THE HOMEBUILDER'S

Corner

E AA'S RECOMMENDATIONS REGARDING FAA's Notice of Proposed Rule Making (NPRM) per-
(Photo by Lee Fray)

taining to the custom built aircraft have been completed and forwarded to the FAA in Washington for
their consideration. This NPRM is quite a crossroads for the amateur-built aircraft program and the
various types of aircraft that would be affected.
We had to draw heavily upon our many years of working with the movement and we hope that our
recommendations will benefit the majority. There must have been either great apathy among aviation
people . . . or great faith in EAA Headquarters' ability to provide the correct position on the matter. I
hope it was the latter as only some 90 comments have been received by both EAA and FAA on this
NPRM with almost no response from fellow aviation organizations whose members would be directly
affected.
I realize that it is most difficult for the average EAAer to fully understand the far-reaching impli-
cations of this NPRM, what with its constant references to existing FARs unless one has a copy of
all FAA regulations in front of him as he reads over the new proposals. The intent of those within FAA
who prepared the proposal certainly was honorable, however, and was meant to give the amateur-built
movement the proper recognition it has rightfully earned. But when one considers the total ramifi-
cations of the NPRM as it was finally written by the government's legal counsels, we see that a simple
effort to improve and recognize the movement does not always turn out that way or in the best interests
of all.
In situations such as this it is always interesting to read the suggestions of concerned citizens which
are submitted to government suggestions which, if fully implemented into law, would take away
additional freedoms we now enjoy. Some recommendations suggested a very detailed and complicated
maintenance and operator's manual be made mandatory. Others asked that each builder have a com-
plete and detailed set of drawings for his homebuilt as a required part of his aircraft records. Still others
felt that a person building his own aircraft should not be permitted to work on it or relicense it as his
familiarity with the machine would breed contempt, so to speak, causing him to be careless in proper-
ly maintaining it.
The NPRM issued by FAA in response to EAA's petition to eliminate billboard-sized fuselage regis-
tration numbers has also been commented upon by EAA Headquarters. Our position is that 3 inch num-
bers on the vertical fin or rudder are sufficient and that the owner should not be required to change over
to the new marking system until he repaints and/or recovers his aircraft, rather than a five year grace
period as suggested in the NPRM. Antique aircraft (civil, ex-military, etc.) would maintain the special
marking options open to them under present regulations.
I again would like to thank each and every one of you who has been able to support our Project Cross-
roads. The sum of $74,000.00 received to date has been a great help in supporting the work of the EAA
Air Museum Foundation. The expansion of maintenance facilities and the initiation of several restora-
tion projects have been made possible. We realize that in these times all are not able to help out, and
your many kind letters to this effect are appreciated.
January should see the arrival of a great addition to our museum collection: The XP-51, Serial
Number 41-38, the first '51 delivered to the U. S. government (in 1941). It is complete and still in its
original olive drab paint scheme. It is undamaged and it is hoped that after an overhaul, you will see it
on the flight line at Oshkosh and in the Warbird fly-by pattern. One of our Warbird members who oper-
ates an Allison engine overhaul shop has volunteered to overhaul the engine. This aircraft is a rare find
for us and a most significant aircraft. More about this fine machine later.
(Continued on Page 69)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education SPORT AVIATION ASSOCIATION
INCORPORATED

JANUARY 1975 Vol. 24 No. 1

r
Copyright 1975 by the Experimental Aircraft Assn.. Inc. All rights reserved

TABLE OF CONTENTS
Homebuilder's Corner. . . by Paul Poberezny . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Toward Better Performance, Article \\ ... by Al Backstrom .............. 12
"Happening V" ... by John Parish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
The HA-2 Sportster, An Ultralight Two Place Gyroplane . . .
by Martin Hollmann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
New NASA General Aviation Airfoil . . . by H. D. Garner ................. 20
Mid-Eastern Regional Fly-In . . . by Ken Mountain . . . . . . . . . . . . . . . . . . . . . . . 22
A Homebuilt Engine. The Carr VW Twin . . . by David E. Carr ............ 24
D B Hawker II . . . by Kathy Cinquanta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Lowell R. Bayles, Race Pilot . . . by George Hardie, Jr. .................. 28
Thoughts on Mush/Stall/Spin Accidents and How To Avoid Them . . .
by Fred E. Weick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Wake Island Scorpion . . . by William J. Kelinbauer ..................... 35
Acroduster \ ... by T. J. Brown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
"Nostalgia" . . . by Wil Neubert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Page 39
Comments on Winter Aircraft Operation . . . by Bert Bernhoft ........... 48
An Airplane That's PDQ . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
The Designee Corner . . . by Antoni Bingelis ............................ 55
The Duster An International One-Design For The Other 95% . . .
by James H. Maupin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
. . . And From A Builder, A Duster Project . . . by Lt. Scott S. Thomas .... 60
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Directory of Completed Custom-Built and Restored Aircraft . . . . . . . . . . . . . 66
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Washington Report... by David Scott................................. 91 Page 50

Paul H. Poberezny Jack Cox

ON THE COVER ... Wil Neubert s "Nostalgia".
Publisher Editor-in-Chief Photo by Bill Michael
Ray Scholler Bonnie Soucy Bernice Scholler
Assistant Editor Advertising Manager Publication Layout

EAA AVIATION MUSEUM

11311 W. FOREST HOME AVE.
FRANKLIN, WISCONSIN
(A MILWAUKEE SUBURB)

Aviation Museum hours of operation are 8:30 to 5:00 on Monday

through Friday Saturday 10:00 A.M. to 5:00 Sundays
and Holidays 1:00 to 5:00. It is closed on New Years, Easter,
Thanksgiving and Christmas.
EAA AVIATION MUSEUM FOUNDATION, INC.
PAUL H. POBEREZNY, DIRECTOR
GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn.. Inc. and is published monthly at Hales Corners. Wis Second Class Postage
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SPORT AVIATION 3
 NIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
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4 JANUARY 1975
 LETTERS
TO THE
EDITOR
Dear Paul
I have several comments I would like to make
concerning EAA:
1 After reading the piece on the grand
champion Starduster Two. I do not agree with
the selection. This man did not build this plane
We talk about 'rolling your own 1 and then we
give the grand award to a man who did not do it
himself but rather had someone do it for him.
This is not a homebuilt aircraft. As the article
states, experts were sought out to build various
parts of the plane This plane is |ust an example
of the almighty dollar. Isn't there some way to
prevent this sort of thing Why not have the
builder sign an affidavit as to what part of the
plane he built The purpose of the EAA is to pro-
mote craftsmanship not to find out who can
afford to have subcontractors.
2. The EAA worked long and hard for a way
to evaluate homebuilt plans. We finally got the
NASAD What happened7 A handful of the
homebuilt designers have submitted their plans
to NASAD for approval I see no reason why
SPORT AVIATION should accept advertising
from those without the NASAD Quality Seal
3. I was very glad to see photos of the EAA
staff in the August issue of SPORT AVIATION.
I do think Jack Cox could have been more
careful in the layout of the photos. There was
a lot of wasted space This seems to happen
quite a bit
4. At Oshkosh 74 (which I thought was a
great Convention), you were not allowed to
take food or drink on the flight line. Right?
I tried to take a cup of ice on one day and was
stopped During one of the air shows, I saw an
EAA official with an EAA official car drinking
beer with a couple of his friends (male and fe-
male) while parked watching the air show. The
vehicle was a Chevy Blazer which may help
with the i.d.
5. The EAA financial report appeared on
page 72 of the September issue of SPORT AVIA-
TION. As president of Chapter 507. I would
like to have a more detailed report to show our
membership. Is it possible to get a complete
financial report?
It may not seem so. but I am not trying to
find fault with EAA and staff I am only inte-
rested in the greatest good for the greatest
number of people I would like to see this
letter in the "Letters to the Editor."
Warm regards.
George Watson EAA 39087
645 Evergreen Dr.
East Palestine. Ohio 44413
President Chapter 507
(EDITOR S NOTE - Comment on Comment
No 1 - Bob /.add. Chairman ot the Oshkosh
Awards Committee, says that judges who inter-
viewed the owner ol the 1974 Grand Champion
Starduster were satisfied that he built enough
ot the aircraft to be considered for the award.
Their experience has been that a substantial
number of builders get qualified help on at
least a port/on of their aircraft - particularly
engine and electrical (including radio) in-
stallation - retaining enough work for them-
selves to quality under FAA's requirements for
amateur built status for the aircraft.
Comment No. 2 - NASAD is completely
independent of EAA. Although EAA supports
the high standards NASAD has established as
criteria lor evaluation ot drawings (EAA Acro
Sportdrawings received NASAD approval num-
ber one), we cannot make NASAD approval
a requirement lor advertising in SPORT AVIA-
TION. Some EAA members who do not belong
to NASAD otter plans that would easily meet
NASAD requirements for approval. As a non-
profit association, we would be hard pressed
to legally /ustify refusing such a member's
ad. This is one of the technicalities that re-
sulted in NASAD being formed as an organiza-
tion independent of EAA in the first place.
Comment No. 3 - Would you believe our
layout man thinks the pages of SPORT AVIA-
TION are too crowded7?
Comment No. 4 - EAA President Paul
Poberezny has investigated this incident and
has discovered the identity of the offenders.
The two ladies in question were Paul's mother
and his elementary school teacher and princi-
pal, both in their late 70's. After trudging down
the long line of show aircraft, they were being
given a ride in one ol the official EAA vehicles
back to the public area and had stopped to
watch a portion of the air show. The ladies do
admit to partaking of a little Coke laced with
a touch of brandy . . and have been appro-
priately reprimanded by President Paul, along
with the driver who shall remain nameless, but
will be closely watched at Oshkosh '75
Comment No. 5 - A complete, item-by-item
EAA financial report, such as is presented to
the officers, directors and trustees of the EAA
and EAA Museum Foundation each year by our
auditing firm, would take a couple ol entire
issues of SPORT AVIATION to print. The type
of report that is reprinted in SPORT AVIATION
each year is the type most organizations pre-
sent to their membership, including the largest
corporations in their annual reports to their
stockholders Any member who wishes a more
detailed look at EAA's finances may come to
EAA Headquarters and examine the records
which are of particular interest to him.)
Dear Paul:
Theenclosed S30 00 donation check is the re-
sult of your recent letter for EAA Pro|ect Cross-
roads. I'm sure you are extremely busy, but I
just wanted to drop this short note to at least
give you some feedback on your efforts.
I have personally visited the Museum on
several occasions and was quite impressed with
the contents, the neat and well kept facilities,
and the courteousness of the people there If
the expansion of this facility can be obtained
with this same policy. I can't see how it can be
anything but a huge success
I have never previously written any letters to
EAA although I've been an early member and
an aviation enthusiast for a long time, however,
in viewing EAA over the years it seems to me
that there is now enough talent available
throughout the organization where EAA could
undertake a project that would truly put an air-
plane into the hands of a novice flyer of mod-
erate income I recognize that the EAA is
very diverse in what members think should be
the ideal airplane, but it seems to me that
some sort of EAA research team could set re-
quirements for development of an aircraft that
would truly meet public needs. Perhaps an
STOL project, like a modernized version of the
Fieseler Fi 156 Storch with its folding wings
might be an answer In any case, I personally
would like to see the EAA conduct a program
which would result m a fantastic airplane to ful-
fill the needs of the amateur flyer to get eco-
nomically into the air I really feel the EAA has
sparked the aviation community, but it seems
that the diversity of designs which have appear-
ed over the years have not really yet resulted
m getting that docile, keep at home type air-
plane Perhaps as part of the educational aspect,
a channeling of all this talent that exists in EAA
could be utilized in a concentrated project to
accomplish such a development. This type of
accomplishment, in my opinion, could be the
way that EAA could make a tremendous avia-
tion contribution to the public. It seems to me.
no technological breakthroughs are required,
but a concentrated and organized effort to ac-
complish this end. I'm sure what I've said here
is not unique and probably you have heard this
similarly expressed by other members. In
any case, it was not my original intent to make
this note so long, it just happened.
In closing. I personally wish to thank you
for the tremendous effort and devotion you have
made in building the EAA over the years It is
truly a great organization and you certainly de-
serve the greatest praise in the contributions
you have made Please keep up the good work.
Yours truly.
Lawrence Kolze
437 S. Addison St.
Bensenville. III.
Dear Mr. Poberezny:
Your support of the aviation Exploring pro-
gram of the Boy Scouts of America has been
brought to my attention. We are pleased with
your interest in our young adult program and
hope many of your association members will
also join with us in support of the youth of
America.
I want to thank you on behalf of the Boy
Scouts of America for the Foundation sdonation
to the aviation Exploring program in the aggre-
gate of S10.500
The material contributed will add significantly
to the quality of program received by many of
our Explorer posts interested in aviation Pro-
jects such as these, which involve craftsman-
ship and working with one s hand and mind,
will truly cause the character development for
which we strive.
Again, thank you for your personal interest
and the support provided by the EAA Aviation
Museum Foundation
Sincerely.
Alden G. Barber
Chief Scout Executive
Boy Scouts of America
North Brunswick, N.J. 08902
(Editor's Note: EAA is supporting the Exploring
program with a grant of Acro Sport and Pixie
plans and a quantity of EAA "how-to" manuals
- with a total value of $10.500 EAA President
Paul Poberezny serves as a member of a na-
tional committee set up to advise the Explorers.)
Dear Mr Owen:
I would like to thank you for your efforts in
bringing the EAA Exhibit to the W.I.'E.A. Con-
vention November 7 and 8. It was our hope
that an exhibit such as yours and the radio
controlled model aircraft might inspire some of
our industrial arts teachers to include these
kinds of activities in their programs.
Many convention visitors commented to me
that they had a pleasant and informative dis-
cussion with you. We hope that you had the
same positive feelings at the close of the show.
Sincerely.
Arthur E. Muller
1974 Convention Chairman
Wisconsin Industrial Education
Association
Dear Sir:
I would like to pass on this information for
what it may be worth The Air Force has in-
formed me that they can no longer give the
FAA flight physicals and certificates for civilian
use This is a fairly recent message and possibly
those that are not on a military flying status
are not aware of it and the possible implication
that it may delay getting the medical certificate
current, especially for those overseas Maybe a
check by your people on this to see if it only
applies locally here in Okinawa. Japan or is
applicable to all military installations. It could
warn some that they may have to dish out some
money for a physical from a civilian doctor.
Thank you.
SP/4 Walter D. Byers (EAA 84274)
USAMMAPAC, D/O
APO. S F., Calif. 96248
(Continued on Pag 68)
SPORT AVIATION 5

