THE HOMEBUILDERS
Corner buPAULH.POBfPUNY
Publisher's Note: The following editorial was written primarily for "Vintage Airplane", the publication of EAA's Antique and Classic Division. The subject matter applies with equal interest to all facets of aviation. It is being reprinted here to provide greater distribution through the pages of "SPORT AVIATION". We have received several comments regarding our last issue of Vintage Airplane, and we were pleased that they were favorable results. However, in organizations such as ours, with our many and varied interests which range from the homebuilt, antique, classic, rotary wing and Warbird aircraft, many times we find it very difficult to gather the enthusiasm for the overall movement which is necessary to ensure our total success. We must assure that we have among us, both workers and a great deal of wisdom to meet the challenges that face sportygeneral aviation. In my many travels around the country I am privileged to talk to many who are involved in various phases of aviation. Across my desk each day come many letters expressing unhappiness with aviation, in one way or another. How does one, in my position, meet these challenges of attempting to reduce taxation, ward off the continuing growth of restrictions on use of airports or this vast ocean of air above us. All too often one believes that he or she can join an organization and that the dues will do the rest. I must admit that I too at one time believed this same thing, but it did not take me long to learn that this is not the solution to our problems. The solution is to develop a strong, reputable, hard working force. One that is not made up of emotion, but is understanding and knowledgeable of the problems that we all face — regardless of the type of aircraft we fly. I am sure that in the last few years, for example, many of you are concerned with the inability to use your own public airport as was possible in the past; that you cannot drive, in many cases, to your hangar, or to load and unload your airplane on the ramp; that you cannot scale ten and twelve foot fences in some areas to get to the FAA Flight Service Station; that you cannot use the lavatory in the terminal building; that you cannot walk across some ramps to request fuel for your airplane. You have been concerned with the increasing number of control towers that spring up across the country, and the inconveniences quite often caused by them. You frequently lash out blindly at a three letter word as being the cause of all our problems — FAA. It is like saying Uncle Sam is all bad. Within any organization or group, and in our government there are many divisions, departments and chiefs who make decisions that affect our lives. When a particular decision does have a major effect on our life, would it not be best that we prepare ourselves knowledge-wise, to speak authoritatively on the particular subject, whether it be TCAs, airport security, possibly the need for better and improved weather service, rather than to lash out at the three letter word and accomplish nothing, but possibly lose the cooperation of many dedicated people in FAA? True, there are those in FAA who perhaps are not as qualified or have the enthusiasm that one would expect. We too, in our organization, have the same problem. It may be a chapter president, an EAA member, or an officer who at one time or another does not represent the true spirit of what we are trying to accomplish. Oshkosh time is a good example of that spirit. The great many FAA people who come there to work — a working vacation for them as well as for many EAA members. They all serve the multitude and quite often, though tired and exhausted, are expected to perform perfectly or respond patiently to an (Continued on Page 67)
SPORT AVIATION Official Publication of the Experimental Aircraft Association International Inc. An International Non-Profit Organization Dedicated to Aviation Education
VOL. 24 NO. 11
NOVEMBER 1975 Copyright
c
SPORT AVIATION ASSOCIATION INCORPORATED
1975 by the Experimental Aircraft Assn., Inc. All rights reserved.
TABLE OF CONTENTS
Homebuilder's Corner . . . by Paul Poberezny ............................. Letters To The E d i t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minutes of the Annual Business Meeting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 5 6 9
Page 21
The Super Solution Restoration Project . . . by Ed Escallon ............... 10
Headquarters Comment . . . by Mike Heuer .............................. 15 The Sportplane Builder . . . by Antoni Bingelis . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Airfoil Selection For The Mini-Imp . . . by M. B. "Molt" Taylor ............. 18 BD-7 . . . by James R. Bede . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Fly-Ins With A Different Flavor . . . by L. D. Sunderland ................... 26
"Learn To Fly . . . No Charge For Breakage" . . . by Edward D. Williams .. 28 It's A Dandy! . . . by Gar W. Williams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Oshkosh 75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fifth Annual AAA-ARM Fly In . . . by Gene Chase . . . . . . . . . . . . . . . . . . . . . . . . . . "He Who Has Horn and Tooteth It Not, The Same Shall Remain Untooted" . . . by Charlie Nelson ............................. Washington Report . . . by David Scott...................................
35 57
62 91
Page 63 PUBLISHER
EDITOR-IN-CHIEF
PAUL H. POBEREZNY
IACK COX
ASSISTANT EDITORS GOLDA COX, MIKE HEUER, RAY SCHOLLER
ADVERTISING MANAGER
PUBLICATION LAYOUT
BONNIE SOUCY
BERNICE SCHOLLER
ON THE COVER
. Ed Wegner s American
Eagle. Photo by Jack Cox
EAA AVIATION MUSEUM 11311 W. FOREST HOME AVE. FRANKLIN, WISCONSIN 53137 (A MILWAUKEE SUBURB)
Aviation Museum hours of operation are 8:30 to 5:00 on Monday through Friday — Saturday — 8:30 A.M. to 5:00 — Sundays and Holidays — 11:00 to 5:00. It is closed on New Years, Easter, Thanksgiving and Christmas.
EAA AVIATION MUSEUM FOUNDATION, INC. IA
'IATION JSEUM
PAUL H. POBEREZNY, DIRECTOR
GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH
SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc and is published monthly at Hates Corners. Wis Second Class Postage paid at Random Lake, Wis 53075 and at Hales Corners. Wis 53130 Membership rates are $20.00 per 12 month period of which S10.00 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 measures can be taken
Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130 SPORT AVIATION 3
NIZATION THE EXPERIMENTAL AIRCRAFT PRESIDENT PAUL H POBEREZNY 9711 W FOREST PARK DRIVE HALES CORNERS. WIS 53130
VICE-PRESIDENT RAY SCHOLLER 453 FIFTH STREET RANDOM LAKE WIS 53075
ASSOCIATION, INC.
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 MlCH 48509 G L JERRY WALBRUN 485 HUGHES ROAD KING OF PRUSSIA. PA 19406
GUSTAVE A LIMBACH ROBERT J GYLLENSWAN S J WITTMAN 2 EAST PLEASANT LAKE RD BOX 2672 1606 RONCEVALLES ROCKFORD. ILL 61107 ST PAUL. MINN 55110 OSHKOSH WIS 54901 RONALD G SCOTT R M PURYEAR VAN WHITE DAVE YEOMAN 1005 COPENHILL DR 291 MARTIN RD BOX 5255 RFD 1 WAUKESHA. WIS 53186 SANTA CRUZ. CALIF 95060 LUBBOCK TEX 79417 TODDVILLE. IOWA 52341
EAA OF CANADA PRESIDENT
EAA WASHINGTON REPRESENTATIVE DAVID SCOTT 1346 CONNECTICUT AVE S W WASHINGTON. O C 20036
EXECUTIVE VICE PRESIDENT TOM POBEREZNY
HERB CUNNINGHAM
16 ACRE HEIGHTS CRESCENT SCARBOROUGH. ONTARIO. CANADA
EAA CHAPTER EXECUTIVE SECRETARY
BUSINESS MANAGER
GOLDA COX
JERRY STRIGEL
EAA DIVISIONS EXECUTIVE SECRETARY DOROTHY CHASE
EAA INTERNATIONAL OFFICES ARE LOCATED AT 11311 W. FOREST HOME AVENUE, FRANKLIN, WISCONSIN. A MILWAUKEE SUBURB. THE PHONE NUMBER IS AC 414/425-4860. PLEASE USE EAA S MAILING ADDRESS FOR ALL MEMBERSHIP, CHAPTER, AND GENERAL CORRESPONDENCE . . . WHICH IS:
EAA, BOX 229, HALES CORNERS, WISCONSIN 53130
EAA AVIATION MUSEUM FOUNDATION, INC. OFFICERS PRESIDENT PAUL H POBEREZNY
SECRETARY DR LYLE MC CULLOUGH 11222 W FOREST HOME AVE FRANKLIN WIS 53132
VICE-PRESIDENT DAVE JAMESON 4322 BELLHAVEN LANE OSHKOSH. WIS 54901
9711 W FOREST PARK DRIVE HALES CORNERS WIS 53130
TRUSTEES JAMES BARTON. 262 CAYUGA AVE
TREASURER THOMAS POBEREZNY 4075 S 84TH ST APARTMENT 8 GREENFIELD WIS 53228
RAY SCHOLLER. 453 FIFTH STREET. RANDOM LAKE. WIS 53075
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 O BOX 3747. MARTINSVILLE VA 24112 JOHN PARISH 209 WEST WARREN TULLAHOMA. TENN 37388 ROBERT PURYEAR 291 MARTIN RD SANTA CRUZ. CALIF 95060
RAY STITS. P O BOX 3084 RIVERSIDE. CALIF 92509 DICK STOUFFER. 65 MILLER ROAD LAKE ZURICH. ILL 60047
BILL TURNER. 4110 MARSTEN. BELMONT CALIF 94002
M C 'KELLY VIETS. RR 1. BOX 151. STILWELL. KS 66085 GAR W WILLIAMS. JR . 9 S 135 AERO DR . RT 1. NAPERVILLE. ILL 60540 HARRY ZEISLOFT 2069 CRESTLINE OR . BURTON. MlCH 48509
EAA DIVISIONS ADDRESS ALL DIVISION MAIL TO (NAME OF DIVISION). BOX 229, HALES CORNERS. WISC 53130
INTIRNATIONAL AIIOIATIC CLUI
INTERNATIONAL AEROBATIC CLUB, INC.
PRESIDENT VERNE JOBST 1910 NORTH ORCHARD BEACH RD
MCHENRY. ILL eooso VICE-PRESIDENT W L GOODMAN P O BOX 444
MCHENRY. ILL eooso SECRETARY
SHARI JOBST 1910 NORTH ORCHARD BEACH RD
MCHENRY ILL 60050
TREASURER BOB DAVIS 910 WOODLAND DR WOODSTOCK. ILL 60098
4 NOVEMBER 1975
ANTIQUE AND CLASSIC DIVISION
WARBIRDS OF AMERICA, INC.
PRESIDENT RUDY FRASCA 606 S NEIL CHAMPAIGN ILL 61820
PRESIDENT E E HILBERT 8102 LEECH RD UNION. ILL 60180
VICE-PRESIDENT RICHARD DIETER 756 PORTAGE AVENUE SOUTH BEND. IND 46614
VICE-PRESIDENT J R NIELANDER. JR P O BOX 2464 FT LAUDERDALE. FLA 33303
SECRETARY LEN TANNER 55 DONAHUE RD NO GRANBY. CONN 06060
SECRETARY RICHARD WAGNER BOX 181 LYONS. WISC 53148
TREASURER G L JERRY WALBRUN 485 HUGHES ROAD KING OF PRUSSIA. PA 19406
TREASURER GAR W WILLIAMS. JR 9 S 135 AERO DR RT 1 NAPERVILLE ILL 60540
LETTERS
Gentlemen: This office on July 3. 4, 5 and 6, 1975. handled on a Certificate of Waiver, the second year of International Aerobatic Club Competition at Council Bluffs, Iowa
TO THE
Sport aerobatics have developed into a popular pastime, and organizations like IAC have taken very definite steps to make competitive aerobatics as safe as possible We observed the IAC technical committee
EDITOR
in the past Thanks. Paul, for your insight and understanding. It is a pleasure having you as a friend. Sincerely, James F. Rudolph Associate Administrator for Aviation Safety. ASA-1 FAA. Washington. DC 20591
enforce an inspection of the aircraft, its docu-
Dear Mr. Cox:
Recently an alarming number of requests have come to us from home aircraft builders for information concerning the use of DOM steel tubing as a substitute for 4130 steel aircraft tubing in aircraft construction
We
are concerned, not only because the concept is wholly erroneous, but because it would
be highly dangerous if applied We've learned that the requests have been prompted by an article. Thoughts On Aircraft Tubing", that appeared in SPORT AVIATION Following World War I, Ohio Steel Tube
Company (then Ohio Seamless Tube Company') developed chrome-moly grade 4130-X seamless aircraft tubing — the first practical air-hardening-after-weldmg steel grade Our development brought about the shift from spruce to tubular steel airframe construction, and our firm became the nation s
leading aircraft tubing producer In addition, fourteen years ago Ohio Steel Tube Company
developed the high quality, heavy walled, drawn-over-mandrel welded steel tubing that today is known as
know that others will experience the same pleasure working with you that has been mine
DOM" tubing — and our
firm is the world s leading DOM tubing producer. I note these facts only to establish credentials — our firm knows both products well. The two types were developed to possess entirely different characteristics to meet requirements of entirely different types of applications. Never, under any circumstances, would we imply to anyone that DOM tubing
properly could be substituted for aircraft tubing in aircraft applications Unfortunately, the Thoughts " article has conveyed that thought to many — and. by reference to our firm and our DOM tubing literature, it suggests that Ohio Steel Tube Company might be promulgating the idea Therefore, it performs disservices to your readers and to our firm. May we suggest correction and clarification? Thank you. Sincerely, J. W Barnard. Jr Mgr P. R and Advertising Ohio Steel Tube Company
Dear Jack I wonder if you'd mind printing the following corrections to my September article on airplane stability control and trim. Page 59. third line from bottom substitute AC for MAC
Page 63. column 1. third paragraph from bottom: omitted sentence (possibly omitted by me!) was to the effect that adding aileron area usually is more effective if it is added as span increase rather than chord increase
Page 63. column 1. third line from bottom: delete repetition of on an imaginary design". Page 64. column 2. second paragraph from
bottom, line 6 should read, " from annoying dutch roll behavior, by decreasing the wing dihedral". Considering that the typescript was completed in hot haste with me practically out the door on my way to Langley AFB. Va . for
the summer, and that we did not get a chance to read page proofs. I would say we did fully as well as circumstances allowed Congratulations to you and your staff for a job which is always superbly done, month after month.
Yours sincerely. Robert K Wattson. Jr Associate Chairman (AE) Tri-State College Angola. IN
ments, pilot s parachute and packing record, including a demonstration that the pilot could exit the aircraft in an emergency. The aircraft inspection was very comprehensive and consisted in part of a review of the Certificate of Airworthiness. Registration Certificate, weight and balance data, and all repair and/or alteration documentation A good visual inspection of the aircraft comprised the balance of the inspection The pilot was handed a flashlight and instructed to inspect the floor area and the aft fuselage interior for any loose items that might have fallen into these areas The pilot s certificate and medical were checked, the operations limitations were reviewed and all letters of competency were checked for currency and appropriate for aircraft make and model. Mr Verne Jobst, President of the IAC. demonsrated a high level of discipline in the control of competition activities at Council Bluffs in 1974 and 1975. The following procedures were implemented by Jobst at the Council Bluffs meet: 1 All aircraft were moved by hand to the parallel taxiway and then started to avoid a safety hazard Returning aircraft had their engines shut down upon reaching the parallel taxiway and were pushed by hand back to parking areas 2 Non-participants were not allowed in parking area. 3 'Walkie talkie" radio communications were utilized to advise aircraft starters when to release contestants These radio communications were monitored by crash and rescue crews in fire trucks and ambulances for emergency calls. 4 Mr. Jobst was not hesitant in recommending that one participant be restricted to 1500 feet AGL in lieu of 1000 feet AGL as requested due to poor acrobatic technique
at a low altitude Considering the high standards upheld by
aerobatic clubs, such as IAC. we recommend that these groups could be given latitude to conduct competitive meets without FAA monitoring The Certificate of Waiver could be written with specific conditions that would entail self-policing by the holder, and following the meet, provide a report to the GADO
Dear Paul: This is to convey our appreciation for the cooperation extended by you and your associates during the recent 23rd EAA Fly-In Convention As reported the Fly-In was acclaimed the most successful since its beginning. Through the efforts of a multitude of people you can be proud of the EAA and its accomplishment. Please convey my special thanks to Gene Chase who so ably handled the exhibit area. The Federal Aviation Administration display booth was well received and accomplished its mission.
Again, thanks for a job well done. Sincerely. James E. Purcell. Chief Engineering and Manufacturing Division
Flight Standards Service FAA. Washington. DC 20591 Dear Paul:
At this time. I would like to express my sincere thanks and appreciation for the award I received at the EAA Convention this year Needless to say. I am very proud of this award, which has a real and special meaning to me. looking back over the last very interesting 50 years of flying and participating in various aviation developments in this country Wish to also thank you and your highly efficient organization for the superb and thoughful manner all the arrangements and the entire program were handled during the Convention. Again, my sincere thanks to you. Paul, and keep up the good work. Sincerely. Ole Fahlin 370 W. Olive St Sunnyvale, CA 94086 Dear Mr. Heuer: I just want to thank everyone of the EAA for giving us old timers such a grand time — and for the honor.
I just hope I can be there again in 1976. Thanks again Arthur J Davis
2121 Abbott Rd.
listing the pilots by certificate number, rat-
E Lansing. Ml 48823
ing, medical, letter of competency, plus a list of aircraft. Any accident would be immediately reported as usual and any disqualification of
participants explained If this proposal could be implemented on a nationwide basis, extensive savings in manpower and resources would be diverted to needed program areas We would appreciate your comments relevant to our proposal Sincerely.
F. W Webb. Chief General Aviation District Office 4 3021 Army Post Road Des Moines. IA 50321
Dear Editor: For my money the backcover of the August
issue by Bill Blake is the best thing to happen to SPORT AVIATION in years. Stu Aleshire 33216 N. Eldrow Rd. Agua Dulce. CA 91350 Dear Sir:
Several times in past years you have published articles, pictures and letters about the Bourke engine Many of your readers may have wondered what happened to all the Bourke engines that were built This thought
Dear Paul: Letters like this are difficult to write as it
occurred to me about a year and a half ago and I decided to track down all the current
signals the close of a phase of operations that none of us*really want to see Now that I have decided to take the step of
owners So far. I have located twenty of them and hope to find the other four or five before I
retiring from the FAA, I look back at all the
satisfying experiences that I have had while
give up. As I discovered in my search, one of them is owned by EAA and is in your Museum along with three others on loan to you.
erative attitude that you have always displayed, especially when things got rough. I
I met a lot of people and heard a lot of interesting stories in the process of my search. I managed to find a set of blueprints on the 30
know I will miss our get-togethers, but I also
(Continued on Page 83)
working with you I truly appreciate the coop-
SPORT AVIATION 5
From
BACK COVER PAINTING
This month's back cover painting is of one of the most familiar of antique aircraft, the venerable Ford Tri-Motor. Artist William M. Hasse (EAA 70723), 1755 East 236th Street, Euclid, Ohio 44117 has the Tin Goose cruising over Baltimore's inner harbor - and, in honor
of the Bicentennial, over historic Fort McHenry. The Tri-Motor in the painting is NC9683, Serial Number 5-AT-39. Originally delivered to S.A.F.E. (Tulsa and Dallas) in 1929, it was sold to Colonial Air Transport in 1931, to American Airways in 1933 and is believed to have spent the period 1936-46 as AN-AAP in Honduras and Nicaragua, operated by TACA. Sold to a Mexican national in 1946, the Ford was registered in that country as XA-FUE. It was operated in Mexico by a succession of owners until stricken from the registration lists in January of 1954. Northwest Agricultural Aviation of
Montana then bought the aircraft, had it rebuilt and reregistered in the U. S. as N1124M. It passed through a number of hands until purchased by American Airlines in 1962. American's mechanics spent more than 7,500 man-hours rebuilding the old bird, had its original registration, NC9683, restored and sent it around the
nation on a good will tour. It has since been donated to the Smithsonian's Air and Space Museum. Artist Hasse has this to say about himself: "After leaving the Navy in 1945 I started a painting career of ships and aircraft, and attended the Cleveland Institute of Art and the Cooper School of Art.
Presently my paintings consist mainly of aircraft for pilots and crew members of numerous commercial airlines, as well as private and m.ilitary personnel. Work is done in acrylics and prepared to the
buyer's specifications for aircraft and background location. For the past ten years I have been with the Cleveland Plain Dealer in the Circulation Department." SPRATT CONTROLWING FLIES
Joe March, president of Chapter 76, the Spirit of '76 Chapter, Philadelphia, has flown the first plans built Spratt Controlwing. Its first flight was on Saturday, October 4, and was one hour in duration. The following day the craft was flown for 4 hours. Joe's machine differs from George Spratt's original in that it is powered by a VW engine. Its number is N76VF for '"76 Valley Forge".
Cruise is 95 and landing speed is 51. Designer George Spratt was present to witness the flight. The initial test flights show N76VF exhibits the same ultra simple flying characteristics of the prototype. The Spratt Controlwing does not stall in the conventional sense and is incapable of spinning. We will have a story and pictures
on N76VF soon. 6 NOVEMBER 1975
FRANKLIN TO POLAND
According to Aviation Week, the rights, documentation, tooling and research of the bankrupt Franklin Engine Company have been bought by the Polish government. Pezetel, the Polish foreign trade organization that handles aviation matters, is expected to sign a bilateral airworthiness certification agreement with FAA shortly and begin production of spares and new engines sometime in 1976. "Poland will support existing owners of Franklin engines in the U. S. with spares," according to Aviation
Week. Due to ramifications of international politics . . . Poland has "most-favored-nation" tariff status with the U.S. . . . only new engines in a power range not in competition with U.S. manufacturers will be imported. This means the 2 cylinder, 60 hp 2A-120 and the turbocharged 6AS335 six cylinder helicopter engine. The 2 cylinder engine will come as the powerplant of a Polish powered glider that will be sold in the U. S. Since no U. S. manufacturer offers a kit engine as Franklin once did with the Sport 4, it is interesting to speculate whether Poland will be allowed to offer it to homebuilders again. UNIVERSITY FORUMS PROPOSED
A letter has gone out from Charles L. Thomas, Coordinator of Aircraft Construction Studies of the University of Wisconsin Stout, Menomonie, Wisconsin, to designers of homebuilt aircraft suggesting a series of forums similar to those held at Oshkosh during the annual EAA Fly-In. The designer would bring his aircraft to Menomonie at an agreed upon date and conduct the forum attended by interested persons from all over the
United States. The forums would last as long as two to three days and would be funded by proceeds of a registration fee charged each attendee. These forums would not basically be for college credit, but this could be arranged for those wanting it. The letter sent to homebuilt designers seeks their reaction to the forum program. If and when any are scheduled, we will carry an appropriate notice in SPORT AVIATION. It is heartening to see education institutions such as the University of Wisconsin Stout recognizing the intrinsic value to society of homebuilding . . . essentially as an adult educational endeavor. ELTS
CONTINUED
The following wire service news story appeared in the Saturday, October 11, 1975 edition of the Milwaukee Journal. It says more about the existing state of affairs
regarding ELTs and the folly of ill-conceived Federal legislation than could any number of pages of reasoned arguments . . . read it and weep, purchasers of ELTs.
CRASH REPORTS IGNORED, PILOT LIES IN WRECK Roachdale, Ind. - AP - As pilot Virgil Lyons lay pinned inside the wreckage of his plane, the Air Force ignored reports that an aircraft's crash locator beacon indicated a plane was down. The area Air Force rescue center said the reports were not investigated because no plane had been reported missing. Lyons had not filed a flight plan, which is not mandatory. Lyons, who crashed Thursday afternoon in a wheat field, was found Friday by a farmer. He was listed in satisfactory condition in an Indianapolis hospital. Lyons was returning from Kent, Ohio, when his plane went down in heavy rain. His wife said she thought he had stayed in Ohio and so did not become concerned when he didn't show up. Hello . . . hello . . . is anybody out there REALLY listening??? EAA'S IAC WINS PARACHUTE PACKING EXEMPTION
For years FAA regulations have required that auxiliary parachutes, with the exception of chair types, be repacked every 60 days. This rule was made in the days when chutes were largely made of silk and has never been changed, probably because so few civilian pilots wear auxiliary chutes today. The Air Force, long since having switched to modern synthetics, has been using a 120 day
repack cycle for the past 10 years with no problems. The Navy has been on a 91 day cycle for the past two years.
With the tremendous growth of EAA's International Aerobatic Club, the auxiliary parachute is suddenly back in vogue . . . and with an obvious problem. With
the busy summer contest schedule, plus practice sessions to prepare for the contests, having to get a chute repacked every 60 days is a genuine hardship. Consequently, Verne Jobst, IAC president, recently filed a petition with FAA on behalf of IAC requesting an exemption from present rules. Specifically, a 120 day repack
cycle was requested FOR IAC MEMBERS ONLY. After reviewing the petition, FAA has granted IAC the requested 120 day repack cycle, subject to the following provisions: 1. Only approved parachutes manufactured of nylon, dacron or other similar synthetics used
as auxiliary (emergency) parachutes may be included under this exemption. 2. Prior to each use of any parachute for which the repack cycle has been extended under this
exemption, a careful visual inspection shall be made by a parachute rigger certificated under Part 65 of the Federal Aviation Regulations, the holder of a parachute loft certificate
issued pursuant to Part 149 of those regulations, or the person intending to use the parachute, of the exterior container, including the harness and hardware, for the purpose of revealing damage, deterioration, or defects. The exemption terminates on May 1, 1976.
ready approved the flight as a national (U.S.) record. The VariEze is presently being groomed for an attempt on the Straight Line Distance record later in the year. The proposed course is San Francisco to Miami, non stop. In addition, a second VariEze is presently under construction that will be powered by a Continental 0-200 (100 hp). This slightly enlarged version will be the prototype of the VariEze offered to the public in plans/kit form sometime in 1976. It will accommodate the larger VW conversions as well as the Continental A-65 through 0-200. Since Oshkosh, Burt has been mobbed by VariEze enthusiasts at his Mojave, California shop . . . to the extent that he has had to close the doors to all in order to get anything done (although the sales office for VariViggen plans and materials kits is still open). He implores all of you to stay home and allow him to complete and test the new prototype. Progress reports and, later, detailed articles will appear in SPORT AVIATION to keep you abreast of what he has been doing. George Mead, an experienced aeronautical engineer, has just been employed to assist in the developmental work, so things should go at a faster clip. Please be patient and understanding, folks! 1975 AVIATION MECHANIC SAFETY AWARD NOMINATIONS
In a letter to President Paul Poberezny, Acting FAA Administrator James Dow has asked EAA members to participate in the annual competition for Mechanic of the Year awards.
Sponsored jointly by the FAA, the Flight Safety Foundation and the aviation community, the competition brings to the public's attention the contributions to safety of the highly skilled, dedicated, professional men and women who work in the aircraft maintenance trades. The awards program involves two separate competitions — one for general aviation mechanics and the other for air carrier mechanics. Winners in the general aviation category are selected first at the state level, then at the regional level and finally at the national level. Winners are selected on the basis of the following criteria: 1. For the suggestion of a design or improvement to an aircraft or powerplant or any of its components that led to or resulted in increased reliability and/or safety in aviation. 2. For the suggestion or development of a maintenance and/or inspection procedure that contributed significantly to safety in aviation. 3. For the consistent demonstration of a high level of professionalism and excellence in the performance of his or her duties as an aviation mechanic that led to or resulted in increased reliability and/or safety in aviation. Any aviation mechanic, including non FAA certificated mechanics, is eligible to compete — except FAA and Flight Safety Foundation employees. Entry forms (FAA form 1210-1) may be obtained from a local FAA office. If you have an outstanding aviation mechanic in your area, why not enter him or her in the competition? These people certainly deserve the recognition and EAAers as aircraft owners and builders are in an ideal position to know who they are.
VARIEZE RECORD OFFICIAL
Burt Rutan has received notification from the National Aeronautic Association in Washington that the Federation Aeronautique Internationale has certified the endurance flight of the VariEze, accomplished during the 1975 Oshkosh Fly-In (see October, 1975 SPORT AVIATION), as an official world's record. NAA had al-
ACRO SPORT PLANS NOTE
Reference: Sheet 1.05, Zone B35. Holders of Acro Sport plans will note that a flat pattern of the stick housing was not included on original drawings. One has since been drawn; if you want a copy, contact Ben Owen, EAA, Box 229, Hales Corners, Wisconsin 53130. SPORT AVIATION
7
OSHKOSH DEBRIEFING SESSION DATE CHANGE
NEW PITTS EATER?
Due to a number of schedule conflicts, the 1975 Oshkosh Debriefing session originally announced for the weekend of November 22-23 has been rescheduled for November 15 and 16. Committee chairmen, volunteer workers and other interested parties will be attending in an effort to learn from the 1975 experience in order to make the 1976 event better than ever.
Aircraft designers are still trying to come up with something to unseat the Pitts Special as king of the aerobatic hill. Latest is the Czechoslovakian Zlin Z-50. An all metal (except for fabric covered tail feathers), low wing, fixed gear single placer, the Z-50 is powered by a six cylinder Lycoming cranking out 260 hp. Full inverted fuel and oil systems are incorporated, of course. The Z-50 is a small airplane — 28 foot span, length of 21 feet 2 inches and an empty weight of 1124.3 pounds. At a gross aerobatic weight of 1433 pounds, it has a power-to-weight ratio of 5.5 Ib./hp. The prototype is fitted with a 3 blade Hoffman constant speed unit. Cruise is 158 mph and redline is 209 mph. Another contender is the British Cranfield Al, which is supposed to be ready for its first flight around Christmas time. Also a low wing design, it will have a powerto-weight ratio of 7.3 Ib./hp. The next world's aerobatic championship should be a dilly!
LISTENING SESSION CANCELLED
The EAA/FAA Listening Session scheduled for Friday, November 21, has been cancelled. Several FAA officials, i n c l u d i n g Acting Administrator James Dow, have found it impossible to be in Wisconsin on that date. No new date had been agreed upon at press time. An Air Show/Air Racing work session with FAA has been scheduled, however, for Tuesday, January 20, 1976. Representatives of all sport aviation organizations, U. S. and Canadian military teams and the Department of Defense will be invited to attend. TURNER T-40 NOTICE
Gene Turner, designer of the popular T-40 series, has asked that the following information be passed along to his builders and others with an interest in his designs: "Information from some Turner T-40A builders indicates that others are arbitrarily 'beefing up' the front spar of the T-40A wing. The reason seems to be that these builders have heard, as a result of an in-flight breakup of a T-40A, that the front wing spar was 'weak'. That T-40A broke up because the builder had drilled five extra holes through the front wing spar, just inboard of the fuselage wing attachment fitting. That particular spar was indeed weakened. Not only was the spar weakened, the airplane was observed doing aerobatics, which it was not designed for. If Turner T-40A builders desire to strengthen the wing spars, then the following modification is recommended. 1. Add Douglas Fir to the top of the spar between fuselage sides so that the added material is straight across between the fuselage longerons. 2. Continue the 0.4 inch hardboard bearing plate across center section of spar forward face. Some Don'ts: 1. Don't do aerobatics. 2. Don't fly with cowling off. 3. Don't drop in landings from 40 feet." WARBIRD LOSS
EAA Headquarters was saddened to learn, just at press time, of the deaths of three members, including the immediate past president of the Warbirds of America, Don Plumb. Don (EAA 70501) was killed in the crash of his P-51 Mustang as were Johnny Bolton (EAA 60702) of Maitland, Florida and his passenger, Norm Danielson (EAA 75546) of Winter Park, Florida, also in a P-51. The three had participated in the Confederate Air Show at Harlingen, Texas and had been visiting friends in Big Spring, Texas early in the week. On Wednesday, October 15, the Plumb and Bolton Mustangs departed together for Florida. Violent thunderstorms were reported in the area at the time and, in fact, had delayed
departure until about mid-day. The two Mustangs crashed about five miles apart some 50 miles out from Big Spring. Don Plumb had only recently moved from Windsor, Canada to Maitland, Florida. Our deepest sympathy to
the families and friends of our departed members. 8 NOVEMBER 1975
(F.A.I. Photo)
Paul Poberezny, left, receives the Paul Tissandier Diploma from M. C. Hennecart, Director General of the Federation Aeronautique Internationale. The occasion was the 68th General Conference of F.A.I, held September 21-27 in Ottawa. President Paul's citation read "In recognition of his invaluable services to aviation education, particularly for young people, through the Air Education Foundation, the School Flight Program, Sport Aviation magazine and the Experimental Aircraft Association Museum, all of which he founded and developed for the lasting benefit of the youth of the world."
Minutes of the Annual Business Meeting August 4, 1975
The 23rd Annual Business Meeting of the Experimental Aircraft Association, Inc. was held Monday, August 4, 1975 at Wittman Field, Oshkosh, Wisconsin. It was called to order at 1:00 p.m. by EAA President Paul Poberezny. Officers and Directors were introduced by Vice President Ray Scholler. Treasurer Art Kilps reported that the annual financial audit will be published in the May 1976 issue of SPORT AVIATION. He also reported that a full time accountant is now a part of EAA's headquarters staff. Motion to accept the treasurer's report was made by Richard King, seconded by Buck Hilbert and approved by all present. Minutes of the 1974 annual business meeting were read by EAA Secretary S. H. Schmid. A motion by Herb C u n n i n g h a m that the minutes be approved was seconded by Lynn Adair and approved by all present. President Poberezny said no comments or efforts regarding changing the name of the association have been advanced in recent months so this item will remain tabled. Dates for the 1976 convention were discussed, as was the possibility of expanding the convention over two weekends. Comments from the floor indicated a
To more efficiently handle increasing air traffic a volunteer staff to coordinate all flight operations during the convention is being considered for next year. A problem concerning pilots charging passengers for airplane rides was discussed. This could lead to many
wide range of opinions, including a recommendation
as sufficient funds become available, the EAA aeronautical center will be developed. EAA's research hangar
that those responsible for doing the work to make the event possible be the ones to set dates most convenient to their schedules. President Poberezny thanked all the
volunteers who contributed their time and talents to make the convention possible. He said continued growth uncovers many new and challenging problems. In spite of recent land purchases it is evident already that in a matter of a few years more space for camping and park-
ing may be required. EAA is withdrawing support of the new custom built category proposal and a letter to this effect has been submitted to FAA. With the rapidly changing political scene, FAA personnel changes, environmentalists, interpretations of existing rules, it is felt that a change
in rules under which EAA has operated successfully in the past could prove restrictive and detrimental to the association. He cited the noise control proposal for
certificated aircraft that grounded several new amateur built aircraft recently. It was only the prompt action by several influential supporters of EAA in Washington that exempted experimental amateur built aircraft from this new restriction. With no one in Washington capable of guaranteeing that "custom" aircraft as defined under the new proposal would be exempt, it is for this reason, he said, that EAA is withdrawing support of the proposed special certificate for custom built aircraft. He also
said EAA lost a good friend with the resignation of Alexander Butterfield as Federal Aviation Administrator.
problems, President Poberezny said, as it is contrary to
the rules for amateur built aircraft. The only operation authorized for passenger carry during the convention is the Ford Trimotor. Estimates thus far indicate a 17% increase in convention attendance. A new maintenance building will be constructed and relocated in an area removed from pedestrian congestion. Seeding of land and expansion of new campsite are also on the agenda for 1976. Since purchase of the farm land, cutting of hay and harvesting of oats have become a part of EAA operations. Sale of these items helps pay taxes on the property. Responding to a question on the status of EAA's plans to move the headquarters complex to Burlington, President Poberezny said the 50 acres of land adjoining the airport was purchased for $100,000 and is an ideal
spot, centrally located in the U.S. for all of aviation. The Museum Board of Trustees are progressing in their plans to develop the area and in the next five or six years, is already located on the airport and includes 30 aircraft in flying condition. A company has donated a 100' x 100' hangar, and the community has approved a 20 year lease on additional land at three cents per square foot. In the immediate future, the research hangar will be used for an EAA program designed to evaluate amateur built aircraft as pertaining to safety in design, performance and construction. 1975 election results as announced by Vice President Ray Scholler included: Class 1 — Three Year Term — Paul H. Poberezny, President Ray Scholler, Vice-President S. H. Schmid, Secretary
Arthur R. Kilps, Treasurer Class II Director — Unexpired One Year Term — David C. Yeoman, Toddville, Iowa Class III Director — Unexpired Two Year Term — Herb Cunningham, Scarborough, Ont., Canada
Class IV Director — One Year Term — S. J. Wittman, Oshkosh, Wisconsin
Newly elected Directors Dave Yeoman and Herb Cunningham were introduced and gave a brief resume of their aviation backgrounds.
Meeting was adjourned at 2:30 p.m. Respectfully submitted,
S. H. Schmid EAA Secretary SPORT AVIATION
9
THE SUPER SOLUTION
RESTORATION PROJECT £c/ Escallon (EAA 58814 A/C 504) 335 Milford Drwe Merritt Is/and. FL 32952 (Courtesy of Bill Ehlen)
Matty Laird, left. Jimmy Doolittle and the Super Solution . . . aviation legends all.
\
±
(Photo by Bob Elliott)
Jimmy Doolittle and Ed Escallon discuss the Super Solution, Miami, April, 1975.
IN
NOVEMBER OF this past year, wheels were set in motion to restore one of the most historic of the biplane racers of the early '30 period for the EAA Air Museum. It all began quite casually when Mr. E. M. "Matty" Laird was invited to the Remuda Ranch Fly-In of EAA's Florida Sport Aviation Antique and Classic Association as a guest speaker. Slowly t h r o u g h the course of the weekend, the EAAer's began to realize that they had in their presence one of the key figures in the development of civil aviation in this country, while Matty began to recognixe that the group of aviators he was with enjoyed the same love of flight, finely finished aircraft, and experimental latitude as had he in his 41 active years in the aviation business. In behalf of his many contributions to aviation, Matty was presented the special honorary "Silver Eagle" membership of the Florida Association, making him part of the EAA. N a t u r a l l y enough, the subject of favorite aircraft designs came up during discussions at the Fly-In. With a total of 33 designs to his credit, starting with his first monoplane designed in 1912, to the Laird Turner Racer of 1937, Matty had quite a number of excellent aircraft to choose from. Both he and his lovely wife, Elsie,
(Photo by John Shinn)
View of the Aileron/Lower Wing of the Solution at the C.A.H.A.
10 NOVEMBER 1975
commented that the Super Solution Racer in which J i m m y Doolittle had set the Transcontinental Speed
Record was their favorite. This aircraft was a rather unique crossing of designs, capabilities and aeronautical personalities during one of the most productive periods of civil aviation history.
