessories that make them efficient tools for business. Military participation with precision flying and aerobatic demonstrations by civilian pilots have been part of the show for many years. They attract the non-aviation industry people who pay a substantial fee to see high performance aircraft in action. What a contrast to all these shows is the annual EAA event at Oshkosh! For one thing the management of the show is handled by the regular EAA staff along with a host of volunteers. This is the only big time aviation show
that does not have a professional staff working full time on the arrangements and details. And let it be said that the smooth running EAA show could never be put on without the scores of dedicated and hard working visiting volunteers who cheerfully give their time not only on convention days but before and after the event to prepare the grounds and to tidy it up afterwards. The EAA show attracts for the most part people who have an active interest or involvement in aviation. No other show comes anywhere near to matching the number of people who fly in with their own aircraft. The transient parking area can hold approximately 3000 airplanes at one time. It was an impressive sight to see the entire area filled day after day. Spaces that were vacated by departing aircraft were soon filled by new arrivals. Many local residents of Wisconsin, Illinois and surrounding states drive to Oshkosh to see the EAA show. The parking space for cars will be more than doubled in size for 1975. But by and large Oshkosh attracts a greater percentage of aviation enthusiasts than any other large aviation show in the world. These are people who will buy airplanes and their accessories for personal use and recreation as well as occasional business use. The people that come to Oshkosh each year are primarily interested in seeing airplanes that can be used for sport and recreation purposes. There was no military participation at Oshkosh in 1974 and yet the number of people broke all records. This would indicate that EAA does not have to have military participation to draw a crowd. The civilians who flew Warbird aircraft satisfied most people who were interested in military aviation. The theme of Oshkosh in 1974 was aviation education with great emphasis placed upon the "how to" workshops and talks by prominent designers and builders in aviation. Aviation education will also be stressed in 1975 with more workshop activity and many EAA Designees volunteering to serve as part time instructors. In addition the camping areas will be enlarged, the number of parking spaces for classic aircraft approximately doubled and the main exhibition building enlarged so that it will hold 167 booths — 62 more than last year. As a special feature for 1975, Friday, August 1st, will be designated as "Aviation Greats Day." Some 40 distinguished visitors will be honored for their contributions to aviation history and development. Oshkosh in 1975 will again be the world's largest aviation exhibition and will attract the enthusiastic participants in sport and recreational aviation.
.VAV