LEGISLATIVE FRONT
EAA Headquarters has been very busy the past two
months preparing comments in response to FAA Notices
of Proposed Rule Making. The two most important were:
Registration Marks
For years EAA Headquarters has been petitioning FAA
to eliminate the 12 inch fuselage numbers on U. S. civil
aircraft, substituting instead 3 inch numbers on the verti-
cal tail. After environmentalists petitioned for huge
underwing numbers so low flying planes could be turned
in to law enforcement agencies, a NPRM was finally is-
sued by FAA which included elements of both EAA's and
the environmentalist's requests for changes in aircraft
marking. For aircraft capable of no more than 180 knots
(207 mph) at normal cruise the 12 inch numbers on the
fuselage would be removed in favor of 3 inch numbers on
the vertical tail . . . which would make EAA happy since
this is what we have been asking for for years and which
would be of no consequence to the environmentalists.
HOWEVER, the NPRM also would require a registration
number under the left wing 18 inches high or 60% of the
chord, whichever is smaller . . . which would please en-
vironmentalists and almost no one else certainly not
in aviation.
EAA Headquarters has responded to the NPRM by ask-
ing that:
(1) 12 inch fuselage numbers be eliminated and that
only 3 inch numbers on the vertical tail be required.
(2) That aircraft owners not be required to remark their
aircraft until it is next repainted and/or recovered.
(3) And that if the above are not acceptable, the present
marking system be retained.
It is significant that in all the contact EAA has had with
other aviation organizations, the light aircraft industry
and our own members, we have seen zero support for
underwing numbers. There seems to be a universal feel-
ing that underwing numbers are nothing more than "the
environmentalist's way of getting to us".
Custom Built Category
On September 24, 1970 EAA petitioned FAA to elimi-
nate the word "experimental" as a name of a category of
civil aircraft and to rename the various sub-categories of
the experimental grouping according to the use of the air-
craft, i.e., "Racing Aircraft, Research and Development",
etc. Subsequent events and a number of EAA/FAA meet-
ings added to the scope of the original EAA petition.
Late in 1974 FAA issued a NPRM that addresses the
question of the name change suggesting "Custom Built"
for amateur-built aircraft. It goes far beyond the mere
changing of names, however. It would, in fact, drastically
change the 23 year old homebuilt regulations . . . and,
perhaps, the course of the homebuilt movement.
6 JANUARY 1975
The Custom DUUL ^aucguij n**.*.* .,..
(1) Require all amateur-built aircraft to be licensed
in the Custom Category after 2 years.
(2) Require, as a prerequisite for licensing in the
Custom Category, a maintenance and operations
manual to be filled out by the builder.
(3) Make it possible for the builder of an aircraft to
earn what might be termed a "one shot repair-
man's certificate". This would allow the builder
to do his own maintenance, including annual in-
spections, on his aircraft ONLY. It should be
clearly understood that this "repairman's certifi-
cate" would allow a T-18 builder, for instance, to
perform maintenance on his T-18 ONLY, not on
any T-18.
(4) Require that an amateur-built aircraft, once sold
by its builder, be maintained and relicensed by
licensed mechanics just as are factory built air-
craft.
(5) Make the airworthiness certificate of amateur-
built aircraft permanent, as are those of certifi-
cated factory-builts, instead of one year's dura-
tion as is presently the case.
EAA Headquarters has responded to this NPRM rec-
ommending that:
(1) The present FAA regulations governing home-
building of aircraft be retained as they are pre-
sently written, with the exception that the term
"custom built" be substituted for "amateur built"
wherever the latter appears in FARs.
(2) Should the above recommendation not be accepta-
ble, the Administrator should withdraw the NPRM
with the understanding that it would be reis-
sued after taking into consideration the many ob-
jections and questions raised. EAA's recommen-
dation also included an enclosure containing spe-
cific comments on each of the 18 changes to exist-
ing homebuilt regulations proposed by the NPRM.
The complete text of EAA Headquarters' letter to
FAA will appear in the February issue of SPORT AVIA-
TION.
SPORT AVIATION IMPROVEMENTS
Members will notice several improvements incorporat-
ed into the January 1975 issue of SPORT AVIATION. Most
obvious will be the protective cover bound right into the
magazine. This is intended to protect the covers of the
magazine including the new four-color back cover. This
month's back cover is a photo reproduction of a beautiful
painting of Gene Soucy's Pitts by artist Fred Pearman
(EAA 90463), P. O. Box 23, Anderson, South Carolina
29621 (phone 803/225-1564). We want to use the back
cover of SPORT AVIATION to encourage the work of avia-
tion artists and, in particular, to encourage them to
paint sport aircraft and sport aviation scenes. Art galleries
and even furniture stores have their walls laden with land-
scapes and seascapes . . . but virtually nothing on air-
 HEADQUARTERS
scapes, mankind's most awesome and beautiful view of na-
ture. If artists can be encouraged to paint sport aircraft
and airscapes much as they do sailboats and seascapes
today and get them before the public, a great stride for-
ward will have been taken toward gaining public recogni-
tion and acceptance of the pleasure and fantastic beauty
of flight.
We have a couple more paintings by Fred Pearman and
another artist who will be introduced later. Their works
will appear on the next six month's issues of SPORT AVIA-
TION. Meanwhile, we encourage other artists to submit
paintings for consideration for use on the back cover of our
magazine. Sport aircraft are preferred.
This month's artist, Fred Pearman, is relatively new to
aviation, having previously been a specialist in painting
automobiles. He has followed the NASCAR and USAC
circuits for a number of years and has done some stunning
paintings of the racers. He got into painting airplanes, in
fact, when a race driver was so pleased with the painting
of his car that he also wanted his airplane done. If any of
you want a painting of your aircraft, get in touch with Fred
for a quote.
More pages, new type styles, a protective cover, new
four-color back cover these are improvements recently
incorporated into your EAA magazine. We are never satis-
fied here and will continue to strive to improve SPORT
AVIATION; in the meantime we hope you like it.
BUSHBY MUSTANG II INFO
In July of 1974 Bob Bushby, designer of the very popu-
lar Mustang II, mailed out some update material to every
person who has purchased a set of Mustang II plans from
him. As is often the case, approximately 20% of the mailing
was returned by the post office as undeliverable. This
usually is due to change of address. Any Mustang II builder
reading this who did not receive this mailing last July
should contact: Robert W. Bushby, Bushby Aircraft, Inc.,
Route 1, Box 13B, Minooka, 111. 60447 (phone: 815/462-
2346).
This is a recurring problem experienced by all plans sel-
lers. Most designers are very conscientious about mailing
out corrections and/or additions to their plans, but they
can't get the info out without correct addresses. Builders
are encouraged to send a change of address to the designer
of their homebuilt anytime a change of residence is made.
USER FEES
The civil aviation world was shocked recently by a
Wall Street Journal article thai outlined a devastating set
of aviation user tax proposals by the Ford administration.
In its budget recommendations to Congress the adminis-
tration has proposed:
New landing fees (for some reason called "departure
fees") of $10.00 per operation at airports having an FAA
tower and radar service and $5.00 per operation at airports
with FAA towers only.
License fees, starting with a $9.00 fee for the Student
License and between $12 and $75 for a Private or Com-
mercial License.
Administrative charges, such as $8 to $25 per hour
for an FAA employee's time spent certifying new aircraft.
Presumably, this would also include inspections of home-
built projects. $160 to $400 would be charged for an air-
worthiness certificate and between $350 and $1000 would
be charged for approval to manufacture parts and support
systems.
These proposed fees are so outrageous and would ob-
viously have such a devastating effect on the light plane in-
dustry, one of the few bright spots in the nation's economy
over the past year, that experienced observers of the
Washington scene give them little chance of passage by
Congress. With the ELT law still fresh in our minds (and
ears!), however, EAAers cannot afford to be complacent.
EAA Headquarters strongly urges every member to write
four letters . . . one to each of your state's two senators,
one to your district's congressman and one to President
Ford expressing your total opposition to the new proposed
aviation user charges.
Significantly, the best argument we have heard against
the proposed new charges has come from a member of
Congress, Representative Dale Milford of Texas. As report-
ed in Aviation Daily, he told the House, "OMB is now in
the process of applying a Rube Goldberg logic by trying to
say that all costs of the Federal Aviation Administration
should be levied against aviation users. In other words,
OMB is saying that all FAA services are strictly for the
benefit of aviation rather than for the public. Obviously,
Mr. Ash and his bureaucratic bunch know little or nothing
about either the FAA or the aviation industry. The FAA
exists primarily for the protection of the public, not the
aviation industry. Only a small percentage of the FAA
costs are directly for the benefit of aviation". Milford said
FAA safety checks on aircraft manufacturers and FAA
control towers are for the benefit of the public, not the
industry. "Therefore most of the costs of this agency
SHOULD BE PAID THROUGH GENERAL REVENUES
rather than taxes levied against the general aviation seg-
ment of that industry."
Right on, Representative Milford!
It will be of interest to EAA members to know that
Representative Milford is also Dale Milford, EAA member
52917. He owns and flies an extremely rare Temco Buck-
aroo, the military trainer version of the Swift. We think it
would also be entirely appropriate for EAAers to write
one more letter to our fellow member Dale Milford ex-
pressing thanks for his forthright stand on the floor of the
House of Representatives in behalf of us all and to assure
him of our wholehearted support.
SPORT AVIATION 7
 The address of your Representative is: Honorable
-, House Office Building, Washington,
D. C. 20515. The address of your Senators is: Honorable
, Senate Office Building, Washington, and landing wires in their structure are incurring unnec-
D. C. 20510. Write President Ford in care of The White
House, Washington, D. C. 20500.
ACRO SPORT PLANS CORRECTIONS
EAA Acro Sport builders are asked to note the dimen-
sional changes on the drawings below and make the
changes on their own sets of plans.
ACRO SPORT
SHEET 5.00 ZONE B62
A BUILDING TIP
A few builders of sport aircraft that incorporate flying
essary added expense by purchasing the wires at too early
a stage of construction only to find them to be too short
or too long when they are fitted to the airframe.
The common practice is to wait until the airframe is
essentially complete, at which time all the components
are assembled and jigged into proper dihedral, incidence,
etc. Then, measurements are taken for flying and landing
wires ("tie rods" as they are properly called) and an order
is placed for the correct sizes. No two airframes will have
the exact same dimensions even when built from the same
set of plans. This is especially true of welded steel tube
structures. Flying and landing wires are expensive items
so get the actual measurements from the airframe for
ordering your wires, rather than taking measurements
from the plans.

EAA "HOW TO" MANUALS

New EAA members just beginning to collect the in-
formation they need to prepare themselves to build an
airplane are reminded of EAA's series of "How To"
manuals. In soft cover, SVi" x 11" format these manuals
explain the "mysteries" of woodwork, welding, metal
fatigue, sheet metal work, fabric covering, engines,
basic hand tools, aircraft design and much more. These
manuals are priced at only $2.75 each, plus postage the
most information for the money you will find anywhere
today. See page 73 of this issue of SPORT AVIATION for
more info. '

ACRO SPORT
SHEET 2.00 ZONE B41

SHEET I Ol

THIS DIMENSION CHANGED

X/2

DO NOT SCALE

TIKE
CfNTER

8 JANUARY 1975
 (Photo by Lee Fray)
Interior of the EAA Aviation Museum s wood working
shop. This and the paint shop are in a new, separate
building making possible storage of dope and paints
apart from the main museum and shop structures.

(Photo by Lee Fray)

PROJECT CROSSROADS FUNDS are already being used
to improve and add to the EAA Aviation Museum. These
two shots show the interior of the new paint shop and
wood working shop. Waco UPF-7 wing panels and tail
surfaces are being painted in this picture . . . and. yes it
is a posed shot for the photographer. If it had been for
real, Carrot Top would have been wearing a mask and
the ventilation fan would have been running.