Being a biplane the Super Solution proved to be among the last of that configuration to be able to claim
superiority over the monplanes in the world of speed. Aerodynamic cleanliness of the monoplane, wire braced at first, then fully cantilevered, eclipsed the biplane in
succeeding years. But in 1931, the Super Solution's
tion was fitted with instruments for cross country and blind flying. It also included large fuel tanks to sustain the long ranged performance necessary. Additionally,
based on carbon monoxide problems encountered in the cockpits on many racers the preceding season, the Super Solution was fitted with fresh air vents, which picked up air on the leading edge of the upper wing, outside of the fume area of the engine, and ducted it into the cockpit — a new innovation for the period. From a people point of view, the Super Solution was a u n i q u e crossing of personalities and capabilities. Jimmy Doolittle, who flew this aircraft for the Cleveland
light weight, inherent in the structurally superior configuration, would prove up to being on the winning side of the equation. The airplane was powered with an experimental version of a relatively new Pratt & Whitney radial engine, the Wasp Jr. Evolution would bring this engine from 300
Speed Foundation, started his aviation career in 1917 as a Flying Cadet with the Signal Corps Reserve. The war ended before he could get overseas, however, he
hp to 450 hp in the production version called the R-985, commonplace today in larger sport aviation aircraft and small transports. The Super Solution's engine was the
became evident when he flew a Liberty powered DH-4 from Pablo Beach, Florida to San Diego, California
27th one made, and in its highly experimental form
than 24 hours, with an actual flying time of 21:20. This was an achievement in air travel he would have the
cranked out 525 hp. Modifications included highcompression pistons and a 10:1 supercharger ratio. Thus, while it was the last of the successful racing
biplanes, it was one of the first to carry a radial engine whose subsequent developments, and larger counterparts would permit the air carrier industry to flourish with commercially practical aircraft, and in other racers push the bounds of speed forward rapidly in the succeed-
quickly managed to make quite a mark for himself, first as an instructor, and then as an Army test pilot. In 1922, his abilities in extended cross country flights becoming the first man to cross the country in less personal satisfaction of cutting in half nine years later in the Super Solution (covering a greater distance in
the process). In 1923 he was sent to the Massachusetts Institute
of Technology for graduate work. A couple of years later he had earned one of the first Doctor of Science Degrees of Aeronautical Engineering. In 1925, Jimmy
ing years, and in war planes, protect the free world
flew the little Curtiss Racer R3C Seaplane to a Schnei-
from the Axis powers.
der Cup Trophy win at Baltimore, rounding the pylons at an average speed of 223.15 m p h . By 1928, Major Doolittle was assisting in the development of blind flying
Airframewise, the Super Solution leaned heavily on the experience Mr. Laird had gained in the design of the
Junior Speedwings, a single place racing version of the Laird Commercials. Its immediate predecessor, the Solution, had been built in a record thirty days for competition in the 1930 National Air Races. Flown by "Speed" Holman, it became the only biplane to win the
techniques at Mitchell Field. It was here in a Consolidated NY2 Biplane that he performed the first blind takeoff and l a n d i n g d e m o n s t r a t i o n in the world. Throughout this time period, he was also becoming
Thompson Trophy Race, averaging 201.96 for the hundred mile stretch.
The Army called on him regularly as a demonstration and exhibition pilot at air events throughout the hemisphere.
Depression years were hard on aircraft manufacturers. Companies that cropped up like weeds in the post-Lindbergh boom were closing their doors with equal rapidity. Matty found customers for his expensive line of custom high speed biplanes scarcer and scarcer as the industry shifted its emphasis to smaller simpler monoplanes. His largely wealthy customers found their interests diverted away from flying towards maintaining that which was left of their businesses. Thus, when the Cleveland Speed Foundation offered Matty a chance to build another racer for them in mid-1931, he j u m p e d at the opportunity. With the knowledge and determination carried over from the Solution, the E. M. Laird Company began design and construction of a more streamlined, higher powered aircraft that would combine closed course ability with the additional parameters necessary for cross country racing. To spur transcontinental air travel, and accelerate the development of navigation, communications and all-weather flying, Vincent Bendix had offered a new rich prize for the aircraft that would win a cross-country race. The first was to be run west to east, alternating yearly thereafter with east to west. The 1931 takeoff point was to be Burbank, California, with the finish at Cleveland, Ohio. Additional prize money would go to any pilot who went on to Newark, New Jersey, if he, in turn, established a new transcontinental speed record. Cleveland would be the site of the national Air Races, of which the Thompson Trophy Race would be the highlight. In preparation for the Bendix Race, the Super Solu-
noted as one of the top acrobatic pilots in the country.
By the 1930 time period. Jimmy Doolittle was already one of the most accomplished test pilots in the
world. Thus, when he left the Army (temporarily) to head up Shell Oil's Aviation Department, his attention was, in part, focused on the activities at the National
Air Races. Anticipating the need for a suitable aircraft, Jimmy had personally heavily invested in a Travel Air Mystery S, contracting its renovations and modifications to Parks
Air College of St. Louis. In August of 1931, with the race season just ahead, Jimmy test flew the completed aircraft for the first time. Finding it to his liking through a series of test maneuvers, field at very high speed to family. Due to a structural both ailerons tore loose from
he dove down low on the show the plane off to his and/or dynamics problem, the aircraft, the right one
carrying a good sized chuck of wing with it, the left one trailing after the wing. Immediately recognizing the
problem, Doolittle pulled the ship up into a vertical climb for altitude, and bailed out. The altitude proved to be sufficient for Jimmy's chute to open. The Mystery S fell into the middle of Curtiss Field and was totally destroyed. The reason for the loss of the ailerons was never completely attributed to any one problem, no doubt in part due to the airplane's condition following the crash. Suffice it to say that racers of the period were beginning to attain speeds at which air becomes compressible, or increases in density as it passes over the airframe. To cope with this, structure has to be p r o p o r t i o n a t e l y strengthened to withstand the higher pressure loads SPORT AVIATION 11
encountered. Additionally, control surface mass and aerodynamic balance, torsional rigidity, and dead zone tolerances all have to be carefully tailored to prevent physical instabilities leading to flutter. In any event, Jimmy Doolittle was a man without a racer, with too much talent to watch from the sidelines at the Labor Day events. The Cleveland Speed Foundation immediately acquired his services to fly the new Laird being built — the Super Solution. From the builder's point of view, Mr. E. M. "Matty" Laird was a unique combination of a young pioneer airman, exhibition pilot and successful designer and manufacturer. At the age of 17, he had designed, built and flown his first airplane, based largely on information available at Chicago's Cicero Field and three years of modeling experience. His first flight in the new monplane in 1913 was rather abruptly terminated by a combination of running out of remaining field length and overcontrol, but in subsequent months, he began to master the basics of attitude flying. The Monoplane was converted into the "Baby Biplane" d u r i n g the winter months. This diminutive aircraft was powered by the same 12 horsepower converted Franklin automobile engine as the monoplane. Despite its low power loading, the Baby Biplane was a very fine flying aircraft (and a precursor of things to come later with the Solution and Super Solution.) Its success drew Matty awav from the bank
he had been working in to support his family and aviation endeavors into the field of exhibition flying. Success followed him as he continued to refine the aircraft, and his flying techniques to include loops, night flying, and photography. The Baby Biplane was succeeded by a two place Anzani powered plane called the Boneshaker. It was in this aircraft that Matty became the first instructor of the loop-the-loop in the United States. The Boneshaker became an international thriller when Matty loaned it to Katherine Stinson for her tour of Japan and China. Success followed Matty from one central and western state engagement to another, as he became known as "The Fearless Scotch Aviator." Tragedy struck at San Antonio, Texas in March of 1917. Matty was test flying a Brock designed tractor biplane when the aircraft went into a spin. The spin went flat, and Matty was unable to regain control. The aircraft crashed, seriously injuring him. Upon his release from the hospital at San Antonio some months later, Matty filled a few exhibition dates with his Anzani powered Boneshaker, Katherine Stinson just having returned with it following her Oriental Tour. Soon after these flights, the government put a ban on all civilian flying due to the involvement of the United States in World War I. Matty then entered St. Lukes Hospital in Chicago for further surgery to correct deficiencies resulting from the San Antonio crash. After release from the Chicago hospital, Matty concentrated his efforts to build the Model "S" sport plane he had designed in 1916. He sold several, including one to Bill Burke, a Buick/Franklin dealer from Oklahoma. Bill liked the Model "S" so much that he talked his friend Jake Mollendick, an oil man from Wichita, into putting up money to have Matty build his airplanes there. The offer was attractive to Matty and he moved, setting up production of the first three place aircraft in the country, the Laird Swallow. His company was also the first formed in the United States solely for nonmilitary production, and it would spawn a huge aviation industry for Wichita.
(Lynford and Brenda Sullivan Photo)
Jim Dekle, right, and his son John of Thomasville, Georgia display the completely new horizontal tail feathers they have built for the Super Solution. Both are well known antique airplane restorers.
During the Wichita days of the E. M. Laird Company, Buck Weaver was hired as a demonstration pilot, upon resignation of Bill Burke who returned to Oklahoma to take charge of his auto agency. Also during the summer of 1921, Walter Beech was also hired as demonstration pilot. Lloyd and Waverly Stearman were hired to work on production of the Laird Swallow. And Clyde Cessna of Rego, Kansas, who had done some early pioneering in aircraft building and flying in the 1910 era, had his interest in flying rearoused by the purchase of a Laird Swallow in the fall of 1923. Unfortunately, due to personal differences, the greats of the aviation world left Mollendick one by one. Matty returned to Chicago, having produced 43 Laird Swallows, and set up production of the Laird Commercials: Model "S", Model LCB and succeeding designs. Recalling that Matty's Baby Biplane was a model of efficiency, it is not unusual that his designs became standards of the industry for their ruggedness, yet light weight. Additionally, they were sufficiently powered to make them one of the fastest production aircraft of the day, and widely copied in the years that followed. Under the capable pilotage of Charles "Speed" Holman, E. E. Ballough, Red Jackson, Billy Brock, and Matty himself, Laird Aircraft set many records, and won
(Lynford and Brenda Sullivan Photo)
many races for their proportionate numbers. With "Speed" Holman's victory at the 1930 Thompson, the die had been well cast; the E. M. Laird Company was capable of building some of the fastest planes
The magnitude of the task facing the Florida EAAers in restoring the Super Solution is illustrated here . . . this fuselage frame, instrument panel and wheel pants are the starting points.
in the sky, and up to the challenge of its successor — the Super Solution. Thus the Super Solution embodied the unbeatable combination of one of the most talented experimental
12 NOVEMBER 1975
test pilots of the period. While the competition in this year would include that of a rapidly improving industry, this combination of men and the machine would prove
to be up to the challenge. Future articles in SPORT AVIATION will cover the technical and personal specifics of the racing results of the Super Solution, but briefly, Jimmy Doolittle flew the aircraft to win the first Bendix race, refueled and went on to Newark, setting the transcontinental speed record of 11 hours and 15 minutes. The average speed, including gas stops was 219.84 mph; the run had broken Frank Hawks' previous record by one hour, eight minutes and fifty-three seconds.
The Super Solution was also entered in the Thompson Race. The direct drive engine used in the Bendix and t r a n s c o n t i n e n t a l victories was removed, and a geared Pratt & Whitney (three to two reduction) swinging a 9 foot prop at 1600 rpm, was installed as had been planned. Only a few short flights had been made with this engine at the Laird Factory at Ashburn Field, Chicago, and upon further test flights at Cleveland, prior to the Thompson, by both Messers. Doolittle and Laird, some
lateral control problems became apparent in steep banked pylon turns. The aircraft's design was such that the side load
trussing of the main gear was carried by the wing truss to the rear center cabane spar fitting. Due to the side loads imposed during the many landings the aircraft had made
to date, this cabane fitting had loosened enough to permit slight wing movement in flight, which in turn countered aileron action. Further affecting the situation was the high torque of the geared engine, whose prop was nearly half the span of the upper wing.
A last minute change was made to reinstall the direct
(Lynford and Brenda Sullivan Photo)
Clay Sisson of Ft. Myers, Florida and his contribution to the SS restoration, a new instrumental panel.
drive engine used in the Bendix. Despite an early c o m m a n d i n g lead on the field, Jimmy was unable to nurse enough sustained power out of this tired engine, and the Super Solution dropped out of the Thompson Race at the seventh lap with a scuffed piston. Lowell Bayles placed first in the Gee Bee Model
Z. The Laird-Solution of 1930, flown by Red Jackson, came in third place despite the drag of a crushed leading edge of the lower right hand wing — caused by fly-
ing through some trees after rounding the initial scatter pylon. October found J i m m y engaged in another d a r i n g cross country — this time to l i n k the capitals of the three North American nations. From a predawn departure at Ottawa, through W a s h i n g t o n , D.C. then on to Birm i n g h a m , A l a b a m a , to Corpus Christi, Texas, then
across the mountains to set the green and yellow racer down at Mexico City took just eleven hours and fortyfive minutes flying time. This record stood for many years, a tribute to the excellent combination of Jimmy Doolittle and the Super Solution. Unfortunately, it would prove to be the last epochal flight of the aircraft. For the 1932 race season, Jimmy had plans of m a k i n g the Super Solution even more
competitive with the addition of a retractable landing gear system and larger tankage. Matty's estimate for this work proved to be more than Jimmy could pay in this depression-ridden year, and consequently the racer was taken out to the Christopher Brothers in Wichita for m o d i f i c a t i o n . A new fuselage, e m p e n n a g e , and cowling were built and some sophisticated instruments for the day were installed. No doubt numerous fittings and subassemblies were used out of the Super Solution to save their fabrication cost. This aircraft, called the Shell Lightning, was plagued with problems that proved to be unsolvable by race time.
(Courtesy Dr B John Shinn)
Cockpit of Super Soltuion. SPORT AVIATION 13
On the first flight, Jimmy was unable to lock the landing gear in the down position despite numerous attempts and procedures used. The aircraft had to be landed on its "stomach", but with very little damage due to Mr. Doolittle's skill. Low speed flutter plagued later flights, apparently due to the greater degree of taper in the after fuselage area, necessitated by the bulkier tankage carried forward. With this disappointing performance, and race time approaching, J i m m y j u m p e d at the opportunity to fly the Gee Bee R-l when Mr. Z. D. Granville telephoned him at Wichita. In the R-l aircraft Mr. Doolittle set a land plane speed record of 296.287 mph and won the Thompson at a blistering 252.686 mph — a record that would last for four years. Following the Thompson he never flew the R-l again. Effectively, the 1931 season was the end of the Super Solution in its original configuration. The Shell Lightning version was never raced again. It was moved to the Shell Hangar in St. Louis where eventually it was believed sold for parts. Joe Mackey and Bill Sweet wound up with a number of subassemblies which they used to repair the Laird Solution during its later career as an air show airplane. The original fuselage was given to the Smithsonian Institute by the Swallow Factory. The Smithsonian's records are not too clear as to when this happened, but it was sometime between 1948 and 1966. Time, availability of parts for other aircraft, and souvenier seekers virtually exhausted most of the original airframe. Pratt and Whitney records indicate that the original engine was returned to the factory where it was used as an experimental test bed for future designs for a number of years. Finally, it blew up one day and was scrapped. The Smithsonian was interested in the possible restoration of the Super Solution over the years. They worked with the Connecticut Aeronuatical Historical Association, which had purchased the Laird Solution for restoration, to obtain a few more parts of the original aircraft. While they had interest in the aircraft, and had done a paper study into its restoration, they found themselves unable to commit their resources to the historical research, and detailed fabrication that would be necessary. Other projects they had were of higher priority, and more pressing. Thus when discussions were initiated between Paul Poberezny, Don Lopez of the Smithsonian, Mr. Laird, and the author following the Remuda Ranch Fly-In last December, the Super Solution effectively acquired a new lease on life. The net outcome of these negotiations is that the Florida Sport Aviation Antique and Classic Association would serve as a nucleus for information, interest, funding, and restoration of the aircraft in behalf of the EAA Air Museum. Since then Matty Laird has been most generous with his time, sketches, photographs and personal recollections on the aircraft. General Doolittle has also been generous with both
torical Association have provided all remaining Super Solution parts known to be in existence. Liaison with the CAHA and EAAers in Connecticut has provided an invaluable flow of missing design information on the Super Solution from its brother, the Solution. Original sketches on the aircraft are few due to the rapid pace of construction which required many full size layouts that were subsequently destroyed during parts fabrication. However, using typical aircraft construction practices of the day, and Matty's recollections and data, we believe the result will be a source of great pride to both the principals and the EAA Air Museum. While parts of the aircraft are currently scattered throughout Florida, and clear up to Indiana in fact, its major assemblies will be on display at the 1976 Sun 'N Fun Fly-In at Lakeland, Florida on January 19 through 25. Its scheduled completion date will permit its viewing in airworthy condition at the subsequent 1977 Sun 'N Fun. There are several areas of assistance the Florida Association is interested in from the readers of SPORT AVIATION. Any personal recollections, photos, or information readers might have available on the aircraft are of interest. Additionally, knowledge of the whereabouts of a Hamilton Standard Ground Adjustable Propeller, Design 21A1-7, or any instruments of the period would be immensely appreciated. Should any EAAers be interested in doing some scale models of the aircraft, we would be very happy to provide data. We would very much like to see about a '4 or Vs scale model displayed with the mock-assembly airframe this coming January. The Florida Association has not ruled out the possibility of assistance to an EAAer who might want to replicate the aircraft. Documentation is an important part of the restoration the FSAA&CAA is doing, so as to insure the preservation of the Super Solution in the future. As such sketches and photographs of all detailed assemblies are being made, for a well experienced builder and flier, this aircraft would not represent an i n s u r m o u n t a b l e c h a l l e n g e . A replication started immediately would significantly help, and be helped by the restoration in such areas as tooling, loan of parts, etc. Interested parties should contact the author. Final permission will be made personally by Matty Laird. The project is being funded by donations to the EAA Air Museum under a SSR (Super Solution Restoration) designator. All donations carry the normal tax benefits of the Museum. A limited edition of the Super Solution lithograph is available for a $6 donation plain or $8 donation drymounted. Laird jacket patches are available for $2. As an extra special sort of thing, we can arrange a print of the aircraft endorsed to yourself personally by both Jimmy Doolittle and Matty Laird in return for a tax deductible contribution of $175. The Florida Association's future plans include a tape recording of edited
his support of the project and his recollections of
recollections of the aircraft by Matty and Jimmy, so you
specifics of the epochal flights. In the interest of historical preservation, all conversations with the General and Mr. Laird have been taped, for later transcription, corrections and authentication. Forty-four years have erased a lot of history, aeronautical and otherwise, but both these gentlemen are able to recall many of the smallest details with uncanny rapidity. Together, they
can hear them tell you about it in your own living room. Additionally, a history booklet is in the making. These materials are available through Hales Corners or the author. Due to broad based interest in the aircraft, and a minimum of parts to work with, we are unable to provide work at present to many of those who have asked for it.
are the pressing reason for a timely completion of the
However, the FSAA&CAA hopes in the short range
aircraft's restoration, as they are 80 and 79 years of age, respectively. The aircraft is well into the restoration stages as the accompanying photographs and future articles in SPORT
future to provide a piece for restoration or replication
AVIATION will show. All parts in the restoration are being renovated or reconstructed to airworthy standards.
Arrangements with the Connecticut Aeronautical His14 NOVEMBER 1975
to all EAAers interested within our logistics ability. So if you have interest in doing a part, drop us a post card
with your name, address and phone number on it, as well as your specialty (wood, steel, etc.) and specific desires as applicable. History will appreciate your interest!
HEADQUARTERS COMMENT By Mike Heuer
WRITING YOUR CONGRESSMAN
In the past three issues of SPORT AVIATION in which this column has appeared, we have outlined what is facing the sport aviation community in the way of FAA and congressional proposals, the FAA rule-making process, and efforts that EAA and other aviation organizations have been making to improve the Biennial Flight Review program. Hopefully, this information has
been useful to you and has illustrated the many ways EAA Headquarters is moving on your behalf. Let's turn our attention to another branch of government which has become more and more active in recent
years in aviation affairs — the U.S. Congress. This body has been very busy during the past several months
c o n s i d e r i n g the Airport Development Aid Program (ADAP), energy legislation which would have a profound influence on aviation, legislation on ELTs and, most recently, a move to split FAA away from the Department of Transportation. It is obvious, therefore, that
it will become more and more important in the future that your Congressman be aware of your views on these vital issues. A commonly asked question is "Will my letter do any good?" The answer is an emphatic yes, if you keep
certain points in mind. Remember that the letters a Congressman receives are an important factor in the conclusions he reaches about how his constituents feel
about certain issues. They may help him form stands on these issues in the future. Finally, they can demonstrate that the aviation community is deeply concerned about
certain legislation and, therefore, such legislation may deserve careful scrutiny. The aviation community is a small minority but a strong and vocal one. Therefore, our opinions and feelings are not usually lightly dismissed. Let's discuss some points concerning how to write your Congressman and some basic rules to go by. Most of these are common sense but are sometimes overlooked when writing about an issue you may feel strongly about. Your letter should identify clearly what you are
writing about, the stand you wish to see your Congressman take, why you feel this is right, what effect the legislation may have on aviation and you, and who you are and why the issue is important to you. Don't waste your time with petitions or letters with many signatures on them. It is a well known fact that
signatures on petitions are easy to obtain on almost any issue. A well-written, thoughtful and courteous letter from an individual carries far more weight. First, state immediately what issue or specific legislation you are writing about. If a bill has been introduced, be sure to refer to its bill number (H. R. number for House bills; S. number for Senate bills) and the title. With the thousands of bills that are introduced every session, this is most important. Also note that you should write your letter soon after it is introduced and before it is reported out of committee. This gives your Congressman time to formulate his opinions on the bill. It is a good idea to send a copy of your letter to the Chairman of
the committee which is considering the bill. Many times a bill will never get out of committee for a floor vote. You may even write a separate letter to that Chairman. Write your letters in your own words. Use your experience and knowledge in trying to get your point
across. Standard phrases or form letters are easy to recognize by Congressional staff members. These carry little weight. Such letters are immediately recognized
as the efforts of organized pressure groups who may have goaded relatively disinterested people into participating in something they didn't really care about.
Be sure to be reasonable in what you request. Your Congressman cannot do the impossible. Asking him to cut the national budget by 5(Fr or to immediately end inflation and unemployment could be regarded as impossible requests. Also, be sure to be as accurate as possible. If your facts are wrong, this could immediately discredit your entire letter. Do some research if necessary on the issue you are writing about. In other words, know what you are talking about. Try not to make your letter any more than one type-
written page in length. Thousands of letters pour into congressional offices daily. A short, concise letter will get more attention than one of several pages. For this reason, neatness is important. A typed letter is easier to read, therefore is more likely to be read. Spelling and grammar should be carefully checked. Again, common sense maybe, but attention to detail can make all the difference. Sign your name over your typed signature and put your return address on the letter itself. This will
help insure an answer to the letter. It is wise to discuss why this issue is important to you. This helps establish credibility. For example, if you are the owner and operator of a light aircraft and are opposed to user taxes because they do not benefit you, then state this. Tell him why federal actions may harm
or hinder what you are doing. Naturally, it would also be wise to present alternatives and constructive suggestions at this time. Always be courteous and never threaten, abuse, or warn the Congressman. This is counter-productive. Do not threaten that you will not vote for him. This means little. Good manners and courtesy can go a long way. Derisive and personal attacks usually end up in the circular file. Be sure to ask your Congressman what his position is
on the issue. If he only acknowledges your letter, send a follow-up letter, asking him to write again with specific information. This persistence can pay off. The Congressman will be impressed with your interest in the bill. Don't forget — if he replies to your satisfaction and takes a stand favorable to your opinions, write him and thank him for his help. Usually Congressmen do not get letters of appreciation. This can make a real difference in the future.
EAA Headquarters can and will keep you up-to-date on legislation as it is introduced and can analyze what effects it may have. However, it is your responsiblity to write your Congressman — we can only provide you with the information. spQRT AVIAT|QN i §
THE SPORTPLANE BUILDER
6
By Antoni (Tony) Bingelis EAA Designee Program Advisor
8509 Greenflint Lane Austin, Texas 78759
standard aircraft battery by 6.6. This yields a figure of 138.6 pounds. Similarly, an aerobatic aircraft would be expected to absorb a maximum G load of 189 pounds (21 x 9) downward without failure of the box or its attachments. WING
A
FEW YEARS age, investigation of a serious accident revealed that one of the elevator control cables had broken at a point adjacent to the battery installed in the aircraft. Failure of the cable was attributed to severe deterioration in a localized acid environment . . . the culprit, the battery. Who would ever have thought that a battery (used primarily for starting the engine) could develop into the causative factor leading to an accident? The purpose of relating the incident, of course, is to point up the importance of a good battery case . . . one that is securely attached to the structure and adequately drained and vented. A battery box may be purchased for approximately $23 to $25. Check your current catalogs of EAA suppliers. A new ready-made box would be a welcome acquisition but, if you think this is a bit expensive for a simple "tin can" that doesn't do a n y t h i n g but sit there . . . maybe you are right. Since most of us can spare more time than money, the construction of a battery box seems like an attractive alternative. Surely, anyone who is adept enough to construct an airplane can also make his battery box. Before resigning yourself to the task of making a battery box, do not overlook the last ditch hope of locating a second hand box from some local aircraft salvage. If you could pick one up for a few bucks, it would really be worth it. Do not be too hasty in turning down a box that is bent or slightly damaged. Most such boxes could probably be straightened and refurbished much easier than a new one could be built. If your potential acquisition exhibits signs of corrosion, you might prefer
NUT
x-
FIGURE
PLAIN
WASHER
/ LOCK
WASHER
I.
AIRCRAFT BATTERY DIMENSIONS STANDARD SMALL CASE (TYP)
exercising your option to build one yourself. As with any component made for your aircraft, try
These limits can easily be met by either of the two battery box designs illustrated provided their mounting brackets or racks are properly designed and adequately secured to the aircraft. It is possible to design a battery box that is made from a single sheet, but it would require some very precise measuring and bending. An innovative builder can rig a way to test his battery box installation if he is so inclined. He could, for example, use shot bags to build up the necessary test loads. Perhaps a hand held spring scale may be attached
to keep the battery box simple and light. Adequate
to measure the results with you hanging on one end. But
strength for the function at hand must not be sacrificed,
then, you might have to call somebody else to read the scale for you. However you might measure the potential strength of the installation, be sure that you distribute the load adequately throughout the box and brackets, otherwise, it might crack or tear.
however. G e n e r a l l y , battery boxes are designed and installed so that they are capable of withstanding the G loads to which they might be subjected during the life of the aircraft. These so called "G loads" are arbitrarily accepted as being 6.6 G downward, 3.0 G upward, 9.0 G forward and 1.5 G sideways. Aerobatic aircraft are expected to withstand somewhat higher G loads. The figures, therefore, would become 9.0 G downward and 4.5 G upward . . . the other
A leak proof battery box illustrated in Figure 3 is much easier to make than you might first believe.
two values remain the same.
The bottom metal piece is formed around a block with the same dimensions as the battery to be used plus '/IB" (5'/8 (or 5'/4) x 7%"). Cut the block out of :'/4 plywood or fiberboard. Round the edges to a radius of about
To better visualize what kind of a load 6.6 G's represent, multiply the typical 21 pound weight of a small
another rectangular block from % stock but make it about
16 NOVEMBER 1975
'/H" and the corners to an approximate %" radius. Cut
VA" smaller in overall dimensions. Except for the corners, the edges need not be rounded as its only use is as a back-up for the metal being formed. The general procedure and forming technique is adequately illustrated and need not be detailed herein. A few pointers might be helpful, nevertheless. When hammering down the sides of the bottom piece being formed, it is very helpful to press an iron weight or hammer against one side while hammering and stretching the metal on the opposite side. This is particularly true when bending and forming the metal around each corner. You will be able to stretch and shrink the metal around each corner easily enough after a bit of practice so don't worry about it before hand. The soft 2024-0 or the 6061-0 aluminum sheet is very very ductile and formable. The bent-up edges for the formed bottom piece and cover for the battery box need only be V?" high. This will be sufficient to provide the proper riveting edge distance for the rivets. After the forming operations are completed, for both the cover piece and the bottom, trim and file the edges to a uniform W height. The only other major part for the battery box are the sides. They are bent up from a single sheet of aluminum to fit inside the formed bottom piece. Note that a radius must be filed into each corner to permit the battery box body to slip into the bottom piece deeper. It is suggested that the rivet heads be on the inside of the box and the formed heads on the outside. Pop rivets may be used to simplify assembly considerably. Regular Vs" aircraft rivets if used may be upset with a hammer. If you have a heavy duty vise, it can be adapted to serve as an anvil for the job. Clamp a section of heavy steel channel 3 or four feet in length (or any other hunk of iron) in the vise so that one end extends about 8" from the jaws. Do your rivet setting over this convenient anvil. The reason for using a long piece of metal as an anvil is to make it easier to keep it immobilized while hammering rivets on the short end. Use a bit of epoxy on the joints in the final assembly and you will be assured of leakproof and corrosion proof seams. Before assemblying either type of battery box, a small depression should be stretch hammered into the bottom where the drain hole is to be. This drain location need not be at the center of the bottom but should be in the low spot of the box when installed in the aircraft. An old bicycle tube valve stem serves as a good drain fitting. Remember to remove and discard the valve core, though. Since the valve stem is threaded, it is a simple matter to secure it to the box with a nut. To complete the drain installation, slip a short section of plastic hose over the installed drain fitting to provide a path for any cor-
1
1 T.
,+
i
1
i
1
i
Nr \ i\.
,
i
———— 3 1/4"——————4»————— 7 3/4'^- —————— ————•«———— S 1/4"——————"It-
SIDE
J
\NUT PLATES
I
tT
BACK
SIDE 7
1 1
i
i
BEND LINES 1
i
|
j VM" STRESS RELIEF 1' I—JX HOLE fff*\ •/
S
^
O
O
O
O
1
BOTTOM' °
faATCM DRILL
I
OORAIN
I MOLE-^f)
5 I/4
(AFTER BENDING) FOR RIVETING
O BIOfCLE TIRE T VALVE STEH |
ALUM. 2024 T.3 032" OR 040"
BATTERY
BOX DESIGN
FIGURE
2
insure that the sharp edges of the box will not chafe battery cables. One final requirement is to paint the box with an acid proof paint. This paint usually is black and is obtainable from some aircraft service centers. However, it would seem to be that the purpose would be served equally well if you were to paint the battery box in some delicate pastel shade using a good grade of epoxy paint. Wouldn't that make a charming addition to an otherwise drab engine compartment? FORM
COVER
AND
BOTTOM
OF
2O24 .0 ALUMINUM
040"-
063"
rosive battery drippings that might develop. It is impor-
tant to route this drain hose so that it drains overboard and away from any of the aircraft's structure. Otherwise, the consequences could include a ruined paint job and/or destructive corrosion. Aluminum angles or brackets are used to attach the battery box to the firewall or elsewhere. These brackets are riveted to the battery box and in some cases also to the firewall. A few builders, with the ease of removal in mind, prefer to attach the battery box to the structure with AN-3 bolts. But this is a personal preference.
FONMHC
BLOCK
7 13/16" X 5 3/16" ROUND FORMING EDGES (I/S"R) ROUND CORNERS TO J / a " RADIUS
It is essential that the battery box lid be easily re-
movable so that the battery can be serviced easily. To secure the cover, use the simplest device possible. For example, how about riveted straps fastened by means of a metal clip ... or safety pin? Another good fastener
is a short section of a piano hinge with a removable hinge wire riveted to the battery case cover. At the points where the positive and ground cables
enter the box, install rubber grommets or otherwise
BATTERY
CASE DESIGN
FIGURE 3.
SPORT AVIATION 17
AIRFOIL SELECTION FOR THE MINI-IMP By M. B. "Molt" Taylor (EAA 14794) Box 1171 Longview, Washington 98632
W,
ITH NASA HAVING sent men to the moon, and apparently now having some time to think about the interest of people like the "homebuilder of light aircraft" as well as spending some time and effort investigating better airfoil sections for general aviation aircraft, we are beginning to get some information from them in these areas. As usual, there is a considerable difference of opinion in regard to the new airfoil sections that NASA has developed and there is also considerable misunderstanding. First, the much publicized "supercritical" airfoil work by NASA seems to be most misunderstood. The true "supercritical" airfoil was NOT designed for homebuilders but is merely a new airfoil section shape which was developed with computer technology in order to reduce the drag of an airfoil at high Mach numbers. Thus aircraft that are designed to fly at speeds close to the speed of sound are able to do so with less power (or reduced fuel consumption — which is the important thing these days). This same computer technology was later directed at the improvement of airfoils which have been designed for the use of low speed aircraft, particularly the general aviation type machines where the fuel economy problem is still considerable, but where there is also considerable interest in very low speeds for takeoff and landing. By use of this modern computer technology NASA engineers found it was possible to optimize the shape of airfoils so that cruise performance could be improved while still retaining good slow speed capabilities. However, it was found that this still required some of the good old technologies that have been useful in the past such as single and double slotted flaps, so-called "Fowler" type flaps which effectively increase wing area when the flaps are deflected, etc. Using a combination of the old and the new technology it has been found that very high lift could be obtained with relatively smaller wings while at the same time equal or better cruise speed at the same powers as formerly were used on the same airplane were realized. The well publicized modified Cessna Cardinal program at the University of Kansas in Wichita is an example of this development. However, it should be recognized that this improvement could only be obtained through the use of fairly complicated flap mechanisms which for the most part are beyond the ability of the usual "homebuilder" to duplicate. Such flaps require extremely close tolerance construction, involved flap tracks, and costly operating mechanisms. While they are practical for the sophisticated homebuilder, they are not too practical for the "first time builder", for instance. When the Mini-IMF was being laid out, it was one of our prime objectives to have the design be extremely easy to build. It was obvious that a complicated wingflap system would not be the thing to include in the design. Yet, we wanted the airplane to have relatively low landing speed, good takeoff characteristics, and as high a cruise speed as possible without too much compromise in the low speed end of the performance range. Most anyone can design a fairly high speed airplane if they want to pay the price at the low speed end. All they have to do is reduce the wing area, and the short span found on race planes is good evidence of this approach to the prob18 NOVEMBER 1975
lem. Some race planes employ flaps in an effort to reduce landing speeds to manageable values, but for the most part they were designed to be flown by competent, experienced pilots that don't mind 100 mph landing speeds. This is obviously not an area for the average homebuilder to be playing around in. With all the publicity about the new GA (W) wing sections it was only obvious that we consider every bit of available data that we could gather on this airfoil section when we were laying out the wings for the Mini-IMF. Further, we compared all of this new dope with available information on all of the other traditional airfoil sections like the laminar sections as well as the old NACA favorites. During these investigations we came across an informal report from NASA regarding an investigation of an alternate airfoil section which was developed during the investigations that led to the GA (W) study and found that efforts had been made to try to overcome some of the minor shortcomings of the GA (W) airfoil through further computer optimization as well as the use of extremely simple mechanical arrangement of the flap system to be used with the wing. The result of these studies has been designated by NASA as the GA (PO-1. A comparison of this later airfoil development reveals that the "cusp" at the trailing edge on the lower surface which is a characteristic of the GA (W)-l wing has been modified in the (PC) wing and that the leading edge of the (PC) wing has an even larger radius. Available technical data on wind tunnel tests of these airfoil sections show that while the GA (PO-1 wing didn't have quite as high a lift coefficient at equal angles of attack when compared with the GA (W)-l wing section, the lift characteristics were comparable at the practical operating angles of attack, and that it would be possible to obtain quite suitable lift characteristics by using a bit more wing area for the takeoff and landing qualities desired for the Mini-IMP and still obtain some other useful characteristics that are possible only with the GA (PO-1 wing. These include better internal volume, deeper spar depths, simpler construction characteristics, and finally a most interesting and useful flight capability. While the GA (W)-l wing requires the use of complicated Fowler type flaps in order to realize its potential, the GA (PO-1 wing incorporates a built-in type of flap arrangement which is not only extremely simple to build, but also lets one obtain considerably reduced drag characteristics for cruise flight conditions. The flap for the wing is preferably used full span and rather small deflections are used (again preferably differentially) for aileron control. The differential aileron movement (more up movement than down movement — angularly) reduces adverse yaw characteristics when deflecting the flaperons in the aileron use and the collective use of the flaperons is used when moving the surfaces as flaps. Thus the wing can be said to have "drooping ailerons". Further, both flaperons can be deflected collectively in the up or reflex direction. This reduces the normal pitching moment of the wing which in conventional wings is corrected for by means of a negative angle of attack for the horizontal tail surfaces. With the GA (PO-1 wing we found that when we brought the flaperons into the reflex position we have to trim the aircraft considerably in the nose down direction as compared with the condition where the wing trailing edge was being carried in the normal trailing position. This is, of course, opposite to the condition one encounters with normal flap motion of the trailing edge of a wing where the downward movement of the flaps must be compensated for with nose up trim. Since the usual normal trim of an aircraft results in a down load on the tail which, in turn, develops considerable drag, it can be seen that the change in trim to nose down reduces this drag of the tail. Further, the
reflex position of the flaperon surfaces brings the trailing edge of the wing up into the wake of the fore part of the wings and this also reduces the induced drag of the wing to some extent. Actual flight experience with the Mini-IMF prototype shows that for a given power (i.e. normal cruise) we can increase the resulting cruise speed approximately 11 miles per hour (going from 140 mph true air speed to 151 mph). This is a considerable improvement in cruise for the same power, particularly when it is obtained at a cruise power setting of something approaching 50 horsepower. Since the wing trailing edges can be controlled collectively in the normal flap travel direction as well, we have found that we can reduce normal landing speeds approximately 5-7 mph when compared with landing the Mini-IMF prototype with the trailing edges set in the streamed, or as we prefer to say, the takeoff and climb position. Thus, there are three basic positions used for the flaperons — (1) takeoff and climb, (2) cruise, and (3) landing. Further, we have found that it is most convenient to have the flaperon control infinitely variable so that the wing trailing edge can be throttled or the lift of the wing effectively modulated. Thus, this new additional flight control is not considered to be so much of a flap control as it is a lift lever. Using the lift lever (which is placed adjacent to the left hand throttle) as an additional flight control we find it possible to do things like reduce the takeoff run on the ground. This is done by putting the lever in the cruise position for the initial portion of the takeoff run (this reduces the drag of the wing during i n i t i a l acceleration). The lever is then moved to the takeoff and climb position as rotation speed is reached and the airplane lifts off the ground promptly and smoothly. This is useful in crosswind takeoffs where it is desirable to leave the ground cleanly without danger of sagging back and striking the ground with the aircraft moving sidewise or drifting. The lift lever is also useful in making an approach to landing. If one finds that he is too high, the lift lever can be used to reduce lift (reflexing the trailing edge up); this lets the aircraft increase its glide angle without changing speed or attitude. Flaps will do the same thing, but they require that you either change speed or attitude to change flight path. Thus one can "sink" the airplane along a desired flight path with complete, smooth control, and you quickly find yourself able to "play" the wing characteristics according to your desire or whim with complete freedom whereas with just flaps you tend to set the flaps and then fly the airplane as it then has to be flown with the flaps in whatever position you have selected. The hinge moments for the narrow chord flaperons are low enough so that the movement of the lift lever requires very little effort, and this new additional flight control has turned out to be a real addition to the very fun of flying the Mini-IMF. There are other areas where this ability to control the lift characteristics (as well as the drag) of the wing should prove beneficial and interesting. However, the basic improvement in cruise speed is felt to be most worthwhile. The reflexing of the wing trailing edge is, of course, nothing new and is a technique that has been used by sailplane proponents for some time. It should be recognized that both the aircraft as well as the wing section should really be designed for this ability and characteristic and that while some lightplanes may exhibit a definite improvement in cruise speed (for a given power) if the ailerons are rigged to trail slightly up, other lightplanes may not show much improvement in cruise performance. In general, the aircraft should have relatively light wing loading in order to get much advantage from reflexing the trailing edge. It is also obvious that the greater the percentage of span covered by the flaperons
the better. The flaperons of the Mini-IMF are about as simple to build as is possible. They are hinged with a full span lightweight extruded aluminum piano hinge which not only makes for a lightweight and simple installation but also provides ample seal for the surface. The hinge line is on the lower surface of the wing so there are no gaps to seal, or surfaces to match. The ordinates for the GA (PC)-l wing are such that the lower surface of the wing is smooth only in the cruise configuration. Further, the deeper section of the wing well aft lets the designer incorporate a deeper rear spar which adds to wing stiffTABLE I — NACA 652-415 AIRFOIL COORDINATES
[c = 44.7 cm (17.6 in)] x/c 0.0
.00313 .00542 .01016 .02231 04697 07184 .09682 .14697 .19726 .24764 .29807 .34854 .39903 .44953 .50 .55043 .60079 .65106 .70124 .75131 .80126 .85109 .90080 .95040 1.0
(z/c) upper 0.0 .01208 .01480 .01900 .02680 .03863 .04794 .05578 .06842 .07809 .08550 .09093 .09455 .09639 .09617 .09374 .08910 .08260 .07462 .06542 .05532 .04447 .03320 .02175 .01058 0.0
x/c 0.0 .00687 .00958 .01484 .02769 .05303 .07816 .10318 .15303 .20274 .25236 .30193 .35146 .40097 .45047 .50 .54957 .59921 .64894 .69876 .74869 .79874 .84891 .89920 .94960 1.0
(z/c) lower 0.0 -.01008 -.01200 -.01472 -.01936
-.02599 -.03098 -.03510 -.04150 -.04625
-.04970 -.05205 -.05335 -.05355 -.05237 -.04962 -.04530 -.03976 -.03342 -.02654 -.01952 -.01263 -.00628
-.00107 -.00206 0.0
Leading-edge Radius = 0.015c Slope of radius through leading edge = 0.168
Cruise
Climb
Landing The profiles of the GA (PC)-1 airfoil section in the cruise, climb and landing configurations. SPORT AVIATION 19
ness and strength. The bottom of the wing is relatively flat forward to the front spar which facilitates the installation of wheel wells in the bottom of the wing (as used with the Mini-IMF) and the rather thick wing section along with the large leading edge radius improves internal volume for integral wing tank construction as well as gives a good deep front spar on the 25^ chord point which has proven to be the optimum CG position. The flaperons are 100% static balanced in order to avoid possible aileron flutter, and the lower skin position of the hinge line permits the use of a relatively long lever arm for the flaperon actuator push rods, without exposed external controls. As can be seen, there is much more to the selection of an airfoil section for any design than just the amount of lift that a particular wing section might develop, and early evaluation of the Mini-IMF with the GA (PO-1 NASA wing section would seem to indicate that this recent development from NASA can be expected to add considerably to aircraft design and simplicity. For the guidance of those builders who are interested in comparing the GA (PO-1 wing section with the GA (W)-l and the popular NACA 652-415 (Laminar) wing
TABLE II — NASA GA (W)-1 AIRFOIL COORDINATES
lc = 44.7cm (17.6 in)] x/c 0.0 .002 .005 .0125 .025 .0375 .05 .075 .100 .125 .150 .175 .20 .25 .30 .35 .40 .45 .50 .55 .575 .60 .625
.65 .675 .700 .725 .750 .775 .800 .825 .850 .875 .900 .925 .950 .975 1.000
20 NOVEMBER 1975
(z/c) upper
(z/c) lower
0.0 .01300 .02035
0.0
.03069 .04165 .04974 .05600 .06561 .07309 .07909 .08413
.08848 .09209 .09778 .10169 .10409 .10500 .10456 .10269 .09917 .09674 .09374 .09013 .08604 .08144 .07639 .07096 .06517 .05913 .05291 .04644 .03983 .03313 .02639 .01965 .01287 .00604 -.00074
-.00974 -.01444 -.02052 -.02691 -.03191
-.03569 -.04209 -.04700 -.05087 .05426 -.05700 -.05926 -.06265 -.06448 -.06517 -.06483 -.06344 -.06091 -.05683
-.05396 -.05061 -.04678 -.04265 -.03830 -.03383 -.02930 -.02461 .02030 -.01587 -.01191 -.00852 -.00565 -.00352 -.00248 -.00257
-.00396 -.00783
the following coordinates are given. The drawings for the Mini-IMP will, of course, include full size wing templates of the GA (PO-1 wing as used with the prototype as well as full details concerning the flaperon control lift-lever and the mixer system used for control. These parts are extremely simple and can be quickly made using nothing but a metal cutting band saw (or sabre saw), drill press and sanding belt.