(Photo by Lee Fray)

Tom Poberezny, left, EAA Executive Vice President, ac-
cepts an autographed set of lithographs for the EAA Avia-
tion Museum from artist Harold E. Hawkins, right, of
Lansing, Michigan. Mr. Hawkins was presenting the litho-
graphs on behalf of the Michigan Aerospace History Com-
mittee and its Chairman, Mr. Ward Mayrand. The lithos
are a numbered, limited edition set of four including a
Ford 5-AT TriMotor, a Ford Stout, Stinson Detroiter and
an OX-5 Travel Air. They will be mounted and placed on
display in the EAA Aviation Museum.
SPORT AVIATION 9
 Alvin C. Geiger Roy G. Howard Gordon Hindle
Clinton, Ml Ottawa, KS B.C.. CANADA
CROSSROADS G. E. Harris Bruce C. Howell
E. Hartford, CT
Elwood A. Hitts
Miami, FL Chesaning. Ml
J. Darwin Hawkins Virgil T. Jackson, Jr. Robert E. Hoyer
Arlington, TX New Orleans, LA Madison, Wl
Project Crossroads has now reached a total of William Heinrich Robert C. Kaergard Raymond E. Hudson, Jr.
$73,956.73 from 1,695 donors as of December 12, 1974. McHenry, IL Glen Ellyn. IL APO. New York
John L. Herman Hollis Button Rick Human
The monthly average income has been climbing steadily. Bloomington, IL Campbell, CA Dayton, TX
In September the Foundation received 82 gifts totaling Everett L. Howell W. Burt Butts Robert H. Huntington
$1908. October produced 213 donations amounting to Yadkinville, NC Douglasville, GA Phoenix, AZ
Robert L Hughes George Giblin Bruce K. Ingersoll
$6164. The last complete month of record to-date, No- N. Aurora, IL Akron, OH Anchorage, AK
vember, brought the highest number of gifts yet, 369, for Derek H. Edgley Robert C. Gilbert Wayne E. Jenkins
a dollar total of $7234. Mississauga, Ontario Napoleon, OH Huron. OH
CANADA Robert L. Godwin. Jr. Rod Johannsen
The Museum continues to show improvement as the Thomas W. Flinn Florence, SC Emmetsburg, IA
Crossroads Project gains support. Less immediately SINGAPORE Gordon H. Goodrich Alford B. Johnson
evident to the visitor is the completion of a facility L. H. Frische Milwaukee, Wl Delhi, CA
Beaverton, OR John D. Gummere 0. J. Johnston
housing a wood working shop on one side and a paint W. G. Gann West Monroe, LA Rockford, IL
spray room on the other. These two areas are essential to Ft. Worth, TX Warren H. Heck R. E. Jordon
the restoration or repair of new exhibits and for the con- George Grantonic Belleville, IL Ft. Worth, TX
Wintersville. OH Marion S. Heyward Dale W. King
tinued maintenance of existing displays. The building George A Betty Gromer Chamblee, GA Oklahoma City, OK
was constructed by staff members and volunteers, at an Berryville, AR Rod Hildebrand Robert Dickson
extremely low cost, with funds provided by Crossroads' Gene Hackman Sheboygan, Wl Matthews. NC
Beverly Hills, CA Gaylord Hochstetler J. S. Francis. Jr.
donors. Midwest Helicopters Lyons, OH Peoria, AZ
The following is a list, in order of receipt, of donors (Frank Hay) T. E. Holland Gil Construction Co.
whose gifts were processed between October 21st and De- Pequot Lakes. MN Columbus. OH (Garry Grover)
Steve R. Holmes Henry Hulboy Concord, CA
cember 3rd. The November and December issues of S PORT Irving, TX Zanesville, OH James T. Haley
AVIATION carrried rosters of donations prior to October Donald Houk Robert D. Humbert Phoenix, AZ
21. New Castle, PA Augusta, Ml Thomas P. Hamel
A. L. Stephens James F. Humphries Huntingdon Valley, PA
S. E. Lambert, Jr. Lloyd Alan Laflin Oxon Hill. MD
Newnan, GA Gulfport, FL Jim Hanson
Palm Springs, CA C. C. Jackson
Jim Enman New York. NY
Douglas C. Hamilton Roger W. Goodsell Gerhard Grotzsch Klamath Falls, OR Halifax, N.S. Clifton M. Hartman
Houston, TX Ft. Smith, AR Van Nuys, CA D. A. Freeman CANADA Belvidere, IL
Joseph R. Harkness John Guyer Obed Hall, Jr. Norwell. MA Enor M. Jacobson. Jr. Paul M. Heglie
Germantown, Wl Queens, NY Bowling Green, MO Cecil D. Gatewood Westby, Wl Elko, NV
Richard K. Harper James E. Hall Dean S. Haney Ottawa, IL Gale T. Jaffke Karl G. Hoff
Portland, OR Midland, TX Falls Church, VA Donald Gawith Rockville, IN Seattle, WA
Howard J. Hawkins Ralph Hardeman Gerald L. Hansen Simpson, KS Thomas J. Jenkins John Houghton
St. Louis Park, MN Stone Mt.. GA Anaheim, CA Leslie J. Goplen Varna, IL Charleston, SC
Frank Hessler George Harth Dale I Hanson Deerfield, Wl Harold Johannsen Robert A. Howson
Wauwatosa, Wl The Dalles, OR Anchorage, AK Glenn F. Gresens Pleasant Valley, IA Foster City. CA
Emery F. Bebrmann Gordon Hatch Art Harrison Baton Rouge, LA Richard B. Anderson Lee L. Howell
Bethany, CT Deerfield Beach, FL Nevada, IA David E. Grube Hailey, ID Rock Port, MO
Donald R. Erbe John L. Savot R. F. Habrouch Montoursville, PA Richard J. Bowers S. W. Hubbard, Jr.
Carlsbad. CA Greenville. SC New Paltz, NY Steven W. Hansen Rockford, IL Gates Mills, OH
Frank B. Garver East Coast Fly-In Corp. Frank Heckert Corte Madera, CA E.M.E., Inc. International Aerobatic
Glenview, IL Baltimore, MD Herndon. PA Chris Henitz Newbury. OH Club Hales Corners, Wl
Howard G. Germroth H. H. Graff Joel Heintzelman Ontario, CANADA Herbert A. Glasscock Gordon H. Ira, Jr.
Parkville. MD Wappingers Falls, NY Lehighton, PA J. J. Hendrix, Jr. Plainfield. IL Jacksonville, FL
Harry Grape Patricia T. Groves Blake Helmheckel Hudson, FL Darryl Gross Robert A. Jefferis
Seattle, WA Sunnyvale, CA Warren, OH Otto Heyer E. Greenwich, Rl Winfield, KS
George Gregory Donald E. Gunn Ronald E. Hicks San Rafael. CA Glen W. Halvorson Bruce Johnson
Surrey, B.C. San Antonio. TX Havelock, N.B. Katherine Heym Corona. CA Bellvue. CO
CANADA Robert L Hacker CANADA Lexington, MA L. H. Headington Clifford Johnson
D. Grenier Pekin, IL John S. Hill G. A. Holloway Westerville, OH Minneapolis. MN
Thetford-Mines. P.Q S. B. Hagberg Enid, OK Sherman, TX Russell B. Hodges Gerald W. Johnson
CANADA Greenville, IA Ray Hoffman Frank Hosterman Fairfax, VA Houston, TX
John E. Gudschinsky Pal Ham Maspeth, NY Minerva, OH R. W. Hovey Richard E. Johnson
Bay City. Ml Santa Clara, CA David G. Hoh Kenneth Hotchklss Aqua Dulce. 0* Oshkosh. Wl
Rick Gwinn Gerald Hartert Ft. Leavenworth, KS Laurel, MT Steven B. Howard Walter J. Johnson
San Diego, CA Santa Barbara, CA Don F. Holm James F. Houchins Arlington, TX Windsor, Ontario
Richard D. Hanna Don Hawkins Overland Park, KS Beckley, WV CANADA
Chas. R. Hunter
Lancaster, CA Tracy, CA Jay D. Hoogstra Edward S. Hudson William L. Johnson
Las Vegas, NV
Douglas S. Harlan Ford Hendricks Sheboygan. Wl Hialeah, FL Oak Brook, IL
Lafayette. LA Seattle, WA People's Desk Exchange Rodney F. Jocelyn
Thomas J. Hurst tester Johnston
Earl V. Harmes Robert Hendricks (John Dianska) Ottsville PA
Montville, NJ Norman Jurgens Vulcan, Alberta
Milwaukee, Wl Kissimmee, FL Cleveland, OH Tom Hyers CANADA
M. K. Harris M. J. Hendrickson Robert L. Granger Floral Park. NY
Roseburg, OR Raymond Johnston
San Jose, CA Lutherville, MD Beloit. Wl Wayne Reuhl
Victory E. Ingram Cleveland, OH
Larry Harrison Lester A. Hicks R. E. Hieronymus Pardeeville. Wl
Ft. Hope, Ml EAA CHAPTER 5
Donald J. Jowett
Bainbridge, GA Texas City, TX Fairfax, VA Mr. & Mrs. James Inman Oshkosh, Wl
D. L. Harsh Dave Yeoman Kent. OH
Richard L. Hildenbrand Stamford, CT L. R. George Walter Kahn
Des Moines, IA Toddville, IA Speedway, IN Wallace B. Jahnke Npuu nupe.
Hnnp rn
PA Baldwindsville, NY
new
Warren R. Curd Andy Bussey Donald Grant Durbin, ND Fred J. Kee
Raytown, MO Decatur, GA James F. Giddley
Moberly. MO Edward McGrath Harrisonville, MO Toronto, Ontario
Bobby R. Green L. Warren Carter Herbert A. Harris Amelia, OH CANADA
Brighton, CO Virginia Beach, VA James M. Gilmer
Vacaville, CA J. Welden Dupre Kent, WA George M. Keller
Robert A. Hancock EAA CHAPTER 87 George R. Heide, Jr. Houma, LA McHenry, IL
Daytown, OH Brunswick, ME James 0. Glanville Jack Grahn James F. Kennedy
Palmyra, PA
Albert F. Haven Steve & Jan Dyer Gary Heuser Palo Alto, CA Roseau. MN Iowa City, IA
Mundelein, IL Aurora, CO Lawrence, Ml Albert Gores Robert Haley Jim Kerr
Thomas J. Hayes Wesley J. Fisher Burlington, Wl E. Hampton. CT Poughkeepsie, NY
Orrick J. Howard
Chicago, IL Ft. Collins, CO Kenosha, Wl Ronald F. Gray John Halverson Edward J. Kersten
J. R. Hazelton Chas. M. Glover Rapid City, SD Coon Valley, Wl Chicago, IL
Antioch, IL Keene, NH Robert A. Barber John P. Hayden
Ardsley, NY J. C. Hansen Bobbye & Scott Kesterson
Jay W. Winget John Graves P.E.I.. CANADA Muncie. IN Centralia. IL
Santa Clara, CA Wmamac, IN Clark Aerial Dusting Oliver W. Harshbarger Merton T. Henry L R. Ketchum
Gene R. Doerr Dennis Greenwood (Richard W. Hendry) Sunny vale, CA Lonaconing, MD Dodge vi He, Wl
Columbia. IL Oaskland. CA Clark. SD
10 JANUARY 1975
Gerald Roggenbuck Montey Halverson J. R. Kerley Frank C. Huffman William W. Lee Robert Foncell
Pasco, WA Scobey. MT Wichita, KS New Lexington. OH Tavernier, FL Santa Clara, CA
Andrsej R. Sotak Jeremy M. Harris Edward L Ketchum, III F. E. Holsclaw Ervin M. Leihy James W. Fowler
Jackson. Ml Worthington, OH Phoenix. AZ Loomis, CA Minneapolis, MN Houston. TX
Walter D. Byers David E. Henry Irvmg L. Kmney Norman P. Hughes Robert C. Leslie Henry Geissler
San Francisco, CA Ft. Walton Beach, FL Duncan. OK Novato. CA Gulfport. MS Enumclaw, WA
Norman D. Cosner Orville Howe Eldo H. Kirchner Elden C. Hunsberger Ed Levendoski J. H. Goldsmith
Alien Park, Ml So. Haven. Ml Anokee, MN Rockford. Ml LaPorte. IN Tulsa, OK
Richard J. Halstead Glenn E. Huff Robert E. Klagstad Lance R. Inskeep R. T. Lewis, Jr. Robert H. Hanson
Chesapeake. VA Artesia. CA Milwaukee. Wl Sunnyvale. CA Cleveland Heights, OH Palos Park, IL
Fred L Haney James L. Jensen John F. Kraemer Dennis H. Johnson Ray E Lewis Hugh P. Harrison. II
Delano. CA Santa Ana. CA Chicago, IL Schenectady. NY Bradford, PA Indianapolis. IN
Tom Hougen Arthur G. Jesse B. Pershing Larsen David F. Johnston Robert Lilia Al Hesselgrave
Nellis AFB, NV Prairie Vie*. IL Chicago, IL Centerville, OH Cedar Falls, IA Houma. LA
Richard C. Hunter A. Hartwell Jewell R. J. Weller Milton S. Jones Otto Lindermayer R. J. Hoffman
Ogden, UT Greenbrae, CA Millbury. OH Huntsville. AL Southold, NY Lake Elsmore, CA
John Janczak Douglas A. Jones Roger H. Fiebelkorn Wilbur E. Jones Elizabeth M. Alexander L. M. Holloway
Beaver Dam. Wl Bellevue. WA Cedar Rapids, IA Lake City, PA Sunapee, NH Chester, VT
Larry D. Johnson Jack P. Jordon Harold W. Gilbert Ralph D. Kimberlin Robert W. Diehl Dennis E. Jensen
Nappanee, IN Atlanta. GA Fairborn, OH Lakeland, FL Seattle, WA Dell Rapids, SD
Frederick P. Junod S. Bernard Kamp K. H. Hamilton Max J. King David J. Gregory, Jr. LeRoy Johnson
Troy. Ml Fayetteville, NY Stockton, CA Roselle, IL Hampton, VA Pullman, WA
M. J. Kaufmann Paul Karnow Don Hessel Karl Klackner Charles M. Kopp B. Jorgensen
Manitowoc. Wl Glenside. PA Gladwin, Ml Manitowoc, Wl Pine Bush, NY Irvmgton, NJ
Jane Z. Kelley Herbert L. Kelley Joseph W. Hillebrand Sandy Klock A. A Kucber Thomas Kilkelly
Honolulu, HI Muskegon, Ml Livonia. Ml Berwyn, IL Scottsdale. AZ Atlanta . GA
Helen J. Kelly Dudley R. Kelly Walter Huron Stephen F. Koca Don LaCouture H. A. R. Knauss
Whitefish Bay. Wl Versailles. KY Brooklin, Ontario Tampa, FL Marlboro. MA E. Branch, NY
Donald Cornthwait Lawrence E. Kennedy CANADA Ronald Kriehn B. E. Ladd Leonard Knudson
Sharpsville, PA Warsaw, Wl T. W. Keen Milwaukee. Wl No. Hollywood. CA Medford, OR
Patrick Green R. H. Kennedy Moab, UT Robert Krockel Joseph G. Landry D. W. Koeppen
Burnsville, MN Charlottetown, P.E.I. Chas. F. King Inglewood. CA Abmgton. MA Riverside, CT
Schaller A. Helffench CANADA Rio Linda. CA Fred Krone. Jr. Frederick C. Landwer Ken Koztowski
Bethel Park. PA E. A. Kerns Erwin Kraetzner Ridgefield Park, NJ Uniondale. NY Tucson, AZ
Lawrence G. Hunter Los Gatos, CA Lowell. Wl John 6. Krupa Tom Lane John Knstich
Woodstock, IL Robert M. Kerr Herbert J. Kreidler Phoenix. AZ Burleson. TX Pt. Charlotte, fl
A. E. Irwin Delta Junction. AK Sandusky. OH Harry J. Larson Donald H. Lee Samuel H. Kulp
Bridgeton. MO Ralph G. Kibler Kenneth Krohncke LaPorte. CO Denver. CO Pottstown, PA
Robert C. Jones Palisade. CO San Jose. CA John D. Lathbury Ron Lee Gerald D. Larson
Bryn Mawr, PA Ronald R. Kinton Carl Krumhardt, Jr. Hallandale. FL Northridge. CA APO, New York
Ken Jouppi Indianola, IA Chicago, IL Norman J. Lehocky Gary L. Lewis George A. Levis
Isabella. MN John H. Klebenow, Jr. Wm. A. Kruschel Woodstock. IL San Jose, CA Baltimore, MD
Keith B. Kendall Arlington Heights. IL White Bear Lake, MN Raymond A. Lemmon J. Ron Murchie George E. Lewis
New London, NC Fred C. Knisely Emmet Lamg Allentown. PA Downsview, Ontario Torrance, CA
Yang Schou-huy Burton. OH Ann Arbor, Ml Floyd R. Lennon CANADA Coleen Lockwood
JAPAN Cnss J. Lamoncha Johan Larsen Akron. IA Charles Thorne, Jr. Sagmaw, Ml
Stephen DuPont Columbiana, OH Minneapolis. MN Harold E. Matteson St. Paul, MN George Lohman
Fairfield, CT Jim Lewellen Robert W. Stephens Greensburg. PA EAA CHAPTER 206 Lake Mills. Wl
Edmund T. Gurney Omaha, NE Anchorage. AK Shannon & Luchs, Realtors Naches. WA Walter E. Lovblad
Livermore. CA Joseph Moro Leigh R. Angold Washington, DC Dennis A Crenshaw San Mateo. CA
M. E. Greenly Mendham, NJ Rochester. NY R. H. Trester Chula Vista. CA Philip Lunde
Long Beach. CA David R. Cuddling Aubrey E. Cadle Slinger. Wl Ben F. Hazelton Trempealeau. Wl
Harold Harbour West Chester, PA Gaithersburg. MD Samuel P. Brooks Phoenix, AZ Robert E. Lutz
Plainview, TX Malcolm L Harper James D. Haynes Dallas. TX Alden L. House San Jose, CA
William T. Hassler Metairuv LA Redwood City, CA C. Donald Carlson Rapid City. SD Bob McKee
Columbia. MO Joe T. Keister George S. Joiner Minneapolis, MN IAC CHAPTER 10 No. Hollywood. CA
Raymond Heit Thomasville, GA Clymer, PA EAA CHAPTER 381 Tulsa, OK Paul H. Poberezny (2nd)
Los Alamitos. CA David B. keptl Robert J. Kerr Coventry, Rt Jack W. Ivey, Jr. Hales Corners. Wl
Wells J. Horvereid Brockton, MA Seaforth, Ontario F. R. Griffin Albany, GA Van White
Minneapolis. MN John Kemmerer CANADA Mmnetonka Beach, MN Bruce A Jagger Lubbock. TX
Michael J. Hosko. Jr. La Porte, IN Richard W. Koehn J. M. Griffith Los Angeles, CA Dave Yeoman (2nd)
Brookfield, Wl Elmer Kolner Oshkosh. Wl Graford, TX Mario A Jimenez Toddville. IA
Robert W. Hunsaker Syracuse, NY Robert Kosar Charles B. Harker Carolina. PUERTO RICO Sam M. Hay
OgOen. UT Richard J. Korupp Columbus. OH Rockford. IL E. T. King Elm Grove. Wl
William P. Kelly, Jr. Wauseon. OH Alien E. Lambert Dave Hickman College Park, GA Eugene A. Horsman
Blanchard. PA William Kreamer Monticello. IA Los Lunas. NM Alfred Kitch Golden. CO
A. Harry Galfond St. Joseph, Ml Robert F. Lawhorn Robert W. Huge Sharpsville, PA Wm. K. Koepp
Philadelphia. PA Richard A. Krmke Roscoe, IL Olmsted Township, OK R. L. Koepp Dallas. TX
Gilbert K. Hausler Louisville, KY C. L. McHolland Edward J. Jonke Island Lake. IL Lawrence A. Kolze
Phoenix, AZ William Lambert Sheridan. WY Baltimore, MO Hugh R. Lackey Bensenville. IL
Marion P. Hays Milan, OH Robert L. Cole Henry D. Kasper Ontario, OR R. J. Konrath
Venita. OR Ralph C. Scholler Macedon. NY Dixon. IL Dave Lane Westchester, IL
Emery C. Kamps Fallbrook. CA William L Day R. G. Kelly Hawthorne. CA Roger D. Kutina
Lauderdale by the Thomas C. Barmore Hamilton, OH Rome. NY Edmund Lasota Hickory Hills, IL
Sea. FL Chicago. IL Carl R. Fox Wm. W. Koelling Hamburg, NY Charles H. Gentz. Jr.
Edward Kanicki Condor Aero, Inc. Indianapolis, IN Great Bend. KS Howard A. Leadbetter Trenton. NJ
Topeka. KS (Landis G. Ketner) Ray D. Fulwiler John Krizovski Carlisle, MA Herbert Gernandt
David Karlson Vero Beach. FL Algoma, Wl Barberton, OH Earl Lee Glendale. CA
Greendale. Wl George Cuthbertson John E. Grindley Leroy Lakey Hagerstown, IN
Gordon Kaye Milton. Ontario, CANADA Yonkers, NY Frank LeMaire Golson's Gulf Service
Wichita Falls. TX
Garrison. NY Robert Doubt (W. M. Golson)
Walter J. Harris Robert P Landon Manistique, Ml
Miami, FL
jm Kincaid La Crescenta, CA Elkhart. KS Kettle Falls. WA Robert A Lincoln
Wichita. KS D. Emerson John Hartshorn Eliot. ME E. J. "Buzz" Gothard
Robert E. Lane. Jr.
0. C. Knapheide. Jr. Brandon, Manitoba, CANADA Mississauga. Ontario Lake Jackson. TX Robert M. Livm Chehalis, WA
Quncy. IL Russell Hartter CANADA William A. Lange. Jr. Marion. IA Robert Graham
James P. Knights Eureka, IL Gordon Ha (ton Ithaca, NY John F. Lorence Federal Way, WA
Sandwich. IL Bill Hydrick Elmhurst, IL Dale H. Langer Monmoutti. OR Alfred H. Grebe
Wm. B. Bruton Tulsa. OK J. D. Hawkins Woodstock. IL Jim Marsh Setauket, NY
Ft. Smith, AR Douglas R. Johnson Burbank, CA Louis F. Langhurst Lynden. Ontario Robert P. Grimes
EAA CHAPTER 159 Otisville, Ml Dagg Henderson Carriere, MS CANADA Huntsville. AL
Bay City. Ml Fletcher Johnson Groton. CT Richard Langston Kirn Nack James M. Gruhn
Kenneth A. Gersbach Indianapolis. IN Robert Hickam Wilmington, NC Kirkland, WA Reno, NV
Piano, TX Maurice E. Jones Indianapolis, IN Walter G. Larkm Harold Clevenger Earl Grunska
Billy G. Gurley Smyrna, TN William Hill Winnetka. IL Rohwer. AR Neenah. Wl
Huntington, NY Joe B. Jordan Detroit. Ml Minette M. Learned Ken Fisher G. L. Hallquist
James B. Hall Amarillo, TX James R. Hitchcock Honolulu. HI Calumet, Ml Mesa. AZ
Warehouse PI.. CT Heath. OH SPORT AVIATION
 TOWARD BETTER
PERFORMANCE
Article III
BREAKS AND FILLETS
By Al Backstrom (EAA 1162)
Rt. 1
Frisco, Texas 75034
A Well-Faired and Filleted Flying Machine
-L HE LINES OF a flying machine should be smoothly'
faired with no sharp breaks or junctures. Figure 1 shows
a near ultimate approach to proper fairing of lines and
fillets. Our airplane design problems are different than
those of our friend the bird and so they must have a
different solution. Figure 2 is a tuft study on a really bad
example of fairing lines and lack of fillets. Figure 3 shows
the solution to these problems. Most airplanes do not have
problems that are this bad, but I do not believe that any
abrupt juncture has been designed that would not be
improved with a good fillet.
Figure 4 shows the basic ingredients of typical, good
fillets. If these fillets are not practical, a leading edge pie
section or filleting may be used to reduce intersection drag.
The leading edge type of filleting should be avoided on
low wing designs since the fillets as shown in Figure 4
12 JANUARY 1975
should provide an increase in the maximum lift coeffi-
cient (see NASA TR 482).
One area that needs fairing and is seldom treated
properly is a wing-strut juncture area. This is especially
important on a compression strut braced low wing because
the influence of the strut over the wing can trigger a stall
in the area under the struts. You can make a study of the
solution to this type of problem by comparing an early
Cessna 188 (Agwagon) strut fairing to the fairing used
on current production airplanes. The basics of proper
fairing of this area are shown in Figure 5. This type fair-
ing should be the best arrangement for a high wing air-
plane, and the fairing is easier to develop. This type of
fairing was used on the high wing Howard DGA series
airplanes.
FIGURE 1
An example of the importance of smooth flowing
external lines is shown in Figure 6. This example is
especially interesting, since a reduction in drag was
achieved in spite of increased frontal and wetted areas.
It is fortunate for those of us who like simple structures
that sharp external breaks parallel to the airflow direc-
tion are not so critical. If they were, we would never get
a rectangular fuselage airplane to fly.
I hope that from the words and pictures in these arti-
cles that you have been able to appreciate the impor-
tance of detail design features in achieving better airplane
performance. As you look at your airplane, walk down a
flight line, work at the drawing board, or work on your
airplane, look for details that you can change to improve
performance.
FIGURE 2
Wing/Pod Intersection Flow in the Original Configura-
tion of the Backstrom EPB-1 Flying Plank Glider.
 FIGURES
Wing/Pod Intersection Flow on the Modified Configura-
tion of the Backstrom EPB-1. Note the Tufts Stuck on the
canopy due to a Static Charge of the Nylon Fiber-glass.