TABLE III — NASA GA (PC)-1 AIRFOIL COORDINATES WITH 10° FLAP DEFLECTION [C = 44.7cm (17.6 in)|
x/c
(z/c) upper
(z/c) lower
0.0 .0025 .005
-0.0025 .0098 .0160 .0245 .0360 .0448 .0521 .0583 .0726 .0796 .0863 .0909 .0947 .0970 .0993 .0998 .0983 .0953 .0915 .0861 .0797 .0721 .0683 .0644 .0606 .0564 .0521 .0471 .0420 .0355 .0312 .0269 .0226 .0183 .0141 .0098 .0055 .0012 -.0030 -.0056
-0.0025
.01 .02 .03 .04 .05 .08 .10 .125 .15 .175
.20 .25 .30 .35 .40 .45 .50 .55 .60 .625 .65 .675 .70 .725 .75 .775 .808 .828 .848 .868 .888 .908 .928 .948 .968 .988 1.000
-.0140 -.0208 -.0273 -.0356 -.0408 -.0445 -.0469 -.0515 -.0533 -.0545 -.0553 -.0560 -.0568 -.0583 -.0595 -.0609 -.0625 -.0630 -.0626
-.0615 -.0594 -.0576 -.0556 -.0523 -.0478 -.0433 -.0383
-.0318 -.0235 -.0219 -.0203 -.0187 -.0172
-.0156 -.0140 -.0124 -.0108 -.0092 -.0083
By James R. Bede (EAA 3758 Lifetime) Bede Aircraft
Newton Municipal Airport Newton, Kansas 67114
J. HE BD-7 IS a homebuilt design that I guess I can really say I have been working on for fifteen years. Early in 1960 I began construction on a research homebuilt design known as the XBD-2. This airplane first flew in
1961 and we accumulated 52 hours of research flight testing. That airplane was a test bed for engineering
features developed by NASA and the Mississippi State College. I also incorporated a few innovations of my own. The object was to try and develop an improved lightplane. Since the early 1960's I have studied a variety of
aerodynamic designs. Different methods of fabrication have been tried, and during this time I have used and tested a great variety of structural materials that could be used on an aircraft. The objective was to develop a light aircraft that practically everyone could afford; one that would have better performance, greater utility, and improved safety compared to any other light aircraft. It's rather easy to say that there are certain things you would like to include in a new aircraft design, but then to actually obtain them is quite another matter. Because current light plane designs utilize thirty-yearSPORT AVIATION 21
old aerodynamics, a well-trained aeronautical engineer can design a l i g h t aircraft with better aerodynamic efficiency and, therefore, obtain improved performance.
But to obtain further improvement you have to break away from the conventional, and this means that you have to learn some new factors in stability and control, as well as mechanical systems if you go into the more efficient pusher concept. Add to this the desirability of reducing the cost of the complete design by a significant amount, in order to bring it within the reach of the average person's budget, and the goals that are established at times become exceedingly difficult to achieve. And this is why it has taken me fifteen years to develop the BD-7. I cannot say that the BD-7 is the ultimate homebuilt. There is no such thing. People who build homebuilts all have different likes and dislikes for things that they desire in an aircraft. But for more than fifteen years now I have wanted a homebuilt airplane design that simply wasn't available. But there has never been an airplane available with the features that I felt I really needed and desired. But now, after fifteen years of work, I think some of the objectives I've been aiming for will be realized. Here are some of the fundamental objectives I wanted. 1. A twin engine airplane that I could easily fly and not constantly worry whether or not I would do the right thing if an engine ever failed. 2. I wanted a cabin that was comfortable, had good visibility in all directions, would give me an instrument panel that was adequate in size, beautiful to look at and completely functional. And one other major feature; I wanted it to be quiet. Oh, how beautiful flying would be if you could see all around you completely and with the quietness of your living room! 3. To have an aircraft with good high speed and climb performance. 4. The total cost for everything should be no more than a Buick, Oldsmobile, or similar automobile. 5. It has to be of materials that I know will give me an unlimited structure life. I don't want to be replacing
fabric every so many years, nor do I want some unproven materials that may warp or crack after the airplane had been in service for a while. In addition to these features there are many other things that are desirable, but not as critical. For example: The general styling should be very attractive and the feature of taking it home on a trailer. Also, having all mechanical systems designed for easy service and maintenance all lends itself to an even better airplane. Some of these features you may find in other airplanes, whether they be homebuilt or store bought. Others are unavailable in any design. To have all of them would sure make a sweet airplane. Let's go over some of the more important features in detail. The BD-7 is a real twin-engine aircraft. In fact, it can even be a single engine aircraft. The mid-engine pusher propeller configuration does offer the builder the unique flexibility of using a variety of engine combinations. Initially, we are recommending that the BD-7 can be built utilizing engines as small as a 100 hp Continental, or up to a turbo-charged 200 hp Lycoming. The engine compartment in the mid-section of the fuselage is quite large and a variety of engine sizes can easily be accommodated, with the appropriate baffling adapted for each engine. In a normal front-engine i n s t a l l a t i o n completely different cowlings have to be developed for various engines. It is because of the large engine compartment in the BD-7 that two engines can be installed. Our design calls for the use of two of the three-cylinder Xenoah engines that have been developed for the BD-5. These engines are presently rated at 70 hp, later on it will be upgraded to 80 hp or 90 hp. In addition to the above-mentioned engine configurations it is obvious that other powerplants, such as liquid-cooled V-8's, or even large, really high horsepower six-cylinder aircraft engines, could be installed after the appropriate development work had been accomplished. I don't know of any other aircraft, homebuilt or store bought, that offers the potential of such a major variation of powerplant capabilities. Being very close to the center of gravity, even extremely heavy
BD-7
FIGURE 1 — General cut-away view of the BD-7. This illustration shows a single Lycoming engine installation.
22 NOVEMBER 1975
FIGURE 2 — This illustrates the general arrangement of two Xenoah engines installed in the BD-7 engine compartment. Each engine is independent of the other and the aircraft can be flown on either or both engines.
As long as you pedal faster than the wheel is turning you are automatically engaged and can transmit power. It is, therefore, possible for either engine in the BD-7 to turn the propeller, or for either engine to be shut down and be turned off completely. In the cockpit the pilot will, of course, have two throttles. There will also be two tachometers to monitor the speed of either engine. In addition to this, there could even be a third tachometer to indicate the speed of the propeller and drive shaft. Since with the Xenoah engines the propeller is geared down so that it turns at a slower RPM than the engines, the propeller tachometer would read an appropriately lower RPM. An example of an ordinary start up, take off and flight with the two engine installation, including an engine shut-down, would be as follows: The pilot can elect to start either engine when he is ready to go. (For the twin-engine arrangement it would also be highly desirable to have a constant speed propeller.) As soon as the first engine begins to run, the pilot can operate the throttle on that engine at anywhere between idle and full throttle. He will have the propeller pitch control knob all the way in for take-off, or at maximum RPM setting. Now let's assume that he takes the first engine he started and goes to half throttle. The engine and prop
•7
FIGURE 3 — An inboard profile of the BD-7. The center module, where the back seat is located, can be eliminated for a two-place configuration.
engines could be easily tolerated. So, if you were building a BD-7, you would have an extremely large selection of engines you could install. I personally think the idea of having two engines driving one propeller has got to be the ultimate in comfort and safety. To know that no matter where you fly, over any kind of terrain, you've got the real safety of two engines. But till now the price for this safety, both in dollars and in difficulty of handling, has been beyond what most of us could afford. Two engines, however, linked to a common pusher propeller solves all of that. To give you a better idea how this system works, let me go into more detail. In the fuselage of the BD-7 the two Xenoah engines are installed side-by-side and are connected to a common drive shaft. Each engine has its own independent belt transmission and each belt system has an automatic over-riding clutch installed in the upper sheave. An over-riding clutch is similar to a clutch on a bicycle. If you turn the pedals in one direction they will transmit torque, or power, to the wheel. If you stop turning the pedals the wheels will freewheel, or coast.
would obviously be turning much faster than idle speed. If the pilot then would elect to start the second engine, with its throttle in the full idle position, the engine would start and continue to run at idle RPM. As the pilot would advance the throttle on the second engine he would find that RPM's would be doing no work and transmitting no power to the propeller. After a very slight throttle movement the RPM of the second engine would catch up to the speed of the first engine, and at the point the speed of the second engine would exactly coincide with that of the first engine, the over-riding clutch would engage. Any more throttle movement would not change the RPM of either engine. Both engines would have exactly the same speed. In fact, at this power setting the propeller governor would control the speed of the propeller and not permit it to go any faster. However, as the second engine would put in additional power or torque to the complete system, the propeller would increase in pitch angle to absorb this increased power. The second engine could even go to full throttle, while the first engine could remain at its SPORT AVIATION 23
original setting. The pilot would find that he could either move both throttles to the same position or different positions,
able for use at any time. The simplicity, efficiency and safety of this powerplant arrangement is going to set new standards for
never once h a v i n g to synchronize the engines. They
general aviation aircraft. When you build a BD-7 with
would be automatically controlled. If either engine was pulled back to idle it would disconnect from the system and run at its free-wheeling idle speed. The propeller at that time would be driven solely by the remaining engine.
this dual-power package you will be building a truly modern and advanced aircraft design. With regards to cabin noise and visibility, the pusher configuration inherently offers superb visibility because you are out in front of the wing. Besides being able to see above and below you on either side, you have no restrictions of a bulky engine placed directly in front of your field of vision. When it comes to cabin noise, the two major sources of discomfort in this area are the engine and the propeller. The propeller in the BD-7 is so far aft its noise contribution can be completely ignored. With regards to the engine, the exhaust is actually the major contributor of noise. In the case of the BD-7, this item, although not as far back as the propeller, is far enough away to where, with reasonable exhaust muffler and sound insulating material, its effect on cabin noise can be reduced to negligible proportions. In addition to this the basic engine, or engines, will generate some noise themselves. Although the engine is directly behind the cabin, this noise can be muffled significantly with standard sound insulating material.
To continue with our example, the pilot now would
begin taxiing the aircraft, adjusting the throttles in almost any manner he chooses to give him adequate power for taxi. When he reaches the end of the runway and begins his pre-take-off checklist he would use the following technique to check out the mags: First, he would retard the throttle on one engine to full idle, then the throttle of the second engine would be advanced to the desired RPM to check the mags. At that point the pilot would check both mags of t h a t engine. If one mag is
running rough, or completely out, the pilot would immediately realize it. To check out the other engine, he would advance the throttle of that engine, pulling the first one back to idle. The mag check of the second engine would then be made. If the throttle on the engine not being checked is not pulled hack into a speed range that makes the clutch
disengage, the pilot would have far greater difficulty in detecting the loss of a mag. After the pilot has completed his checklist he would begin take-off in just the same manner as for any singleengine airplane. Propeller speed control would be set to take-off position (which is fully "In") and both throttles would be advanced to the full throttle position. As the airplane reaches lift-off speed, the pilot would notice the RPM's of both engines r e m a i n i n g the same and would notice the RPM of the propeller was remaining constant. As with any other single-engine aircraft with a constant speed prop, the propeller governor would adjust the speed of the propeller by increasing its pitch.
Now let's assume you were 100 feet off the ground and at the end of the runway and one engine quits completely. Regardless of whether the failure was the result of simple fuel starvation, or a major internal malfunction, the effect would be the same: The engine would simply stop turning and disengage itself from the drive system. The pilot would notice a reduction in power
and he would reduce his angle of climb. It would be exactly the same if, in a single-engine aircraft, the pilot would elect to pull the throttle back to where the engine was developing only 50 percent of its take-off horsepower. The performance and handling of the airplane would be identical. What is interesting to note is that at very low speeds, should the pilot elect to shut down an engine, he would experience a 50 percent reduction in power but only 36 percent reduction in the thrust being produced by the propeller. Aside from maintaining a safe flying attitude, there is absolutely nothing further the pilot would have to do. As far as he is concerned he could have lost one engine, or pulled both of them back to 50 percent power
and continued to operate the a i r p l a n e at a reduced power setting. Should an engine failure actually occur, it would be best, after a comfortable altitude had been reached, to determine which engine had failed, and then shut off the fuel to that engine. However, since the engine would
The only other noise source that is left to eliminate
completely is the outside wind noise. The extremely smooth fuselage and windshield contours do not generate any protrudences and, therefore, airflow separation. And for those who want the absolute ultimate in sound reduction, we have designed the BD-7 to incorporate dual panel plexiglass windows. Can you imagine the enjoyment of flying in a quiet cabin where you can not only speak to your fellow passengers in normal tones, but you would be able to understand everything the tower says to you. And on those beautiful VFR cross country flights you can let the stereo tape deck make things even more enjoyable. I won't dwell too much on the performance of the
BD-7, except to say that it approaches the 200 mph class and will offer good take-off performance coupled with excellent rate of climb and altitude capabilities. All of this is not accomplished by any magic or secretly patented device. It is simply a case of clean aerodynamics built around a compact, efficient configuration. The performance specifications we have listed have all been determined by a computer and we believe they are conservative to where we would not be surprised to find the final flight test data to exceed these quoted numbers. I have been accused in the past of quoting too high of performance figures. So, in the case of the BD-7, I am trying to make up for that by quoting lower than expected values. The cost of the BD-7 is, to me, the most important
and the most difficult thing to achieve. You can reduce the cost of an airplane by keeping it very plain and sim-
ple. But this generally results in poor performance and very little utility. Generally speaking, when you try to obtain high performance, you have to go into complicated and sophisticated systems. This makes the cost
sky-rocket. For example: Where in the world can you find a four-place airplane that will give you near 200 mph performance without having to spend nearly a King's ransom to own one? Even if you're willing to settle for a hightime used aircraft, the cost of not only
have stopped turning this procedure probably would not
purchasing one but trying to maintain it is unbearable.
be necessary.
We think that with the BD-7 design we can make a
It would also be possible for extended range to be achieved, where the pilot would be willing to cruise at a lower speed, by merely shutting down one engine. Obviously this would cut the fuel consumption in half. The shut down engine would, of course, always be avail24 NOVEMBER 1975
major reduction in cost and bring it within reach of most
everyone. I'm not trying to say the BD-7 is the cheapest homebuilt you can build. It is, however, the highest per dollar of performance and utility that you could get anyplace.
When you get through building a BD-7 homebuilt, you will have the equivalent of a $40,000 to $50,000 singleengine aircraft. Or, if you compare it to a twin-engine aircraft, you'll have the safety and utility of an $80,000 + aircraft. What other way could you invest your time and your money and have such a valuable end product? In an attempt to place the BD-7 within everybody's budget, we will be offering just the plans for those who
would like to have this kind of an airplane, yet want to scrounge their materials and their equipment. We will
to be very careful of urethane foams, which literally produce a salt by-product and can become corrosive when in contact with metal and moisture. You can touch your tongue against some of these foams and detect the saltiness. There are continuous advancements in this area, however, and I really believe that there is a tremendous future for this material for certain parts of an airplane. One serious limitation with an aircraft of all fiber-glass construction is the event of a lightning strike, which would
also have much of the material available to fabricate the
result in total disintegration of the structure. Maybe
airplane. This can be obtained either by individual item, or in one of ten packages, or even all ten packages at one time, with a certain amount of savings as a result. We will have available either raw materials only, or a number of individually formed parts for those who feel that certain items are too hard for them to fabricate, or
you don't plan to fly near lightning, you say. Well, in an all fiber-glass airplane you'll surely only do it once. In the case of the BD-7, all of the primary structure utilizes aircraft quality 2024-T3 aluminum material. We actually offer two different designs for the wings; an all-metal spar, rib and skin, or the metal spar with fiberglass panel ribs similar to what is used on the BD-4. (We don't worry about lightning strikes on the BD-4 because it has the large all metal spar running the entire length of the wing.) As I said in the beginning, I don't consider the BD-7 as the ultimate homebuilt aircraft. There is no such design. For those who want the beauty and nostalgia of a biplane, there are many really beautiful designs to choose from. For those who want to build an all-wood or steel and fabric aircraft, here again there are many won-
want to reduce the time it takes to build the aircraft.
No matter how the homebuilder chooses to go, we're thoroughly convinced that when he's done with a mo-
dern airplane such as the BD-7 he will end up with a real investment that's quite valuable. Regarding the materials I selected for the structure of the BD-7, I decided that the type of person who would be interested in this aircraft probably would not want to experiment with the aircraft's actual basic structure. As much as I am the type of person that likes to use the latest design features, there are certain things that require a lot of testing and sometimes require a certain period of time to determine their exact usefulness. There are some aircraft materials that have been around for a long time and their application is very well known. But sometimes their limitations or their availability make
derful designs from which to choose. We are very proud
of our BD-5 and BD-6 for those who want a single-place sport airplane. But for those who need a little utility, would like the safety of a twin, need the beauty and comfort of a quiet cabin, the BD-7 is for you. It has taken
them less attractive today than they used to be.
me fifteen years to reach this goal, but I think it will be well worth it.
I for one always admire the real beauty of a wooden aircraft structure. At Oshkosh you sometimes see an aircraft completely fabricated of wood, and which is so
If you want more detailed information we have an information kit for $5.00.
beautiful you'd like to have it sitting in your living room so that you could just admire it. But the availability of wood is becoming more and more difficult. Its structural weight for an aircraft, as well as its cost, are also not the best. Steel tubing and fabric are highly proven aircraft
materials. But, oh boy! The availability and the cost of steel tubing is going 'out of sight'. Aircraft fabric, of course, has certain inherent limitations. The new foam and fiber-glass aircraft structures result in sheer beauty on the external surface of the aircraft. As an aerodynamicist, you can't help but fall in love with the smooth skin that fiber-glass offers. But when you talk about these materials you'd better know what you're getting in to. There is a very definite and
specific technique in making something from fiber-glass. It requires some real practice and training. It almost
becomes a little bit of an art, as well as a science. A lot of fiber-glass components that we buy from professional suppliers will vary in the quality and, therefore, structural strength. What this means is that even among persons who work with fiber-glass material on a full-time basis, different degrees of quality will result when compared one to another. We have discovered that even with pre-preg material, which is fiber-glass that has the
CALEXiiAil
JKYK\TS
Items to appear in Calendar of Events in S/'OK'/' A\'l.\T/O.Y must be in EAA Headquarters office by the 5th of the month preceding publication date. NOVEMBER 10 — FAIRVIEW OKLAHOMA — Fly-Lady Derby Intercity 3 point race for proficiency Free Fly-In Breakfast on the 11th Contact Joe Durham. Publicity Director Fairview Flight Club. Fairview. Okla JANUARY 19-25 — LAKELAND. FLORIDA — 2nd Annual Mid-Winter
Sun n Fun Fly-In Contact Martin Jones. 1061 New Tampa Hwy . Lakeland. Fla (813) 682-0204 JULY 31 - AUGUST 8 — OSHKOSH. WISCONSIN — 24th Annual EAA
International Fly-In Convention. Start making your plans NOW!
resin already mixed with it and which is made under the exact control of a machine, the finished product when cured in an oven under controlled conditions may also have a certain degree of variation. By combining fiberglass with foam you obtain a highly desired feature: increased stiffness. But the foam material itself is produced through chemical action, and in all of our experience, we have found that this material has a definite tendency to change its shape or its properties with temperature variation and age. Furthermore, one has SPORT AVIATION 25
BV L. O. Sunderland IE AA 5477) 5 Griffin Dr. Apci/achm. New York 13732
c
' AN YOU IMAGINE attending a fly-in where the spectators were permitted to remove inspection covers, open
cowlings and actually go over your airplane with a magn i f y i n g glass? This type of fly-in seems to be growing in
popularity throughout the USA. Fortunately, there are few spectators. I recently attended a fly-in at Cortland, New York where there were only two spectators, both of them FAA maintenance inspectors. Not to be outdone by the remainder of our economy,
the FAA has also done some belt tightening. Even in the face of increasing work loads, there have been reductions in the number of maintenance inspectors in district offices. In order to cope with this situation and continue to give excellent service to the many custom b u i l t aircraft r e q u i r i n g recertification, some district officers have organized fly-ins for the purpose of conducting centralized mass inspections. This practice not only serves as an expedient for the FAA, but also is one of the most interesting get-togethers for pilots which one could imagine.
The Rochester, New York district Safety Office has 40 amateur built aircraft under its jurisdication requiring annual recertification. To fit this workload in with all their other duties becomes too much for the two inspectors. On June 11 and 12, 1975, 25 of these aircraft
A portion of the 25 homebuilts inspected by the FAA on June 11 and 12 at the Cortland County, New York airport.
gathered at Cortland County Airport and inspectors Will Tetrault and Jim Williams gave each one a new lease on life for another year. Mrs. Tatrault manned (excuse me — personed) the typewriter at a table set up in the main hangar to fill out the necessary paper work. Each airplane was inspected very thoroughly and systematically with the pilot removing and replacing all
inspection covers. They will hold a second such inspection at Tri-County Airport in Leoardsville, New York. The accompanying photographs show a view of the ramp Saturday morning. What a variety! For the author, it was an especially interesting experience, since my T-18 was parked between two old friends formerly from our Chapter — an EAA airplane
built by Don McNamara and the Sky Coupe which I had spent many hours helping build. It was our chapter project and served as a learning tool for many builders
in the south central New York area. This kind of Fly-In is most enjoyable for pilots who are accustomed to spending their time at fly-ins answering silly questions like — "how did you get it out of the garage?" While they waited for their turn with the inspector, pilots had only other pilots to talk with. We all got better acquainted and picked up useful information like — some suppliers are substituting 4130 condition "A" for condition "N" sheet stock. (Condition "A" 26 NOVEMBER 1975
Inspector Will Tetrault inspects a Sky Coupe's engine mount for cracks.
gives 4130 steel only about % the strength of normalized, Condition "N" 4130. Perhaps for small brackets which must be welded, the substitution would be permissible in some applications, but for such parts as wing fittings it is strictly a no-no.) We also learned the kind of paint used by the guy with the best finish and how he did it. We are all holding our breath, expecting any day that we will lose this seemingly only good thing left in life — free a n n u a l recertification by the FAA. It is
through such cooperative efforts as the centralized mass recertification inspection that the time when we may
lose this privilege will be delayed. If your region does not already hold such an event, why not suggest it. If it does, then be certain to cooperate. It's alot of fun — like no other fly-in and you don't mind the spectators poking
around at your little jewel.
While Jim Williams signs the logs, Mrs. Will Tetrault mans the typewriter completing the necessary paperwork.
Inspector Jim Williams of the Rochester GADO inspects the author's T-18. Jim is building a T-18 himself, so certainly knew what to look for.
This EAA Biplane originally built by Don McNamara is
given a look-see by Jim Williams.
SPORT AVIATION 27
LEARN TO FLY NO CHARGE FOR By Edward D. Williams (EAA 51010) 713 Eastman Drive Mt. Prospect, Illinois 60056
. A G A Z I N E S SUCH AS The Vintage Airplane and SPORT AVIATION step back into history when telling readers about airplanes that were flying in 1912, but there was a time when these planes were modern equipment and stories about them were up-to-date news. The "modern" reporting of avia28 NOVEMBER 1975
tion more than 60 years ago was shown graphically when a copy of an old boating and flying magazine was rescued recently from a scrap heap by Sheldon J. Best, of Elk Grove Village, Illinois, vice president-inflight services for United Airlines, who appreciated its historical significance.
The magazine is "Aero and Hydro," and the issue was dated July 6, 1912. Articles and advertisements alike in the magazine make interesting reading for antique airplane buffs. For example, old aircraft names were commonplace, as illustrated by the "Learn to Fly" ad from the
Milwaukee School & College of Aviation. "Competent Graduates Furnished Standard Type Aeroplane Practically Free," the ad said. "Flying Taught on Curtiss, Farman
and Bleriot Machines. NO CHARGE
FOR BREAKAGE." The Benoist Aircraft Co. at St. Louis advertised its biplane thus:
"Benoist biplanes represent the best that can be obtained in aeroplanes, and cost but little more than planing m i l l , knocked down, undemonstrated stuff."
The Rex Monoplane Co. of South Beach, Long Island, advertised its aircraft for sale with the come-on that "We give an extra pair of racing wings w i t h each Rex." The ad's clincher was that "Remember we fly before delivery at least 1,000 feet high and 10 miles cross country." The Diana Aero Co. of Detroit advertised a Spiron "aerial screw or spiral" for sale. "See for yourself why the latest Nieuport, Breguet,
Dorner, etc., use the 3-blader." the ad said. Aero and Hydro was published in Chicago and in St. Louis at a $3 a year subscription price. It was sold in the United States as well as Paris, London, Liverpool and Shanghai, with the foreign subscription cost-
ing $4 a year. It contained news, features and pictures of motorboats
and aircraft, but the accent was on the air, according to an editorial by E. Percy Noel, editor and publisher: "But when one is planing along
with the screw in the water, with every suggestion of terrific speed and sees over his head a hydroaeroplane come and go, it is not easy to keep down a feeling of envy for the man who can, at will, defy the friction of water on the hull, who can fly low enough to be as safe as if he were on the surface of the water. "The fine sport of fast motorboating will be with us always and grow in popularity, but in the meantime, hydroaeroplaning is going to get its share of honor. And it is a good thing to watch." Articles recounted the dangers of flying and the research to overcome them. Writing on "Fifty Years Observation of Bird Flights," Heinrich Gatke told of the hazard of high altitude flight. "The sum of our experiences accordingly proves that neither man nor any other warm blooded creature is, while making
corporeal
exertions, capable of
ascending to heights much above 22,000 feet, and that, in the case of
man, the ascent of elevations beyond 26,000 feet is, even when the body is kept in a perfectly quiescent
state, attended by the utmost risk of life."
And what were the aviation pioneers doing in 1912? These items tell what activities were making news:
—"Lincoln Beachey made a number of exhibition flights in his Curtiss b i p l a n e at E l m i r a , N.Y., on June 19th." —"Farnum Fish thrilled great numbers of people in the streets of Springfield, 111., on June 22nd by flying over the business portion of the city in his Wright biplane." —"Nels J. Nelson flew at Janesville, Wis., last Wednesday taking motion pictures. He managed the
plane with one hand and turned the crank with the other." Under new pilots licenses issued was this item: "Aviators' licenses granted by the Aero Club of America include one to Lieutenant Benj a m i n D. Foulois, U.S.A., who passed a test recently in a Wright
biplane at College Park, Md. Lieu-
tenant Foulois has been acting as instructor of militia in aeronautics
for most of last year." The Lieutenant actually was the United States' first military pilot, and in 1934, it
was Maj. Gen. Benjamin Foulois who, as head of the U.S. Army Air Corps, accepted the assignment for his Army pilots to fly the mail in a
tragic page in aviation history. Dedication to flying in the military had its drawbacks, as shown by this editorial-type comment: "There is daily flying among the naval officers at Annapolis. There are five or six qualified aviators and as many student officers. There is the same shortage of officers in the Navy that hampers the development of aviation in the Army, but the Secretary of the Navy has kindly decided that officers can apply for aviation training if they will qualify as fliers along with whatever other work the department is exacting SPORT AVIATION 29
from them. This has a tendency to interfere with regular training, but if an officer is willing to take on the extra work for the sake of flying, it at least indicates that he is an enthusiast." A notable civilian pilot who later gained fame as a military pilot was a Frenchman: "Roland Garros, once a Demoiselle flyer, is coming to America in July or August with the best product of the Bleriot factory. According to private advices he will represent Bleriot in the big American events."
This was, of course, before World War I, in which Garros was to gain fame for attaching metal wedges to his fighter's propeller blades so he could fire a machine gun through the whirling blades. The bullets that didn't pass between the blades were deflected by the metal wedges. His device spurred Tony Fokker to develop the propeller/machine gun interrupter gear for the Germans. From the early years, someone or something had to be blamed for aircraft misfortunes. Reports of pilot error as "the probable cause" of an accident also got an early start, as evidenced by this item: "German Army Aviator Killed. — At Doeberitz, June 21, Lieutenant von Falkenhayn, of the German Army, after making a flight at the military aerodrome, attempted to land, but made a false movement with one of the levers which caused him to dash to the ground with great force. His machine was totally wrecked and the body of the aviator was found among the debris." Many other mishaps were reported in that issue of "Aero and Hydro." For example, "J. Hector Worden, when flying at Princeton, 111., in his Moisant monoplane on July 1, made a forced landing in an oat field. No damage was done to the machine, but considerable oats were cut before they were ripe." Classified ads in the magazine cost 10 to 20 cents a line, depending on the type of ad, with a m i n i m u m charge of 20 cents. For under $1, two young Chicago men advertised their a m b i t i o n to fly. "Have the nerve, a m b i t i o n and desire to fly and can f u r n i s h excellent references," said one. And how is this
for a testimonial to an airplane?: "Young man with good knowledge of aviation w i l l sign any kind of contract for instruction on Curtiss machine," said the other.
30 NOVEMBER 1975
FIFTY YEARS OBSERVATION OF BIRD FLIGHT
(Photo by Ted Koston)
Ed Wegner (EAA 33887), 10 Stafford St., Plymouth, Wisconsin 53073, his American Eagle and his 1975 Grand Champion Antique Trophy.
T'fi
DANDY! By Gar W. Williams 9 S. 135 Aero Dr. Naperville, Illinois 60540
T,HE YEAR WAS 1927. Various
neophyte aircraft m a n u f a c t u r e r s were hard at work accepting the challenge given the industry to turn out "commercial" types — air ships that could "provide the means whereby mankind can reach the most remote, inaccessible regions or can cover the open lanes of travel or span the oceans of the globe with a degree of ease, safety and swiftness never dreamed of before". The impact of Lindbergh, so often talked about, was just beginning to be felt. Byrd, Chamberlain, Mailland, Acosta and many other "heroes of the air" were introducing the world to the marvels of transportation by air. In response to the demands for swift, safe traveling many SPORT AVIATION 31
NC
(Ted Koston Photo)
companies began producing t h e i r versions of the three place open cockpit b i p l a n e which supposedly was the m a r k e t i n g answer to the demands of the aviation world. Into this melee of activity and with profound words cautioning the buyer to look carefully at the character of the company building the aircraft of his choice, E. E. Porterfield, Jr., President, American Eagle Aircraft Corporation introduced his scoop — the "Master of the Skies". Recognizing that the most popular and important type of airplane of the day was the single bay, 3 place biplane, Porterfield's company developed, tested and delivered their answer to the needs of training and light c o m m e r c i a l a c t i v i t y . Their three years effort was culminated in November of 1927 when the 90 horsepower OX-5 model Al received the coveted Department of Commerce Approved Type Certififcate — Number 17. Quite proud of this certificate, the American Eagle Aircraft Corporation, Kansas City, Missouri, stressed in their sales literature the value of buying a proven product — one that had met the r e q u i r e m e n t s of the government. In fact they claimed their product, "in every stress test and analysis made by the Department of Commerce, the American Eagle proved to be stronger than the 6.5 safety factor required". Couple this with the assurance that "all 32 NOVEMBER 1975
the materials used in the manufacture of the American Eagle Airplane meet the specifications of the Army" and you have a sales pitch hard to beat! Production counts on this "Master of the Skies" are somewhat vague and difficult to trace. From the time the prototype flew on April 9, 1926 until sometime in 1929, the American Eagle Aircraft Company produced in excess of 300 Eagles. The most prolific year appeared to have been 1928. Most copies were built with the OX-5 90 horsepower engine but variants were available w i t h the OXX-6, Hisso, Siemens, Anzani and 125 Quick engines. Changes in design were relatively minor throughout the production cycle with the most noticeable being the arrangement of the ailerons and the shape of the rudder. Earlier versions had balanced ailerons only on the upper w i n g w i t h a change made to a 4 aileron unbalanced system late in 1927. An interesting and rather subtle change occurred shortly after Lindbergh made his epic trip. Ads prior to that time showed a painted cowl — later ads sported a burnished cowl. How styles change! Further c a p i t a l i z a t i o n on the L i n d b e r g h magic was made in other ads showing Col. Charles Lindbergh in the cockpit having just flown an Eagle. The notation quoted Col. Lindbergh as having said, "I like it fine — it's a dandy!".
A visual pre-flight inspection is certainly no problem on the American Eagle. It was designed to be easy to maintain and judging by how every nut and bolt is exposed, mechanics must have loved it! The tailwheel is the only concession to the present in the restoration of Ed Wegner's Eagle.
It is quite doubtful that Porterfield or any of his very verbal salespeople had the foresight to recognize how long lived at least one copy of their "Master of the Skies" would be. Or that this copy would after some four hundred hours of flying time followed by over t h i r t y years of storage be purchased and restored — to be looked on in awe and near reverence — to be judged the Champion of Antiques at a gathering in Oshkosh, Wisconsin — where the average age of the attendees was probably less than the age of the Eagle! You can be assured that if Mr. Porterfield or his staff examined this surviving copy some forty-seven years after it was built, they would be q u i c k to point out that it now looks just as if it recently rolled out of their Kansas City facility. Edward C. Wegner, P l y m o u t h , Wisconsin has restored this Grand Champion, by himself, so close to original that the Oshkosh '75 antique judges were hard pressed to find a discrepancy.
only For duplication and many hours were spent reproducing the horizontal and vertical surfaces. New cables, wires, sheet metal — all i n d i v i d u a l l y reflecting a u t h e n t i c i t y and c-rafts-
manship — went into the mix of items that are required to put a neglected airframe into Grand Champion condition. Originality was stressed as
Ed fitted and assembled. The radiator was found to be excellent — original.
The propeller was made new by the old tinier — Ole Fahlin. The instruments, controls, interior, all done faithfully — following the manner in which the Eagle was b u i l t in 1928. Although the airframe had just
over 400 hours, the OXX-6 that was o r i g i n a l e q u i p m e n t had been replaced somewhere along the way with another OXX-6 that had totaled
over 1200 hours on three majors. Fortunately another antiquer, Shelby Hagberg, was able to supply a low t i m e OXX-6 which required very
little bottom end work for overhaul. Ed did modernize the cylinders by replacing the exhaust and i n t a k e
valves with "modern material" copies. Add a new set of rings and — presto — a real live OX! Realizing that there is a balance between perfect a u t h e n t i c i t y and
the survival of a priceless restoration, Ed is quick to point out his substitution of a tailwheel for the original skid. As with all his other restorations, this Eagle will be flown often off hard surface runways and any modifications made in the interest of safety are well understood. The new guidelines published by the Antique and Classic Division of
EAA stress "factory original" authenticity and yet penalize the restorer very l i t t l e for v a r i a t i o n s such as brakes and a tailwheel accomplished
(Ted Koston Photo)
To hear Ed talk of the restoration, it makes one feel the Eagle rebuild
The superb workmanship that went into the restoration of the Eagle is evident in this close-up. Notice the perfect alignment of each swirl on the metalwork. "Tempus Fugit" is powered by a Curtiss OXX-6, a dual
was just as r o u t i n e as p o u n d i n g another Chevy fender straight — a subject he well knows after 22 years
mag version of the better known,
'75. As is typical for a majority of these "Lindbergh Era" antiques, the wings were suitable only for patterns and required complete manufacture of a new set. The fuselage lower longerons were badly rusted and Ed had to carefully cut and grind out the deteriorated tubes and replace them with new stock. The entire tail assembly also was good
single ignition OX-5. This 567.44 cubic inch, water cooled V-8 churns out 100 hp at 1400 rpm . . . swing-
ing a huge propeller. Compared to a modern Continental 0-200, the thrust produced is awesome. An 0-200 would have d i f f i c u l t y even taxiing this 2041 pound (gross) machine.
in the auto body shop business. The rebuild was started in 1971 and finished just 3 weeks prior to Oshkosh
for the purpose of a safer operation. Ed is neither a newcomer to aviation nor the art of restoring "exotic" antiques. Many of us here in the midwest have seen and appreciated the variety of restorations that have emerged from his shop in Plymouth, Wisconsin. Listing Ed's output for the past 15 or so years would be like generating a shopping or wish list of desirable antiques. In fact, one wonders about having them all show
up in the same place — at the same time — instant fly-in! Surely, he
must have let nostalgia influence his decision to redo a 75 geared Lycoming powered Funk B early in his rebuilding career. Ed soloed an earlier version — the Model B Ford powered Funk A — in 1939. Included in this wish list of old timers are sever-
al Spartans, two Wacos, a Fairchild 24 and, of course, the American Eagle. The first Spartan, a 1929 C-3, was completed in 1960. Examining the airplane now would exemplify the SPORT AVIATION 33
it
••""*.-*
(Photo by Jack Cox)
The 1975 EAA Grand Champion Antique, Ed Wegner's OXX-6 powered American Eagle.
quality of Ed's work in addition to his interest in keeping an antiseptic airplane. NC705N looks as if it were turned out of his shop quite recently. The yellow and blue beauty has been a constant source of pleasure to Ed — as well as a consistent trophy winner. At the many gatherings sponsored by the Wisconsin Antiquers you'll find this man and machine combination a hard one to beat for short field take offs and spot landings! Ed's interest in Spartan's led him to acquiring the very rare — actually
the one and only — Spartan Model 12. This ship — NC21962, Serial No. 1 — is reported to be the last of the "Executive" type built and was completed as an e x p e r i m e n t a l model sometime during 1946. The most obvious difference between the 12 and the thirty-some 7W's built is in the tricycle gear — undoubtedly an attempt to overcome ground handling 34 NOVEMBER 1975
characteristics deemed less than desirable. Again, one can only describe the restoration of this ship as o u t s t a n d i n g . The ship drew considerable attention and praise wherever it went. Ed's addiction to the airplane and the big Pratt & Whitney wasn't quite as severe as it has been with the '29 C-3 so a gentleman from Minneapolis was finally
thenticity was the byword with fine attention to detail from the start through the finely finished exterior. The finish on all these ships reflects over 22 years of experience operating an auto body shop. Ed's QDC, NC11470, was another example of a
able to talk Ed into giving this ship a new home.
to this day for its present owner,
Often you w i l l find m a n y selflabeled antiquers are nothing more than hoarders, collectors, disassemblers . . . not so in this case, for Ed seems to be continually working on a rebuild, plugging away with a philosophy similar to the one that says you can eat on elephant if you take it one bite at a time! Between Spartans Ed found and
turned out what currently is the oldest Cabin Waco flying — and possibly in existence. Here again, au-
"factory original" — sporting a red
and black fuselage with silver wings. The QDC remains a trophy winner Slim Johansson of St. Charles, Missouri. Prior to the QDC, a VKS-7 was completed and this cabin Waco is now making the fly-in circuit in C a l i f o r n i a and is also t a k i n g its share of the winnings. Sound tribute to the gentleman antiquer from Plymouth, Wisconsin.
What's next? The obvious question is answered by, "Another Fairchild". A 1940 24R is now taking shape in the body shop. After that? Ed says, "No more!" I doubt that. I hope not.
ANTIQUE AIRCRAFT IN ATTENDANCE REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER AERONCA
NC 13556 NC22338 N22322 N22359 N27302 N29248 N39549
C-3
Aeronca Aeronca Aeronca Aeronca Aeronca Aeronca
K Chief Chief 65C Chief 65LA Chief 65CA
E E Buck Hilbert. Union. IL Tom Trainor. Royal Oak. Ml
Milton J Schultz Menomonee Falls. Lawrence Diedrich. Lodi. Wl Jerry Ernst. Hillsdale. Ml David Mott. Monroeville, IN D Wolford'K Huffman. Ashland. OH
AMERICAN EAGLE
N548Y N7130
American Eaglet American Eagle
BEECHCRAFT N 663 D-17S N2832D D-17S N 6923 D-17S N9724H D-17S D-17S N53298 N 75544 D-17S N1422T N6RF N34R N44G
G-17S
N80305 N80321
G-17S
F-17D G-17S G-17S
G-17S
Gene Morns. Dundee. IL Edward C. Wegner. Plymouth. Wl
Maurice Clavel. Wauchula. FL Ted Gilmer. Reading. PA Dick Hansen. Batavia. IL D Koeppen. Greenwich. CT Dick Perry. Hampshire. IL Milt Yarbrough/W C. Yarbrough. Tullahoma. TN Stanley Francis. Saylorsburg. PA Bob Fergus. Columbus. OH George Stang. Osage. IA W C Yarbrough-'John Parish. Tullahoma. TN James German. Mansfield. OH Ray Jones. Milford. Ml
CESSNA NC237E NC 16403 N 17089 NC 19464 N 20764 NC25485
N51760 N69072
Airmaster C-165 Airmaster C-34 Airmaster C-37 Airmaster C-145
Airmaster C-165 Airmaster C-165 UC-78 T-50
Kenneth Coe. Pleasanton. CA Roy C Wicker. Atlanta. GA
Gary White. San Jose. CA Tom Rench. Racine. Wl Harry Menear/Woody Menear. Palmyra. PA Gar Williams. Naperville. IL J R Boyer. Lebanon. NJ James Kramer. Lake Worth. FL
DE HAVILLAND ZK-ASP N6037
Fox Moth Tiger Moth
Myles Robertson. New Zealand Ron Bauer. Dallas. TX
DOUGLAS N45WT N9012
DC-3 DC-3
Armand Laroque. Dover. DE
Tom May. Uniontown. OH
(Ted Koston Photo)
All the antique fans get a special thrill when Bob Lyjak performs in the evening airshows with his 1930 Waco
Taperwing. They see Bob as another in the long line of famous Taperwing pilots . . . Johnny Livingston, Joe
Mackey, Myron Hightower, Gordon Mougey, Len Povey, Rod Jocelyn, Roger Don Rae and many others.
36 NOVEMBER 1975
FAIRCHILD Fa rchild 22C7DM NC 14 768 N690FA Fa rchild 24R Fa rchild 24C8F N16818 N 16852 Fa rchild 24 N19177 Fa rchild 24J N22032 Fa rchild 24W9 Fa rchild 24 N2S388 N77661 Fa rchild 24R46 N77697 N81323 N1175N
Fa rchild F24R Fa rchild 24 PT-26
INTERSTATE
Roy Stembis. Elgin IL
Robert Hall. Hampshire. IL Ed McDonnell. New Castle. IN William H Kaser. Vero Beach. FL Russell Schmude. Oshkosh. Wl Allen D Hennmger. Tullahoma. TN C T Scott. Selma. IN
Richard Buck Jud Gudehus Thomas Leonhardt. Sylvania. OH Don Genzmer. MuKwonago. Wl Dwight Reava. Mt Pleasant. Ml Ed Escallon. Merritt Island. FL
GRUMMAN
N160W N62000
Widgeon Widgeon G-44
G Newell. New Hartlord. NY James Rogers. Middlebury. IN
HARLOW N3947B N 18978
Harlow
Harlow
Ron Boice. Farmington. NM Mel Hefhnger Redondo Beach. CA
HOWARD N 1488 7 N1335M N68431 N95462 C-GDGA
Howard OGA- 11
John Witt. Minneapolis. MN
Howard DGA-15P Howard OGA-15P
Geren and Ornoorlf. Carrollton. TX
Howard DGA-15P
John Turgyan. Trenton. NJ
Howard DGA-15P
John Faichney. Milliken. Ont . CAN
Don Coonrod. Montague, CA
N903Y N37323 N37357
Cadet S-1-A Cadet Cadet
Bill Thomas. Folsom, PA
Jack Reber. Eaton. IN Don Redell/Richard Redell. Lake Geneva. Wl
LUSCOMBE N39028 8A N39041 8A
Gary Meuer. Madison. Wl
N 39083
8A
Robert E Tree. Alma. Ml
NC25148 N37039
8C 8C
Art Morgan Milwaukee. Wl
MEYERS N26460 N26487 N34311 NC34332 N34341
OTW OTW OTW OTW OTW
Charles Gaipan. Oconomowoc. Wl C Downey-'M Schmidt, Hmsdale. IL Richard Manm, Green Bay. Wl William Lewis. St Claire. Ml E C Stewart. Manchester TN
Richard Amrhein.Art Pierce, Troy. OH
Marcia Leverentz. Buffalo. NY
MONOCOUPE 110 Special 1tO Special
N36Y N606G N11767 NC18166 N18195 N38922
90A 90A 90 A F 90AL
John McCulloch. Fairfax. VA
John A Giatz. St Charles. IL Lowell While.James White. Phoenix. AZ Fred Ludtke. Freeland, WA Willard Benedict. Wayland. Ml
E H Dake. Berkeley MO
(Ted Koston Photo)
A rare Classic — an Aeronca Sedan. N1448H is owned by Darwin D. DeVites of Canonsburg, Pennsylvania.
SPORT AVIATION 37
(Dick btouffer Photo)
Not many fly-in goers recognized this truly antique, a 1929 Alliance Argo, restored by owner James Browder of Peoria, Illinois. Only 3 are on FAA's books. The Argo was built by the Alliance Aircraft Corporation of Alliance, Ohio, which also produced the engine, a 7 cylinder Hess Warrior of 115 hp. Alliance folded in early 30s as did so many light aircraft companies, but the plant was later taken over by C. G. Taylor to build his Taylorcraft series.
(Ted Koston Photo)
Dale Crites of Waukesha, Wisconsin revs up the OX-6before take-off. Dale flew the Curtiss to Oshkosh — nearly BO air miles — rather than hauling it in as in past Years.
38 NOVEMBER 1975
(Dick Stouffer Photo)
Although a lot of them are still around, Ryan PT-22's aren't seen at fly-ins in the numbers they were several years ago. This beautiful example is owned by Thomas Macario, Jr. of Malvern, Pennsylvania.
SPORT AVIATION 39
NAVY N2896 N6358T
STEARMAN
N3N-3 N3N-3
Dan Wme;Meckai Smiley. Denver. CO Dick Ruedebusch/Ed Pocus. Burlington. Wl
PIPER
NC30233 N30369
J-3
N30503 NC38259 N38830
J-3 J-3 J-3
Al Buttles. Wild Rose. Wl George Williams. Portage. Wl Margaret Demond. Whitmore Lake. Ml Steve Bornstem. Columbus. OH B MilesD Miles. Mt Prospect. IL Gene Schmitt. Waterloo. IA
N42090
J-3
Ken Morrison. Dowingtown. PA
N51574 N67634 CF-NOU N43518 N4818 N22772 N41213 N40791
J-3 J-3 J-3
Norben Okoniewski utica. Ml Ronald Wartburt. Rancho Cordova. CA
L-4 J-4 J-4 J-4E
Gene O'Neill. Spirit Lake. IA Lewis Gerdmg. Chesaning, Ml
J- 3 J-3-L
J- 5
Kerry Sim. Toronto. Ont . CAN
J-5
N-2S5
N61V N450EE N 134 7V N9078H N 49659 N49739 N51443 N57947 N58233
Stearman Stearman
N66416 N75001 N 75228 N75511
CF-IEC
Kevin Wilcox. Tucson. AZ
Dave Burgoon. Sharon. PA Harold Porter/Randall Porter.
Alpha Ratta. GA N59988
N44JP
Leo Walter. Riley. KS
PORTERFIELO
NC 17029
Porterfield
NC34706
Porterfield
John P Innes. Studio City. CA Bill Gore. St Louis. MO
PT-13D
Stearman Stearman Stearman PT- 17 Stearman A75N1 Stearman Stearman Stearman B75N1 Stearman
Grift Griffin. Mmnetonka Beach. MN
N2S-3 B-75
Byron Fredericken. Neenah. Wl Roger Koerner. Kankakee. IL
Jr S
Ed C Garber. Fayetteville NC John T Neumeister. Sussex. NJ Glen P Cawiey. Buckley. WA
N20723
Sportster
Alfred Nagel. Montello. Wl
Sportster Sportster Skyranger
Jim Wilson. San Antonio. TX
RYAN NX211 N17361 N46805
Spirit ol Si Louis (replica) STA PT-22
Dave Jameson. Oshkosh. Wl Dano Toffenetti. Winnetka. IL Thomas Macano, J r . Malvern. PA
Ken Williams. Portage. Wl Art Barkley. Bath. NY
Don Parker. Tullahoma. TN J Mohr. International Falls. MN Lee Schaller, San Francisco, CA Ed Pease. West Mystic. CT Bill McBride. Rochester. Ml Bob Eicher Daytona Beach, FL Jim Ardy. Phoenix. AZ
Paul R Beck. San Francisco. CA Sam Mendenhall. Indianapolis. IN I E Colman. Clarkson. Ont . CAN
STINSON
N 10883 N100JN NI 8406 N18410 N1187V
Reliant SR -9 Reliant SR-9
Stan KuCk. Kohler. Wl
N9561H N30369
V-77 V-77 V-77
Dean Bradley, Belvedere. IL Thomas Pender. Grand Blanc. Ml Rich Demond/Jack Rumpf. Whitmore Lake. Ml
N64640 N2581B N 104 99 C-FZMW
V-77 L-5 L-5G L-5
Arlen Anderson. Austin. MN
REARWIN NC21977 N25570 N34705
Robert Graves/Charlotte Parish. Tullahoma. TN R Neal Lydick. Louisville. KY Walt Pierce. Avon Park. FL Tom Wilcox. Middletown. CT
W C Collins. Middletown. PA Raymond Blake. Troy. Ml Lt Col J Vermeulen. Winnipeg. Man.. CAN
SAILPLANES
N79106 SPARTAN N13PH N34SE N836 NC17615 N705N
Schweizer TG-2
Fred Flood. Milwaukee. Wl
Executive Executive 7W
Pat Hartness. Greenville. SC George Mermen Bernardsville. NJ N L Kieman. Palatine. IL James T Patterson. Louisville. KY Ed C Wegner. Plymouth. Wl 53073
7W
C-3
(Dick Stouffer Photo)
As you can see on the cowling, this highly modified Swift belongs to Jeanne Piper of Ft. Myers, Florida.
(Ted Koston Photo) TAYLORCRAFT N20447 Taylorcraft BF N23850 BL-65 N24428 BL-65
Ed Janssen. Rock Falls. IL Tom Young. Olney, MD
Ed Huss. Boulder. CO
N24332
BC-65
Mike Lutz. Findlay. OH
NC33953 N39996 N57699
BC-12-65 BC-12D L-2M
Ken Blosser. Jr.. New Haven. IN Gary Wilson. Baltimore. MD
N36386 NC36403
DC06S DC065
N47207 N48338
DC065 DC065
Bill Haselton. South Bend IN Warren Juhl. Jackson. Ml Randy Novak. Earlville. IL Richard C Tyree. Middleviile. Ml H Robert Gage. Commerce. TX
TRAVEL AIR NC 9088 C-4000 N12380 Curtiss Wright 16E
Loren Gilbert. Rio. Wl
WACO NC6930 N600Y N655N N 14625
CTO Taperwing CUC-2
Dean and Dale Cntes. Waukesha. Wl Mike and Pete Hems. Dayton. OH Bob Lyjak. Ann Arbor. Ml
N61KS
EGC-8
N 16591
EOC-6 ODC SR E
N11470
N 1252 W N 29982 N29993
NC29998 N32140 N32193 N31653 N31674 N32077 N 19360
ASO CRG
UPF-7 UPF-7 UPF-7 UPF-7 UPF-7 VKS-7F VKS-7F YPF-7 ZGC-8
MISCELLANEOUS N596K Alliance Argo NX98V Bird CK
Dave Burton of Bedford, Indiana is the proud owner of this Aeronca Champion.
Weldon Ropp/EAA Air Museum. Hales Corners. Wl
John Hanusion/J C Weber. Barrington. IL
Charles Hall. Manhattan. KS Stan Gomoll. Minneapolis. MN Reynolds F Johansson. St Charles. MO William Nutting. Menlo Park. CA Milton Whitley. Huntsville. AL John L. Rice. Willmar. MN
Joe Casserly. Champaign. IL Fritz Hertel. Webster. NY Lawrence Longuski. Ubly. Ml Vince Mariani. Findlay. OH
John H Batten. Racine. Wl
G M Miller/A R Sawweil. Dayton. OH Glen E Hanson. Dundee. IL
(Ted Koston Photo) James Browder. Peoria. IL
N31697
Dart GC-71
R C Hill. Burlington. Wl Arthur Bishop. Norton. OH
N13139 N11337 N33LM
Franklin Sport Great Lakes 2T-1A Lockheed Lodestar (18-56)
Joe W Araldi. Largo. FL
CF-NXT
Miles Hawk
Fr John MacGiilivray. Ottawa. Ont. CAN
Al Kelch. Mequon. Wl
Dave Lau. Oconomowoc. Wl
Mike and Pete Heins of Dayton, Ohio own this rare Waco CRG. Powered by a 350 hp Wright. SPORT AVIATION 41
(Robert Hegy Photo)
Dean and Dale Crites' Straightwing Waco.
CLASSIC AIRCRAFT IN ATTENDANCE REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER AERONCA
N597E N1133E N1648E N1911E N2112E N2215E N2388E N2421E N2716E N3117E N3323E N3506E N36I8E N4357E N8572E N81789 N81841 N82480 N82924 N83465 N83563 N83633 N836S5 N 83 838
Champion Champion Champion
James G Steften. Durango. IA August J. Schramel. Park Ridge. IL Stacey K. Murdock. Dubuque, IA
Champion Champion Champion
Mike Harr. Griffin. GA Jerry Fmney. Purdin, MO
Champion Champion
Champion Champion Champion Champion
Champion
Mitch and Don Freitag. Summerville. SC Richard Sell. Woodbury. PA Wayne Christopher. Wolcott. IN Gill Riggle/Bill Kieftei. Chilhcothe. MO Joe Floyd. Dallas. TX Peter Johnson. Bonne Terre. MO George Meade/B Klees. Milwaukee. Wl Dan Higgins. Valparaiso. IN
Champion
Jack N Smith. Inman. GA
Champion
Ed Hicks. Decatur. IL Albert C Polk. Jr . Arcadia, FL Vic Hayes. Richmond. Mi David Burton. Bedford. IN James H Bowen. Meridian. MS Walter Rasor. Brookville. OH Arthur Leavitt. Orange. MA Melvin Hill. Danville. IL J Dnscoll.'L Haupert. Huntington. IN Wilbur Draves. Hometown. IL
Champion Champion
Champion Champion Champion
Champion Champion Champion Champion
42 NOVEMBER 1975
N84171 N84431 N84670 N 84 902 N 84991 N8S243 N85747 CF-JUJ CF-JUU C-FNGS N33827 N3154E N3186E N3488E N3814E N3900E N9048E N9307E
N9428E N9707E N9715E N9820E N86199 N1159H N1187H N1448H N1482H
Champion Champion Champion Champion Champion Champion Champion
M. Vinbuchhotz. Greenieat. Wl Matt Miller. Atlanta. GA Gordon Nelson. Manitowoc. Wl J Mindy/B Mindy. Brighton. CO Don Topel. Chicago. IL Don Belote. Toledo. OH R D Moore. Glen Ellyn. IL
Champion Champion Champion Champion 65TC Chief
E L Metz. Shelburne. Ont . CAN
Chief Chief Chief Chief Chief Chief Chief Chief Chief Chief Chief Sedan Sedan Sedan Sedan
Lois Moore. Orangeville. Ont.. CAN Douglas Whitman. Etobicoke. Ont. CAN Don K Brower. West Ghent. NY Gregg Johnson. Brooklyn. Ml
R L Giles. Zionsville. IN Bill Husted. SI Charles. IA Peter Simonson. Minneapolis. MN Bill Ehlen. Tampa. FL John Church/Dan Zepernick. Miami. FL Kenneth E Kincaid. Morgantown. WV Roy Sweatman. Harborcreek. PA Keith R Myers. Manawa. Wl T. K. Thompson. Granville. OH John E Prmgle. Tolono. IL
Glifford Wadsworth. Lapel. IN Buzz Wagner. Clark. SD Don Idzik. Fond du Lac. Wl T. W Anderson. St James. MN Darwin D Devites. Canonsburg. PA Art Hill. Cincinnati. OH
(Photo by Jack Cox)
BEECHCRAFT
N118TT
Bonanza
N764B N3138V
Bonanza Bonanza 35
N3150V N3514B N3755N N3803N N3863N N4441V N4592V N5928C N8635A N8804A N80432 N80435 N80464 N546B N8639A
Bonanza Bonanza
Bonanza Bonanza 35 Bonanza 35
B C. Roemer. Manitowish Waters. Wl Edward P Wilson, Cornngton. TN
E M Crissey/Hasson Galloway. Atlanta. GA
Simmie Sanders, Knoxville, TN Bill Hatfield. Ft Wayne. IN A C Freel. Hazel Park. Ml Jim See.
Decatur. IL
Bonanza Bonanza 35
Walter W Stroemer. Lockport, IL Jim Eaton. New Kensington. PA K G Morris. Ft Worth. TX
Bonanza
Ray Fehr. Window Rock. AZ
Bonanza Bonanza
Geoff Fickling, Miami. FL A C Cennette. Dayton. OH W R Kuckhck. Olmsted Falls. OH Ahck Swiden. SiOux Falls. SD
N3403B N4477
Bonanza 35 Bonanza Bonanza Bonanza A-35 Bonanza A-35 Bonanza C-35 Bonanza D-35 Seech D-18S
N5882C
Beech D-18
BELLANCA N28984 N86931 N86940 C-FKFK N 74301 N86881 N6522N N505A N506A N512A N6553N N9819B
14-12F-3 14-13 14-13 14-13 14-13-2 14-13-2 14-13-3 14-19 14-19 14-19 14-19 230
CESSNA N1731V N1766N N1813V N1844V N1877N N2347N
120 120 120 120 120 120
N749O
Dick Ruedebusch of Burlington, Wisconsin is flagged onto the active by a Gypsy Controller. That's an N3N.
James Nerstrom. Gurney. IL John Engles. Lakeland. FL Gene Morris. Dundee. IL Walter Russo. Tewksbury. MA
George W Roots. Hoffman Estates. IL John and Charlotte Parish.
Tullahoma. TN Tom Stewart. Benton. IL Jay Cawley Buckley. WA Robin Hermanson. Garretson. SD
Vince Rhodes. Kokomo. IN R J Bays. Dartmouth N S . CAN
Fred Egh. Walnut Creek. CA Dan Cullman. Sacramento. CA
Joe Russell. Kankakee. IL Don Leedy. West Chester. OH
Scott Twitchell. Berkley. CA Richard L Burns. Louisville. OH
Jan Gerstner. Lubbock TX Harry Stenger. Barlow. FL
C Cassidy. Indianapolis. IN Fioyd Henderson. La Porte. IN W B Perkins. West Allis. Wl Arch Lewis. San Angelo. TX Creighton Smith. Menominee. Ml
Jane Patterson. Clearfield. UT
I led Koston Photo)
James T. Patterson of Louisville, Kentucky owns this beautifully restored Spartan Executive. SPORT AVIATION 43
(Ted Koston Photo)
Dick Hill of Burlington, Wisconsin in his Kinner Bird.
(Ted Koston Photo)
Jim German's G Model Staggerwing from Mansfield, Ohio.
44 NOVEMBER 1S75
N2539N N2771N N2801N N2830N
120
120 120 120
N4105N N4252N N 76848 N 33 J W N826RA N2006V N2151V N2229N N2344V N 2380V N2417N N2491V N2746N N2775N NC2887N N3516V N3565V N72789 N76128 N 76294 N76344 N 763 70 N76429 N76565 N76951 N77050 N89011 N89230 N89258 N89264 N89284 N 89402 N89586 N89616 N89687 N89728 N89895 N90111 N1119D N5364C N5398C N5613C N5669C N9641A N9682A N2326D N2534V N2568V N3236A N3945V N3947V N3970V N3976V N4188V N4191V N5795C N170AS N1492D N3468C N5487C N5570C N8348A N906A N 9063 A N9157A
120 120 120 140 140 140 140 140 140 140
N9177V N9707A N9926A N9971A
170A 170A 170A 170A
140 140
140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140
Lake Marion. IL John Langston. Austin. TX
William R Schaben. St Charles. IL
N2899C
R E Kerns. Southfield. Ml Joy Warren. Milford. Ml
N3225A
Ralph Hartwig. Rockford. IL
N3230A
170A 170B 170B 170B 170B 170B 170B 170B I70B I 70S
N3418C N3S43C N4505C N4650C N8340A N449BC N11DK
170B I70B I70B 170B 170B 190 19%
N195U N311J
195
N1022D N1054D N1577D N2194C N3045B N4352N N4363V N4376N N4392V N4405C N4420J N9326A N9344A N9849A N9859A N9897A CF-EMP CF-HXT N1697C N3204D N9455C
195 195
W Myers St Charles. MO
195 195 195 195 195
Dale Cunningham. Rockville. IN
Larry Schuessler. Milwaukee. Wl John Maxfield/Tom Kelsey. Dearborn. Ml
Robert Boyes. Benton Cily. MO L Nelson. St Joseph. MO Rick Lieberman. Chicago. IL Richard Schaper. Blue Earth. MN W H Carter. East Point. GA
Bob Brashear Waco. TX Ken Dwight. Houston. TX Dick Harden. Minneapolis. MN
Anthony Stem. Neenah. Wl Robert Pauls. Gotham. Wl Howard Graf. Mexico. MO Don Davis. Portland. OR Don Murphy. Peru IN
Gene Swartzendruber. Hesston, KS Ken Jacobs. New Baltimore. Ml Dolly Salisbury. Grand Island. NB Gene Easterday. Knoxville. TN R W Khpp. St Louis. MO Tom Kirchoff. Maryville, TN Don N Backstrand. Aloha. OR
J G Clitt. Knoxville. TN
Jim Johnson. Mundelein. IL Bill Rigsby. Ponca City. OK Mark Miller. Vickery. OH
William Norman. Cahokia IL Wm Kinsman. Manawa. Wl
David N Curne. Knoxville. TN Dutch Brafford. Lima. OH
140
Leland L Leaman. Oshkosh. Wl Roy Redrnan. Minneapolis, MN Gary Volkman. Madison. Wl
140A
140A 140A 170 170 170 170 170 170 170 170 170 170 170 170A 170A 170A 170A 170A 170A 170A 170A 170A
N3134B
C M Brady. Dwight. IL W Duffy Thompson. Lakeland. FL
Bill Schwinn. Cincinnati. OH M R Bass. Irving. TX
James Timm. Tempe. AZ Carl Kraus. Neenah. Wl Bill Gauger/Avery Gauger. Phoenix. AZ E D Booth. Naperville. IL Glenn A Loy'Glenn A Loy. Jr ,
Grand Blanc. Ml
Ken Spivey. Birmingham. AL
140
140A 140A 140A 140A
Walter Ast. Waunakee. Wl
N9979A N170BB N170DT N1981C N2S35C N2767D
Gerald R Nichols. Lockndge. IA Charles McClure West Lafayette. IN Lee Darrah. Las Vegas NV Kirk Gornson/Gale Derosier.
195
195 195 195 195 195 195 195 195 195 195 195 180 180 180
L Owen. Indianapolis. IN George Mock. Anderson. IN
Gordon Yeck. Gainesville. VA C L McHolland Sheridan. WY John Whisenand. Kansas City MO
Gene Hall. W Chicago IL Dan Kindel. Cincinnati. OH Bill Terrell. Hillsboro. OH Charles Pumroy. Warrjngton. PA
Hank Smith. Los Angeles. CA
Fred Leidig. Medina. OH Gery Smokovitz. Detroit. Ml William Cooke. Clemmons. NC
Richard Bailey. Dundee. IL Geoffrey L Newcombe. Catskill. NY B J Tyler. Tulsa. OK
Art Chenoweth. San Carlos. CA
Bud Cates. (city unknown), IN
C C Crabs. N Olmsted. OH Joe Kikei. Geneva. OH J Walters. Dwight. IL Rod Nixon. Port Angeles. WA
William Crews. Chicago. IL Douglas Moore. Orangevilie. Ont . CAN D S Mclntosh. Scarborough Ont . CAN
G Hale. Flint. Ml E R Broyles. Tullahoma. TN
Jerry Bousselot. Sandwich. IL
Bud Dauck. Madison Wl Edgar Hess. Jr . Lancaster, PA
William Sweet. Middieton. Wl Gene Morns. Dundee. IL B Craig. Cincinnati. OH Ronald Westholm. Naperville. IL Jack Bowlus. Paso Robies. CA Jim Londo. Seattle. WA Bernard Helgesen. Elgin. IL George Shoven. Shelburne. VT Steven Wilson. Arlington. WA Fritz Mair. San Angelo. TX
M L Mendenhali. Thomasville. NC Fred Rudolph Mars. PA Lewis Wilgus. St Petersburg. FL
Fred Kniseiy. Burton, OH Jim Hancock, inver Grove Heights. MN
(Ted Koston Photo)
SRE . . . the ultimate in Cabin Wacos. This 450 hp beauty was featured on the cover of the May 1972 issue of SPORT AVIATION. It is owned by William Nutting of Menlo Park, California.
Ronald Grover. Perkasie. PA
Roger Thistle. Sauk Cily. Wl Oscar Dmgman, Troy Center. Wl Johnny Williams. Canyon. TX
Doug McQueeney. Howell. NJ Jon Fineman. Shelburne. VT
Ray Anderson. Lakeviiie. MN Sean E Legere. Santa Clara. UT Kay and Roy Jensen/Ivan McLay. Las Vegas. NV James Mills. Richfield. MN Harvey Hovind Anoka. MN
J Hintermeister. Muscatine. IA Robert Kuba'Bob Zilinsky. Hinsdale. IL
SPORT AVIATION 45
Charlie Nelson's Temco Buckaroo. (Photo by Dick StouHer)
FORCE
COMMONWEALTH N34134 N73810
ERCOUPE N179G N355E N2024H N2099H N2250H N2522H N2552H N2549H N2652H N2969H N3469H N3807H N93823 N93841
N93946 N 93949 N94160 N94898 N99335 N99552 N99835
N99913 CF-NWZ N6583O
Skyranger 185 Skyranger 185
A. Barbuto. North Adams. MA B Snyder. McGraw. NY
Ercoupe Ercoupe Ercoupe 4150
Frank Fulkersm. Flint. Ml
TOP —
(Dick Stouffer Photo)
Ron Bauer of Dallas, Texas, long white scarf fluttering in the prop
Ercoupe Ercoupe
Ercoupe Ercoupe Ercoupe Ercoupe 415-C Ercoupe
Ercoupe Ercoupe Ercoupe Ercoupe
Ercoupe Ercoupe Ercoupe Ercoupe Ercoupe Ercoupe Ercoupe Ercoupe Ercoupe 415-C Aton Aircoupe
Herman Koplrn, Lombard. IL
Jerry Morescki. Springfield. IL Waller Shalton. South Bend. IN David Williams/Joe Trezza. Howell. NJ Kenneth A Heath. Tulsa. OK Ron Ness/Ron Jones. Garden Grove. CA Al Williams. Grand Prairie. TX Vern Ramesbotham. Elk Pointe. SD M C Kelly' Viets. Stilwell. KS Scott Olson St Paul MN Kirke Hatfield. Wichita. KS R D Endland. Tullahoma, TN
Jim Jackson. Spirit Lake. IA Gregory Krush. Oak Lawn. IL
Robert J Guggemos. Danville. IL J. Austin. Muskegon. Ml
Joe Keefer Navarre. OH Don Wolf. Miles Ml J Rosen. E Longmeadow, MA
F. Wilsa. Westland. Ml R Chance. Seymour. TN Tom McCarren. Halifax. CAN
R J Stemme. Marshall. MN
blast, taxis out for take off.
BOTTOM —
(Lee Fray Photo)
During the air show period, Dave Jameson of Oshkosh performed a re-enactment of the take-off of the Spirit of St. Louis. Participants, some dressed in period apparel, drove up in antique cars and pushed the "heavily laden" Spirit to get it moving . . . just like Roosevelt Field in 1927. Flying from the rear seat,
Dave made a slow, agonizing take-off roll and shallow climb out before returning to the pattern for a couple of parade laps.
I
(Lee Fray Photo)
FUNK N81134
Funk B85C
Looking northeastward across the heart of the EAA fly-in site at Wittman Field. The w o r k s h o p s and commercial display (largest building) are in the center of the picture.
William King/Richard King. Valley Collage. NY
Pat Krueger Omaha. NB
N81I86 LUSCOMBE 8A N1306K N1364K SA 8A N1396K N1954B N1972B N2050B N2136K N2764K N2897K N4212B N21996
8A 8A 8A SA 8A 8A SA SA
N25289 N45607 N71315 N71918 N71981 N72011 N45WB N1341B N1524B N71646
8A 8A 8A 8A
8A 8A 8E 8E 86
8E
Steve Biilester Chino. CA Jack Lane. Indianapolis. IN Jim Tuszka/David Krembs. Stevens Point Wl Jim Moran Des Plaines. IL Don Dodge, Manhattan KS Randy Belofl. Riverside CA
Michael Nickiess. Centerville. IN J Barowski. Downers Grove. IL Corwin Day Anderson. IN Donald Locks. Mt Home AFB.
ID
Craig Sheets/Mark Sheets. Sturgeon Bay. Wl Barry White. Milton. FL
Bill Rothweli. Manhattan. KS Nicholas Shewalter Owosso. Ml Junior Guy. Atlanta. Ml R E Lmville, Marietta. GA Jay Cavender. Jackson. Ml
N1948K N2047K N2117K N2229K N2515K N2522K N1480B N1559B N1947B N2054B
8E 8E 8E 8E 8E 8E 8F 8F 8F 8F
J Bolton. Flint. Ml Clyde D Hill. Canton IL Condors. Inc .. Wheeler. Ml Don Adams. Newton. KS Doug Combs. Urbana. IL Bob Richey/Harvey Richey Waco. TX Arnol Sellars. Tulsa OK R Heaston. Huntington. IN DeWitt Barnard. Ann Arbor. Ml Warren Long. Thomasville GA
N2101B N2109B
8F 8F
John J Kalas. Milwaukee. Wl James W Row Buffalo Creek. CO
N2126B
8F
W H Nichols BelOit. Wl
William F Bokode. Griftm. IN
MEYERS N34363
145
Jack Brady. Dayton. OH
Charles Atterbury. Lisle IL Scott C Benger. Denver. CO
N34364 N34373
145 145
Robert Haney. Medmah. IL Carl R Schwarz Kent WA
Roliand LaPeiie Walnut Creek CA
N235M
200D
Louis C Seno. Sr . Downers Grove. IL
SPORT AVIATION 49
(Photo by Ted Koston)
1975 Classic Judging Committee — from left to right front row, Brad Thomas, Roger Jennings, Dale Wolford, Duffy Thompson, John Engles and John Womack. Standing, left to right, Swanson Poer, George York, Morton Lester and Jim Gorman, Co-Chairmen, John Parish. Not present when the photo was taken were Maurice Clavel, John Turgyan and "Dub" Yarbrough.
(Dick Stouffer Photo)
Dr. Roy Wicker of Atlanta has restored this Cessna C-34 to absolute perfection.