R = .05c - .08c
For FWD 25 - 30% C

Max R = .10
To .20c

Top
View

A. Low Wing Type

Strut Chord Minimum

Side View Front View
FIGURES
Fairing For Strut Braced Low Wings
B. Airfoil To Flat Plate
(Dimensions Same As A. Above)

R. = .05c - .08c Upper

Const Fuselage
C. High Wing Lines

FIGURE 4
Typical Good Fillet Design

FIGURES Modified Canopy

Canopy installation on a Vought F4U. A well rounded
canopy was installed to eliminate the sharp peak of the Original Canopy
original canopy. Although the modified canopy was larger
in order to afford the pilot greater visibility, the canopy
drag coefficient was decreased by 0.0004 and a 2 mph
speed increase was realized. From National Advisory
Committee for Aeronautics Report WRL-108.

SPORT AVIATION 13

Don Bates, StardusterToo, SA-300,
Paul Cox, Mustang II, Louisville, Kentucky.
Doug Koeppen, Staggerwing D-17S, Greenwich, CT.
1 Tom Austin, T28, Greenville, South Carolina.
14 JANUARY 1975
HAPPENING V By John L. Parish (EAA 43943)
209 West Warren
Tullahoma, Tennessee 37388
(Photos by Bill Landers)
Missouri
Bob Dial, Thorp T-18, Pontiac, Michigan N11BD.
E IXCELLENT WEATHER, SUPERB fellowship, and
a record number of interesting aircraft made the perfect
combination for a fine "Happening V" at Tullahoma,
Tennessee on October 5-6. Even though this Fly-In is
billed as a "do nothing get-together", that is far from an
apropos description. With approximately 1000 registered
guests and 300 airplanes in attendance, most of which
were in the sport category (antique, homebuilt and classic),
it was by far the largest gathering of airplanes and pilots
since this Fly-In was initiated five years ago.
Sponsored by EAA Chapter 458, the "Tullahoma
Bunch" outdid themselves in making for a most enjoyable
weekend for all.
The gathering got under way with the early arrival on
Friday of several of the cherished friends of the "Tulla-
homa Bunch", among them John Turgyan in his beautiful
Howard DGA-15 from Trenton, New Jersey; Bob and
Ginny Martin from Wheaton, Maryland, in their Fairchild
F-24; Bill Sattler from Nashville, Tennessee, in his Thorp
T-18; and Doug Koeppen in his Staggerwing D-17S from
Greenwich, Connecticut.
On Saturday, they came from nearly every corner of
the United States: John and Ann Williams in their beau-
tiful Swift from Fort Lauderdale, Florida, and Jim
Montague in his Swift from Minneapolis, Minnesota.
Staggerwings were there from as far away as Greenwich,
Connecticut, to Red and Wilma Holloway and John and
Virginia Tyson of Baton Rouge, Louisiana, and Dick and
Carolyn Perry from Hampshire, Illinois, in their newly
restored Staggerwing D-17S. Dick had spent nearly three
years in this outstanding restoration and his plane has to
rank as the best in the country today in the Staggerwing
class.
Don Bates, winner of the Best Starduster Too at Osh-
kosh in 1974, returned home from Kansas City in his
beautiful bird non-stop. Don used to live in Tullahoma.
Close behind Don was George Hefflinger and his wife
Libby and daughter Jane in their Waco YKS-7 also from
Kansas City.
 This line is a good illustration of the variety of aircraft at
Tullahoma antiques, homebuilts, classics, warbirds
(and spam cans in the background). From the foreground
outward:
Glen McNabb, Staggerwing D-17S, Jasper, Tenn.
Charlie Nelson, Buckaroo, Athens, Tenn.
Jim Bass, EAA Biplane, Columbia, Tenn.
Bob Ansley, Aeronca 11-AC, Winchester, Tenn.
Jim Beyer, Cessna 170B, Meridianville, Ala.
Bob Simmons, Stearman PT-17, Bowling Green, Ky.

Left to right: Bill Saltier, Thorp T-18, Nashville, Tennessee.

Mike Leberman, Pitts S-1C, South Huntsville. Alabama.
Hayes Walker, Smith Mini-Plane, Huntsville, Alabama.
C. Franklin, EAA Biplane, Nashville, Tennessee.

From the other end of the country, over the hill in the
Carolinas was Pat Hartness in his beautifully restored
Spartan Executive 7-W, from Greenville, South Carolina.
Pat's Spartan Executive has to be the best it is really
an outstanding restoration and is one which we hope will
be seen at many Fly-Ins in the future. Along with Pat,
from Greenville, South Carolina, came Dewey Parks in
his Thorp T-18. Dewey has been a regular attendee of our
"Happenings" over the years.
One of the outstanding sights of the weekend was the
arrival of four Thorp T-18's from Michigan: Bob Dial,
Parker Miller, Nick Seraphinoff and Bill Oliver capped
off what turned out to be a record number of T-18's. There
were at least ten in attendance. Speaking of group arrivals,
the two Mustang II's from Louisville, Kentucky, owned
by Paul Cox and Carl Bach was "icing on the cake." Those
of you who have seen these two fine aircraft at Oshkosh
know what fine workmanship went into these two aircraft
which are almost identical twins.
Charlie Nelson, President of the Swift Association
(P.O. Box 644, Athens, Tenn. 37303), outdid his cohorts
by having his newly acquired Buckaroo at its first fly-in
in this part of the country. Charlie recently purchased it
on the West Coast. I also might add that Charlie's Swift
Association was well represented with approximately 12
Swifts in attendance.
Another interesting arrival, in pairs, was a brother and
sister team from Fayetteville, Georgia. Bob Rust, Jr. flew
his Aeronca C-2 up and his sister, Bobbie Rust, arrived in
a Chipmunk. Their father's love for antique airplanes was
certainly inherited by Bob, Jr. and Bobbie.
I would be remiss if I did not mention that Dr. Roy
Wicker was at the "Happening" in his newly restored
Cessna Airmaster C-34 from Atlanta. Many of you are
familiar with other restorations of Roy's and this is no
exception. Also, Sam Cook, with his beautiful Davis
DA2A, from Memphis, Tennessee, was on hand. The Pitts
(Continued on Next Page)
HAPPENING V ...
(Continued from Preceding Page)
S2-A of Lew and Sharon Shattuck of Montgomery, Ala-
bama, was superb and they are real fine "folks."
Each year, the Warbirds appear in larger numbers.
After missing a year, it was just great to hear Tom Wood
from Indianapolis call in on Unicom saying he was 50
miles north in his beautiful P-51. The 'airport widows'
of the "Tullahoma Bunch" were out for a joy ride in my
Twin Beech and the formation fly-by with the P-51 was
quite a thrill.
John Steinmetz from Gainesville, Georgia, was there
in his P-51 along with Tom Austin in his T-28 from Green-
ville, South Carolina, and, of course, Dub and Milt Yar-
brought were well represented with their F6F Hellcat
which is based at Tullahoma.
Red Henry from Atlanta, Georgia and Jack Stamer
from Louisville, Kentucky, were there in their beautiful
SNJ-5's along with a regular Fly-In attendee, Robert Fox,
in his BT-13, from Arab, Alabama. I must take this oppor-
tunity to thank Bob Fox for the use of his BT-13 as photo-
graph ship during Staggerwing affairs.
Of course, any gathering at Tullahoma involves Stag-
gerwings and to the members of the Staggerwing Museum
Foundation it was very gratifying to see six of the big
Beeches in attendance and hangared in the just-completed
Walter Beech Building, even though the building wasn't
quite complete at the time, it did give those in attendance
a chance to get an idea of what a fine facility the Stagger-
wing Museum Foundation is going to be.
On Saturday, the Southeast Sport Aviation Council
(SESAC), under the able leadership of Bill Ehlen, held its
Fall Meeting and it was well attended. A large number of
the EAA Chapters in the Southeast were in attendance and
topics of mutual interest to all were discussed. Bill and the
Council have done a tremendous job in serving as an in-
formation media of activities as well as keeping everyone
informed. Also, Bill reminded us of the "Sun and Fun"
Fly-In that will be held at Lakeland, Florida, on January
24, 25 and 26. SESAC is one of the sponsors and this just
might be the real mini-Oshkosh of the winter circuit. The
"Tullahoma Bunch" is going to be there in great numbers
and it is one that all enthusiasts won't want to miss.
The entire weekend was filled with fly-bys, formation
flights, fellowship, and all the things that are enjoyed at
a "gathering of the clan" but, again, one of the real high-
lights had to be the fine chili supper that the 'airport
widows' of the "Tullahoma Bunch" put on. Can you imag-
ine the undertaking of serving over 500 people chili, cakes,
and all the trimmings? 62 gallons of chili was prepared
by over 50 of the ladies of "Tullahoma Bunch" at no cost
to our guests. Many people of the "Tullahoma Bunch"
worked many hours to make for a successful event and
when it was all over, there was not a complaint but just
satisfaction with a job well done and great fun.
The sixth annual "Happening" will take place, again
in Tullahoma, the first weekend in October 1975. We
hope that all of our good friends will return and those who
haven't had the chance will make certain that it is on their
1975 fly-in calendar.
I meters for the rotor, which I had by
16 JANUARY 197S
The HA-2 Sportster,
An Ultralight Two Place
Gyroplane
By
Martin Hollmann (EAA 77760)
3790 Flora Vista
Santa Clara, California 95051
(Photos by John Bindon)
I
N 1969, SHORTLY after grad-
uating from California State Univer-
sity at San Jose with a B.S. degree in
Aeronautical Operations, I decided
I wanted to own an inexpensive and
simple to operate aircraft which had
the capability of taking off and land-
ing from an unimproved airstrip such
as a beach, dirt road, or pasture and
would also be street towable and
garage storable. The Bensen gyro-
copter seemed well suited. However,
it did not meet all the requirements
that I was looking for in my inexpen-
sive and simple aircraft. For example,
I wanted an aircraft that would carry
a passenger or student and I wanted
it to be powered by a proven, air-
worthy, aircraft engine. I also wanted
something more my size. I am 6 feet
7 inches tall and weigh 200 pounds.
It did not take long for me to find out
that my airplane did not exist and that
I would have to design and build my
own. Preliminary calculations show-
ed that my stripped, ultra light two-
place gyroplane would weigh at least
1,000 pounds gross, and to achieve
fair performance, it would need a disc
loading of less than 1.8 pounds per
square feet. Again, a rotor capable of
providing this low disc loading did not
exist and I realized that I would have
to design and build a rotor first. To
minimize tooling and molding costs
I selected to utilize a fabricated 2024-
T8511 aluminum leading edge ex-
trusion and 2024-T3 alclad skin rivet-
ed structure instead of a laminated
fiber-glass structure. To keep the
blade weight down a low solidity ratio
of 0.035, common to gyroplane rotors,
and a teetering, two-bladed rotor sys-
tem was selected. Furthermore, a
NACA 8-H-12 airfoil which very
closely resembles the airfoil of the
pre-war autogyros was chosen and
the blades were designed to meet the
Federal Aviation Regulations, Part
27. A summary of the rotor para-
now called the HA-27 rotor system,
are shown in Fig. 2.
T

The Hollmann HA-2 Sportster powered by a Franklin Sport 4B.

Number of Blades . . . . . . . . . . . . . . . 2
D i a m e t e r . . . . . . . . . . . . . . . . . . . . 27 ft.
Chord . . . . . . . . . . . . . . . . . . . . . . . 9 in.
Airfoil NACA8-H-12
Blade Pitch . . . . . . . . . . . . . 2 degrees
Disc Loading . . . . . . . . . . . . . . 1.8 psf
Solidity Ratio . . . . . . . . . . . . . . . 0.035
Rotor W e i g h t . . . . . . . . . . . . . 62.5 Ibs.
Fig. 2 HA-27 Rotor Parameters