•M3
y
r
(Ted Koston Photo)
Gene Morris of Dundee, Illinois and his American Eaglet. MOONEY MITE N325M M-18C N346M Mite N4101 Mite N4124 M-18C N4144 Mite N4168 Mite N4181 Mite NAVION N437M N2402T N4188K
Tim Lucero. Denver. CO
Bill McKinney. Greenville. SC M R Bush. St Paul. MN
J Johnston. Roscommon. Ml Randall Lowry. Benton. IL Larry Dale. Colorado Springs. CO
Jim Nevin. Colorado Springs. CO
Navion Navion
R Matt, McHenry. IL
Navion
Eden T Slauter/William Schubert.
Navion Navion
Andy Peterson. Las Vegas. NV
Navion - Model B Navion
Richard Bowles. Crawfordville. IN
Mike Nalhck. Minneapolis. MN New Carlisle. OH
N4251K N4945K N5321K N5442K N8642H N8776H N8820H N8865H N8908H N91608 N91729 PIPER N 1 407N N2130M NC3293N N3373N N3421N N3453K N3634N N6665H
Navion
B J Ryan. St Paul. MN
R A Maxwell. Indianapolis. IN
Navion
Jim Weir/Enc Marcus/Dave Roehrdanz. San Diego. CA Bill Nickels. Englewood. CO Roy Singleton. Pacific Grove. CA Merle Smith. Lewistown, PA
Navion
R Kroll. Millburn. NJ
Navion
Gilbert L Valbert. Camby. IN
Navion A
Dave Roberts. Green Bay. Wl
Navion Navion
Altoona. PA H. G Putter. R Dave Hamilton. Anderson. IN H Tom Kunau. Kt Tom Eagle River, Wl Gary Stevens/Harry Si Hipnell. Erie. PA Arch rch Yi Young/BeNe Gavns.
N40744 N42621 N42793 N70316 N 70433
J-3 J-3 J-3
N70444 N70745 N 70906 N78527 N87771 N87984 N88354 NC88441 N88461
J-3
N Re Redington Beach. FL ob Cr Cruthis. Decatur. IL Bob
J-3 J-3
J-3
Arthur rthur Eads. Rolla. MO
J-3
Deannc Gross. Xenia. OM Deanna
J-3 J-3 J-3 J-3 J-3 J-3
Bourban. IN M Faulkner. Fau Norm Shulf. £ Watertown. Wl William Colman. Portage. Wl William Frank fBaker. Madison. Wl Tonnesen. Omaha. NB Gail To George Punfoy/Reid Joyce. George Pittsburgh. PA Pittsl Phil Mi Michmerhvizen. Holland. Ml John Stephenson, Pendleton. IN S Mark Zilmsky/Gar Z Williams. Hmsdale. IL Hmsi
N88539 N92012 N92227
J-3 J-3 J-3
N98148 N 98545
J-3 J-3
Don Gugeler. West Burlington. IA G
N4853M N2658P N2821M
P A- 11
Bob Si Schmid. Sioux Falls. SD Russell Estes. Fayetteville. GA Russel
N2953M N3004M N3102M N3226M N3763M
PA-12 PA- 12 P A- 12 PA- 12 PA- 12
N3847M N3860M N3890M N4122M
PA-12 PA- 12 PA- 12 PA-12
Randy Ciabattom/Joseph Ciabattoni. Elmv Elmwood Park, IL
J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3
Marlin Lowe. Pasadena. MD G. D. Agle. Farwell. Ml William C Doty. Ypsilanli. Ml John Burns, Mt. Morns. IL
Julie Steichen. Rosemount. MN Veryl Fenlaton. St Cloud. MN Arnold Gleason. Newburg. MO Dave Workman/Ben Workman.
Zanesviile. OH N7422H N7436H
J-3 J-3
N7444H N25850 N32844
J-3 J-3 J-3
P A- 12 PA- 12
Bill Quinn. Akron. OH
Donald W LeGore. Chapter 291. Sioux City. IA Gary Deem. Adrian. Ml
Ralph Moberg. Bemid|i. MN Terry Ricker. Pittsburgh. PA
Brian Dunlop/Harry I Pennypacker. Rich Richland. PA T. W 1Mulvey. Palatine. IL Royce Curne. Pulaski. TN Soda Springs. CA R E Hisken. ^ Milt Hurlburt. Hi Bath. NY K R Schaarschmidt. S Men Menomonee Falls. Wl
Steve 1Miller. Naperville. IL Donald Honck. Girard. OH Donalt Dave Kratz. K Massillon. OH 1 Brian Crull/Walter Fritz. India Indianapolis. IN
SPORT AVIATION 51
(Ted Koston Photo) N4225M N4340M N4356M N4425M N7763H N7817A N7913H N98932
PA- 12 PA- 12 PA- 12 PA 12 PA- 12 PA- 12 P A- 12 PA-12
N4133H N4426H N4434H N138N N4143H N4839H
PA- 15 PA- 15 PA 15 PA- 17 PA- 17 PA- 17 PA-16 PA- 16 PA- 16 PA- 16 PA- 16 PA- 16 PA- 16 PA- 16 PA-20 PA-20 PA-20 PA-20 PA-20 PA -20 PA-20 PA-20 PA-22
N5331H N5355H N5382H N5672H N5940H N594SH N59S9H N5972H N351BB N5538A N6895K N6972K N7332K N7606K N7656K N7694K N1227C
52 NOVEMBER 1975
J W Taylor. Mt Prospect IL
A. R Bnxey. Grand Prairie. TX Frank Zaloudek. Mernllville. IN Wilmer Ebersoie. Jonestown. PA Stanley Gnttin. Connellsviile. PA Seth Myers. Prattsburg. NY Alvin J Hubler. Spring House. PA Wallace Muscamske'Bob Zimmerman, Mernli. Wl Richard Hanseiman. Neenah. Wl James Campbell, N Ridgeville. OH Dave Harmon. Short Hills. NJ
Elsa Folte/Bob Folte. Endwell, NY Al Ellison/Ben Ellison. Chicago. IL Russ Kellogg. Rio. Wl Lee Arnold. Fiorissant. MO P Cashmere. Addison. IL Ron Downer. Gleason. Wl Ken Eskildsen. Lexington. NB
L. Orcutt. Bloomington. MN
Arvirt Layson. Waukesha. Wl V Willingham. Sparta. IL Bob DePratti. Orange, MA Robert Shields. Glen Mills. PA Robert Rado, Toledo. OH Glenn Cawley. Buckley. WA Roy Hill. Buckley. WA Jim Kurz. Jordan. MN
C E Richburg. Cleveland, OH Gordon Brown. Oak Lawn. IL
Dan A Betzoldt. Tecumseh. Ml Larry Hradec. Norfolk. NB
Dale (front cockpit) and Dean Crites in their Waco Straightwing. They have barnstormed almost every weekend this summer at the Waukesha. Wisconsin airport — a controlled field — and have had passengers standing in line for a ride!
/*
r
(Dick Stoufler Photo)
Griff Griffen of Minnetonka, Minnesota owns this show Stearman.
N1415C N1512P N1928P N1976A N2276A N3544A N8033C N8643C N30672
PA-22 PA-22 PA-22 PA-22 PA-22 PA-22 PA-22 PA-22 PA-22
STINSON N43X N3947Z N8050K N8212K N8403K N8414K N8626K N8947K N259C N340C N389C N971J N8074K N8775K N9489K N9808K N743C N930C N6606M C-GOWI
106 108 108 108-1 108-1 108-1 108-1 108-1 108-2 108-2 108-2 108-2 108-2 108-2 108-2 108-2 108-3 108-3 108-3 108-3
Willard MacAHaster. Armuchee. GA L D Rawlings. Miles OH
Larry Hill. Cealia. KY Oave Ralslon. Kennewick. WA W. P Richardson. Beaufort. SC Larry Niswander. Cardington. OH Richard R Henry. Cerro Gordo. IL
Royce Martin. Kennewick. WA Dennis Hanson. Onawa. IA Rex O Dell Saginaw. Ml M DeWulf. Lake Bluff. IL Keith Locke lola. KS Bob Remtgen. Latrobe. PA R. Timmerman. Earlville. IL Louis Bowman. Fort Wayne. IN
Charles Harmon. Phoenix. AZ C. H Cole. Mt Clemens. Ml Peter J Pishotta. Addison.TL Lee Wolfe. Craigsville. WV B. A Walsh. Marion. IN
Jim Mankins. Corona. CA Ron Kramer. Pella. IA
Conrad Shields. Marion. IN Howard Gaiger. Rochester. NY Tim Gibson. Carbondale. IL
Fred Juer. Tullahoma. TN M L Harper. Metairie. LA
Laurence Godsey. Rhododendron. OR Jack Marable. Kingston. Ont
CAN
SPORT AVIATION 53
(Ted Koston Photo)
John P. Innes flew his little Porterfield "Spinach" to Oshkosh from his home at Studio City, California. Most will recognize the paint scheme . . . this once was actor Bob Cummings' airplane.
( l e a Boston Pnoto)
Another rare Waco model, a YPF-7 with a sliding hatch and a Jacobs 245 for power. 54 NOVEMBER 1975
(Dick Stoutfer Photo)
NO, NO, NO! It's NOT a Spartan Executive. This is the No. 1 Harlow owned by Mel Hefflinger of Redondo Beach, California. It is powered by a 185 hp Warner. SWIFT N2FM N10SS N13SW N40L N131W N808GB N2115 N2334B N2386B N2412B N2424B N2429B N2431B N2446B N24S9B N3399K N3731K N3790K N382SK N3898K N77756 N78037 N78070 N78131 N 78282 N78309 N 80 760 N80824 N808SO N80861 N80877 N80913 N 80974 N6040 N68773
Swift Swift Swift
F F Meyers. Crystal Lake. IL William s Shepherd. New Orleans. LA Steve Wilson. Manassas. VA
Swift Swift
William Haley. Los Angeles. CA
Swift
Bill Menefee. Annandale. VA
Dick Chisholm. Oak Lawn. IL
Swift GC1B Swift Swift Swift Swift Swift Swift Swift Swift Swift Swift Swift Swift
GC1B GC1B GC1B
Bonham Cross. Hopkins. MN J J Montagoe. S Minneapolis. MN J R Haun. Nashville. TN
J F Miller. Upper Saddle River. NJ C T Weddle. Hendersonville. TN Jack Nabel Enumclaw WA Al Bauer. South St Paul. MN
GC1B
Ken Taloff. Minneapolis. MN Edmund Gorny. Livermore. CA
GC1B
Swift GC1B Swift Swift Swift Swift Swift Swift Swift Swift Swift Swift Swift Swift Swift Buckaroo Buckaroo T-35
Bob Genung. Indianapolis. IN Scott White. Jacksonville AR Horace Noble. Chicago. IL Joseph P Wynen. New Albany. IN
Tracy Rhodes, Big Spring. TX George O Neal. St Petersburg FL
Jeanne Piper. Ft Myers. FL
Michael Ancik. Westfieid Center. OH Jess H Myers. Las Vegas. NV Bob Tiller. Clemmons. NC B. F Arnold. Cuyahoga Falls. OH Mark Holliday. Hastings. MN
Steve Wood/Gene Roberts. Brandon. FL Arthur L Bloodworth. Warren. Ml Jerry Williams. Sterling Heights. Ml
Bob Johnson. Cape Girardeau. MO Joe Naff. Columbus IN Bill Lest. Camp Springs. MD Larry Coker/Oale Milford. Arlington. TX Charlie Nelson. Athens, TN
SPORT AVIATION 55
TAYLORCRAFT N 46 TG BC-12-D N504SM BC-12-D N5111M BC-12-D N5248M BC-12-D N5611M BC-12-D N29753 BC-12-D N36298 BC-12-D N36433 BC-12-D N39974 BC-12-D N43344 BC-12-D N43680 BC-12-D N43762 BC-12 D BC-12-D N43892 N43898 BC-12-D N44204 BC-12-D N95109 BC-12-D
N9S699 N95741 N95930 NC95957 N96026 N96066 N 962 75 N 96386 N96387 N96797 NC96818 N6675N
E L Parker. Medford. OR Robert Reedy. Troy. OH Wayne Hessil. Green Bay. Wl
Robert D Frazier W Lafayette IN W J Cwikiel. Union Lake. Ml James Foos Granger. IN
Ralph Jones. Suitland. MD Vernon Sudbeck. Hartmgton. NB
William R Fitch. Epworth. IA Mark Yehch. Franklin. Wl Parker Buckley. Waynesviile. OH Bert Waterman. Elgin. IL Russ Gehns. Hatfield. PA Jim Temple. Granger. IN Eugene Townsend Decatur. IL Bill Boggs'Rick Boggs. Grove City. OH Alton S Edward Champaign. IL
BC-12-D BC-12-D BC-12-D BC-12-D BC-12-D BC-12D BC-12-D BC-12-D BC-12-D BC-12-D BC-12-D
Dwight Brewer. Ft Wayne. IN
Charles Degone. Mexico. NY Douglas Anderson, Jackson. Ml Robert Reece. San Angelo. TX Joseph McFarland. Traverse City. Ml James H Hall. Rockford IL Bob West. Oreana. IL Everett Dawning. Albany. NY
David Swindler. Franklm. OH William S Knight. Brodhead. Wl
Taylorcraft 20
Frank Urhel. Lyons. IL
MISCELLANEOUS N3099K Culver V
N665WB
DeHavilland Chipmunk
C-FDQY
Fleet 80 Canuck
Francis W Taylor, Jefferson. IA Cheney Kohen. Columbus. OH W Tee Rexdale. Ont CAN
(Dick Stouffer Photo)
Interior of the 1975 Grand Champion Classic, a Stinson 108-2 owned by Jim Mankins of Corona, California.
(Photo by Ted Koston)
1975 Antique Judging Committee — from left to right, front row, "Dusty" Rhodes and Paul Hopkins, standing, left to right, Al Kelch, Doug Rounds, Pete Covington, Evander Britt, Chairman, Dale Gustafson and Claude Gray.
BY Gene Chase EAA 10522 AAA M-3902
FIFTH ANNUAL (All
X HE FIFTH A N N U A L National Fly-In sponsored jointly by the Antique Airplane Association and the Airpower Museum took place August 24 through September 1, 1975 at Antique Airfield, Blakesburg, Iowa. This fly-in offers pure nostalgia and at a leisurely pace which befits the vintage aircraft in the vintage setting of Antique Airfield. The AAA was organized in 1953 by Bob Taylor for the purpose of keeping the antiques flying. National fly-ins have been held annually since the beginning, most of them being at the Ottumwa Industrial Airport. When the fly-in site was moved to Antique Airfield in 1971, the numbering system was revised, hence the '75 event being described as the "Fifth Annual." Antique Airfield, located 1% miles northeast of Blakesburg, Iowa is the site of International Headquarters of the Antique Airplane Association and the Airpower Museum. The rail fences and buildings constructed like those of the 1920's and 30's all help to create the sensation of taking a memorable step backward in time. The field has two grass runways, the longer being 2200 feet running north and south. The east-west strip is 1700 feet in length. During the annual fly-in the short strip is closed and is used for aircraft parking. Separate areas are designated for the parking of antique, classic, homebuilt and modern aircraft. Most of these parking areas are surrounded by tall trees, adding to the natural beauty of the field. One of the favorite spots is the North Campground which is nestled among the trees near the classic aircraft parking area. This is an invitational fly-in open only to AAA members and their guests and this year, dedicated members from all over the U.S. and several from Canada brought a record number of 355 planes. This number would have been greater if bad weather, particularly to the north, had not prevented the arrival of several aircraft from this area. One of the enjoyable features of this annual event is the low-key, informal atmosphere which allows antiquers to visit with one another and fly as much as they desire. And fly they do, from sunrise to sunset, with the fly-by pattern simultaneously containing Stinsons, Wacos, Howards, Cubs, Aeroncas, Cessnas, de Havillands, Stearmans, etc., etc. It's a pleasure to watch the professional manner in which the pilots handle their aircraft, regardless of size. Most landings are right on the "numbers", except in the case of a prudent pilot flying a craft with a tailskid and no brakes who might choose a spot further down the runway where a ground loop occurring near the end of his short landing roll-out would be in a clear area, resulting in no damage. Happily, even these precautions were unnecessary as no ground loops occurred.
Photos by Author Except as Noted)
FLY-IN
(Photo by Fred Weber)
Bob Taylor, President AAA, left, and Paul H. Poberezny, President EAA, at Antique Airfield, Blakesburg, Iowa.
SPORT AVIATION 57
The 1929 Hamilton "Metalplane" on short final at Antique Airfield. Landing speed of this 30's vintage airliner is 52 mph.
The taxi and flight operations are conducted by able flagmen who do a great job of keeping traffic flowing smoothly. While watching all this, a statement made several years ago by Richard Bach came to mind. He observed that those who fly antique airplanes are the last of the "real pilots" as they have learned to master a craft with a personality all its own and a strong will to match. This kind of flying was much in evidence at Antique Airfield and it is especially encouraging to see more and more of the young people taking an interest in the older airplanes and doing such a great job of flying them. For example, Liz Winthrop, Dallas, Texas in her father's Waco UPF-7, Carl Buck from Boulder, Colorado in his Aeronca Champ, Susan Dacy from Harvard, Illinois in her Stearman and Ken Morris from Dundee, Illinois in
his dad's American Eaglet. The Eaglet, incidentally, has a tail skid and no brakes, and young Ken handled it masterfully. In past years Liz Winthrop has taken home plenty of trophies from fly-ins around the midwest. This year she
was runner-up in the Miss EAA contest at the EAA 58 NOVEMBER 1975
These two camera buffs doing their thing at Blakesburg are well-known EAAers Al Kelch on the left and Dave Jameson. Al, from Mequon, Wisconsin, is on the EAA Antique/Classic Board of Directors, and Dave, from Oshkosh, Wisconsin, is Vice President of the EAA Air Museum. Both are also lifetime members of the AAA.
International Convention at Oshkosh, so her awards represent more than flying ability. Seventeen-year-old Carl Buck restored his prizewinning Aeronca Champ all by himself and made his first solo cross country flight in it from Boulder, Colorado to Blakesburg this year. Carl received a Special Recognition Award and a Youth Achievement Award for his restoration project and his flight to the fly-in. His
Aeronca was awarded the Oklahoma City AAA Chapter Choice trophy. Carl camped out at the fly-in and loading his gear for the return flight home took some extra planning, with the three trophies plus all the camping equipment. When Susan Dacy was 15 she bought a Stearman and was involved in its restoration over the next two years. Alot of midnight oil was burned in getting the plane finished in time for Blakesburg and she just barely made it. The Stearman was finally assembled on August 27, licensed, test flown and headed toward Iowa with Susan and her father on board. Susan was honored by receiving the Second Generation Antiquer of the Year Award and the Blood, Sweat and Tears Award for her efforts, while her aircraft was
named the Best Custom Stearman and also received the Iowa AAA Chapter Choice trophy. Young Ken Morris brought his friend, Janet Sikora, to Blakesburg in his dad's very rare 1931 American Eaglet powered with a 35 hp Szekely. This pretty little ultra-light received the Best in Class Award and the Los Angeles AAA Chapter Choice Award. For 18 years, Ed Schubert, 70 years young, of Janesville, Wisconsin has been flying his 1937 Aeronca K to the National AAA Fly-Ins at Blakesburg, and Ottumwa when the AAA was based there. This year Ed was honored for having the most consistent attendance in the same aircraft. Incidentally, Ed has owned this Aeronca since it was new and paid for it by making $15
weekly payments out of his salary as a milkman. Ed's aircraft won the Most Original Aeronca award. While Ed was flying the same plane to this annual event, a pilot from Collinsville, Oklahoma has been coming in a different aircraft each year. Dave Warren attended his first AAA National Fly-In in 1954 in a Taylorcraft BL12-65 and has had perfect attendance since, always in a different plane. This year he arrived
in a single place % scale Taylorcraft which he built himself.
1929 Stearman C3R owned by Doyle Cotton, Tulsa, Oklahoma, and flown by Bill Watson. This plane won 4 awards including "Best in Class".
The 1975 AAA Grand Champion was this beautifully restored Hamilton "Metalplane". The mast on the left wing mounts the airspeed pitot tube.
Dave and his 18 year old partner, Curtiss Corn, are currently b u i l d i n g a Ford Model A powered Corben Super Ace which is about 7(Y7c completed. The chances are pretty good that this aircraft will be Dave's transportation to the '76 event. Two members from Canada, Doug and Lois Moore, received the "His and Her's Award" and the "Canadian Friends Award." Doug brought the family Cessna 195 while Lois arrived in their Aeronca Champ, CF-JUU. This beautiful Champ was awarded the "Best in Class" trophy and it also received the Dacy Chapter Choice trophy. Winning is nothing new for the Moore's Aeronca as in 1973 it took home the Grand Champion Award from the EAA Convention at Oshkosh. Two of the most prestigious awards at the fly-in are the "Lady Antiquer of the Year" and the "Antiquer of the Year." These are given to individuals for doing the most toward promoting and furthering the goals of the AAA, and were awarded to Melba Beard of Tucson, Arizona and Doug Rounds of Zebulon, Georgia. Doug Rounds is the founder of the BTB Airlines which just completed its third year of successful operation. BTB, which stands for Back to Blakesburg, is the world's shortest airline, flying only one route, 12 miles in length between Antique Airfield and the Ottumwa Industrial Airport. This tongue in cheek operation was inaugurated during the 1973 Fly-in to provide transportation for AAA members arriving or departing on the scheduled airline flights at the Ottumwa Airport. Several of the BTB captains are professional airline pilots in everyday life and, of course, the BTB airliners are these captains' personal antique aircraft. Stewardesses are carried on a space available basis, if they happen to be on hand at takeoff time. A partial listing of crew and aircraft includes Doug Rounds, Zebulon, Georgia, 1931 Stinson Jr. S; Dr. Ed Garber, Fayetteville, North Carolina, 1931 Stinson Jr. S; John Turgyan, Trenton, New Jersey, 1943 Howard DGA-15P; Bob Jenkins, Stone Mountain, Georgia, 1928 Stinson SM-2; and R. J. Hardin, Justin, Texas, 1935 Waco YOC. Each year among the highlights of the fly-in is the surprise arrival of newly-restored aircraft and this year was no exception. Two outstanding examples were a 1929 Hamilton "Metalplane" and a 1928 Curtiss Robin. The Curtiss Robin was Challenger-powered and flown by its owner, John Bowden of Lampasas, Texas with his wife Glenna and son Terry as back seat passengers. The Bowdens, attending their first AAA National Fly-In, took home five awards, including the Sweepstakes Trophy which is runnerup to the Grand Champion. Other awards won by this beautiful Robin were the Best in Class, New Mexico Chapter Choice, Great River Squadron Trophy and the Oldest Antique. During the first few days of the fly-in, rumors persisted that a Hamilton "Metalplane" had been licensed and test flown at Fleming Field in South St. Paul, Minnesota and that it would come to Blakesburg, but with
the knowledge of the heavy rain and low ceilings over much of the area to the north, everyone was worried that this extremely rare plane would not arrive. Then suddenly as the weather cleared, there appeared in the traffic pattern, a plane that looked very much like a Ford Trimotor with its two outboard engines removed. Jack Lysdale's perfect 3-point landing in his newlyrestored pride and joy was the culmination of a long standing dream — to bring his Hamilton "Metalplane"
to the AAA National Fly-In. Except for a handful of oldtimers this was the first time that most of the Fly-In attendees had seen a Hamilton "Metalplane" and it immediately became the "hit 60 NOVEMBER 1975
of the show". Before the Fly-In was over it had garnered the following awards: Most Rare Monoplane, Best "Big Plane" Award, Colorado Chapter Choice, South Chicago Chapter Choice, and the most coveted of all, the 1975 AAA Grand National Champion!
Jack's Hamilton is a model H-47, manufactured in 1929 under A.T.C. No. 94, by the Hamilton Metalplane Company in Milwaukee, Wisconsin, a division of the Boeing Airplane Company of Seattle, Washington. The Hamilton "Metalplane" actually dates back to 1926 when they were built by the Hamilton Aero Manufacturing Company, which was famous for its Hamilton propellers, metal pontoons and flying boat hulls. They were designed by James S. McDonnell, who is also known for his later creations of the "Phantom", "Banshee", and "Voodoo" jet fighters. Later versions, including the models H-45 and H-47 were designed by Professor John Akerman and were the first all-metal planes to be certificated, but not the first to be built in the U.S.A. The Stout "Pullman" of 1924 which evolved into the Ford Trimotor was the first allmetal aircraft constructed in the U.S. It is believed that 29 model H-47's were built and they were used very successfully by several airlines of the period, including "Northwest" and "Universal". The utility and all-round performance of these efficient aircraft made them a natural for the rugged flying jobs in Canada and Alaska, thus several Hamilton "Metalplanes" found their way up north of the border. Jack's plane spent much of its life in Canada and Alaska where it was operated on floats by several different owners. It was also owned at one time by Joe Cresson who operated it under the corporate name of "Northwest Air Services" out of Boeing Field, Seattle, Washington. Crosson was a pioneer operator in the Pacific Northwest Area. In 1951 the aircraft was brought to the MinneapolisSt. Paul area by Northwest Airlines Captain Harry McKee who acquired it from Don Milton Cross in Deering, Alaska. For several years it was slowly being restored as a non-airworthy display by Northwest Airlines. The work was being done as a "foremens project" and when progress ceased the plane was stored in several different hangars in the area, including Jack Lysdale's hangar in South St. Paul. At one time during this period, 80 mph winds severely damaged a hangar containing the wings. The wings were blown out of the hangar and across a field, but fortunately were not badly damaged. Jack finally acquired the plane in December, 1972 and placed James J. Schumacher in charge of the restoration. Richard "Dick" Wille also spent much time on the project during his off-duty hours as a policeman. Dick had previously worked on the plane in 1959-60 when Northwest Airlines was attempting to restore it. Noel Allard who is secretary-treasurer of the Minnesota AAA Chapter, was also instrumental in the restoration project. He kept a very complete photographic record of the work, and also helped Jim Schumacher with the research which was necessary to make the completed aircraft as authentic as possible. Because Jack insisted on the "Metalplane" being 100<7r airworthy, he took the frame back to "bare bones" undoing much of the previous restoration work. Jack himself worked months at seven long days per week on the project and such diligence has resulted in
one of the most magnificent restorations flying today. Attesting to the quality of the workmanship is the fact that no other work, including minor adjustments was necessary since the craft's test hop on August 15, 1975 and subsequent 12 hours of flying, including the trip to Blakesburg.
Prior to that, the plane was last licensed in 1947 and the logs showed T), 183 hours total time. The plane is now licensed as a Standard Category Aircraft carry-
SPECIFICATIONS
Hamilton "Metalplane" Model H-47
ing a permanent airworthiness certificate.
NCS79H Mfd. 1929
Hamilton "Metalplanes" are covered with a corru-
gated "Alclad" metal skin over a riveted aluminum alloy frame, similar to the construction of the Ford Trimotors. The flight controls are operated by push-pull tubes rather than cables, and are described in the factory specs as being "nonmagnetic and rigid, insuring instant response when in action". The pilot's cockpit is accessible through a door in the passenger cabin or an opening in the top of the cockpit covering. The baggage compartment is aft of the passenger cabin and as an option, could be converted into a lavatory at the factory for an additional $250. Bendix wheels and brakes, with 36 x 8 tires were standard equipment, but low pressure airwheels were offered as an option. Jack's "Metalplane" is equipped with wheels and brakes as used on the Lockheed 10A, and he obtained the 35 x 15 x 6 Goodyear Airwheels in Chicago. Even though they aren't new, they had never been used and Jack thinks they were intended for use on the Goodyear blimps. The cabin is authentically upholstered in artificial leather and the passenger pom pom hand grips came from the same manufacturer in England who supplies them to Rolls Royce. The seating configuration is 6 passengers and 2 pilots. Jack's aircraft, NC879H, Ser. No. 65, is finished in the colors of "Ship No. 27" as flown by Northwest Airways, Inc. By 1934 Northwest had eight Hamiltons, and NC879H is a beautiful example of an airliner of that period. The records of well known aviation historian, George Hardie of Hales Corners, Wisconsin, show that this aircraft originally left the factory as NC875H. Jack Lysdale and his crew are to be congratulated for their immaculate restoration of this rare aircraft, and for flying and sharing with others, this piece of aviation history. Each year the Fly-In officially closes with an air show on Labor Day afternoon, which is open to the public. The same show is also presented on the preceding afternoon for the benefit of members who have to depart early for home. The performers who donate their time and talent for this portion of the Fly-In do a great job and viewers are treated to an interesting variety of both aircraft and flying styles. The air show performers this year were Kit Heacock in her modified Stits Playboy, Sam Burgess flying his Pitts Special, Dr. Art Lindquist in a Stearman, Dwaine Trenton in a Great Lakes, David Dacy flying his Bucker Jungmeister, John Morrissey in his Starduster Too, Doug Rhinehardt flying his Rose Parakeet, and Dick Willets performing his Crazy Cub act. The pace at Antique Airfield is always pleasantly slow, but as the Fly-In draws to a close it seems to slow even more as members reluctantly prepare for their journey home. One measure of success of the Fly-In is the fact that members bid their farewells to one another with, "I'll see you next year!" They all know they will be returning to Blakesburg. Bob Taylor, the man who started it all in 1953 is to be commended for his perseverance in directing the AAA to its present position — that of having its own airport which provides the type of setting that most members want to be a part of, each year near the end of August.
Serial No. 65 A.T.C. No. 94
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54' 5" Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34' 8" H e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9' 4" Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . 3911 Ibs. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . 5750 Ibs. Cruising Speed . . . . . . . . . . . . . . . . . . . . . . . . 110 mph Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 miles Engine: Pratt & Whitney Hornet . . . . . 1690 cu. in. 525 hp at 1900 rpm
Two sleek Stinsons await their passengers at the B.T.B. Airlines passenger boarding gate.
John Bowden taxies by in his 28 Curtiss Robin while son Terry walks the wing. This plane took home the "Sweepstakes" trophy plus four other awards. SPORT AVIATION 61
(Jackie D Arcy Photo)
Swift owners doing their thing: foreground, Mark Holiday, Hastings, Minnesota; N80707 — Jimmy Williams of Osprey, Florida; N80836 — Milton Caum of Brandon, Florida and N24038 — George Ola of Venice, Florida.
'HE WHO HAS HORN AND TOOTETH IT NOT, THE SAME SHALL REMAIN UNTOOTED" By Charlie Nelson (EAA 30647) International Swift Association, Inc.
P. O. Box 644 Athens, TN 37303 62 NOVEMBER 1975
D
O YOU EVER wonder what makes the guy tick who walks by a sparkling new $100,000 Bonanza, a light twin or a tiny aerobatic biplane without so much as a glance and p r o u d l y c l i m b s into his cherished Swift, breathes life into whatever powerplant he has selected to be up front (85 to 250 hp) and goes proudly on his way enjoying every phase of flight? "Happiness is knowing what you want, getting it and being happy with it when you get it." In this modern world Utopia is seldom achieved. Trade-A-Plane is consistently loaded with thousands of ads by aircraft owners, buying, selling and trading in pursuit of the ultimate aircraft. Don't misread me, the Swift is not everyinan's aircraft. But for the pilot who flies for the sheer fun of flying, wants that something extra in everything he or she does, has that indepth understanding and ability that causes him to be at home in what would be considered a complex situation by others, then you have the basic ingredients of a proud and content Swift owner. It must be fair to say: "Happiness is a proud Swift owner deeply engrossed in the pride, fierce loyalty, satisfaction and appreciation that is so much a part of the ownership of one of sport aviation's finest aircraft ever." The joys of owning such a fine aircraft never cease, whether it is in the continuous stream of onlookers, admirers and the curious . . . or the running conversation that so often develops with ground, tower and airline personnel: "What engine you got?" "Whatzit cruise at?" "I hear it's a pilot's airplane." Etc., etc. Perhaps it is the private and exclusive thrill and enjoyment of lining up with the runway, feeling the Swift come alive, followed by the satisfaction of flying and
feeling like you are handling a real honest-to-goodness airplane . . . frequently giving in to the urge to twist and turn, see ol' Mother Earth at every angle — above, below, up and down and all around. The Swift "is there", not with the ol' Hollywood double-fisted muscle bursting pull, but simply by the twist of the forefinger and thumb, around she goes. A simple aileron roll or over the top, no sweat or strain . . . just a beautiful and satisfying way to pass the time of day. Oh, you say, one can't play everyday. Don't worry, you won't look outdated with the Swift parked in transit row. On goes the business suit, in goes the baggage, fill up the tanks and away you go. At altitude, if you choose, you can cruise with the best of them . . . better than a bunch! For example, most 210 hp Swifts flight plan 150 knots (171 mph) at 63r^ power with approximately 8 minutes expected in getting up to 10,000 feet. Just a brief peek into what we call "The World of the Swift". You ask, "Can this guy really be talking about that same underpowered, tricky, ground looping widow maker we've heard so many 'war stories' about?" Yes, it is the same airplane, but not the same story! This guy and approximately 750 other members of the Swift Association (Swift owner's club) know what a few people have known for years. The exaggerated war stories are usually just that . . . an exaggerated story being further exaggerated by a teller of tall tales who has never been near a Swift, or by a ham-handed individual who is trying to cover up for his lack of piloting proficiency by blaming the airplane. In reality, most of the bad stories originated in the early days of the existence of the aircraft. In the 1946-47 era the average pilot was one with experience primarily in J-3 Cubs, Champs, etc. Too often, he climbed aboard a Swift with little or no check out and immediately found himself in "high pucker" on the first take-off as a result
-.{Courtesy Swift AssociatiorJ
A factory photofpf a new 125 Swift.
/
of over-controlling the super light control pressures of this responsive little airplane. In too many cases he actually busted it ... usually by getting behind the
power curve on take-off on what was for that period a ship with a high wing loading. Lack of proficiency got
him into that predicament, not a fault of the aircraft . . . SO, ker-bang! goes another Swift and another black mark against its reputation. On the other hand then, as today, there were those who got a good check-out in the Swift, got accustomed to
\
its light control feel, learned its systems and came to
know how the plane should be flown. To them the cliche "to know it is to love it" is a truism they swear by. Many of these people have been long time Swift owners . . . pilots like Mr. Tex Crittenden, Superior, Arizona. He has owned his Swift since new and is still very active, regularly flying it all over the west and northwest. Mrs.
Margaret T u x h i l l of Darby, Montana, a great-grandmother, flew her Swift for 20 years accumulating over 2000 hours. Mr. Bryan Cole, Sidney, Illinois, bought his Swift new in 1948 and now, flying on its ;3rd engine, is still going strong in his mid-70s. The list could go on and on. The love and appreciation of this often maligned, but truly great aircraft has been the rallying point for what has become one of the most successful, most active and certainly most dedicated aircraft "type clubs" of all time. The initial ad in Trade-A-Plane in the fall of 1968 proposing the establishment of an owner's club to preserve, restore and appreciate the Swift brought 12:3 replies. Today, the Association boasts in excess of 750 members, quite amazing when you consider that the 1971 U. S. Civil Aircraft Registry only accounts for 643 Swifts licensed or eligible to be licensed. Any way you slice it, with 750 members a very high percentage of Swift owners are
(Courtesy Swift Association)
Gerald Loyd of Dumas. Arkansas.
members of the Swift Owners Association, or k n o w n
more simply as the "Swift Association". Beginning in December 1968 and continuously since that time, the Association has published a regular month-
ly newsletter . . . without a single late or delayed publication. Newsletters regularly contain helpful hints in the maintenance and operation of the Swift. These are "owner-issued service bulletins" — from the people who
REALLY know about Swifts. FAA records attest to the benefit of this program. Prior to 1968, FAA accident records show an average of 40 prangs per year involving the Swift. Beginning in 1969, with the establishment of the Association, the activity hours or hours flown per year has increased but at the same time the accident rate has decreased dramatically . . . to an average of 13 to 15 per year for the past three years. Mr. Jim Pope, Chief Liaison FAA/General Aviation in Washington referred to this decrease in the Swift's accident rate as a minor miracle. We are proud of this improved safety record but we are dedicated to still further improvement via the Association. We are striving for a better educated and more proficient Swift owner. A second and perhaps more frequent topic of the newsletter is flying and fly-ins. The Swift Association is
correctly described as an "active bunch". The Swift owners fly-in calendar will average about half a dozen all-Swift affairs per year, plus many MUST sport aviation events that many of us attend. The Northern California, Southern C a l i f o r n i a and Florida Swift Wings regularly schedule m o n t h l y luncheon-type fly-ins and more elaborate regional meets. A n n u a l regional highlights include the Mid-winter All Swift Fly-In at River Ranch, Florida, the Mid-Atlantic Fall Shindig in the
D. C. area and the big Western Get-Together at Las Vegas, plus many more. Someone once said, "If you think fly-
ing the Swift is fun, you should attend one of the afterdinner fly-in 'tall tale tellings' with 25 or 30 Swift owners swapping big ones . . . wow!" 64 NOVEMBER 1975
(Jackie D'Arcy Photo)
Ed Gorney of Livermore, California, winner of the 1974 Grand Champion Classic Award and 1975 Classic Sweepstakes at Oshkosh, shows off the super polish job on his Swift.
Fly-in wise, the annual "Grand Daddy" of them all is the National Swift Fly-In held each year during the Memorial Day weekend at the Kentucky Dam State Park Airport in extreme western Kentucky near Paducah. This "Oshkosh" of the Swift World is annually attended by well in excess of 100 Swifts plus many additional owners, rebuilding, weathered in, etc., who come by every and any means possible to be t-h-e-r-e! This lineup plus the "hitchhikers", "has-beens", "wish they were" and the curious who are segregated — excuse me, parked
separately on the west or other side of the airport constitute one "rip-snorter" of a fly-in! Attendance is always from every corner of the country: Key West, Florida to Washington State, Southern California to Canada — plus the Northern California crew that comes directly across the Rockies. Hardy, man, hardy. You name it,
at Kentucky Lake, Memorial Day Weekend, they are there! According to the FAA, there were in excess of 200 aircraft on the field during the main days of our last two Nationals.