Shortly before starting to build

the HA-27 rotor for my aircraft, I
found that another gyroplane in the
900 to 1100 pound gross weight cate-
gory called the Boomerang had been
built in San Diego and that the owners
were having problems flying on the
smaller Rotordyne blades. I immedi-
ately called them and told them of
my project and they asked me to build
a set of the larger blades for them.
Quotation requisitions for the blade
leading edge extrusion were sent to
several companies in April 1970 and
the finished extrusions arrived from
Martin Marietta Aluminum in Janu- Fig. 1 The HA-2 Sportster and 6 ft. 7 in. designer/
(Continued on N*xt Page) builder Martin Hollmann.
SPORT AVIATION 17
HA-2 SPORTSTER .. .
(Continued from Preceding Page)
ary of 1971. In April, exactly one year
from the start of the rotor design, the
first two sets were completed and the
first set proved to fly extremely well
on the Boomerang.
Campbell Aircraft Ltd. of England
also ordered one set of the HA-2 7
rotor for their 1000 pound gross gyro-
plane called the Cougar. Powered by
a Rolls Royce 130 hp engine the Cou-
gar was flown to the 1972 Paris Air-
show.
At this point I was very frustrated
because it seemed that everyone was
flying a gyroplane except me. All I
had completed was a set of rotor
blades but the airframe still remained
to be designed and built. In April
1972 I moved from San Diego to
Florida where I was employed at the
Martin Marietta Corporation design-
ing missile structures.
In Florida, I immediately started
designing, analyzing, and building
the airframe for my ultra light two-
place gyroplane which I named the
HA-2 Sportster. After making a quick
trade study of several types of air-
frame structures, I selected 2 inch by
2 inch by 0.125 inch wall square
tubing, 1 inch by 1 inch by 0.125
thick angle, and 1 inch O.D. by 0.065
inch wall round tubing, all made of
6061-T6 aluminum alloy, and bolted
together with AN bolts to form the air-
frame structure. For the motor
mounts, control stick, and rudder
pedals a AISI 4130 steel tubing weld-
ed structure was selected.
To achieve fair performance a
power loading of less than 10 pounds
per horsepower is required. This
meant that an engine with more
than 100 hp would be needed. Several
engines, such as the Continental
0-200, the Lycoming 0-290, and the
Franklin Sport 4B were well quali-
fied and I was very happy to find that
Chuck Beaty of Sunset State Rotor
Club fame wanted to sell his new
(in boxes) Franklin Sport 4B engine.
I bought the Franklin engine from
Chuck and ordered a 66 inch diame-
ter, 36 inch pitch propeller from
Banks-Maxwell. The 66 inch diame-
ter was the largest diameter I could
swing and still maintain adequate
airframe, ground, and rotor clear-
ance. The Franklin Sport 4B engine
is rated for 130 hp at 2800 rpm to
give the HA-2 Sportster a power load-
ing of 8 pounds per horsepower.
Engine: Franklin Sport 4B
P o w e r . . . . . . . 130 hp at 2800 rpm
Power loading . . . . . . . 8.08 lbs/hp
Weight Break Down:
Airframe . . . . . . . . . . . . . . . . 278 Ibs
Engine . . . . . . . . . . . . . . . . . . 260 Ibs
Rotor .................... 63 Ibs
18 JANUARY 1975
P r o p e l l e r . . . . . . . . . . . . . . . . . 18 Ibs
Empty . . . . . . . . . . . . . . . . 619 Ibs
Fuel, 12 gallons . . . . . . . . . . . . . . 72
Pilot and Passenger......... 340
Baggage........................ 9
Disposable load . . . . . . . . . . . 421
Oil . . . . . . . . . . . . . . . . . . . . . . . . 10
Gross Weight . . . . . . . . 1050 Ibs
Flight Performance:
Maximum speed ........ 95 mph
Minimum speed . . . . . . . . . 36 mph
Speed for best range . . . . 65 mph
Speed for best endurance 43 mph
Maximum rate of climb
at 63 mph . . . . . . . . . . . . 610 fpm
Range . . . . . . . . . . . . . . . . . 90 miles
Fig. 3 HA-2 Sportster Specifications
During this time, I also attended
Florida Technological University
where I completed the requirements
for a M.S. degree in Mechanical
Engineering and under the super-
vision of Dr. Henry Hagedoorn I com-
pleted my thesis titled, "Design of the
Ultralight Two Place Gyroplane".
Althought I had initially intended for
my thesis to be the backbone of the
design of the HA-2 Sportster, it turn-
ed out to be much more. My thesis
consisted of two parts. One, a com-
puter program titled CAGROS, for
Computer aided Gyroplane Syn-
thesis, was set up to calculate flight
performance for varying gyroplane
parameters which include gross
weight, power loading, disc load-
ing, blade solidity ratio, blade pitch,
blade twist, and airfoil section char-
acteristics. Second, a complete de-
tailed analysis of the HA-27 rotor
system for the load conditions pre-
scribed in the Federal Aviation Regu-
lations, Part 27, was made.
From CARGROS the power curves
90 ri-
80 POWER AVAILABLE
70
POWER REQUIRED
SPEED FOR BEST ENDURANCE
60
50
MINIMUM SPEED
7 SOLIDITY 0.035
40
30 40 50
FIG. 4 Power Curves For The HA-2 Sportster
for the HA-2 Sportster were calcu-
lated as shown in Fig. 4. From the
intersections of the power available
and power required curves it was de-
termined that minimum speed of 36
mph and a maximum speed of 95 mph
should be realized at maximum gross
weight.
Furthermore, it was determined
that a speed for best range of 65 mph
and a speed for best endurance of 45
mph could be achieved. While at 63
mph a maximum rate of climb of 610
feet per minute was calculated. Fig.
5 shows the change of rotor and air-
frame drag with forward speed. From
this figure it was recognized that to
increase the maximum speed of the
HA-2 Sportster the airframe drag
must be reduced by streamlining.
However, for the sake of structural
simplicity, little attention was given
to streamlining of the airframe.
The method of A.P. Mayo in NACA
TN 4304, "Matrix Method for Obtain-
ing Spanwise Moments and Deflec-
tions of Torsionally Rigid Rotor
Blades with Arbitrary Loadings" was
modified by me to include the effects
of precone angle and was used to de-
termine the bending moments in the
HA-27 rotor blade. The bending mo-
ments for a limit flight load of 3.5 x
1050 pounds, a forward speed of 117.2
mph, and a corresponding rotor speed
of 795.2 rpm are shown for various
blade stations and azimuth positions
in Fig. 6. The centrifugal force along
the blade span for this load condition
is shown in Fig. 7. A Goodman dia-
gram was utilized to determine the
structural integrity of the critically
stressed area in the blade extrusion
due to fatique while being subjected
to a one g limit flight load at maxi-
mum forward speed.
MAXIMUM SPEED
.SPEED FOR BEST RANGE
GROSS WEIGHT 1050 LBS
POWER LOADING 8.08 LBS/HP
DISC LOADING 1.8 LBS/SQ.FT.
NACA 8-H-12 AIRFOIL
NO BLADE TWIST
BLADE PITCH 2
60 80 90 100
 FIG. 5 Drag and Thrust

Q 200
5

20 80 100
AIRSPEED, MPH

\
\ 10

puufi vm
VOF ROTCIt DOC
0.40 0.60 0.80
BLADE STATION I

FIG. 7 Centrifugal Force In Blade

For Fig. 6 Load Condition

- r^fOfOKL 31

FIG. 8 HA-27 Rotor Blade

Resonance Characteristics
AZIWW *JKLI>, DKMIS

FIG. 6 Blade Bending Moments In CAI.Cl'LATKD S P K K D VARIATIONS

Forward Flight, Limit Load Equals HARMONICS OF ROTOH SPEED
3.5 x 1050 Lbs. MKASl'HKD NONHOTAT1NG

Rotor resonance characteristics are Of

plotted on Fig. 8 to verify that the
HA-27 rotor is operated out of rotor
resonance conditions.
In Figure 8 rotor resonance is shown
as the intersection of a calculated
natural frequency of the rotor and a
rotor speed harmonic. It is shown that
no intersections occur within the
indicated operating range of the HA-
27 rotor for the 1st unsymmetric and
1st symmetric bending modes.
With only a few exceptions the air-
frame of the HA-2 Sportster was de-
signed to meet the standards of the
Federal Aviation Regulations, Part
23,
Shortly after completing the assem-
bly of the airframe, I accepted a new
job as a senior design engineer with
the Lockheed Missiles and Space
Company, Inc., in Sunnyvale, Calif.
My wife and I packed our belongings
for the long trip back. The movers
took everything except my gyroplane.
Fortunately, I had built a simple to
attach tow hitch so that I could tow
the HA-2 Sportster behind my Volks-
wagen, In February of 1974 we left
Florida with the HA-2 Sportster
attached to my car and six days later
we arrived in Sunnyvale. The HA-2
100
Sportster had not only withstood the
long trip but it had proven to be easily
street towable under a large variety
of road conditions. We had averaged
50 mph and at times I completely for-
got that I was towing my gyroplane.
After we settled in Santa Clara, I
ran in the new engine as prescribed
by the Franklin Engine Company and
performed the first taxi tests. On and
off the runway the HA-2 Sportster is
very responsive to pedal control due
to the two large rudders located in
the slip stream of the propeller and a
steerable nose wheel connected by
springs to the rudder pedals. A small
OPERATING RANGE
\\\\\X
200 300 400
ROTOR SPEED, RPM
drum brake on the nose wheel is used
to stop during taxiing, while collaps-
ible wheel chocks are utilized dur-
ing propping and hand starting of
the engine. The wheel chocks are
left in place during engine warm up
and are removed by the pilot while he
is sitting in the cockpit. After re-
moval, they are stored in the air-
craft. During my taxi tests I found
to my pleasant surprise that it was
not necessary to hand start the HA-27
rotor.
The HA-27 rotor will start from the
stopped position by simply taxiing
the aircraft and slowly bringing the
(Continued on Next Page)
SPORT AVIATION 19
HA-2 SPORTSTER . . .
(Continued from Preceding Page)
control stick back as rotor speed in-
creases. A 2000 foot taxi is usually
required to bring the rotor up to
operating speed. For the taxi tests NEW NASA GENERAL AVIATION
I had selected Tracy Airport. Here I
had found an extremely enthusiastic AIRFOIL
and hospitable group, Popular
Rotorcraft Association Chapter 5, di- By H. D. Garner (EAA 15611)
rected by Marion Springer and her 2 Sir Francis Wyatt Place
husband. After completing my taxi Newport News, Virginia 23606
tests, I was almost ready to fly. I
asked Frank McCutcheon from the
FAA to inspect the HA-2 Sportster for
the second time. Frank had inspected
the aircraft before the taxi tests and
had made many good suggestions for
which I am very grateful. After Frank NASA GA(W)-.| airfoil
certified the HA-2 Sportster as air- O NASA standard roughness
worthy, I towed it to Tracy Airport,
assembled and mounted the rotor, and a N A C A standard roughness
performed my, by now routine, walk- NACA airfoil , NACA standard roughness (ref.5)
around inspection. It was early morn-
ing and the weather was cold and .04 65 2 -4l5
clear, and even more important, there - 65 3 -4l8
was no wind. I taxied once down the
runway to bring the rotor up to operat-
ing speed and returned to the warm-up .03
r~
area. After checking for other air-
craft, I pushed the throttle slowly for-
ward to 2500 rpm, the aircraft
accelerated and with the control stick .02
all the way against the back stop, the
nose wheel started to lift off at 25
mph. From the power curve, Fig. 4,1 .0!
knew I needed more airspeed to take-
off. I eased the control stick forward
until the airspeed indicator read 35
mph. I eased the control stick slightly
back, applied a little right rudder, l.2 -.8 -.4
very much like in a Cessna 150, and
suddenly I was flying down the run-
way. At the end of the runway I
eased back on the throttle, pushed (b) Variation of c,j with cj.
the stick forward, and made a perfect
flared landing by pulling the stick all
the way back just before touching
down. It really felt great. Now I knew
what I had worked for in every minute
of my spare time for the past six
years. I repeated several flights be- Now that the conquest of space has settled down to a
fore deciding to go home. steady grind, NASA is finding time to do some useful
Before flying the HA-2 Sportster, I things for the aviation industry. Much of this work is
knew that no matter how much concerned with large, high speed aircraft and the serious
analysis had gone into my aircraft problems of getting ever increasing traffic safely into
design and how certain I was of the and out of airports without incurring the ire of environ-
design, the real proof of the aircraft's mentallists and close neighbors.
capability to perform remained for the There are, however, some other activities which re-
actual flight tests. For its first flights late directly to light aircraft design and operation and
the HA-2 Sportster proved to be ex- could be of considerable interest to the sport plane de-
tremely stable and easy to control. signer. One of these is the development of a new airfoil
However, many more tests and many section tailored to general aviation needs, the NASA
more hours of flight are needed to GA(W)-1. I understand it is an outgrowth of Dick Whit-
verify its performance characteristics, comb's work on the super-critical airfoil (hence the (W)
especially those at maximum gross in the designation. The GA stands for general aviation
weight. Once all the test flying has and the -1 implies that it may be the first of a series of
been completed and after the aircraft such airfoils).
has proven itself, like I think it will,
I will make the drawings of the HA-2
Sportster available to the public.
Until that time I have a lot of flying to
do.
20 JANUARY 1975
 Now, I'm no aerodynamicist, but the comparative CL
curves look like this one has lift to burn with no drag
penalty to speak of. It's a good thick one, too. In wind
tunnel tests, this new airfoil demonstrated the potential NASA GA(W)-1 AIRFOIL COORDINATES
for up to a 30 per cent increase in maximum lift over air-
foils currently found in general aviation airplanes. Lift- [c 58.42 cm (23 In.)]
to-drag ratio was increased by about 50 per cent. The wind
tunnel results were verified recently by flight testing of
a Piper Seneca aircraft, modified to include the new wing x/c <z/c>upper <z/c)lower
design. In addition to the low-speed airfoil, the new wing 0.0 0.0 0.0
design has a 25 per cent reduction in area, tapered plan- .002 .01300 -.00974
form, full-span Fowler flaps, and spoilers for roll con-
.005 .02035 -.01444
trol instead of conventional ailerons.
EAA members can get the whole story from NASA .0125 .03069 -.02052
.025 .04165 -.02691
TN D-7428 available from National Technical Infor-
mation Service, Springfield, Va. 22151 for $3.50. .0375 .04974 -.03191
.05 .05600 -.03569
O
N A S A G A < W 1 - I Ofl
N A S A HofyJO'3 r
.075 .06561 -.04209
O NACA Mofidord r .100 .07309 -.04700
NACA oirfoil.NACA ttontfwd roughest Irtf.51 .125 .07909 -.05087
.150 .08413 -.05426
.175 .08848 -.05700
.20 .09209 -.05926
.25 .09778 -.06265
.30 .10169 -.06448
.35 .10409 -.06517
.40 . 10500 -.06483
.45, .10456 -.06344
.50 .10269 -.06091
.55 .09917 -.05683
.575 .09674 -.05396
.60 .09374 -.05061
.625 .09013 -.04678
.65 .08604 -.04265
.675 .08144 -.03830
.700 .07639 -.03383
.725 .07096 -.02930
.750 .06517 -.02461
.775 .05913 -.02030
..800 .05291 -.01587
- j' ---- - ' '
-It -II .4 0 4 1 12 16 20 24 .825 .04644 -.01191
.850 .03983 -.00852
(a) Variation of cj and c m wiui a.
.875 .03313 -.00565
Comparison of section characteristics of NASA GA(W)-1 airfoil and
.900 .02639 -.00352
NACA 65J-11S and 653-418 alrtoUi. M > 0.20; R . 6 x 10. .925 .01965 -.00248
.950 .01287 -.00257
.975 .00604 -.00396
1.000 -.00074 -.00783

SPORT AVIATION 21

By Ken Mountain (EAA 12372)
658 Reynosa Court
Berea, Ohio 44017
(Photos by the Author)
The 9th Annual Mid-Eastern Re-
gional EAA Fly-In was held Septem-
ber 6-8, 1974 at the Marion, Ohio
Municipal Airport. The Fly-In, spon-
sored by Ohio EAA Chapters in coop-
eration with Marion civic groups, at-
tracted 1,837 registrants of whom
408 were EAA members.
Camping facilities were available
on the airport and several hundred
campers took advantage of the long
weekend. Enthusiasts from Ohio,
Michigan, Indiana, Pennsylvania,
New York, West Virginia, Kentucky,
New Hampshire, Massachusetts,
Oklahoma, New Mexico and Canada
were attracted to the final large Fly-
In of the season. Thirty-two EAA
Chapters plus President Poberezny
from National Headquarters were
represented.
Forty-six custom builts, 91 classic
and antique, and 4 Warbird aircraft
The trophy table at Marion.
22 JANUARY 1975
registered representing a solid cross-
section of craftsmanship and restora-
tion. Considerable flying was done to
complement the static displays and
never-ending hangar sessions.
A team of jumpers from the Greene
County Parachute Club opened a
daily aerobatic show featuring Elton
McDaniel (Cassutt and Cessna Aero-
bat), Kenny Pepper (Citabria) and
Nathan Davis (Pitts).
President Poberezny talked Satur-
day evening in the Main Hangar and
then enjoyed a thoroughly pleasant
evening jumping from campfire to
campfire rapping about EAA aims,
goals, accomplishments and potential
obstacles ahead. EAA members, too,
thoroughly enjoyed the opportunity
for an informal fireside chat with the
President.
AWARD WINNERS
GRAND CHAMPION CUSTOM
BUILT Charles Selge, Tall-
madge, Ohio - PJ-260 N35250.
GRAND CHAMPION ANTIQUE
Bill Lewis, St. Claire, Michigan -
Meyers OTW N34332.
GRAND CHAMPION CLASSIC
Quite a variety of s
homebuilts, warbirds.
Our cover plane for the November issue ot Sport Avia-
tion was at Marion and was a winner there also.
Leo Hart/Dick Buck, Sylvania,
Ohio - Fairchild F24R N7761.
GRAND CHAMPION WARBIRD
Stan Yolk, Mansfield, Ohio - Tay-
lorcraft L2M N47026.
GRAND CHAMPION ROTOR-
CRAFT Louis Kuhn, Lorain,
Ohio - Bensen B8M.
FORMER GRAND CHAMPION
CUSTOM BUILT Lloyd Butler,
Norwalk, Ohio - Midget Mustang
N14LB.
FORMER GRAND CHAMPION AN-
TIQUE Vince Mariani, Marion,
Ohio - Waco VK-75 N31653.
MOST POPULAR CUSTOM BUILT
D. A. Beebe, Bucyrus, Ohio -
Rand KR-1 N90837.
SECOND PLACE CUSTOM BUILT
Ed Fisher, Thompson, Ohio -
Cassutt N2EF.
SECOND PLACE ANTIQUE
James C. Gorman, Mansfield, Ohio
Beech Staggerwing N80305.
SECOND PLACE CLASSIC Lois
Moore, Orangeville, Canada -
Aeronca & AC CF-JUU.
BEST STATIC DISPLAY Donald
Hickman, Canton, Ohio - Model
Aircraft Engines.
anes classics, rotary wing,
BEST PAINT JOB Gene Lemke, lumbus, Ohio - Chapter 9. People - Flo Decker, Columbus,
Toledo, Ohio - Headwind N4958. Co-Chairmen Jim Campbell, Med- Ohio - Chapter 9.
BEST FIBER-GLASS JOB Herb way, Ohio - Chapter 109; Jim Say- Aircraft - Dave Newbury, Toledo,
Combs, Bedford, Indiana - Great ers, Marion, Ohio; Clarence Mor- Ohio - Chapter 149.
Lakes 123HC. gan, Marion, Ohio. Campsite - Sue Baynes and Use
LONGEST DISTANCE FLOWN Treasurer Jim Butler, Norwalk, Gehring.
Doug Moore, Orangeville, Cali- Ohio - Chapter 50. Publicity Marilyn Fisher, Thomp-
fornia - Cessna 195 CF-EMP. Secretary Marilyn Fisher, Thomp- son, Ohio - Chapter 118.
JUDGES AWARD Carl Arm- son, Ohio - Chapter 118. P. A. System Marvin LaRue, Mari-
strong, Columbus, Ohio - Piccard on, Ohio.
AX65 Balloon N9DP. COMMITTEE HEADS: Unicom George Larsen, Fairview
Awards Chairman Ed Fisher, Park - Chapter 127.
1974 MID-EASTERN REGIONAL Thompson, Ohio - Chapter 118. Children's Activities Bill & June
FLY-IN CORPORATION OFFICERS: Chief Judge Ray Loughridge, Stone, Centerville - Chapter 385.
Chairman Bernard Decker, Co- Kent, Ohio - Chapter 5.
Registration: Report and Photographs: Ken Moun-
tain - EAA Chapter 127 - Cleve-
That's Jim Butler's 1973 Oshkosh Grand Champion land, Ohio.
Mustang attracting the crowd at Marion.

FLYING WIRE TENSIONS

REUSABLE SELF-LOCKING NUTS
Several types of self-locking nuts are available and
acceptable for aircraft use. Some have more capacity for
reuse than others. Careful examination and mature
judgment must be exercised in order to recognize when
these nuts are in an acceptable condition for reinstalla-
tion.
A description of the several types of lock nuts, their
characteristics, usage, and the criteria for inspection and
reuse is contained in Chapter 5 of FAA Advisory Circu-
lar No. 43.13-IA, Aircraft Inspection and Repair. The Per-
sonal Aircraft Inspection Handbook, FAA Advisory Cir-
cular No. 20-9, also provides maintenance personnel and
the owner-operator with good information regarding the
inspection and care of aircraft. These advisory circulars
are available for purchase from the Superintendent of
Documents, U. S. Government Printing Office, Washing-
ton, D. C. 20402.
Ever wondered how tight flying, landing and tail
wires should be on a small biplane? Now that biplanes,
such as the Pitts S-IS and S-2, are in production, EAA
Headquarters has called on the factory for their guid-
ance.
Pitts Aviation engineer, Gene Dearing, gave us the
following tension values, using a tensiometer:
Drag and Anti-Drag in the wings:
200 lbs. minimum to 350 lbs. maximum
Flying and Landing Wires:
600 lbs. minimum to 750 lbs. maximum
Empennage Wires:
250 lbs. minimum to 325 lbs. maximum
Tensiometers are commercially available from com-
panies such as Aircraft Components, Benton Harbor,
Michigan and Wag-Aero, Lyons, Wisconsin but are rather
expensive and it would probably be worthwhile for Chap-
ters rather than individuals to purchase these tools.

SPORT AVIATION 23
 A HOMEBUILT ENGINE,
THE CARR VW TWIN

By David E. Carr (EAA 78609)

10535 N. W. Leahy Rd.
Portland, Oregon 97222

VER SINCE THIS flying game started, amateur

builders have been confronted with the problems of a
powerplant. Light engines have always been scarce and
high priced. Right today there is a very limited choice for
the man who isn't free from the worry of expense." This
is a quote from the 1933 Flying Manual. These words are
The mag and carburetor installations are clearly shown
as true today as they were in 1933. Today there is a need in this view also the welding necessary to close off
for a reliable, inexpensive, ultra-light four stroke power-
the rear of the engine.
plant, just as there was then. From my home on the north-
west side of Portland, Oregon I can just about see to Cor-
nelius, Oregon where Les Long wrote the foregoing quote
41 years ago.
If you have read the 1933 Flying Manual, you are
aware that Les Long designed several ultra-light air-
craft in the era. In doing so, he generated a need for an
ultra-light engine for himself and decided to build one
from cheaply obtainable common parts, which resulted
in the Long Harlequin Motor.
Last winter, while finishing up my Pietenpol Air-
camper and before the first test flight had even been
flown, I had dreams of building a lighter, single place air-
craft in an ultra-light category. Designs such as the Long-
ster, Heath Parasol or a Pixie interested me. With these
designs in mind, I started thinking of what I could do for
an engine.
I had been kicking around, in my mind for sometime,
the feasibility of cutting a VW engine in half. Not want-
ing to cut into a good 4 cylinder engine, I made a trip down
to my local VW repair shop. After explaining my inten-
tions to the owner, he said he had several engines that
The Carr VW Twin made by sawing a VW engine in half.
had been damaged internally on the fly wheel end, and for
a promise that I would show him the twin when it was
finished, I was given those engines.
Following is a brief explanation of what I did to achieve
a reliable running twin engine.
\fter thoroughly disassembling, cleaning, and in-
specting one of the engines, I started sawing the engine
in half, using a band saw. First of all the crankcase is cut
in half aft of the center main and a plate is welded on the
back of the cut off portion. The camshaft is cut off aft of
the center main and the same for the crankshaft. Coun-
terweights are welded on to the crankshaft so that it is
perfectly balanced. The heavy duty thrust bearing which
was on the flywheel end is put on the propeller end of the
crankshaft to absorb thrust loads. A magneto coupler is
fastened to the rear end of the camshaft and a magneto
and spacer are mounted directly to the rear of the crank-
case. Since the VW cylinder head is symmetrical, when
cut in half one half becomes the right cylinder and the
other half becomes the left cylinder. The intake tubes and
a plate to seal off the rocker box are welded onto the back
of the heads. The intake manifolds are simple sink drain
fittings. The carburetor mount flange is cut off of the
existing VW manifold. The carburetor is from a 36 hp VW The author, David Carr, running th<. i win on a test
engine, bought very cheaply at any wrecking yard. stand.
24 JANUARY 1975
 The propeller hub is built by using the existing fan
belt pulley; the pulley is removed from the hub and a sim-
ple 6 bolt flange is welded on. The engine mounts are at-
tached to the top and bottom of the crankcase with the
flange bolts and a simple U-shaped bracket.
The engine was then mounted on a test stand fabri-
cated from angle iron and the day finally arrived that I
had been waiting for. Now to hear my 80 lb. twin run. The
accelerator pump was left in the carburetor, so the start-
ing procedure is thus: mag switch off, 2 squirts on the
accelerator pump, stand behind propeller, pull through
twice, mag switch on and pull once and the engine starts
so easily it seems like it has just been waiting for this.
The engine idles very smoothly and runs smoothly
through the entire RPM range!
From the very beginning of the project, I hoped to build
an engine that would be as simple as possible to build with
the least amount of sophisticated tools and with parts
that are economically purchased anywhere. The most dif-
ficult part of the entire engine is welding the magnesium
plates to the back of the crankcase, and this is a simple
job if you have access to a heliarc welder. For those who do
not have a heliarc welder or cannot have it done locally,
I will be supplying this service. Rear view of the Carr VW Twin . . . neat, simple and very
The distributor can be left in the engine making an compact. Notice the plates on the rear of the case plus
alternative to using the magneto ignition system. The the heads and rocker box covers to close the engine up
basic engine can be easily constructed, complete and after the original VW was sawed in half.
ready to run for less than $100.00. A magneto version can
be built for less than $200.00. With an investment of ap-
proximately 100 hours of your time, you have your engine I would like to take this opportunity to sincerely
built. thank Blair Krakowski for his enthusiastic help in this
Depending on which size engine you choose to con- project, also Art Matson for his beautiful drawings and
vert, I would estimate HP ratings to be half plus some due Mike Stewart for the beautiful photography work. With-
to better carburetion. I am now in the construction stages out the help of these talented men, this project would have
of building a 900cc version with which I hope to achieve been a monumental task.
a horsepower rating of 35 to 40. Those wishing further information can obtain this by
Complete and professionally drawn plans are being ordering an information package for $2.00. Mail to the
made and a material kit, castings, machined parts and following address: Carr Conversion, P. O. Box 671, Beaver-
a magneto will be available. ton, Oregon 97005.