The four day event is a n n u a l l y highlighted by a two day (2 hour per day) air show in which is seen some of
(Jackie D Arcy Photo)
the finest precision flying to be seen anywhere. "NonSwift Believers" take note, the show is usually opened by young Mark Holiday, Hastings, Minnesota in a beautiful
85 hp Swift with a series of rolls, point rolls, over the top maneuvers, loops, Cuban eights, etc., all with pre-
"The difficult we do immediately, the impossible takes a little longer' is the credo of Swift pilots, according to the author. Jerry Cobb of Miami in 3031K lets Dave D Arcy of Miami handle the impossible in his 250 hp Swift.
cision and a low "G" environment. To stress precision and grace as opposed to abuse, many Swift air show pilots take pride in the completion of a full air show routine at or below 3.5 "G's". Don't worry about getting bored, all Swift acts are different; for example, "Spitfire Joe" Wynen, New Albany, Indiana with a stock 145 Swift winds up his act with a tail slide to a stopped prop, a
in regular air show work and the other owned by Steve Halpern, Woodmere, New York which has now been further modified and certified in normal category with
the 250 hp Franklin by High Evans, Spokane, Washington. (Evans dba MACHen, Inc. is holder of the 210 Con-
roll to inverted, a dead stick inverted glide to base leg,
tinental STC for the Swift.) The additional modifications
and a roll out to a dead stick landing. Then about that
by Evans include full covering gear doors, retractable
time, all stops are pulled. Dave D'Arcy, Miami, Florida, takes to the blue with his 250 hp turbocharged Frank-
tail wheel, single stick aileron/elevator control and
lin powered Swift. A routine that begins with an outside
capable of a rate of climb well in excess of 2000 fpm and altitude TAS of around 250 mph. Someone once said of our air show, "Boy! you gotta be
Immelman on take-off followed by everything in the book, including vertical outside S's, rolling loops . . . not rolling 360's but rolling loops, 90" of roll in each 90" of loop, (think yourself through that one) . . . plus outside snaps and Lomcevaks! When Dave flies, he gets lOO^f attention! He does it all in a beautiful natural finish, polished Swift that appears, externally at least, to be stock — but
not quite, the airframe and engine modifications are a Papa John D'Arcy creation. John is a retired Delta Captain and Swift Connoisseur for many years. John and Dave destroyed one Swift during inflight testing. Subsequently, they built two more super Swifts, utilizing the turbocharged Franklin, one which he is currently using
others which create a Swift "Unique In All The World",
good to make the wrinkle in this crowd." How true. The only non-Swifts to make the wrinkle so far are Dick Willetts, Albia, Iowa (Association member and Swift owner) with a J-3 Cub Clown Act and Frank Guzeman, Venice, Florida in his Temco Super Pinto Jet. Temco was the last builder of the Swift, also the designer and builder of the T-35 Buckaroo military version of the Swift. Of course, a regular at the Swift National is the Waco Meteor Formation Aerobatic Team, Larry Kingry and Harry Shepard, Sparta, New Jersey, familiar to Oshkosh and Redding goers with their canopy-to-canopy rolls SPORT AVIATION 65
and loops. Larry and Harry are old Swift friends for many years. Some of their early air show experience was earned performing for our National Fly-In. It could be said, "We kinda grew up together!" The degree of dedication and loyalty among Swift owners is often described as "Swiftitis". Admittedly, it
is contagious. Especially v u l n e r a b l e and susceptible are ex-military jockeys, air line types and those of the sport aviation world who really love to fly, not ride, but F-L-Y for the fun of flying. Once infected, there is no known cure. The ownership of a Swift, whether it be in a heap to restore to its magnificent original condition or in exotic modified condition, will bring continued comfort and relief. This article is not intended as a full report of the National Swift Fly-In or a report of the full activities of the Swift Association. To mention all the participants, restoration projects and/or modifications, much less the hundreds of beautiful Swifts now in existence would fill a book. For up to date and in depth details, it is necessary to be on the regular Association mailing list. ( I n ternational Swift Association, Inc., P. O. Box 644, Athens, Tennessee 37303) and attend the Swift functions both on a local and National level. Swift ownership is not required for membership, just honest, sincere appreciation
(Bill Kientz Photo)
You see all sorts of engine/prop combinations on Swifts. This one is powered by a 200 Lycoming and a 3 blade Hartzell. Owned by Bill Hodson of Ft. Meyers,
and respect for the bird.
Florida.
The photographs accompanying this article were made at various Swift Association activities. Just Swift owners doing their thing. We hope this little peek into "Our World" will help you to understand the twinkle in the eye of the Swift pilot and the bark in the exhaust of his bird.
Met-AII stock goes up every year just prior to the Swift Fly-In. This flying mirror belongs to Louis Leftwich of
66 NOVEMBER 1975
(Bill Kientz Photo)
Orlando, Florida.
HOMEBUILDER'S CORNER . . . (Continued from Page 2)
WASHINGTON REPORT . . . (Continued from Page 91)
individual or group of individuals who have recently arrived and are fresh and enthusiastic. At the present time we have three Divisions within EAA — the Warbirds, the International Aerobatic Club,
as an airplane that is used by its owner for commercial
and the Antique/Classic Division. The purpose in founding these organizations, under the leadership and umbrella of EAA, was to gather within our membership,
funds and there will be efforts to reduce the tax that airline passengers must pay. EAA believes that this is an opportune time to ask for relief from the $25 plus weight tax on sport aviation aircraft and we are contacting appropriate Congressmen along these lines accordingly.
those who had a particular interest in assisting EAA Headquarters by helping at our annual convention in judging, award presentations, and many of the other
purposes or profit and will be flown 500 to 600 or more
hours a year. The Aviation Trust Fund is bulging with unused
ELT MATTERS
tasks so necessary to have a great event. Throughout the year, they should aid Headquarters by instilling a spirit of cooperation in the Division
members; and by providing leadership and identification for the group's specific interests. All too often this responsibility falls back on this office, and with the limited number of hours in the day, I find that we too, receive criticism for not being more than we would like to be. So few can only do so much. This is why EAA and your divisions need loyalty and
support, and u n d e r s t a n d i n g that dues are just not enough. Many expect to receive a publication the size of SPORT AVIATION devoted solely to antique and classic aircraft, warbirds or aerobatics. However, with only 4,000 members in the Divisions, the numbers are not large enough to cover the costs of printing, p u b lishing and mailing a publication that can only be increased in size through increased membership and
funds. Many times I wonder if we are not in competition with ourselves, when we must put out three extra publications. Perhaps there is a better way to go, and yet have the identification of each group with the leaders to help us, not only throughout the year but in convention planning and at convention time. I would like to know your ideas and thoughts so that
I can present them to the Directors of the various Divisions. I can remember when we started with the Antique/Classic Division — for the first year we did not charge dues and very few joined. When a dues structure was set up, then people began to join.
I know that most of you are proud to wear the patches of the groups you belong to, and this is as it
should be — whether it is an EAA Division, the Antique A i r p l a n e Association, the Professional Race Pilots Association, Soaring Society of America, Confederate Air Force or others. This identification of your interests and enthusiasm is seen on jackets everywhere. I take my hat off to all of those who belong to the many organizations, and not only support them through membership
Some time was spent this past month in submitting testimony before the Senate Committee on Commerce on
behalf of EAA, NPA, NATA, NBAA and GAMA concerning legislation that Senator Goldwater had introduced for modification of the law that requires most aircraft to carry Emergency Locator Transmitters. Our testimony advocated that the FAA Administrator be given more latitude in permitting aircraft to be temporarily
operated without ELT's when they were being replaced, maintained or repaired and for other reasons that might arise in the future. These five aviation associations also recommend that the following exceptions to the carrying of ELT's as designated in Part 91 of the Federal Aviation Regulations be continued: Turbojet aircraft, certificated airline operations on scheduled flights, training flights within a 50 mile radius of the home airport, airplanes
used for design or testing, new aircraft being tested or prepared for delivery, aircraft used for aerial application, research and development aircraft, single place aircraft and aircraft used for showing compliance of
regulations, crew training, exhibition, air racing or market surveys. AIRSHIP MUSEUM
Legislation has been introduced in the Senate and
House of Representatives providing that 13 acres of land at Lakehurst, New Jersey, be turned over by the Navy to the newly formed Airship Association for use as
a museum to preserve artifacts on airship development. At Lakehurst there still is the mammoth airship hangar which housed the Los Angeles, Graf Zeppelin, Akron and Macon at various times and was the scene of the Hindenburg disaster in 1937.
dues, but through personal dedication and enthusiasm.
We must also use the same philosophy with the FAA to inspire those who may not be close to the problem
or see the reality of the situation, to take a better and deeper look before making decisions. In my opinion, the
day that FAA is separated from the Department of Transportation and the President of the United States sees fit to find and appoint a qualified Administrator of this
important function, the better off we will all be.
JOIN NOW! COVETED MEMBERSHIP Receive twelve big issues of The Vintage Airplane featuring never-before-told stories and photographs. Just $10.00 a year. Send check to EAA Antique/Classic Div. Box 229, Hales Corners, Wl 53130
SPORT AVIATION 67
EAA SHOPPER
(Photos by Lee Fray)
JACKETS
SIZES
New EAA Jackets in our traditional blue with double white stripes. EAA Patch over stripes. The new Antique Airplane Jacket is in the same style as the EAA Jacket but made of same material as jumpsuit below. Choice of top quality knit or polyester cotton. J1 J2 J3 J4
Knit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) . Liners for above jackets (order same size as Jacket) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$26.95 $15.95 $15.95
Adults Adults Adults Adults Children Children Children
— — — —
Small Medium Large X-Large
Small (5-8) Medium (8-11) Large (10-13)
$11 .^
JUMPSUITS You've been asking for it for years — an EAA Jumpsuit. Now 9 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. S1 $2 53 54
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . . Antique Airplane Pattern (Polyester Cotton Only) Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . .
$39.95 $27.95 $27.95 $69.95
SIZES
Men — 36-50 Regular Men — 38-50 Long
Ladies — 6-20 Regular Ladies — 8-20 Long
Note — When specifying sizes for jumpsuits, indicate height, weight and suit or dress size in addition to the above information (i.e., 40 Regular). (Above Items Postpaid - Allow 4-6 weeks for delivery)
Note —Orders for Jackets, and Jumpsuits should be sent to L-\A Headquarters. Apparel will be shipped directly from the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight Apparel Lane & Columbia Rd., RD 4, Hammonton, N| 08037. Any returns or exchanges must be made directly to Flight Apparel Industries.
JEWELRY
The following jewelry items are shown left W6 Acro Sport Earrings I (from left to right): (wire type, silver/blue) . . . . . . . $ 5.25 W7
W1 P-51 Tie-Tac (silver) ............ $ 3.25 W8 W2 Acro Sport Tie-Tac
EAA Bracelet (white/gold, blue/silver,
or white/silver) .............. S 4.25 • EAA Necklace (white/silver) . . . . . $ 4.25
(silver/blue) . . . . . . . . . . . . . . . . . $ 4.25 W9 EAA Earrings (gold, wire type) . . $11.25 W3 EAA Lapel Pin/Tie-Tac W10 EAA Earrings (gold, r e g u l a r ) . . . . . $ 9.80 ' (blue/gold) . . . . . . . . . . . . . . . . . . $ 3.00 W11 EAA Charm (on yellow gold plate) . . . . . . . . $ 4.80 W4 EAA Lapel Pin/Tie-Tac (white/gold - not shown) . . . . . S 3.25W12 EAA Charm (blue/silver, white/silver, or white/gold) . . . . . . . . . . . . . . . S 2.75 W5 EAA Earrings
(gold, pierced post type) . . . . . $11.25
(Above Items Postpaid —
Please Specify Color)
PUBLICATIONS
SHIRTS
Basic Hand Tools, Vol. 1 Basic Hand Tools, Vol. 2 Custom Aircraft Building Tips, Vol Custom Aircraft Building Tips, Vol
P26 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30 P27 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . 4.30 P28 CAM-107 . . . . . . . . . . . . . . . . . . . . . . 4.30
Custom Aircraft Building Tips, Vol
P30 EAA Log Book for the Custom-Built
P29 EAA Air Show & Fly-In Manual ..
Custom Aircraft Building Tips, Vol Custom Built Sport Aircraft Handbook Design, Vol. 1 Design, Vol. 2 Design, Vol. 3 Engine Operation, Carburetion, Conversion Engines, Vol. 1 Engines, Vol. 2
P31 P32 P33 P44
2.80
Airplane . . . . . . . . . . . . . . . . . . . . 1.301 Flying Manual, 1929 . . . . . . . . . . . . 2.3ol Flying & Glider Manual, 1932 .. . 2.3o| Flying Miscellaney, 1929-33 . . . . . 2.30[ Hang Gliding (by Dan Poynter) . 5.95
P45 How to Build the Acro Sport . . .
4.50
P46 Service & Maintenance Manual . 3.80 P47 Theory of Wing Sections (Abbott and Van Doenhoff) . . . . . . . . . . . . . . 6.50 P48 Wings of Memory . . . . . . . . . . . . . 2.80
EAA T-shirts TI Blue nylon mesh material with "EAA-Sport Aviation" on front. T2 Machine washable — high quality! Child Sizes — small, medium, large . . . . . . . . . . . . . . . . . . . $5.25 Adult Sizes — medium, large only . . . . . . . . . . . . . . . . . . . . . $6.95 Oshkosh 1975 lerseys Ti Dark blue cotton, football-style jerseys with "Oshkosh 75" T4and tAA emblem on front. Special reduced price! Child Size^ — small, medium, large . . . . . . . . . . . . . . . . . . . $3.90 Adulf Sizes — small, medium, large, extra large . . . . . . . . $5.60 IAA Sport Shirts — T5 Knit pull-over types with zipper at neck. EAA emblem. Sharp m red or blue! Specify color. Small, medium, large, extra large . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S10.95
Engineering for the Custom Aircraft
Builder — Hoffman Metal Aircraft Building Techniques Modern Aircraft Covering Techniques Pilot Report & Flight Testing
WATCHES
Sheet Metal, Volume 1 Sheet Metal, Volume 2
QUALITY LEJOUR WATCHES AT A 30% SAVINGS
Sport Aircraft You Can Build
Tips on Aircraft Fatigue >2 Welding
$3°° ea.
!3 Wood, Volume 1 !4 Wood, Volume 2
"5 Wood Aircraft Building Techniques
(All Books Above — Postpaid)
••••••I^H EAA Embroidered Cloth Patches EAA - Small (cap size) . . . . . . $ .75 EAA - Medium (3'/i" x 4'/2") $1.95 EAA - Large (5" x 6") . . . . . . . $2.25 EAA Wings . . . . . . . . . . . . . . . . $1.50
Plans
Aircraft B u i l d e r . . . . . . . . . . . . $1.75 Antique/Classic Division ... $1.75 I.A.C. Division . . . . . . . . . . . . $1.95
M22 EAA Acro S p o r t . . . . . . . . . . . $60.00| M23 Super Acro Sport Wing
Oshkosh '75 . . . . . . . . . . . . . . $ .75
EAA Vinyl Decals EAA Standard (round) ...... -110 EAA Winged . . . . . . . . . . . . . . 411 Antique/Classic Division ... />12 I.A.C. Division . . . . . . . . . . . .
MERCHANDISE
The Major — LI 17 jewel, s h o c k - r e s i s t a n t . Luminous dial and hands. Sweep-second hand, window frames when at resl in z e r o position Dale c h a n g e s automatically nightly. i() mmule register. Tachymeter stale. Available in gold or white . . . . . . . $82.00
.50 .50 .50 .50
Other /I13 Metal Aircraft Placards ..... $2.50 /114 Flight Bags (14"x5"x11 '/i") . . $7.50 /\15 Garment Bags (1 suiter) .... $2.25 /I16 EAA Lucite Key Chain . . . . . . $1.25 /I17 EAA Letter Opener . . . . . . . . $1.80 Al 8 EAA Coaster Set (4) . . . . . . . . $1.55
EAA CAPS /\19 EAA (white mesh, blue visor) . . . . . . . . . . . . . . $3.50 Men's sizes . . . small, medium, large
x-large Ladies . . . one size, adjustable to fit all
A20 "Fun in the Sun" . . . . . . . . . . $5.00 (sailor type - small, medium, large, x-large) .421 Knit (navy and gold) . . . . . . . . . . $3.95
Drawings . . . . . . . . . . . . . . $15.00| M24 Acro Sport Info Kit ....... $ 4.0ol M25 EAA BiPlane P-2 . . . . . . . . . . $27.0ul
M26 Pober Pixie . . . . . . . . . . . . . . $40.00J M27 Farm Type Hangar . . . . . . . . $ 5.00J
CHRISTMAS SPECIAL . . .
The flygraJ _ L2 The pilot's watch! This precision chronograph can he used as a slide rule. 17 jewel, miabloc, shock protected movement in an all slainless steel w a t e r - r e s i s t a n t case. Luminous hands and dial. Records passage of time up t o 24 hours. Chronograph has desirable "time-
out " feature. Stainless steel bracelet . . . . . . . . . . . . . . . . . . . . . . . $152.00
EAA JACKET REDUCED The EAA Jacket (not shown) with I
the triangular white panel is being! closed out. Save on the unlinedl version.
M28 Unlined — medium and large only (formerly $14.45) $11.45| M29 Lined — medium and large only (formerly $21.45) $17.45|
The Pegasus II — Li This high quality chronograph has 17 jewel, shock protected move-
ment. Records passage of time up to 12 hours. All stainless steel case guaranteed water-resistant. Slain-
less steel bracelet. A fine timepiece . . . . . . . . . . . . . . . . . . . . $142.00 (Above Items POM p j id (
(All Items This Section — Postpaid)
Send check or money order to:
EXPERIMENTAL AIRCRAFT ASSOCIATION P. O. Box 229
Hales Corners, Wisconsin 53130
(Wisconsin Residents — Add 49r Sales Tax; Please Include Item Number)
SPORT AVIATION 6 9
1976 Aircraft Calendar 13 A I R P L A N E P O R T R A I T S IN BRILLIANT COLOR. 13'/4"x10 3 /4"
A collectors treasure, our 1976
FINNISH BIRCH 1/16--.54 3/16"-.95
3/32"-.84 7/32"-1.02
l/8"-.90 Lakeland l/4"-1.25
Per Sq. Ft.
\
O]
HOWELLS
841 N. Combee Lakeland, Fla. 33801
(813) 683-1224
calendar is a panorama of the past. Superbly printed, each page has a large pad with room tor notes. Available in hobby shops and book stores or direct. $4.95 each, plus $1 50 (overseas $2.50) per calendar for handling.
BOOMERANG
Calif, residents add 6% sales tax.
LYMAN E. COX
PO. BOX 15902SA, SACRAMENTO, CA. 95313
STREAMLINE FLYING WIRES AND TIE RODS New Production
Highest Quality
Made to highest standards of workmanship and materials. Fully approved for all aircraft including Standard Category. These wires are made in three specifications: American AN, British, Metric, and are available in both Stainless and Cadmium Plated Carbon Steel. Fork ends available for all three thread types. We stock wires for: Pitts, Starduster Too, DH82A Tiger Moth, Great Lakes, Jungmann, etc. Write for quotation and price list. CADMIUM PLATED CARBON STEEL WIRES 15%
LESS
AVITARA CORPORATION P. O. BOX 624
TULLAHOMA, TENN. 37388
INTERESTED IN G Y R O - C O P T E R S ? STEP UP TO THE REAL ONE!
The all-aluminum Boomerang uses 65 to 180 hp engines. So rugged it makes a great 2-place dune buggy. Costs no more to build than the little ones. Forget the hard to get high octane gas and the special strips. Take off from and land on
almost any terrain and even use car gas in most engines. 1 airframe for one-or two-place construction, ideal for wide r ange of engines; so adaptable that almost any body can be used. Shown above, the BOOMERANG II. Kits start at $295.00. Send $5.00 for information pack-
age, $35.00 for complete one or two-place plans to ROTOR MASTER A I R C R A F T
Shangrila Ranch,
P. O. Box 81769
Ramona, CA 92138
-your PERSONAL copter! LOWEST COST —MOST FUN Now you can have your own Copter — the compact Bensen that provides what pros call "the greatest thrill in flying!". Gets to places planes can't reach.
So stable it flies hands off. Holds officially recognized world records. Store it in your garage, fly when you like. No danger of stalls or spins, nor of getting stuck in instrument weather—you can land anywhere on a tiny patch of land. Replace wheels with floats and have a Hydrocopter! Build it yourself with easy-to-read step-by-step plans and factory prepared kits. The Bensen costs no more to operate than a car, requires almost no maintenance expense. Lowest cost way to get a rotorcraft pilot rating. Make your first move now —send $5 for 3-View Drawings, specs and photo of the Gyrocopter^ .. BENSEN~AiRCRAFT~CORP., Dept. SA-HS PO. Box 31047. Raleigh. N C . 27612
NAME___________________70 NOVEMBER 1975
ADDRESS-
LOTS OF FEE MUG
2.95
s,™,,
RAZORBACK METHOD ' OF AIRCRAFT COVERING
Pliable
*%2^
Permanent
MINOCQUA , WISCONSIN .
AIRCRAFT MAKE & MODEL
ALCLAD 2024
foot foot foot foot foot foot O .040 - 5052 34'/2" wide $1.95 per runAdd $3 cutting charge for less than 5 ft. Add $2 cutting charge for less than 10 ft.
T3 T3 T3 T3 T3 O
B R A N D NEW SHEET FASTENERS ! ! 3/32"
or 1/8" 39c each
-
38c each in
lots of 50 - 37c each in lots of 100. Sheet Holder Pliers used — $2.75 pair.
S
7-AC . . . . . . . . . . . . .
224.52
Consolidated PBY Series DeHavilland Dove
............. ............
804.48 173.64
Douglas
.............
254.10
DC- 3.
C 47
Res stant
*
RAZORBACK GLASS PRODUCTS
LIST PRICE
Aeronca 11 -AC ..... . . . . . . . $219.60 Beech D 17 ........ . .. 372.37 Bellanca 1 4 Series . . . . 290.82 Boeing Stearman PT-17/Wa.co . . . . . . 375.96 Cassutt Racer .......... 136.02 Cessna 120. 140. 170 . . . . . . . . . . . 95.04 L2
*""e
HOG FOR PUNISHMENT
RAZORBACK RECOVER KITS
Champion
Economical
$V^/ *$t\ '-fs^ / A
WHy,iNC.,BOx 2496 , ROUTE Z
Durable
rf^^~'^ f~^^L
FAA Approved
ROLLED AIRCRAFT ALUMINUM .016 by 36' wide $1 60 per running .016 by 48' wide $2.15 per running .020 by 48' wide $2.55 per running 025 by 48' wide $2.75 per running .032 by 48' wide $3.50 per running .040 by 48' wide $295 per running
ugh.
Douglas DC-4 ........... 332.04 Ercoupe 415 Series ...... . 77.64 Fairchild M62-A Series ......... 238.56 Grumman AG CAT G-164 ......... 19745 Luscombe 8A Series ........ 110.64 Mini A c e 1 6 1 . . . . . 15603 Piper J. 3 PA-11 L-4 Series 24246 Piper J- 5. PA- 12. PA 14 Series 23559 Piper PA-18 Series 24441 Piper PA 16 17. 20 22 . 220 50 Piper PA- 25' Series ' . ......... 214.56 Pitts/Smith Miniplane . ....... 14868 Sonerai .................... 54.04 Starduster Too .. ........ 208.26 Stinson L 5 ............. 220.56 Stinson V 77 Gullwing . . . . . . . . . . . . . . 458.76 Stinson 108-3 Series . . . . . . . . . . . . . . . . 193.02 Stilts Playmate . 150.42 Tailwind 131 88 Taylorcraft. All Series 243.75 Partial 4 Other Kits available upon Request Prices F O B Manila. Arkansas Each Kit consists of sufficient Glass Cloth. Glass Reinforcing Tape and Glass Finishing Tape required for each respective aircraft. Complete Installation Instructions and Decals included in each kit.
PART NO.
44" Pretreated Glass Cloth 100 Yard Roll 51" Pretreated Glass Cloth 100 Yard Roll 72" Pretreated Glass Cloth 50 Yard Roll 3/8' Reinforcing Tape 36 Yard Roll 1/2" Reinforcing Tape 36 Yard Roll 3/4" Reinforcing Tape 36 Yard Roll 1" Glass Finishing Tape 50 Yard Roll 2" Glass Finishing Tape 50 Yard Roll 3" Glass Finishing Tape 50 Yard Roll 4"
200
285.00
300
195.00
100
1.80
175
1 95
150
2.59
150
3.70
225
672
350
11 76
Glass Finishing Tape
50 Yard Roll 350 14.96 6" Glass Finishing Tape 50 Yard RoM 375 1780 (Each Additional Diameter Inch .03*) Cloth Less Than Full Rolls. Add 10%
TIME TESTED - PROVEN QUALITY No adhesives, sealers, irons or other gimmicks • not
to be confused with other coverings. Razorback is 100% glass cloth especially pre-treated to give you the best money can buy. Tautening by use of C.A B dope. No STC necessary Fully F. A A. and Military apro;ed one covering
Compare! Then choose the number
DOPES AND THINNERS 54 GAL.
CONTROL SURFACES
Lot £1 Mostly 3/32 mixed 95c per pound Lot — 2 Mostly
1/8 mixed 75c per pound
Be sure to include ample postage, excess will be returned, \009o money back customer satisfaction guaranteed, if returned within 30 days. Send 25c for brochure
$246 00
250
RIVETS (GOOD AIRCRAFT)
Lot i?3 Mostly 5/32 mixed 50c per pound
PER ROLL
DC 3 Elevator Aileron Rudder
(C 47) {41700 496.00 456 00
BEECH Elevator Aileron Flap Rudder
18
(C-45) J275.00 210.00 195 00 180.00
Fresh Razorback Cover with 12 coats C A . B. dope Finished thru silver. Exchange-outright - FAA 337 Satisfaction guaranteed Write or call
GAL. 5 GAL DRUM C A B Clear Dope {563 15.31 $5.13 CAB Thinner 393 3.62 3 . 4 3 C.A B. White 8.13 Retarder 589 558 5.39 Non Tautening Dope 5.29 Dope Softner 8.25 Nitrate Clear Dope 8.00 Nitrate Thinner 3.94 3.63 3.44 Aluminum Paste • $3.13. All Dopes and conform to MIL Specs
AIRPARTS, INC. 1430 South 33rd Street KANSAS CITY, KANSAS 66106
RAZORBACK FABRICS, INC.
913/831-3903
P. O. Box 217 - Manila. Arkansas 72442 — (501) 561-4447
U O W! You get PROVEN PERFORMANCE "
P«l
•
two-place amphibian
WOOD. FOAM A N D FIBERGLASS CONSTRUCTION • TRICYCLE, RETRACTABLE LANDING GEAR • ACCEPTS 125 TO 160 H.P. ENGINES
Information Pack deludes
3 view drawings, color prclure
.ft 24 page photo booklet
Osprey Aircraft
H 08
George Pereira. Designer/Builder 3741 El Ricon Way. Dept SA-11 Sacramento. California 95825
I
Complete Plans includes
i 1)0 SQ
ft
o' prints, ccnslac-
iion narjai with over 50 photos, material am) supplier listing________S150M
STILL AVAILABLE: OSPREY I,
Plans....
SINGLE
S65.00
PLACE
SEAPLANE
Info P a c k . . . . . .$3.00
SPORT AVIATION 71
aviation supply co. 2149 E PRATT BOULEVARD ELK GROVE VILLAGE. ILL 60O07
AREA CODE 312/439 206O
Your No. 1 Supplier of Aviation Products
Specializing in Recovery Materials and Supplies for Classic, Antique, Homebuilt and Standard Category Aircraft.
144 20'?
420 LBS
FUEL CAPACITY TOP SPEED
CRUISE SPEED
800 LBS STALL SPEED . VW 1600 SEATS
FREE INFORMATION RAND/ROBINSON ENG., INC
Immediate delivery from the country's largest stock of Grade "A", Ceconite and Dacron Fabrics, Tapes, and Recovery Envelopes — Time-Tested and Proven SuperFlite Finishes and the revolutionary Super Shield Process, Super Shield Process Recovering and Finishing System for Ceconite and Poly-Fibers (Dacron) . . Most Outstanding Finishing Achievement in the Last Ten Years Great Labor Savings — Six Coat Application! Lightweight — Less Coats! High Gloss Finish — No Visible Fabric Grain! Positive Adhesion — Will Not Peel or Crack. Ultra Flexible! Base Primer — No Odor. Fireproof, Water Clean-up! Aero Acrylic Color Coats — Use over Fabric, Metal and Plastic Alike for Uniform Finish! Free Catalog For complete information, send for our latest Aircraft Parts and Supplies Catalog for the Amateur and Professional Builder. Includes technical information and procedure manual.
Specialized Quote Service: DETAILED PUNS t INSTRUCTIONS '45.00 Conitruction Kia *l*o
Be sure to write or phone us for dope and fabric material requirements for your specific aircraft. Advise name, year, model and serial number of aircraft and
type of fabric you wish to use. For immediate reply, address attn SuperFllte Division
THE NEW EAA ACRO SPORT - A SPORT BIPLANE FOR EVERYONE!
aco 22 BIG SHEETS OF BEAUTIFULLY DRAWN PLANS THAT CONTAIN: •
NEARLY 100 ISOMETRIC DRAWINGS, PHOTOS, AND "EXPLODED" VIEWS.
•
COMPLETE PARTS AND MATERIALS LIST.
•
INVERTED FUEL SYSTEM DIAGRAM
•
FULL SIZE RIB DRAWINGS
•
METAL OR PLYWOOD TURTLE-BACK
•
COMPLETE CONTROL SYSTEM AND LANDING GEAR DRAWINGS.
•
PROFUSELY ILLUSTRATED BUILDER'S MANUAL.
NOW AVAILABLE ACRO SPORT PLANS Info Pack . . . . . . . . . . . . . . . . . . $ 4.00 COMPLETE PLANS
and Builder's Manual . . . . $60.00 72 NOVEMBER 1975
Super Acro Sport Wing Drawings
$15.00
EAA AIR MUSEUM FOUNDATION Box 229
Hales Corners, Wisconsin 53130
————^^*l
FOR DURABILITY e«v
SPORT TRAINER
U^'
plus BEAUTY
The CUBy - A New Dimension In Amateur Built Aircraft A PROVEN DESIGN A v a i l a b l e in kit f o r m with many preformed and prewelded components, providing ease of construction and assembling.
plus PROTECTION
Send for FREE information packet showing photos and 3-view illustrations plus complete list of assembly kits and accessories available. Builder Assembly drawings available for $65.
WAG-AERO, INC. Box 181, North Rood,Lyons, Wise. 53148
Specify
SPECIAL
SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . . 12 ISSUES FOR $7.50 Because of the tremendous response to our special "warehouse bargain price" sale, this offer has been extended 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 1968 1969 1970 1971
-
January, February, March, April, May, June, July, Sept., Oct., Nov., Dec. January, February, March, April, May, June, July, Sept., Oct., Nov. May, June, September, October, November, December March, May, July, September, October, November, December January, February, March, April, May, July, August, Sept., Oct., Nov., Dec. January, February, March. April, May, June, July, August, Sept., Oct.,Nov., Dec. January, February, March, April, May, June, July. Aug., Sept., Oct.. Nov., Dec. January. February, March, April, May, June, July, Sept., Oct., Nov., Dec.
Flight Proven'
AIRCRAFT FINISHES • POLYURETHANE • BUTYRATE • NITRATE • ACRYLIC • EPOXY ENAMELS • PRIMERS
NEW ... Painting Manual Available, Over 70 Pages ... $3.00 per copy
1972 - January, August, September, November, 1973 - July, August, September, October, November 1974 - January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec. 1975 - January, February, March, April, May, June, July, August, Sept., Oct.
WRITE FOR NEAREST DISTRIBUTOR
8 BACK ISSUES OF AMERICAN AIRMAN 1956 - 61 (Not All Available)
were .SO each — NOW ONLY 25c ppd.
Make check or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P. O. BOX 229 HALES CORNERS, WISCONSIN 53130
P.O. BOX 67 CARLSTADT • N. J. 07072
*,„.../".J.-201-431-3700 / M.Y.-212'279 3254 SPORT AVIATION 73
BARKER VW Engines - Ports - Fittings Ted Barker Experimental Engines Palomar Airport - Bldg. SE Carlsbad, California 92008 Telephone (714)
729-9468 or 729-9033
ALL NEW (including case) HAND BUILT ENGINES — VW 5 5 - 1 0 3 H. P. Ready to install. CONVERSION PLANS by TED BARKER (VW) — $5.00 INFORMATION PACK AND CATALOG — $1.00
PL-2 THE
ONLY
AIRPLANf
DE SIGNED FOR AMAItU»S ALSO USED AS A TRAINE = 3V THE AIR FORCES OF TAHAN. SOUTH VIETNAM
SO KOREA AND NOt BV INDONESIA AND CEVLCN
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 INTRODUCTORY PACKAGE DRAWINGS CONST MANUAL iLifrl AitolaiiConlnicfon)
?4 PAGE BROCHURE WITH PHOTOS
3 VIEWS AIRPLANE DESCRIPTION PERFORMANCE ANO PHYSICAL O A T A 8UILOERS A R T I C L E S
JI50.00 JS.30
C
SOME P R E - A B P A R T S A V A I L A B L E
LIST OF DRAWINGS
PAZMANY AIRCRAFT CORPORATION BOX 800S1S -SAN DIEGO-CALIF. 92138
AND ONE FULL SIZE SAMPLE DRAWING
DOO
At your Service, Headquarters since 1931 for
SWAGE-IT" YOURSELF
SPECIALTY
AIRCRAFT To MIL-P-6070
Handy, Compact, Precision Tools for Nicopress Sleeves Nicopress Oval Sleeves; Zinc Plated: '-,
12 fOT $1. '„
10 lOT $1
' i . 20c ea >,j - 25c ea '„'. 50c ea . V . 75c ea
Stainless Steel Thimbles: I AN 100 C3 ('., & V> 8 tot Jl; AN 100 C4 (',") 6 for $1. AN 100 C5 ('„ ) 20c ea AN 100-C6 ('„") 30c ea_____
Galvanized Cable MIL-W-151U: 7i7. 'Y lic ft : V 7il9. ",". 19c ft K,". 25c ft
Me ft ; 21c ft ;
Send check or M O with order.
Calif, residents add 6% Sales Tax
PLYWOODS
90° Mahogany Type 48 X 96 Panels
1/16", 3/32", 1/8", 3/16", 1/4", 9/32", 5/16", 3/8"
"SWAGE-IT"* TOOLS
#2 for Jf.", &" * *"
Nicopress Oval Sleeves $12.50 *3 for W, &", K." and W Nicopress Oval Sleeves $27.50
MARINE To MIL-P 18066 Fir,
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74 NOVEMBER 1975
36O5 E. SPRINGS!.* 218 LONG BEACH (AIRPORT). CA 9O8O6 (213)4274703
:: Northrop Flying Wings, Edward Maloney Excellent coverage of the 16 different flying wing designs dating from 1928 to the supersecret jet powered YRB-49 and the X-4. Contains Wing Evolution Chart, Specifications, Flight Control Operations. 70 excellent
G Flying Combat Aircraft, Higham and Siddall Twenty veteran pilots tell what it was really like to fly
U Ryan, 50 years of RYAN
airplanes (1925/1975) described in detail. 70 types (S-T, STA, SC-W, NYP,
etc.). Performance, statistics, number built. 300 photos. 120 pages. Exclusive list of all 414 ST series aircraft with c/n, registration, owners. Scale drawings. 7.95 paper 10.95 hard
photos and drawings including 3 two page fold outs. 55 pages. 8'/j"x1" . . . . . . 4.95
23F-—
some of the classic military planes-the P~38, P-39, P-51,
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F-84, F-111. B-25, B-26,
B-29, the Gooney Bird,
CG-4A Glider, and many more. 108 excellent photos from the ground, from the air
., nr,..
and of the cockpit. . . . 7.95 15.95 The Mighty Eighth, Freeman The 9th Airforce in World War II, Rust 11.95 5.95 Fifth Air Force Story, Rust
Christmas Check List
.: To Join With the Eagles. History of CurtissNEW 15.00 Wright A/C 300 rare photos. Pacific Sweep. Hess 5th & 13th Fighter
from HISTORIC AVIATION
NEW 9.95
Commands
: : Flying the Old Planes, bv Frank Tallman 7.95 n Mr. Piper & His Cubs Here is a book of pure enjoyn The Stinsons. Hist Stinson 230 photos 5.95 ment 3.95 Tales of flying those great n The Piper Cub Story
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Historical Aviation Albums by Paul Man Without a doubt the finest publications around for in-depth historical reference. Each illustrated with
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1909-1923 1924-1931 1932 1939 1946-1967
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The antiquers bible. Encyclopedia of ATC planes giving a complete description, history, production data, performance, specifications with excellent photo coverage Colorful narratives are woven throughout telling of successes, failures and little-known anecdotes. Each volume covers 100 ATC's. 300+ photos & 300 pages. H Vol. 1. ATC »1 thru r f l O O 192729 995 I Vol. II. ATC * 101 thru #200 1929 9.95 ; Vol. Ill, ATC *201 thru #300 1929-30 9.95 I Vol. IV. ATC #301 thru #400 1930 31 9.95 i I Vol. V. ATC #401 thru #500 1931 33 9 9 5 11.95
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Racing Planes and Air Races, K inert. Complete story of Air Racing, its planes and pilots, by Kmert Rare photos, scale drawings and complete specs, with text that captures the color and excitement of each race
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PITTS
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RAF 1 V.v-~-""
MOLT T.
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A C R A - L I N E PRODUCTS P. O. Box 1274
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. .,_•_•!__. Box 1171 — Longview, Wash. (98632)
hoto, 3-Views, Prices and Information Packet phone (20S) 423.8260
ATTENTION EAA MEMBERS In answer to your many requests, the single-seat PITTS SPECIAL is now available in kit form. Most of the fabrication work has been completed at our plant leaving only assembly, covering, and painting. If you have ever wanted to own a WORLD CHAMPION PITTS SPECIAL, but couldn't find the time to build one from scratch, here's your chance, and at a price far below the factory-built version. For those of you who would rather "Do it yourself," there's a new plan set for the S-l D 4-aileron model consisting of 47 sheets of production quality drawings with assembly manuals. We also have a large selection of off-the-shelf parts to facilitate construction. All the details are included in a vinyl portfolio containing spec sheets, parts lists, assembly details, etc., plus a giant full-color brochure that opens up into a poster-size picture of the finished airplane. SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS ($6.00 outside continental limits of U.S.A.)
PITTS AVIATION ENTERPRISES Box 548E, Homestead, Florida 33030
"YOUR FAVORITE PILOT"* The PERFECT GIFT at Christmas
TT Sky Blue Bank Checks that are TRULY PERSONAL ft 1,000 Checks from your B & W Photo only $40.00 (if ordered by December 1, 1975 - Regular $50.00 thereafter)
Personal size Plane Checks follow the sell addressing format used on the larger business check. Used with our "No Fuss ' double window envelopes, they will speed up bill paying time, so you can get back to building your airplane sooner .. 100 free envelopes with each order. Please furnish one sample check, and one deposit slip from the "favorite pilot's" checking account. Also, please indicate
bank's computer, and the American Bank Assn. specifications. Enclose photo and mark envelope "DO NOT BEND " Any size photo of good quality is acceptable. The subject matter should be approximately twice as wide as it is high.
clearly any changes on these items. Both these documents are necessary to make your checks compatible with the
your "N" number on any photo.
If you do not have a photo available, our files contain pictures of most recent production aircraft. Our artist can fake in
Starting Number_____________ CU Photo & Check for $40.00 enclosed
Ship to:
Name_
L71 No Photo. Check for S55.00 enclosed
Address City_________
There is an add'l. $1500
charge for this service.
State_
_Zip.
(Checks are shipped by United Parcel Service. Someone should be at this address to sign for package)
Aircraft__________________ "N" Number I I Send information on your other Aviation Checks.
"LEAVE MAGAZINE AND PHOTO WHERE ONE OF MY "HELPERS" WILL FIND IT." Santa
76 NOVEMBER 1975
PLANS NOW AVAILABLE
PLANS FOR ALL-WOOD FLY BABY FOLDING-WING SINGLE-SEATER WINNER OF 1962 EAA DESIGN CONTEST.
$25.00 SEND S 1.00 for literature, specifications, material costs, tooling requirements, large flight photo.
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
who also did the widely acclaimed EAA Acro Sport plans. The Pixie is a very docile little- sportsplane designed for the pilot who wants an honest, inexpensive fun airplane for weekend and sparetime flying.
Plans are only $40.00. Mail your check to: HATZ CB 1
EAA AIR MUSEUM FOUNDATION, INC. BOX 229 HALES CORNERS, WISCONSIN 53130
Thrifty 100 h.p. 3-view & photo $3.00 Plans $125.00 DUDLEY KELLY Rt. 4,
Versailles, Ky.
AL BUTLER will do your 49% with PRECISION!
COMPLETE SERVICE Certified aircraft quality material cut to blueprint sizes full
STITS C A T A L O G LISTING
COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce. Pine. Douglas Fir.
All Plywoods - Nails
Wing ribs fabricated j AN hardware packages are complete to conform to plan j
down to cotter pins and all details.
AEROLITE 306*
*
ONE SHOP • ONE STOP
4130 TUBING
KITS MADE UP TO THE SPECS OF AIRCRAFT YOU ARE BUILDING
PACKAGE
Drag and Anti-drag wires with fittings to your specs. VW. Prop Flanges - Built by Butler
Full Machine Shop Facilities Modern facilities used for welded ^components, fuselages, gears, etc.
HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS, CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
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Complete follow through on your project. We are a shop, not just a store!
WRITE OR PHONE FOR CURRENT CATALOG AND DISTRIBUTOR LIST
STITS
FAA Facility O 103-13
Punmod br Ptmcutit Buidws
Quality materials and Craftsmanship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG
STITS AIRCRAFT COATINGS POST OFFICE BOX 3084S RIVERSIDE, CALIFORNIA 92509 •>, A.M BUTLER, EAA 57353 R D 2. Box 174 BLAIRSTOWN. N J 07825 AC'201-362-6333
PHONE 714-684-4280 SPORT AVIATION 77
VARIEZE
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World's Largest Stock of Aircraft Materials for Building or Rebuilding of Experimental, Amateur-Built, Antiques, and Standard Category Aircraft. Schools, Universities, Airport Shops and Homebuilders Inquiries Invited. Catalog $1.00. We Are Direct Mill Agents for Seamless 4130 Chrome Moly Tubing and Sell for Less than Your Local Warehouse. One Foot or 10,000, Round, Square, Streamline.
Th« ultimate In cruise efficiency — up to 61 mpg with 2 DISTRIBUTORS AND DEALERS FOR THE FOLLOWING NAME BRAND MATERIALS: Van Pelt Corp. Tubing Champion Spark Plugs Sawhill Tubular Products Turco Products — Summerill Tubing (Paint Strippers, Etch, Tube Distributors, Inc. Cleaners, etc.) Razorback Fabrics, Inc. Cooper Industries Flightex Fabrics Acme-Newport Sheet (4130) Ulster Linen Co. Schcnuit Tires & Tubes Thor Power Tools The G'idden Co. (Dopes) Mocwhytc Cables Flottorp Propellers
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Stock items include: Sitka Spruce, Plywood, Glue, Nails, Aluminum Sheet and Tubing, Trailing Edge, "Hat" Section Aluminum Stringers, Bolts and Hardware, Cobles, Pulleys, Streamline Wires, Slip Covers, Fabric, Dopes and Thinners, Engines, Propellers, Accessories, Tires and Tubes, Wheels and Brakes, Plexiglas, Fuel Tank Hardware, Complete Line of Instruments, Hand Tools—Sheet Metal Tools, Welding Kits, Spraying Kits, Riveting Tools, etc. ONE SOURCE SUPPLY —
people — Fastest VW-powered aircraft — Also easiest to build. — Proven Design — 140 hours flying In first three months. — Uses Continental or VW engines — Plans available - Spring 76 — Varl-Eze Information Kit — $5.00
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Phone 422-3220 Area Code 312-422-3221
2
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parts, fiberglass parts, ribs, and bulkheads in stock now — Uses ISO - 180 hp Lycoming engine. Technical Report & Plans $53 Tech Report only $10 Photo-illustrated Construction Manual . . . . . . . . . . . . . . . . $18.50 VariViggen/VariEze Newsletter . . . . . . . . . . . . . . . . . . $4.75/year VariViggen R C Model Plans . . . . . . . . . . . . . . . . . . . . . . . . . . $4.75 Jack Patch (specify VariViggen or VariEze) . . . . . . . . . . . . $1.95 Calif. Res. add 6%
"Since 1937" 6141 W. 9Sth OAK LAWN, ILL. 60453 On Routes 12 & 20 EAA Members 396 and 397
—
baggage utility — can handle 6 ft.-6 in. pilots — Machined
RUTAN AIRCRAFT FACTORY BOX.656
MOJAVE,.CA.93501
OFFSET TIN SNIPS CUTS FROM ONE SIDE OF SHEET. KEEPS YOUR HAND SAFELY AWAY FROM CUT, NO EDGE DISTORTION. FIXED STOP. SOLID CHROME-NICKEL STEEL, FULLY GUARANTEEED, MADE IN GERMANY BY ROBIN. ORDER NO. RA403, $19 50 EACH. FREIGHT PREPAID. 1.65 LBS.. 11" LONG.
THE SAME AS ABOVE WITH ADJUSTABLE STOP, 14" LONG, 2'/2 LBS
ORDER NO. RA407. $22.50 PPD, NAME ADDRESS CITY
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QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JUNGMEISTER JUNKET 50 States in a Biplane
ORDER FROM_____ VANTAGE PRESSING. . 516 W. 34TH. ST. NY, NY 10001
MORI, P. O. Box 141, Kenilworth, Illinois 60043
BUILD THE ALL-METAL T-18 SPECIFICATIONS & 3-VIEW . . .$3.00
PLANS... .$180.00
THORP ENGINEERING CO. P. O. Box 516 78 NOVEMBER 1975
Sun Valley, Calif. 91352
$8.50
ty SAM BURGESS Lt. Col, U SAP, Ret
& STABL
Phoenix Air-Jet Rotor Helicopter ——— At long last — a 2-place homebuilt ——— [with real utility that's easy to fly!
Air-Jet Rotor Tip.
Helicopters are difficult to fly, but Phoenix is the longawaited exception! The reason is its patented air-driven rotor system which propels the blades with jets of compressed air emitted at each tip. No longer is there a need for the complexity of a tail-rotor or main-rotor gearing as the air-jet rotor principle eliminates all torque e/fecfs/This makes the 2-place Phoenix a model of simplicity to build, fly and maintain. Phoenix is a rugged, inherently stable machine that is a pure delight to fly. Other benefits include greatly improved performance, safety and payload utility. 10 years' development have gone into this proven design. Now — at last, you have a valid reason to build and fly your own personal helicopter — Phoenix! To find out why Phoenix literally obsoletes all other helicopters, send for our comprehensive "Build & Fly" info, package. It includes a 15-min. cassette tape, a 16-p. color brochure, schematics, specs, and all other pertinent data about this remarkable new helicopter. D Yes, I want to know more about the air-jet rotor Phoenix homebuilt helicopter—enclosed is $6.00.
HGUGVRO CORPORflTIOn Dept. SA115
Prototype in "Hands-off" hover.
AIR JE' PO1OR HELICOPTER
P.O. Box 2242
Scottsdale, Arizona 85252
SPORT AVIATION 79
AIRCRAFT
4130 AIRCRAFT STEEL 25c FOR PRICE BOOKLET
CLASSIC (813)
AIR
PLYWOOD
* Surfaced either two or tour sides. * Plywood and spruce in stock for immediate delivery. * Dynel Fabric Polyurethane Foam and Epoxy Resins for KR-1 Aircraft. WICKS AIRCRAFT
G86-1285
723-S Saratoga Ave. - Lakeland, Fla. 33801
BUILD THE L I T T L E D-8 SAILPLANE:
SPRUCE AND
Spars, Stringers, Cap-Strips
4130 Chromoly tubing and plate, Sitka Spruce and plywood, dopes and fabrics, aluminum sheets.
Madison County Highland, III. 62249 618/654-2191 No Collect Calls, Please
* All Metal
* Easy to build for beginner and
RIVETS
veterans alike * Plans — only $39.00 * Brochure — $1.00
USMC
KIT AVIONICS
PACIFIC AIRCRAFT P. O. Box 2191
Build your own Audio Panel. Marker Rcvr, Test Equip. & more.
La Jolla, California 92037
FREE C A T A L O G
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including
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VAN S AIRCRAFT 22730 S. W. Francis, Beaverton, OR 97005
COMPLETE HARDWARE SUPPLIES Aqua Glider Eaby Ace
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--
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$1.80
________
Epoxy Wood Glue
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1 lb. Kit 5 lb. Kit 8 lb. Kit
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$ 4.25 9.95 15.05
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$23.50 4'
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Vernier Controls
$4.65 New AC SR-88 plugs 3.68 5.20 LA-47 plugs for VW 10.40 . . . . . . . . . . . . . . . . . . . . 7.36 Radair 10 radios (Port.) Battery Packs $1.90 Yd. Dacron Frabric 2.7 oz. 66"
1"
EVERYTHING IN HARDWARE SEND YOUR REQUIREMENTS
Amphibian 70 aircraft
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$25.70
Bantam Others in Process
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Turner T-40
330.00 75.00 99.50 32.50
All Prices F. O. B Fullerton, Calif. AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Mahogany
Prices per Sq. Ft. Birch
Thickness
90»
45*
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3 ply 3 ply
1.53
2.27 (Poplar only)
1.21
1.94
1.26 2.11
3/32"
3 ply
1.26 1.31 1.36
2.07 2.18 2.26
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1.63 1.76
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1.87 1.M
1/8" 3 ply 3/16" 3 ply 3/16"
5 ply
1/4" 5 ply
90*
45'
2.83 3.08
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00 packing charge for less than 3 sheets unless cut in half. Marine Plywood Available. NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase)
BOX 424, FULLERTON, CALIFORNIA 92632 80 NOVEMBER 1975
Kilt t Material*:
714/870-7551
O.S K. A I R C R A F T CORP 14ST Arminta St . Unit E
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I.M.S.C.
WORLD'S LARGEST SELECTION OF MILITARY FLIGHT CLOTHING AND EQUIPMENT
USAF ISSUE L2B LT. WT. NYLON JACKET
Sage Green Color Knit c u f f s and waistband Orange reversible lining 100=o Nylon twill snell $29.95 USAF ISSUE MAI MED. WT. FLIGHT JACKET
Same Jacket but Dacron Lined for Cold Weather
. . . . . . . . . . . . . . . . . . . . . . . . . $34.95 LEATHER
INTERMEDIATE
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Mouton like fur collar Bi-swing back. Rayon lined Knit cuffs and waistband $84.95
Genuine USN Issue . . . . . . . . . . . . . . $99.95 WW II TYPE A2 BROWN LEATHER JACKET
••'•• Genuine steerhide leather •' Wool quilted lining :
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Knit cuffs and waistband $74.95
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Genuine steerhide leather Two-way front patch pockets Fur collar * Fleece lined Knit cuffs and waistband Heavy duty zipper
A u n i q u e new concept in sport aircraft construction drawings. These illustrations are incredibly detailed and drawn to perspective scale directly from the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify construction details of your aircraft project. Available now with highest quality color reproduction on heavy weight matt white stock 18" x 24". D PITTS S IS D STARDUSTER TOO D STEPHENS AKRO Price including postage and sturdy mailing tube is $ 12 for
one drawing. $22 for two and S 30 for the set of three. (Calif, residents add 6% t a x ) Remit check or money order to Ivan Clede Studios. 296 Ridgemark Dr.. Hollister. Ca 95023
$84.95 WW II TYPE B3 BROWN LEATHER HVY.
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SYSTEMS
79.95
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$24.95 P.per J-3 Mulfier Muffler shroud
USAF TYPE N2B (Parka Hood) NYLON JACKET
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Z E N I T H Top performance 2 seater - 85 to 160 HP
Kits for most homebuilts with parts cut, sanded, ready to assemble. Spar kits with spars beveled and tapered. The Wood Specialist.
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Tubing. All sizes, any length. No minimum charge Distributor for all STITS Products. AN Hardware. Etc.
SAL 2/3 Mustang Miniature Fighter Plans - $150.00 Brochure - $4.00 S-14 High Wing All wood STOL Plans - $50.00 Brochure - $3.00 Also available F-9, F-10, F-ll & F-12 brochures $3.00. Add $1.00 extra for Airmail,
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Kits for above will be available. Let us know your needs.
aerobatic performer: 100 HP Continental. Removable Wings - INFO $2.00; Plans, Kits, Parts. ALL METAL - BLIND RIVETS EASY TO BUILD - SAFE TO FLY
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Performance so intriguing the U. S. Navy purchased these plans and the prototype! Folding wings-Cont. or VW, 60-90HP The orginal plans by the design engineer. Info. $3, Plans $65. Special to EAA Members $55 including plans for landing gear. ._—. B, A LIC 180° Carmelo Drive (E) Jtl
LEVELOnD ANTIQUE PLANS FOR GAS MODELERS
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SOAPING with engine off Plans (22 sheets 24 x 36) & 55 page illustrated book .................... $100.00 Info - Photo - Packet ........... $3.00 1838 W Tremont St. MILL-AIR
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THROTTLE QUADRANTS Push-pull controls, ignition twitches, valvtt.
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Box 202 Panama City, Fla.
4H.B THRUST SIS 00
32401
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not use or need ailerons, elevator or rudder. Information free.
inlomialion Brochure! & Catalog!. Plus rout tilO t Photos
__._ _ • ENGINEERING CO. HAWKER HURRICANE
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SMYTH SIDEWINDER 1969
EAA "OUTSTANDING DESIGN"
TAYLOR MONOPLANE & TAYLOR TITCH —Taylor Mono. The popular single-place
T" ^4^^^ % All wood designed for the amateur builder.... Easy to fly-Full stress analysisMeets F. A. R. Part 23 - 438 sq. ft. of professional drawings-Excellent reference material for your own project. Retractable Landing Gear Plans - $15 00 40 page Brochure $5.00 Plans $115.00
SINDLINGER AIRCRAFT 5923 9th St. N. W PUYALLUP, WASH 98371
82 NOVEMBER 1975
v^jt**^
—N28Z""rSHi^r^^
High performance, all metal, two-place sportplane. Designed with the amateur builder in mind. Three-view, specs, sample drawing, 15 page illustrated brochure $200. Good quality, easy to follow, stepby-step construction drawings. $12500 Plans may be purchased in five - $25.00 packages if desired. JERRY SMYTH
Box 308, Huntington, Indiana 4E750
low wing, all wood, aerobatic model. 30 to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed. $30.00. Taylor Titch. A super single place
low wing aerobatic tourer/racer. Simple
to build wood construction for 40 to 95 H.P. engines. Superb plans for this superb airplane include full size rib sheets, material list, and numerous advisory notes. $40.00. Send $3.00 for details, brochures and colored photo of both airplanes. Construction pictures, per set —
$2.50. These plans are obtainable only from . . .
Mrs.
John F. Taylor
25 Chesterfield Crescent Leigh on-Sea, Essex, England
LETTERS . . . (Continued from Page 5) cu in and they are available to anyone who is
my gratitude Besides the atmosphere of fun. education, and old memories, you have succeeded in making the best statement ever in the support of sport aviation What human
interested As you may already know. Russ Bourke died 1 July 1968 at the age of 69 and his widow lives in Penngrove. California Both she and I con-
tinue to hear from people who want to build a copy of the 30 cu in engine. Russ may be gone but interest in the engines goes on and on Donald E. Smail 63 Monte Vista Novato, CA 94947 Dear Paul The effects of my recent first trip to Oshkosh are making it extremely difficult to get back to the routine of my daily task, I would be derelict in my duty if I did not pass along to you and all others responsible
being, pilot or otherwise, would not register
with the sights and sounds of the largest general aviation gathering in history 9 and it happens every year What FAA official cannot be impressed with the cleanliness, the (Continued on Next Page) BUILJ 18 IN
BAND SAW FROM KIT
Precision crowned aluminum wheels. Dall Dearmg drive and blade guides
t:
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ALSO KITS (Or 12 in Band Saw 10 in T i l t A r b o r Saw 6»48 Bell Sander
Wood Snape'. Comb Dnll Press Lathe
catalog GlLLlOM MPG CO
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AT-102 NAVTIMER
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$175
WELDING OUTFITS
Aviation has progressed in the past 81 years, but TIME has stood still. Project One Inc. now offers THE digital navtimer which brings TIME of age. The
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Complete kit as shown includes precision needle valve regulators, set of three welding tips, exclusive Flo-Trol cutting torch and tip, plus the famous Smitn airline welding torch. CAT. NO. M-247 COMPLETE
FOR
A SPECIAL
PRICE
PROJECT ONE INC. Hemlock, Ind.
Box 77,
Reliable Fuel Control 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
46937
Master Charge and Bank Americard honored
OF
$128.95 A C C E S S O R Y KIT: 25 Ft. of Hose, Flint Lighter, All New Soft Safety Goggles Cat.
M-247-100 S21.2S
FORD V-8
WAG-AERO Box 181 - LYONS, WISC
1975
53148
WARBIRD CALENDAR
6 beautiful 11 x 14 color inflight photos taken at Oshkosh. Included are F6F, P-51, FM2, P-38, P-40 and AT-6. Order From
WARBIRDS OF AMERICA P. O. Box 229 Hales Corners, Wis. 53130 Only $2.50 including postage
CONVERSION KITS COMPLETE READY FOR INSTALLATION On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE Fighter Replicas. Designed for installation of constant speed propeller. Custom engine building available. For illustrated brochure, specs, price list, send $5.00.
NOTICE DEVELOPING TWO NEW ENGINES 2-1 Reduction
Pinto and Capri 4 cyl. (2000 cc and 2300 cc) Capri and Mustang II V-6
(2600 cc and 2800 cc) These engines could be installed in many popular homebuilts with improvement in performance and appearance. For further information contact us.
GESCHWENDER Box 5152
AEROMOTIVE, INC. Lincoln, Nebr. 68505
Homebuilders, Antiques, Custom World's Largest Variety of Fiberglass Parts. New items are under construction all the time. Special machined parts, hardware, spruce. Write for catalog - $1.00
RATTRAY AIRCRAFT CO. 2357 A f t o n Road (608)
Beloit, Wis. 362-4611
53511
Components MARCEL JURCA MJ-77
(P-51 3/4 scale Information Package) $5.00
displacement, dual stroke pump. In addition, the Christen 844 System includes a three-way balltype fuel selector and shut-oft 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 A V I A T I O N 83
where the plane can be parked with some toilets and showers. All of this could be funded
LETTERS . . . (Continued from Preceding Page) aspect of safety, and most of all. organization without restriction What a thrill it was to see the Duane Coles. Jim Bedes, Burt Rutans. Ken Rands. Ray Hegys. right in with the people It's needless to say that I'll be back next year with my whole family, since it is truly a family event One side comment, however, centers on some type of support from the EAA in creating and allowing camping areas on airport
from overnight fees I would be interested in fielding the responses to this idea If people would write to me. I can possibly come up with enough interest to suggest EAA participation The EAA-Camper Division could be a clearinghouse for travel hints, airport directories. FAA regulations concering camping, etc. I am anxious to hear your comments Keep up the excellent work. Sincerely. Larry D Nelson (EAA 35011)
property across the country I'm sure that I
P O Box 51 Broken Bow, NE 68822
am not alone in my desire to be able to taxi off the runway at any airport (within reason) and set up camp for the night Large expensive layouts are not necessary, just an area
interest in. or just opinions on. the re-introduction of an engine in the 90 to 150 hp range Your help will be greatly appreciated Sincerely. Richard J Korupp. President Dawn Flight Aviation 585 Douglas Dr. Wauseon, OH 43567
Dear Mr Poberezny:
I have for some time been exploring the possible interest in the revival of the manufacture of a small radial engine Most manu-
~i
STEEN SKYBOLT The Ultimate Biplane!
facturers in the United States show no interest in a venture of this type Several foreign companies have, however. expressed interest in this project, and I am interested in the type of response the reintroduction of radial would bring I would like to hear from anyone who has
CUSTOM BINDERS $4.25 ea. or 3 for $11.95
Now you can keep all of your issues of SPORT AVIATION together and in perfect condition for easy reference. Designed
Plans now available for the 4 aileron symetrical 2 place aerobatic trainer and competition bipe. 24' span suitable for 125 hp to 260 hp engine. Extreme ease of construction with excellent drawings. Flight
in beautiful royal blue vinyl with gold letters, each binder has metal spines for holding twelve issues of SPORT AVIATION or EAA "how to" publications. Copies
tested and stressed for unlimited aerobatic competition. Fuselage and wing kits available. Color photo and info, pack,
may be easily inserted or removed.
$200. Drawings, $5000.
WADSWORTH AVIATION P. O. Box 281
STEEN AERO LAB
Lapel, Indiana 46051
15623 DeGaulle Cir. - Brighton, Colo. 80601
Indiana residents add 4% sales tax.
303/659-7182
Postpaid in USA.
••&...
Technical Details:
Manufactured by
- A. V. Roe & Co.
AVRO Type Drawing Serial No.
- C30A - C 576/9 - R3/CA/390
Limited
- 792 Date of Manufacture - 9.1 35 - Siddeley Geret Major 7 Makers No.
4IJO Steel U Aluminum
Engine
in tube U sheet Spruce
- IA Mark - AS9977 Makers No. Selling Price - $20,000.00 Contact: L. MacPherson, General Manager Royal Aero Club of New South Wales Bankstown Aerodrome, N.S.W. P. O. Box 255, Brankstown 2200, N.S W. Australia
Aircraft U Marine
Plywood AEROBOND X17B (the Sti. *O
Elmira. NY 14905
CIERVA AUTOGYRO
VARIVIGGEN KR-i KR-Z W.A.R. F W190 F4U SKYBOLT STARDUSTER TOO MA-S CHARGER COOT d other*
of)
Dear Paul: I am writing to support your position as expressed in your August editorial re the establishment of an EAA Flight Test Center. I am afraid that I might wish to go a bit further and recommend EAA approval of all designs offered to our membership — but I realize such a step at this time would cause considerable dissension The ideas expressed in my letter to you of 18 September 1975 could also be worked into an EAA controlled Flight Test or Experimental Test Center. The support of Jack Cox and yourself in presenting the amphibian article in August SPORT AVIATION appears to have been warranted by the number of interested responses We have had 65 replies of all sorts, but appear to be gatruring 14 to 15 seriously interested and eager to begin builders So it looks to me as though the minimum of 20 necessary for production of approved parts will be rather certain at this time I will forward a full report as soon as the program is positively established You might advise Jack of this and also let Wes know that I shall be looking forward to a forum at Oshkosh next year. With best personal regards. I remain Sincerely. David B. Thurston 169 Coleman Ave
PP d
tmttefit /at
YOU ARE INVITED to send for a free, illustrated
To the author in search ol a publisher
brochure which explains how your book can be published, promoted and marketed Whether your subject is fiction, non-fiction or poetry, scientific, scholarly, travel, memoirs, specialized (even controversial) this handsome 52-page brochure will
84 NOVEMBER 1975
JACK HOOKER
show you how to arrange for prompt
publication Unpublished authors, especially, will find this booklet valuable and informative
Phone: (716)745-9544
For your free copy, or
more information, write Vantage Press. Inc . Dept
T-54
516 W 34 St . New York, NY 10001
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NEW YORK 14174
TRADE tri-gear 1961 (rebuilt 1974) Cougar for amphibian or 250 Comanche Fast, safe,
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wo'.:
Min niu''- cha f q'?
40^.
issue. CLASSIFIED DISPLAY
loaded. Value. $600000 805/964-1093 PITTS SPECIAL S-2A — Factory manufactured, FAA aerobatic certified 200 HP F.I. smoke system T T A - p l u s - E 356 Price $22.900 (original $32.000) Call 809/7232364 Write Pitts. Box 5747. Old San Juan. P R . 00905
1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED A D V E R T I S I N G R A T E — Rpqu1,!- lypp B.» AU-:: jji 3St
dependable. 165 cruise, tested to 200.
!
S?? 00 De- inch | 2 4
Bold f a c e type i..» A G T C
Sb CO; iRdle t o v e r s one
nserticfi one
w.err- column,
CASH WITH ORDER Address advertising correspondence to Box ??9 Hales Corners Wisconsin 531 30
ADVERTISING MANAGE^
SPOR
PIETENPOL PROJECT — 2-place. with com-
AVIATION
pletely major overhauled Model A Ford engine, and accessories Mint craftsmanship, all wood construction, ready to cover except wings All ribs finished Chrome
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT A S S O C I A T I O N
wire wheels, all fittings included $270000. No collect calls 219/674-5492
FOR SALE
VOLMER JENSEN — amphibian project,
sides and bottom on frame, gear welded, other miscellaneous hardware, 90 Cont
engine, prop, wings, tail feathers, etc
Aircraft
Moved, no room to complete Open for o f f e r s , write Max Wolczyk. 4765 Land-
Chester Road. Cleveland. Ohio 44109. SPORTSMAN AMPHIBIAN — 125 HP 0-290-D
t r a c t o r . 30 hours since T O N . , 912 hrs since new 150 hrs airframe. Stinson wings, flaps. 2 wing tanks. Mark III omni 3 blade wood prop $8000. 705/292-9707.
Peterborough. Ontario. Canada VP-1 — 200 hrs flying time, totally enclosed
cockpit. Barker 1600 engine, two spare -.props, one spare windshield. Stits poly"Tiber over entire aircraft, improved exhaust system Posa 29mm carburetor, original carb and intake system with package, easy to fly aircraft, reason for selling building new project, price $150000 Excellent workmanship 617/428-6231 or 617/428-9987
MIDGET MUSTANG Ml — 0-200-100 hp. 16 hr T T Completed 1973 Radio NAV-200 Full inst board $650000. Call B. Kelly,
TAILWIND PROJECT — Fuselage on gear with 150 Lyc mounted 800 hrs TT on en-
gine since new Tail group complete, two fuel tanks. 37 gal capacity, complete electrical, hydraulic and fuel systems to complete Most instruments All accessories for engine mounted Also includes wrecked 1973 Cherokee 140 for parts Trade for aircraft or will sell outright 702/329-5972 KINGFISHER — amphibian project, plans, all hull frames plus many purchased components Excellent workmanship 115 HP Lycoming engine certified with 1900 TT
Lionel Robidoux. 195 Crestview Road. Ottawa, Ontario K1H 5G1 613/731-5814 SCORPION TOO — all factory kits except radio and engine Factory tacked frame, $6000 Also
1975 EAA GRAND CHAMPION
WINNER SCORPION ONE with cabin, per
1-313/284-9600
feet f l y e r . $5500 00
1944 HOWARD GH-2 — six place, trade for 180 or 182 Floyd Washburn. 602/275-0010 KELEHER LARK — Project, all tubing, cap strips, wheels and brakes Fuselage 80% tack welded $17500 Dick Ryan, 562 Swallow Drive, Livermore. Calif 94550 T-18 — nearing completion, most items to finish, instrumented. Lycoming 320D2A with accessories $3950 O N O Details. M. Fowler. 440 Center Street. Lewston. New York 14092 KR-1 — completed, signed off for flight Owner must sell Hangared Best offer over $1200 After 4 30 P M — 414/794-7126
THORP T-18 TIGER — 350 TT. climb 2500 cruise 195. TT 265 SCMOH. 180 HP. Lycoming $12.500 17741 Bruce Avenue. Monte Serono. Calif 95030 408/356-9375 HEADWIND PROJECT — Almost ready for cover, with Lycoming 65. make offer Also. Luscombe 8A wings. Tri-Pacer landing gear R S Isaak. O.D.. Eureka. South Dakota 605/284-2595 evenings PITTS S1S — Best in country Many extras Not Cheap. Call: Bill Oprendek. 703/8602441 BDSB — #4652 with or without 70 HP Hirth
Fuselage shell almost done Ed Hantsche. 12'/2 Bow Street. Beverly. Mass 01915 ACRODUSTER I — kit. $4.500 c/o Acroduster,
981 Redwood Drive, Apple Valley
Minn
Also. MACDONALD
S-21 single place all metal. 75% complete, with all material to complete, including a Lycoming 0-145-B2 engine, just like new, not rebuilt $150000 502/935-1030 George. 6305 Sonnette Way. Louisville. Ky 40250 THORP T-18 PROJECT — 0-290-G Mod
2.
160 HP, project 99% complete, needs paint and ship First nue,
minor items Professional workmanwith solid aluminum flush riveting $8.00000 Casper T , 1011 Lamgs AveWest Bristol. PA 19007 215/788-1601
TOADY IV — all metal, flush rivets and skin. 160-plus at 2400 RPM. tops 200-plus Resembles Midget Mustang but has larger cockpit for pilots to 6 4' 125 Lyc 0-290-D. full electrical. 360 Nav-Com, electric ele-
STINSON 108-1 — 1830 TT. 670 SM. 225 since
con omplete rebiyf^ CeoCfcite Factory cylinder _ ers. Full paneVJAj* July 1976. One owner past 16 year# $3700 614/363-4792 or 362-4194
tennas installed, hydraulic brakes NO deviations from plans except enlarged vert i c a l stabilizer OK d by Volmer Jensen. $10.000 invested Best offer over $6.000 00. Edward L Farr. Box S-19. Westport. Massachusetts 61 7/636-8731 MUSTANG II — N44TA — tri-gear. 130 HP.
sport Franklin, 270 TTA&E $8.00000 David
Thuss, 1810 Chinquapin Road, Churchville, PA 18966 215/357-1932.
SKYBOLT — project, wing materials, plans, $45000 517/792-2718. Saginaw. Michigan. BD-SD contract #4322. make offer over $600. Balance to Bede on delivery ($4998. including Xenoah engine) 608/257-8797
JURCA MJ-5 SIROCCO — project Complete plans, all wood for fuselage, tail. Tail 75% completed $800 Bob Nye. 4145 Lyceum Avenue. Los Angeles. CA 90066 213/3989733.
STITS — highly improved, two place, aerobatic, 125 Lycoming, 270 TT, cruise 120. climb 1200 FPM. full electrical, T-18 canopy. Alpha 200. ELT. spinner, wheel pants, excellent condition. $7500 15476 Roxford
Street, Sylmar. California BENSEN GYROCOPTER — 80 hp modified
McCulloch engine, metal blades, instruments, unique quiet muffler. 10 hrs on aircraft Featured in Sport Aviation. May 75. page 79 Ann Arbor. Mich 313/995-4812 evenings.
Engines
vator and aileron trim, stressed aerobatic. 99 TT Best offer over $600000 318/8789464 nights and weekends STARDUSTER I — 90% complete fuselage and tail feathers. A & P welding all primed Numerous parts and material for completion; streamline tubing, spars, formed
trailing edges, spars, fittings, wheels, brakes, tires, etc $995 00 May be seen in Racine at Twin Disc Hangar, call 414/ 633-3561, Fred or Verl In Arizona. Scottsdale 602/991-0462 (Brandy) MINIPLANE — 80TT — orange, white, yellow sunburst 1969 Lycoming 0-235-C1 with high time but in excellent condition Wheelpants, metal prop. G-meter, T & B $5000 f i r m or consider trade for mint
Champ Montreal area 514/697-7792. weekday evenings
55124. 612/432-1023
VP-1 — 1600cc engine, total 45 hours, will swap for complete, rebuildable old a i r c r a f t . T - C r a f t . Defender, Luscombe preferred, within 300 miles of St Louis Edward Jantzen. 4000 Lynton Drive, St. Louis. Mo. 63129
VOLMER PROJECT — 90% completed New Continental 0-200 and pusher propeller. Tanks, landing gear, wing struts and motor mounts professionally welded and x-rayed. All instruments, new King KX-150-B. an-
FLY BABY — N5550. June license, hangared. 105 hours. Cont A-65 215/436-5476. no collects Call after 7 P M . $2500 00 TEENIE TWO N11EA — 160 hrs. TT, 1700
Barker engine, immaculate condition, many extras, six time EAA winner You must see t h i s one 919/226-9304 (days), or 919/ 584-0648 (nights) KR-2 — 80% complete. VW engine (1835). IFR. 2 place. $4500 13816 Bora Bora. Venice, Calif. 90291. 213/823-4126.
PROFESSIONALLY ENGINEERED CONVERSION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2 and other aircraft Simple, low cost, extremely reliable Flight tested and proven over 300 hours 28 page brochure $7 00 ppd. U S.A Chas Ackerman. 1351 Cottontail
Lane. La Jolla. California 92037 LYCOMING ENGINES — Homebuilders see or call us first We build the best from O-320 to 0-540 Call Dick or Gene 1-305/422-6595.
1325
W Washington Bldg A-6. Orlando.
Florida 32805 MONNETT VW ENGINE CONVERSIONS —
Easy bolt on! Streamlined prop hub unit, rubber anti-vibration mount, Slick magneto for aircraft engine look and performance. Fits type 3 VW blocks. No modification to e x i s t i n g 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 Con-
version, Posa Carbs. you add exhaust and gasoline 1 1600CC $1350 F O B 1700cc $1395 F O B Send $1 00 for Sonerai information Monnett Experimental Aircraft. Inc . 410 Adams. Elgin. Illinois 60120 SPORT AVIATION 85
LYCOMING ENGINES — factory new, crated, (or Acro 150 HP 0-320A2A carbureted. Bendix ignition complete. $3895.00 180 HP
IO-360B4A solid shaft, fuel injected, complete $569900 0-360A4A 180 hp aerobatic engine, carbureted. $459900 Send check or money order to Aero-Fabricators, North Road. Box 181, Lyons, Wisconsin 53148 414/763-3145
VW 2074 cc — All new parts POSA or Mikuni
carb, $1875.00 fob Full electrical system available. SSE for specs. Bob Hoover. 1875 Monte Vista, Vista. Calif. 92083 714/ 724-1513 CARR TWIN — Ultra Light opposed twin cyl-
inder four stroke, built mostly from existing VW engine parts See S.A Jan. 1975 Professionally drawn plans. $2500. Information $200 Low cost new VW parts send for free price list CARR CONVERSIONS, P O Box 671, Beaverton. OR 97005 WANTED — 165 Warner — Fairchild 24 en-
gine mount and oleos J. Jenkins, 569 Moose Hill Road. Monroe, CT 06468 203; 261-5586.
I CAN HELP — Solve your propeller problems, standard, experimental, 33 years FAA APP STA
#3727 Tremendous inven-
tory. Hartzell distributor, new. exchange, recondition, McCauley. Beech, Ham Std . Aeromatic. Curtiss electric, etc Straightening. Chromic anodize. shot peening, Magnaglow, our service, Experience and ability is a legend in the industry. Information and propeller log book - send $1 00 or call ANDERSON PROPELLER INC., DUPAGE AIRPORT, WEST CHICAGO, ILL 60185 312/584-8787
PROPELLERS — VW, Continental. Lycoming, etc (Formerly M Steinhilber) ZENAIR LTD, 236 Richmond St., Richmond Hill.
Ont.. Canada L4C 3Y8. PROPELLERS — V W , Corvair. Continental,
etc approved for V.P by Evans H A Rehm, Dousman, Wisconsin 53118
Firm F.O.B. John Crowe, 1000 N Henderson. Cape Girardeau. MO 63701. VW 1600 — F V
Hang Gliding HANG GLIDING — PARACHUTING — FREE
information package Poynter, Box 4232-A, Santa Barbara. CA 93103
Books
hours TT $700.00 609/871-5720.
crank, cylinders .015 over Good comp. Firewall forward with mount. $950 00 Dan Glandt. 929 McGovern. Cheyenne, Wyoming 82001. 307/634-8473.
OH coolers $25 - $60 Rear intake tubes for 0-290-D, $15 pair Sensenich metal prop 74 x 54. airworthy, excellent. $135.00. 600
x 6 wheels, brakes, bearings, cylinders, $60 Aerodyne, Rt
2 Box 49. Sioux Falls.
SD 605/338-0543
VW 412 1700. 2000 914 Porsche and Mazda
RX4 engines, also used VW and Corvair paris. Jim McCabe. Markle. Ind Evenings 219/758-2242
MODERN AIRCRAFT RE-COVERING — Com-
plete manual with 50 illustrations on recovering with Grade "A" cotton or Ceconite $2 00 postpaid Airtex Products, Box 177, Morrisville. Pa 19067
Books for Aircraft Designers, Builders. Outof-print and current. List 25c. John Roby, 3703T Nassau. San Diego, California 92115 CORVAIR EXPERIMENTAL A I R C R A F T ENGINE TECHNICAL MANUAL, $300 VOLKSWAGEN EXPERIMENTAL AIRCRAFT ENGINE O V E R H A U L M A N U A L , $3 00 THE TWO-CYCLE A I R C R A F T ENGINE, $3 00
R
G Huggins. 4915 South Detroit. Tulsa.
Okla 74105
501/589-2672
568-6792
hatten Beach. California 90266 CUSTOM MADE WOODEN PROPELLERS —
Proven design. VW, Continental. Lycoming, others Recommended by Ray Hegy.
PROPELLERS: VW, Corvair. Continental, etc
Ray Hegy. Marfa. Texas 79843. GROUND ADJUSTABLE PROP for VW. Cont .
Lyc. up to 125 HP All wood, lightweight. VW prop - 8 lbs., mirror finish, 2, 3 and 4 blades Bernard Warnke. Box 50762. Tucson. Arizona 85705.
Miscellaneous WHEELS — Custom made aircraft wheels.
complete with brakes and bearings 500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr. 700x4 (will take 800x4 tire) $110 per pr Master cylinders, $20 per pair with wheel order $23. per pair without Alfred H. Rosenhan, 810 E. 6400 South. Salt Lake City. Utah 84107
FIRESTONE t SHINN wheels & brake parts 1" brake lining kit. $7 70, 1 ' brake shoes $8.25 each, brake dust covers $3.85 each
all for model 6C assy's. Mfg. Firestone & Shinn wheel & brake parts WHEELERDEALER. P O Box 421. Harbor City. Calif. 90710
T-18 BUILDERS — Extrusions; sheet metal and hardware; instrument panel; gas tank; gas cap; landing gear; engine mount and ring; aluminum windshield frame; horizontal spar tube assembly; Cleveland 500x5 wheels and brakes; axle stub; Pitot-static tube, wing ribs; Maule tailwheel Write for catalog MERRILL W JENKINS CO . 2413 Moreton St.. Torrance. Calif 90505 LARGE STOCK of new and used light aircraft
CARVE YOUR OWN with this step-by-step Oshkosh forum handbook $3.00 plus 50 PP Merle Miller. Aeroneenng, Inc., Box 8.
Claxton. Georgia 30417 86 NOVEMBER 1975
18415-2nd Ave.. So
Seattle, Wash 98148
Glen Breitspecher
DON'T TAKE CHANCES on uncertified surplus or used wheels and brakes! 500x5 or 600x6 NEW PRODUCTION Cleveland wheels and brakes, brake brackets $150 plus $6.50 for postage Wheel dust covers $7.50 set; M.B C with park brake $45 00 pair Bonanza type $4500 pair; 500x5 or 600x6 Cessna axles $5300 pair; CONVERSION KITS for
all Cessna. Beech, Stinson. Navion. 195, etc Stamped envelope for free list Hardwick Aircraft. 1612 Chico, South El Monte, Calif. 91733
T-18 BUILDERS — Save time and material Buy material marked per matched hole tooling We have 90% of all material, hardware, parts and assemblies Write for catalog. Ken Knowles Sport Aircraft. 27902 Al-
varez Drive. Palos Verdes Peninsula. California 90274. T-18 MACHINED PARTS — 68 parts exactly
per Thorp's drawings including canopy latch. Send for list. Dewberry Industries, 4751 Hwy 280 So.. Birmingham, Ala. 35243. VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING — Upper and lower shell, excellent cooling $50 00 postpaid #7. Quincy. Illinois 62301
Dick Ertel
RR
SUPPLY COMPANY. Route 4. Brown Deer
Wayne Ross. Box 7554. Phoenix. Arizona 85011 602/265-9622
Pazmany
PL-2 Canopies, ¥4 and 7/10 scale P-51 s $17000 each Large single place bubble 60"x24"x16" high; small single place bubble - 50 'x24'x14 high - $100 00 each New Pitts Bubble — $95 00 All canopies untrimmed and in green, gray or clear. "Shipping crate - $30.00' FOB Seattle Gee Bee.
ALUMINUM kits: Mustang I. Mustang II. T-
PROPELLERS — 23 diversified custom pre-
cision machined models. Propeller Engineering Duplicating, P. O Box 63, Man-
er. Turner Super T-40A. CA-65
plete collection 1940 through 1959-60 London originals (18 volumes) $800.00 K. Petrich. EAA 26069, 1432 SW 170th. Seattle. WA 98166
500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
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/
windshields fit T-18. Mustang II. Sidewind-
JANES ALL THE WORLDS AIRCRAFT — com-
Propellers PROPELLERS, Custom wood, epoxy dynel. finish R Mende. Rt. 2, Quitman. Ark 72131.
GEE BEE CANOPIES — T-18 Canopies and
Inc.. 3527 Hixson Pike, Chattanooga. TN 37415
off original Sonerai, with
C-85-12F — with logs. 710 SMOH. standard
ETC. Per AN standards for homebuilts Send stamped addressed envelope for illustrated list A. Wheels, P. O. Box 174. Ambler, Pa 19002
Dynel, fiber-glass, resins, polyurethane foam. Complete supplies Catalog 25c Kick-Shaw.
machined Monnett shock mount casting, drive coupling and magneto Barker manifold casting with Zenith carb 80 VW conversion. 1200 cc. taper crank, hub. Hegy prop, mag, carb, oil cooler, tachometer. 110 hrs. since conversion. $250.00 J Shafter. RD 3 Box 128, Indiana. PA 15701
DRAG WIRES, FLYING WIRES, BEARINGS,
118, Uniontown. Kansas 66779. 316/7564747
Logs, gauges.
CHT. EGT. Ta*%J-oJ6'anteed perfect Everything. $1»SjfPengine only. $1250
plus U S. $4.25. Canada $4 50. postpaid EAA No 79. Box 917. Spokane. Wash 99210
PROPELLERS — VW. Continental, etc Choice of hardwoods. Nelson G Keith. P O. Box
LYCOMING 0-235 (108 HP) — 235 hours since
new. f r o m bent Yankee
SPORT AVIATION BINDER — Now holds 12
and engine parts Lots of parts for homebuilders The home of flight tested aircraft parts Nagel Aircraft Sales. Torrance Airport. Torrance. Calif 90505
18. Davis DA-2A. Sonerai, drills, reamers. Gerdes wheels and brakes Send large selfaddressed envelope stamped to SMITH Lane. Janesville, Wisconsin 53545 COOT BUILDERS! The finest in machined
parts, fittings All parts now available — many in stock Also custom work Forney Precision, Inc.. Box 75. Cambra. Pennsylvania 18611. WITTMAN TYPE GEAR LEGS — for Tailwind.
Sidewinder. Davis. Daphne. RV-3, and others Expertly machined and polished from 6150 steel. Write H C Lange. R #1. Merrill. Wis 54452 CANADIAN KR-2 ENTHUSIASTS — Why pay
more Eliminate importation problems. Write, phone or visit your ONE STOP KR-2 CENTER, for KR-2 plans and building needs.
Wood, foam, epoxy, dynel. professional parts — we have them all Free price list. CANADIAN RAND AVIATION. Hangar #2. Toronto Island Airport, Toronto M5V 1A1,
Ontario. Canada 416/366-4253 FLUSH GAS CAP with mounting ring May be
riveted, welded or molded to your tank. A quality product machined from solid aluminum. $1795 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 hy-
draulic proof testing. Components at competitive prices Free brochure AVIATION PRODUCTS. INC.. 114 Bryant. Ojai. California 93023
FL VTE BOND EPOXY — A new, low viscosity,
high strength, epoxy Specially formulated for use in wood/foam/dynel aircraft structures Does not soften polystyrene foam, or
become brittle on polyurethane foam Low toxicity Use this one material as glue, filler. coating, laminating resin and strengthening filler material Does not shrink, craze, delaminate or crack Water, gasoline and chemical proof, it is also impermeable to water vapor and so prevents dimensional changes in wood with changing humidity Prevents wood rot $25.SO/U.S. Gal. Send for brochure "WOOD/FOAM AIRCRAFT CON-
AXLES - AZUSA WHEELS ft BRAKES — %"
steel axles for Azusa wheels. $42.50 pr with nuts Full assemblies including cables and actuating levers Prop hubs and extensions for VW 2074 cc VW engines ready to fly. $1875.00 fob. Bob Hoover. 1875 Monte Vista. Vista. Calif 92083 714/724-1513 TAPE RECORDINGS — 200 1972 through
1975 Oshkosh forums
Special interest
and chapter programs. Also that FANTASTIC FRIDAY Oshkosh Tower. SASE or 10c for list David Yeoman. R. 1. Toddville. Iowa 52341
STRUCTION WITH FLYTE BOND EPOXY".
CANADIAN AEROMARINE SERVICES. Hangar #2. Toronto Island A i r p o r t . Toronto M5V 1A1. Ontario. Canada 416/366-4253. AN H A R D W A R E & FITTINGS — Send 50c for catalog - refundable first purchase HB AIRCRAFT STANDARD PARTS. BOX 4358. FLINT. MICHIGAN 48504 313/239-2992 LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4 ' or 6' diameter wheels 1'V 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 - $4500 pr 12" aluminum spinners and backplates - $25.00. F I & F V formed alu-
minum landing gears. 5
Azusa wheels and
brakes, plexiglass canopys. f i b e r - g l a s s 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 more9 Include engine type and HP RIVETS — Cherry commercial "pop type" rivets 120° flush or standard protruding
head. '/«" stainless steel. $25.30/1000: '/•" aluminum. $11 55/1000 G28 Hand Rivet Tool for above plus 120° dimple die $23.00. 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
RIVETS-BULB CHERRYLOCK — Universal, countersunk and unisink heads Approved
by P F A Hand Guns and Air Tools POP RIVETS, aluminum closed-end. Monel. Threaded. ANCHOR NUT PLATES. 6/32. 8/32. 10/32 threads. Write for FREE information Fastener Products Co.. 615 W Col-
fax. Palatine, III 60067 ELECTRIC CAR companion project to VW powered aircraft. Kit converts VW in sin-
gle weekend to electric with 30 mile range.
mechanics
Send for quote along with
legible prints to: Sun Aircraft. 15415 Vanowen St.. #19. Van Nuys. CA 91406 THORP T-18 OWNERS — NEW: MULTICEL INSULATION & NOISE REDUCTION KIT —
Encased blanket of pur* flb*r Hi Temp Insulation Form fit to pattern specs Easy
to install with special pressure sensitive adhesive Reduces noise ft vibration effect. Won t mold or mildew — Won't contribute to corrosion — Won t absorb moisture — Can t burn — added fire safety.
Used In military Installations. Distributed by Ken Knowles Sport Aircraft, Inc., 27902 Alvarez Drive. Palos Verdes Peninsula, California 90274 213/530-5242
Club. Free Information, newsletter Jam**, Box 151, Pasadena, CA 91102.
YOUR AIRCRAFT'S PORTRAIT PAINTED —
Great gift Any size painted in oil J C Hooper. 70 Beacon Street. Marblehead. MA 01945. 617/631-7487
ner. Ontario. Canada; stocks 'One-Sided/ dia ); monel rivets, tools Free brochure(s). Free with orders: 4 - 7 foot steel bending brake drawing VOLMER BUILDERS — Mount for Franklin 125 four blade pusher. Arden Nelson. 4649 Islandview Drive, Mound, Minnesota. 612/472-3729. $150.00.
4130 TUBING — Surface oxidation, no pits. O 25 to O 875 inch dia x 0049 and up (wall thickness) $0.75 per foot plus packing and shipping Douglas Griffin. 1200 North Kirkwood Road. St Louis. MO 63122 ALUMINUM OUR SPECIALTY — See July
Sport Aviation lor product line. Catalog
BUBBLE CANOPIES — twenty sizes, send
Pitts Standard - $128.50; Pitts Symmetrical $131 50; Starduster II - $221.00: EAA Biplane
- $131.50: Acro Sport - $139. Kits made to order. Shipped FOB Lyons, Wisconsin Check must accompany order WAG-AERO, Box 181. Lyons. Wisconsin 53148. PROPELLERS TO TAILWHEELS — Acces-
stamp BOUWENS AEROSPACE. Twing Road. LeRoy, NY 14482. 716/967-8215.
Stits covering materials in stock: polyfiber yardage, polybrush. polyspray. tapes, etc Write for information Call orders collect EAA discount We will also recover your plane for you. Sugarbush Stits. Box 68. Waitsfield. Vermont 05673. 802/496-2290
sories Engines. Instruments. Wheels. Brakes Belts Helmets. Manuals. Parts Etc Bass. R. D. 1. Toms River. NJ 08753.
CANOPIES — Lowest price, perfect optics,
TRADE EVEN — new 90 Continental GPU for
55 x 12.5 $56. Super two seat bubble 32 x
Best 12V NavComm offered, no junk. 815/ 469-3325.
WIND SPEED INDICATOR — Fun. easily built, accurate Hand held, or mast mounted Plans. $1 50 Windy, 929 McGovern. Cheyenne. Wyoming 82001
Richard Steeves. 956 Highland Avenue. Pelham Manor, New York 10803
BD-5 ENTHUSIASTS — Join the Jam.. XD-5
754-7376.
SKIN CLAMPS — for half the price of Clecos y» dia. - kit to make 50 clamps. $11 75, 100/S21 95 Postpaid Data 25c. Swanson Tool, 4018 S 272nd St., Kent. Wash 98031
complete formed aluminum leading edge and trailing edge kits. Steen Skybolt - $157 ;
— Send your check to Mrs. Molt Taylor. Box 1171. Longview. Washington 98632.
Ames. Iowa 50010 232-5363__________
Cut down J-3 Cub. 500 x 4 wheels, tires, brakes and master cylinders. $3500. 3171
50c refundable. BJG AIRCRAFT, 40 Countryside Drive, SL Peters, Mo 63376.
POBER PIXIE RIBS — complete set $12000 Also Acro Sport. $16000 and EAA Biplane.
any stage of completion desired All welding and work accomplished by certified mechanics. We specialize in W W 1 aircraft. W R Petrone. Dayton Park Road.
WOOD PROPELLER — made by Ray Hegy for 0-235-C Lycoming on Cougar. $75.00
PRE-FORMED LEADING EDGES. Available,
COOT BUILDERS — My husband is so busy building beautiful new airplane that he never got around to editing the several hundred pages of COOT notes, comments, and instructions. So. I got busy and with some help now have all of this material edited, organized, cataloged and beautifully printed Copies are available for $6 00
WILL CONSTRUCT your aircraft or any component part of your specifications and to
Koppe. 6141 Choctaw Drive. Westminster. CA 92683
Hand rivet dimple dies. 3/32". 7/64". W (100°. 120°); hole-flanging dies. (1" - 3%"
SHEET METAL BRAKE — Shop made bench model 4' model. $15000. 3 model. $125.00. 2' model. $10000 M & H Machine & Welding. 310A East 8 Street, Elgin. Texas 78621
Box 1000. Malton. Ontario. Canada.
ers who have found the shortcuts Subscribe now 6 mo $2.50; 1 yr $4.50; Ernest
PRECISION made parts for your homebuilt Airframe and engine repair FAA certified
CANADIANS — Hardware, instruments, steel sheet tubing; Birch plywood; props, enLeavens Bros . P. O.
746-3265
KR-1 KR-2 NEWSLETTER — Join the build-
DANDY DIMPLE DIE., 172 Boniface. Kitche-
COLLECTORS ITEM — Fairchild original. Oshkosh 75. belt buckles Solid brass, only $995. PPD Campbells, Box 1216. Oshkosh. Wisconsin 54901
Price list available
plete, drag wires, tip bows installed plus lower wing spars and all ribs Plus extras. $400 or best offer Call or write Robert Lindberg, 2114 Horeb. Zion, Illinois 312/
57 top speed Kits $895. details $1.00. MacArthur. Box 634. South Windsor. CT 06074
SPOKED WHEELS WITH BRAKES — Complete set of plans, with parts sourcing information. 16" - 18" rim size, 1'/4 axle, use on one or two place aircraft, price $4 50 postpaid. R & B Aircraft Company. R.D. #3. Box 446. Flemington. NJ 08822
gines; Aerolite glue. Lincoln cloth fabric
PITTS SPECIAL UPPER WING — 80% com-
$11000 Knight. 703/389-9617 COOT BUILDER'S NEWSLETTER — $6/yr
SKYBOLT WINGS — 22 FT., STEWART KIT —
All woodwork complete and varnished, ready for hardware PAUL MUSSO. Box 234, Church Road. Mt Laurel. NJ 08057 HOMEBUILDERS — CATALOG OF CATALOGS
— Listing of over 100 sources of everything from spinner to tailwheel Send $3.00 ($3 25 f i r s t class) to B & K Aero. 5403 Elena Drive. Rockford. III. 61108.
KR-1 $56. KR-2 $67. single seat bubble 21 x 70 x 14.5 for KR-2. etc. $119. All available in clear, green, bronze, grey. Prices in-
clude crating. Save freight, visit the Air Force Museum and pick up your canopy Available soon - T - 1 8 . Mustang II. Sidewinder, T-40A. CA-65. Also new low silhouette Vari-Viggen. THE AIRPLANE FACTORY. 7111 Brandtvista Avenue. Dayton. Ohio 45424 EPOXY RESIN — 1 gallon plus 1 pint hardner $17.50 plus postage. THE AIRPLANE FACTORY, 7111 Brandtvista Avenue. Dayton. Ohio 45424
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 - $1738; description June 1970 Sport Aviation. BILL "AVI" ATOR — Aviation Insurance
Specialist Representing large established companies Competitive rates Fast. Claim Service. Speciality Homebuilts and Antique A i r c r a f t 211 South Fayette. Jacksonville. Illinois 62650 217/245-9668 SPORT AVIATION 87
BD-5 KR BUILDERS — Structure Strengthening and Flight Controls Safety Modifications by Pilot/Engineer Owner/Builders Send 20c SSAE for each information package. Gillespie Aero Services, 404 South Reese Place. Burbank. Calif. 91506.
PLANS Plans of aircraft advertised in SPORT AVIATION must have satisfied the FAA minimum requirements of the Experimental Amateur-built C a t e g o r y and
mutt have been operated a minimum of SO 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) Experimental Aircraft Association. P. O. Box 229, Hales Corners. Wis. 53130. WITTMAN TAILWIND W-8 — Two-place,
side-by-side. 85-135 HP Cruise (with 0200 Cont.) over 150 mph at 5.000 ft. at 70% power. Construction plans and photos $125.00. Brochure $1.00. S. J. Wittman, Box 2672. Oshkosh. Wis 54901
CA-65 — Two place sport plane with retractable landing gear. Plans - $110.00. Brochure - $3.00. A. Cvietkovic, Box 323. Newbury Park. Calif. 91320. SMITH DSA-1 -Miniplane" Plans 17 ft Biplane. Excellent drawings. $25 00. Mrs Frank Smith. 3502 Sunny Hills Drive. Norco, California 91760.
RAND KR-1 PLANS — $25 00 The VW powered Styrofoam retractable. Ken Rand, 6171 Cornell Drive. Huntington Beach. Calif. 92647
ORIGINAL
SESA REPLICA — 85% scale WW I Biplane Scout featured December 1970 SPORT AVIATION. Sport plane performance with antique appearance. Brochure, specs, and photos; $3.00. 30 sheets 22"x34" complete construction prints and instruction booklet $60.00. REPLICA PLANS, 953 Kirkmond Crescent. Richmond. B. C.. Canada.
1938 built 3815. craft
HEADWIND B — The original VW powered airplane with over a decade of success. Excellent plans. $25 00. info. $2 00. Stewart Aircraft Corporation. 11420 Rt 165. Salem.
gine has 480 hrs since major and 40 since factory modified cylinder heads etc. to permit use of 100 octane, fabric excellent, always hangared, located at Egelsbach Flugplatz, Frankfurt, Germany. Color, redwhite-blue with British cocardes on wings, flown weekends throughout Europe. Exceptional original DEHAVILLAND BUILT "Tiger Moth", price $10.500 or foreign currency equivalent and buyer pays shipping. Send $2.00 for color photos. I bought a Buecker Jungmann and can't sensibly fly both biplanes. However will not further discuss price except perhaps with museum or well known flying organization who would agree to joint legal contract on future care and non-sale terms except with first offer back to me. Col. W. L. Van Meter (USAF Ret.), Box R, APO New York 09757, or to me c/o Thomson Mckinnon, Inc., 6 Frankfurt, Germany, Hochstrasse 43, ATTN: Manager. Telephone Frankfurt 290251-52-5354.
Ohio 44460
LITTLE TOOT PLANS — Reduced to book form, sixteen sheets 11" x 17", $25.00. Full size blue prints. $75,00 Illustrated brochure. $2.00 Meyer Aircraft. 5706 Abby. Corpus Christi. Texas 78413. R. L. 3 MONSOON, low wing 2 seats all wood construction Brochure $300. plans $75 00 Wood kits available WESTERN AIRCRAFT SUPPLIES, 623 Waterville Rd.. N E . Calgary. Alberta, T2E 5 X 1 , Canada Bus. Ph. 403/261-3046.
BG-6, BG-7, BG-12D and BG-12/16 plans from $35 to $95.00 Information packages: BG-6 and BG-7, $1 00; BG-12D, BG-12/16.
$1.00 Both for $1.75. Sailplane Corporation of America, El Mirage. Rt Box 101. Adelanto. Calif. 92301 JURCA PLANS — Only authorized vendor for the all-aerobatic MJ2 Tempete, MJ5 Sirocco. MJ7 2/3 P-51 Gnatsum Brochures $2.00 each. Plans - $120.00 Jurca Plans. 581 Helen St.. Mt. Morris, Mich. 48458. Dept SA 1. SONERAI I » II PLACE PLANS — VW pow-
ered, all metal, folding wing, self-trailering. I - $50.00. II - $75 00 II includes builders manual Components and kits available. Send $1 00 for information. Monnett Experimental Aircraft. Inc., 410 Adams. Elgin. Illinois 60120.
FOKKER DR-I TRIPLANE OCniLtD CONSTRUCTION Dff/W/IVSS W/WS SfAK t Kit SC TS FIBCRGLAS COWLS
run.
' l i t IHfOKUaiOH I 'l.OO
,
RON SANDS
FLOAT PLANS — Metal Designed by Stanley Dzik Information packet. $1.00 U.S. Bill or Money Order Plans, four sheets, NOW $2500. U S. or Money Order Postpaid. L Landermann. 39 Poplar St., SteRose. Laval. Que , Canada. DIAMANT — 3-4 sealer, all-wood: $100 — SUPER-DIAMANT - retract, tri-gear: $125 SUPER-EMERAUDE- 2 seater. all-wood: $75. BERYL - f u l l y aerobatic, tandem seater: $80 COUGAR - all wood racer: $75 • TOURBILLON - fully aerobatic, all-wood single seater: $60 - EDELWEISS - all-metal, retrac tri-gear. 2 seater: $125 - 4 seater: $175.00 - Specs. 3-view. photos, $2 per airplane to E Littnflr. P O. Box 272. SaintLaurent. H4L 4V6. Quebec. Canada 88 NOVEMBER 1975
here. DH Model 82A, Call sign N-82TM. Aircraft rebuilt by Rollasons Ltd, Croydon Airport, London 1963, Gypsy Major 1 En-
DRAGON
SKIN
Fiberglass wing and fuselage skins. Sheets up to 4 x 8 in four thicknesses.
Also molded leading edge materials Send $1.00 for sample and specifications. THE AMERICA COMPANY
1S21 Breezeland, Oconomowoc, Wis. 530*6
CERTIFIED AIRCRAFT BIRCH
P
L
1/32" 1/16"
Y
W
O
O
D
$8.40 3/32" $1360 3/16" $19.80 9.20 1/8" 15.00 1/4" 25.20
FOB per 4x4' sheet.
20 or more 10%.
Cut in half, or smaller for prepaid parcel Most all species, up to 3/i". 4 x 8 ' sheets
-
or cut to size
HOI-341 HCKTZTOWN. fA.I9S3t
VIOLETTE PLYWOOD CORP.
P. O. Box 141X
LUNENBURG. MASS.
ADJUSTABLE PITCH PROPELLERS TAKf TMI GUI11 WO* K OUT Of '*O' ' VW
a
PLANETARY GEAR DRIVE
SHOESTRING — Formula One Racer, sportplane plans available 3-view. photos, specs . $300 Condor Aero. Inc., P. O. Box 762, Vero Beach, Fla. 32960
CA 95608
except tail wheel (Skid included in sale), telegraph key, gosport tubes, etc. are all
post and faster service. Marine, Cabinet, Plywood, Lumbercore.
-
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 $2500 postpaid Cutaway and photos. $1.00 John W Grega. 355 Grand Blvd.. Bedford. Ohio 44146
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.
British DeHavilland Hatfield factory "Tiger Moth". Production serial No. All logs and written history of aircomplete. All items British original
tLAOIl
—
1 ILADfS
...*?.".' .7.9. ?*?.?_£_
e EL GRINGO
Stalls under 40. Top speed is 150 I A.S. V W . Power. Steel tubing airframe and wing spars. Quick removable wings. Adjustable seat and elevator trim New techniques in Foam. Dynel, and Epoxy. Plans, Photos and Instructions, $50.00. New to market. Electric Hot Wire Foam Cutting Unit. For a fast and professional job, makes cutting and conturing remarkably easy, $45 00. C. B. ENTERPRISES 2022 N. Acoma
C O O T
Hobbs, NM 88240
FORD-V8 U-r^Cu l«
by Houston, TX 77022
BUICK-V6-Special CHAIN DRIVE
VWCOIVAH DUAL PLUS HC ADS MAC DtlViS
C O M P O N E N T S
Shorty Hirsekorn 105 Rosamond
-«••«•"
FOR RIPLICA FIGHTERS CHAIN DRIVE
* Fiberglass Hull Assem. * Window Kit
* Tail Kit * Engine Pylon Kit * Many other parts I Send $2.00 for info
| Pack.
NO CHGJNI MODIIACTiON MQUIIID - HI./ iTAITft (QUI'MD ALL IMClNtl — BUILD THIM YOUKSILf flOM VCALI PLANS • UV THIM COM'LITI BIADY TO INSTALL
VW. IELT DRIVES START AS LOW AS *)**• R«o4y To l«tt.M
GVRODYMMIC SYSTEMS —
IM'O f AC KIT MtKI IIFUNOABLI
ANDERSON KINGFISHER SPORT AMPHIBI-
AN — Flight proven, simple and economical Wooden construction. Piper Cub wings PLANS $150, information brochure $3.00 Present builders note new address Earl W. Anderson. P O Box 422, Raymond. Maine 04071
WICHAWK BIPLANE — Can be built 2 place side by side. 2 place tandem or 3 place 3 view drawings with complete specifications and performance data, assembly and weight and balance information with list of drawings. $5.00. Javelin Aircraft Co., Inc., 9175 East Douglas, Wichita, Kansas 67207. TAKEHOME T-18 WING — Airway to Highway
in just minutes Information $3.00. Plans $35.00 Sunderland Aircraft. 5 Griffin, Apalachin. N. Y. 13732 PRACTICAL LIGHTPLANE DESIGN AND CONSTRUCTION FOR THE AMATEUR —
has plans for the Fike Model "D' and sells
for just $6.75 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. SMYTH SIDEWINDER PLANS — Never used.
complete with newsletters. $100.00 2031
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.
WANTED — Ultra Light aircraft, single or two place, must be finest construction. Send photo and details. Will return photo. Jim McWhinnie. 663 Lanfair Drive. San Jose. Calif. 95136 OLD MODEL AIRPLANE ENGINES — Both
spark ignition and early glow models, also old model airplane kits, magazines and all related items Arthur Suhr. W218 N5866
MacLynn Court. Menomonee Falls, Wisconsin 53051 0-290-D Sump and MA3SPA carburetor Clem DeRocco 714/549-2386 Meredith Drive, Huntington Beach, Calif. 92646. FAA APPROVED (experimental category)
plans for construction of 150 Lyc or Cont engine mount to be installed on Buecker "Jungmann" . Will also purchase readybuilt model . Col W. L. Van Meter, Box R. APO, New York 09757
872-9294.
Soaring
UNUSED PLANS — Coot. $75 00; BD-4. $20 00;
Scorpion Two, $2500 Deane Nelson. RR 1. Mauston. Wis. 53948
P.D.Q.-2 — Super simple homebuilt aircraft! Requires minimum of time, tools and money to build Exceptionally stable and ideal for the low time pilot. 60 sq. ft. of fully detailed plans $2500 3-view and info pack $300. Parts and material kits available. P D Q Aircraft Products. 28975 Alpine Lane. Elkhart. Indiana 46514 219/264-2906.
SOARING magazine comes with SSA Associate membership, only $12/yr. Or. send $1 50 for sample copy plus literature. Soaring Society of America. Box 66071-X, Los Angeles. Calif 90066
USdTCO's "AIR WORLD Tool* Suppli Catalog Tools & Supplies for A I R C R A F T Sheet Melal Wort & Riveting.
BABY LAKES — Champagne performance
on a beer pocketbook! Cutaway drawing and full reports. $3 00. Complies with NASAO "AA" quality standards. Dealer for Great Lakes Sport Trainers and parts Send $3.00 for special info packet. Barney Oldfield Aircraft Company, P. O Box 5974, Cleveland. Ohio 44101. SPEZIO "TUHOLER" — two place, open
cockpit, low folding wing. Full size rib drawings, very detailed plans Info pack - $3.00. Plans - $75.00. William Edwards. 25 Madison Avenue. Northhampton. Mass. 01060.
fot your Htll cot'olog -rite to
P.O. BOX 160 (Dept.R), NEW YORK I 1040
"AIR WORLD"
NEW HYDE PARK, 1.1.,
Phone: (516) 328-0666
COMPONENTS AVAILABLE monnett experimental aircraft, Inc. 410 adams. elgln, III. 60120 send $1 00 for mfo pack
ASK THE PILOT WHO OWNS ONE When you communicate you'll be thankful for the dependability of your MENTOR, proven in hundreds of sailplanes and crew cars around the world and backed by a reputation for excellence - big in value and performance - small in size and current drain.
YOU C A N . . . . . ^^
Airport
» Low fu*l? Em*rg»ncy? Fly Direct to N«ir«st Aupoit imoul Us* ol Landmarks. VOR. ADF RNAV owned Aiicfitl with ELT? You Can Find Him B«tor*
LOWEST
Optional TR-12
from $368
Outstanding, roomy, two-place, basic steel tube fuselage, wood wing. Simple to build. Agile but yet docile. Flaps, 75 to 125 hp. 100 to 150' take-off, amazing climb. 35 to 120 m.p.h., cruise, top 140. Plans $45.00 Brochure $400
BAKENG AIRCRAFT 19025 92nd West EDMONDS, WASHINGTON
206/774-7846
94020
COST
ELT
"1971 EAA OUTSTANDING DESIGN"
BAKENG DUCE
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C^la Dealer inquiries invited SPORT A V I A T I O N 89
STOLP STARDUSTER CORP. 4301 TWINING
Frontiers
RIVERSIDE. CA. 92509
(714) 686-7943
ay LYMAN E cox
ACRODUSTER 1
aeronautical paraphernalia
RATE OF ROLL —240«/SEC. BROCHURE $5.00 COMPLETE KIT • $5500.00
976 AIRCRAFT CALENDAR
STARDUSTER TOO PLANS $75.00
Trul a collector's treasure, this 976 aircr lit calendar features 13 fascini ti ng new scenes of nostalgia in brilliant qual ty color . . . A panorama Of visti is of the past It. h as. a large pad with r jorn lor otes. and is.filled with histo ical date; of'aircraft"importance Page si :e is 13'V x 10*4" ' J $4.9£ Each. Add 55c Shipping Total
NAVY FLIGHT JACKET — tme goatskin bi-swmg back, tur collar A2 Flight Jacket — leather quilted lining, knit cults, leather collar, both in brown only 38-46. Navy $82 95 A2 $74 95
48-50 add $8 00
$5.55
BROCHURE $2.00 SEND 50C FOR C A T A L O G S H E E T S & BRO
C H U R E S ON ALL PHASES OF MODEL BUILDING INCLUDING RADIO CONTROL. CHARGE CARDS ACCEPTED.
Stanton
Hobby Shop Ino. 4734
STARLET PLANS $50.00
NORTH MILWAUKEE AVENUE CHICAGO. ILLINOIS 6O630
LEATHER FLYING HELMETS—newly made Available with radio gear—receivers, harness and carbon boom mike $58 95. w/out boom mike $43 95. with only radio adaptors $27 95 helmet only $23 95
PHONE 3 1 2 / 2 8 3 - 6 4 4 6
BROCHURE $2.00
AIRFOILS NOW
FROM EAA
510 — finest made Curved triplex lenses, soft leather lined Light weight head band $20 95. extra smoked lens $7.00. extra clear lens $5 00
VSTAR PLANS $50.00
B R O C H U R E $2.00
MK9—R.A.F. style English made, excellent visibility, adjustable $12.95. tinted lenses $6 00. extra strap $1 00 100% WHITE SILK FLYING SCARF $19 95
ACRODUSTER TOO 2-SEATER PLANS $75.00 BROCHURE $2.00
THEORY OF WING SECTIONS By Ira H. Abbott
PATCH CORDS—USE WITH ABOVE HELMETS JT400 W/PUSH TO TALK SWITCH $25.95
JT900 PATCH CORD ONLY $19.95
and
Albert E. Von Doenhoff The best single volume study available on subsonic wmg sections. (93 pages include theory airfoil ordinjtes. etc.
hook rate FROM
To expedite delivery. U.S. residents give Street
Address (not P.O. Box)
$6.50 (Includes
ADD POSTAGE & IN CALIF. ADD 6% TAX
postage) Prices Subject to Change at Any Time.
EAA GLENN BEETS S P E C I A L PLANS S 5 C O O BROCHURE $5.00 LOWEST PRICES ON 4130 STEEL - 2024-T3 AL. SPRUCE, PLYWOOD, HARDWARE, ETC. CATALOG $2.00
90 NOVEMBER 1975
Box 229 HALES CORNERS, WISC. 53130
AIRFOILS
WRITE FOR FREE CATALOG
SPLIT S. AVIATION 15320 WILLOW DRIVE LOS GATOS, CALIFORNIA 95030
Washington By
DAVID H. SCOTT, EAA 1004 1346
Connecticut Ave., Suite 915 Washington, B.C. 20036
MOSTLY ABOUT AIRPORT AID
to run demonstration projects whereby they would receive block grants from the federal government to finance their own airport development programs. A surprise section of the bill provides that the Aviation Trust Fund monies can be used for FAA expenses in servicing airways facilities. The amounts earmarked for each year are as follows: Period Fiscal Year 1976 7/1/75-9/30/75
Fiscal Fiscal Fiscal Fiscal
Year Year Year Year
Total 'INCE EARLY IN September when Congress reconvened after its August recess the major aviation activity in Washington has involved consideration of new legislation for the Airport Development Aid Program (ADAP). The general aviation associations in Washington, including EAA, submitted testimony to the Senate Commerce Committee and followed closely the maneuverings in the House to write a new bill. The House Public Works and Transportation Committee finally drafted HR. 9771 which in summary provides for the following aid to airports: Funding for air carrier and general aviation airports over a five year period will be as follows:
Period Fiscal Year 1976 7/1/76-9/30/76
Fiscal Fiscal Fiscal Fiscal
Year Year Year Year
Totals
1977 1978 1979 1980
Air Carrier Airports $ 385,000,000. 96,250,000. 400,000,000. 425,000,000. 445,000,000. 465,000,000.
General Aviation Airports $ 65,000,000. 16,250,000. 70,000,000. 75,000,000. 80,000,000. 85,000,000.
$2,216,250,000.
$391,250,000.
This is a grand total of $2,607,500,000. which even by today's standards is a staggering sum. The increases for each year are designed to help counteract inflation. The federal government will contribute 75% of the cost of airport development with the states and local communities contributing 25%. Airport terminal costs can be included for air carrier airports but these costs are limited to 50% of the federal share after all security and safety requirements have been met. Funds can also be used for snow removal equipment and purchase of land adjacent to airports for noise buffer zones. $25 million each year will be used for commuter and reliever airports at the discretion of the Secretary of Transportation. These funds will come out of the general aviation airport totals. For air carrier airports the funds will be distributed on the basis of enplanements with discretionary funds on the basis of state population. A new provision in the bill allows for multi-year financing of airport projects. Also the Secretary of Transportation must send to the Congress a National Airport System Plan by January 1, 1977 to include all classes of public airports.
1977 1978 1979 1980
Amounts From Trust Fund $ 50,000,000. 12,500,000.
75,000,000. 100,000,000. 125,000,000. 150,000.000. $512,500,000.
The bill contains a provision that limits the FAA from closing down or remoting any Flight Service Stations to no more than 5 in any given ATC Center. No mention is made of any increase in gasoline taxes for general aviation although the Administration had wanted this tax raised from 7 cents a gallon to 15 cents a gallon. EAA has mixed feelings about ADAP legislation. In principle we have supported a federal program for aid to airports because it is an important program for the airlines, business and corporate aviation and those who use an airplane for transportation. EAA takes the position that a healthy aviation industry is of benefit to all who fly. We do not take the shortsighted or selfish position that just because the ADAP program is not of great benefit to sport aviation we therefore should oppose it. But the federal ADAP program in recent years has been a
costly one because of bureaucratic red tape and long delays in airport construction time. By and large the states that built airports independent of federal aid have done a more efficient job than those states who accepted federal aid for their airport program. An even more compelling EAA reservation against the ADAP program is that it has done very little to help sport and recreational flying. And yet owners of privately owned aircraft that are used for sport and aviation must pay the same taxes and fees as commercial and business aircraft owners in order to support the ADAP program. EAA has taken the position that it cannot be an enthusiastic supporter of ADAP unless we are willing to support its costs. The sport aviation pilot gets very little benefit from his contributions to the Aviation Trust Fund for ADAP costs for the following reasons: The ADAP plan provides no monetary assistance to privately owned airports and yet there are twice as many privately owned airports as publicly owned ones in the
United States. Sport flying relies heavily on small privately owned airports since most homebuilt, antique and classic aircraft do not require long paved runways or elaborate navigation facilities. To support the ADAP program general aviation has been taxed 7 cents a gallon for gasoline plus a minimum of $25 a year which is increased by one cent a pound for aircraft grossing over 2500 lbs. In addition there is a special aircraft tax on tires and tubes. The $25 plus tax is particularly onerous to sport
The Administration wanted a provision that would turn all general aviation airport development over to
aviation enthusiasts not only because it is a fee for facilities that these aircraft owners seldom or never use, but it is a tax that does not distinguish between the amount
the state aeronautic commissions including the levying
or kind of flying that is done. For instance, a homebuilt,
of fuel taxes to support such a program. The House Pub-
classic or antique aircraft that may be flown for as little as five or ten hours a year must pay the same weight tax
lic Works and Transportation Committee refused to go along with this entire proposal but provided for 11 states
(Continued on Page 67)
I