Exploded View Of Carr Twin

The author and his recently completed Pietenpol

which does not have the VW Twin installed. David Carr
plans an ultra-light in the Long Longster or Heath cate-
gory for the Twin. C JR

SPORT AVIATION 25

by
Kathy Cinquanta (EAA 046655)
Hawks Haven Airstrip
New Auburn, Wisconsin 54757
^UMBLE, RUMBLE, RUMBLE, rumble, rumble . . .
Here was the beginning of the finale! On a bright Spring
morning in 1973 I tried to hold back the anxiety that I
felt as my husband began firing-up the jet engines on our
newly completed original design aircraft, Hawker II.
The construction project had started 3 years ago, but
this moment was the real beginning. A few friends that
had come by at just the right time were with us at our
little airstrip in the woods, but I felt that so many more
both skeptics and well-wishers were there too. How will
it feel, what will it be like flying with a red-hot blow-
torch on either side of the cockpit?
One jet was booming and Joe switched on the spark
to ignite the other. As it too began rumbling we stood and
waited expectantly. Standing alongside the cockpit with
his leg braced against the wing Joe fed in throttle and the
jets pulsed faster into a roar. We could see him checking
gauges and observing the aircraft. After a few minutes he
shut down the jets.
As everyone stood and wondered, I went running to
find out the conclusions drawn from the first run-up.
Disappointment . . . The heat from the tailpipes was
melting the dacron covering on the tail. Expensive fire-
retardant fiber-glass resin had been used to build engine
nacelles, but we didn't think that the heat from the engine
would reach the fabric-covered tailgroup. We had designed
26 JANUARY 1975
the tail surfaces and booms well above and to the side
of the heat cone created by the jets. The Poly-Fiber pro-
cess didn't burn . . . no! It just disappeared!
What solutions did we have? We could cover the tail
surfaces with aluminum . . . We could build a new air-
craft . . . Or, we could move the jets outboard of the tail-
booms. We decided to try the latter.
More weeks of work. But Hawker II was finally on the
runway again, and again the jets were making their low
rumble, rumble, rumble . . . But again we met with dis-
appointment as this time side-gusts carried enough heat to
the rudder and booms to again cause shrinkage of the da-
cron fabric.
Solutions again . . . We would have to build a new
airplane for the jets. Meanwhile, we would put a 43 hp
Sachs snowmobile engine on Hawker II. It had originally
been designed as a propeller driven aircraft and the 110
pounds thrust Thermo-Jet engines had been just another
experiment.
So now it was Oshkosh week, but neither Joe nor I
could get excited about going. We had our own excite-
ment, our own aircraft right here, and we just had to get
Hawker II in the air before we could go. All modifications
just completed, we had been waiting all day for the calm
of evening. More friends gathered. And finally, "Well,
here goes." Joe pulled the starter, put on his helmet,
stepped into Hawker II, buckled-up, closed the canopy,
taxied to the end of the sod runway, turned the craft and
came at us. He was barely visible from the front view,
but we heard the unmistakable whine of the small engine.
Suddenly, he was off and we looked up at him as he went
by us. He cut the throttle and glided down the runway.
(Photo by Kathy Cinquanta)
Joe Cinquanta's DB Hawker II powered by a 43 hp
Sachs snowmobile engine.
He touched down, rolled to a stop and turned around. In conclusion, these gentlemen have our many, many
Hurrah! thanks: our good friend, Richland Peavey, for his never
He flew up and down the runway approximately 50 ending assistance and moral support; Ray Hegy, that
feet in the air several more times. I was snapping pic- Michelangelo of the propeller sculptors, who carved my
tures and everyone else was buzzing and all smiles. Then special propeller in record time; Matt J. Zupan of the
when we least expected it, "Look! He's not landing!", FAA Minneapolis for his expert advice and especially for
I cried out. And as I watched him climb around the pat- using his days off for both the pre-cover and final in-
tern 1 remembered when Joe sent me off on my first solo spections; and Paul Poberezny who helped make it all
and I felt the thrill and light-headedness of that first possible through EAA.
flight. Now, after ten years of flying and building experi-
ences with Joe I could feel with him the thrill of this first
flight of our new type aircraft. The camera lay still in
my hands as he flew through the evenings brilliant sunset.
He slipped Hawker II down to a smooth landing.
As he taxied toward us I became earthbound too and
began rolling the film just in time to get the biggest and
longest smile I've ever seen as Joe shut down the engine
and stepped from the cockpit. "Beautiful! Beautiful! Now
we can go to Oshkosh!"
Hawker II has a low profile 38 inches in height at
the top of the cockpit and weighs only 355 pounds
empty. Its length is 22 ft. 6 in. and span is 24 ft. It gets
off the ground at 38 mph in 250 ft. and wants to climb
like a scared hawk. (Lacking complete instrumentation at
this time we have no rate-of-climb data.) Speed too is
fairly sensational at 120 mph on a standard snowmobile
engine. The controls are sensitive though not overly.
The gear configuration is such that it maintains the
streamlining of retractable gear without the weight and
mechanism.
Joe says it's real pleasure to fly sitting in front of
everything in a semi-reclining position with an unob-
structed view and the engine noise and smell behind you.
And now it's my turn to check-out in Hawker II. I can
hardly wait.
The unique design of Hawker II makes it a one-of-a-
kind aircraft, but so does something else . . . What other
aircraft has been built without the use of electricity? As
we are forced to generate our own electricity, we use it
very sparingly and Hawker II was built with hand-power- (Photo by Kathy Cinquanta)
ed tools under gas lights. The early jet powered version of the DB Hawker II.

(Photo by Kathy Cinquanta)

Joe Cinquanta and his DB Hawker II at the Sand Creek,
Wisconsin airport.

SPORT AVIATION 27
 LOWELL R. BAYLES,
RACE PILOT

By George Hardie, Jr.

LNYONE FAMILIAR WITH air

racing has heard of the famous Gee
Bee racers that flashed across the
skies in the early 1930's. Probably
the most spectacular of the Gee Bee
stable was the Model Z built in 1931
to the design of the Granville Bros,
and their chief engineer Bob Hall. In
its short flying life of a little over
three months it was the sensation of
the aviation world during that depres-
sion year.
(EAA Staff Photo by Lee Fray)
Certainly this recognition was due
in no small part to the ability of the Presenting the Lowell Bayles col-
pilot who flew it to its many vic- lection at the EAA Aviation Museum.
tories. Lowell Richard Bayles was Left to right are: Mrs. Lois Naumes,
no stranger to the skills required in sister; Ben Owen, EAA Administra-
air racing. He was a partner-pilot in tive Assistant; Dr. G. W. Bayles,
brother; William Naumes and Mrs. Lowell Bayles at Detroit in 1931.
the Brinton-Bayles Flying Service
at Springfield, Mass, in 1928 when G. W. Bayles.
he entered the Springfield Aerial
Pageant where he won first places
in the Dead Stick Landing contest
and the Bombing contest. In 1929 he
won first place in the Bomb Dropping
contest at the All American Air Races
at Miami, Florida.
Bayles flew his first race in a Gee
Bee when he piloted the first Gee
Bee Sportster, called the Model X, in
The All American Flying Derby on
July 21, 1930. In a field of 18 start-
ers Bayles placed second. This suc-
cess influenced the Granvilles and
Hall to design and build new and larg-
er racers to go after the big money.
The financial depression had dried up
the commercial market and the high
cash prizes offered at the National
Air Races and other events across
the nation became an attractive al-
ternate to bankruptcy. Hence the
Model Z came into being.
Money to build the Model Z was
raised by forming the Springfield
Air Racing Assn. Lowell Bayles be-
came one of the principal stockholders
by contributing $500.00 of his own
money, and helped raise more in ex-
change for the right to pilot the air-
plane in the major racing events. In
honor of the locale from which this
support was drawn, the Model Z was
christened "City of Springfield".
Meanwhile Bayles entered the
1931 National Ford Tour with a Model
E Sportster powered with a Warner
Scarab engine of 110 hp. Of the ten
who completed the tour, Bayles fin-
28 JANUARY 1975
ished 4th with an average speed of
140.78 mph. The prize money was
$1500.00 plus $500.00 for winning
the Great Lakes Trophy.
The 1931 National Air Races were
held at Cleveland from August 29 to
September 7. Substantial cash prizes
were offered in the closed course rac-
ing events to attract many entries.
Consequently the competition faced
by the Granvilles was truly formida-
ble as they prepared their new racer
for the contest. Besides the Model Z
four other Gee Bee products were en-
tered. But the greatest hopes rested
with the stubby yellow and black No.
4 "Super Sportster".
On August 29, the first day of the
races, Bob Hall flew a Model D Sports-
ter to 1st Place in the 400 cu. in. race
for ATC licensed aircraft, winning
the J. H. Williams Trophy and
$400.00 prize money. Next day Bay-
les flew the same airplane in the 650
cu. in. race to 4th Place and no prize
money. On the same day he flew in
the Civilian Aerobatic Exhibition,
winning 2nd Place.
On September 1 the Shell Qualify-
ing Speed Dash offered the oppor-
tunity Bayles was waiting for. He
electrified the race crowd by flying
the Model Z for an average speed of
267.342 mph, winning first prize. On
one lap he flew an astounding 286
mph, faster than any previous con-
testant. In addition to this perform-
ance, Bayles flew the Model E to 1st
Place in the Civilian Aerobatic Ex-
hibition.
With this auspicious start the
The Gee Bee Model Z "City of Spring-
field' .
Springfield group was confident
they could capture a fair share of
the prize money in the remaining
events. Bayles also had his eye on
setting a new speed record for land-
planes, virtually assured by the out-
standing performance of the Model Z.
On September 2 he flew the airplane
to 1st Place in the Goodyear Trophy
race, averaging 205.001 mph. Bob
Hall then took his turn, winning 1st
Place in the General Tire & Rubber
Co. race on September 5, average
speed 189.545 mph, and capturing 1st
Place in the Men & Women's Mixed
race on September 6, speed 222.623
mph.
But the big event for the big
money was staged on September 7,
the last day of the races. The Thomp-
son Trophy for the winner of the Free-
For-All open to all classes was the
high point of the nine day event,
eagerly anticipated by pilots and spec-
tators alike. Eight entrants lined up
for the start, with Bayles in the Model
Z, Jimmy Doolittle in the Laird "Su-
per Solution", and Jimmy Wedell in
his Wedell-Williams as the chief con-
tenders. Doolittle took the lead at
the scattering pylon, with Bayles
close behind and the others trailing.
In the second lap Doolittle's Laird
suddenly began to smoke and he was
forced to drop back. Bayles immedi-
ately took the lead and held it for
the remainder of the race. Declared
the winner at 236.239 mph, Bayles
modestly remarked, "The air was per-
fect, my ship was very stable and be-
haved well on the turns. The engine
performed beautifully and the race
was a great deal of fun".
But he still wanted to set a new
landplane speed record. On the morn-
ing of September 7 he had made a pass
over the measured course and was at-
tempting a second when his engine
failed. He fully intended to try again,
but fate stepped in. Two of the Gran-
ville group were injured in a highway
accident and Bayles volunteered to
fly them home for hospital treatment.
So the record attempt had to be post-
poned.
Homecoming for the triumphant
Granville group was a gala affair. The
whole town of Springfield turned out
to welcome them when the airplanes
landed. Bayles was presented with a
framed resolution from the Board of
Aldermen commending him on his
victory. A parade through the city was
followed by a testimonial dinner and
a fireworks display. The entire com-
munity strained to show their pride
in the accomplishments of their
heroes.
The setting of a speed record re-
mained the one goal to be attained.
Arrangements were completed to
make the attempt at the Wayne
County Airport in Detroit, where an
official course was laid out. The Model
Z was modified by installing a new
Pratt & Whitney Wasp Sr. engine of
750 hp in place of the Wasp Jr. of 535
hp. A larger cowl was needed to ac-
commodate the new engine, but the
lines remained approximately the
same. Bayles took the airplane to
Hartford, Conn, where the Pratt &
(Continued on Next Page)
SPORT AVIATION 29
LOWELL R. BAYLES . . .
(Continued from Preceding Page)
Whitney engineers put their OK on
the installation. On November 6 he
flew to Buffalo, New York where a
larger propeller was fitted by the
Curtiss Co.
During the rest of November and
the first days of December Bayles
made three attempts to establish a
new speed record over the Detroit
course. On one downwind pass he
registered 314 mph but continued en-
gine and propeller trouble kept him
from making the necessary consecu-
tive passes to establish a record. His
best average was 282 mph but failure
of the timing cameras on the last pass of trophies and memorabilia to the
nullified that record.
On December 5 preparations were
made for the fourth attempt. At
about 1:00 P.M. Bayles took off to mentos:
try again. From a point about 5 miles
from the course, at an altitude of
about 1,000 feet, he put the Model Z
into a shallow dive to increase his
speed as he levelled out over the
course. What happened next is still
open to conjecture. As the airplane
started the run it suddenly dipped
from its line of flight, rolled over
and crashed into the ground. Bayles
was killed instantly and the airplane
was a flaming ball of wreckage. One
theory was that aileron flutter was
responsible, but the Granvilles,
after viewing a movie of the flight,
claimed that a gas cap came loose,
crashed into the windshield stun-
ning Bayles, who instinctively pulled
up on the controls causing excessive
stress on the right wing, which failed.
Thus ended the promising career of
Lowell Bayles.
Recently the Bayles family mem-
bers decided to present his collection
EAA Aviation Museum. Presentation
of the collection was made in Octo-
ber. Included are the following me-
The 1931 First Place Thompson
Trophy Plaque.
The 1931 Shell Trophy for First
Place in Straight-Away Speed Dash.
The 1931 Goodyear Tire & Rubber
Co. Plaque for First Place.
First Place trophies won in the
1928 Springfield Aerial Pageant and
the 1929 All American Air Races.
A framed resolution by the City
Council of Springfield, Mass, honor-
ing Bayles for his win at the 1931
National Air Races.
The Bayles collection is being pre-
pared for display in the EAA Avia-
tion Museum. An appeal is being
made for any related photos and
other memorabilia which will add
to the significance of the display.
The collection will take its place
alongside such outstanding exhibits
as Steve Wittman's famous "Bonzo",
a replica of the Brown racer "Miss
Los Angeles", and various other air
racing mementos and artifacts.
The contribution of the Bayles col-
lection indicates that a great deal of
historically valuable material is
still in the hands of relatives and col-
lectors. It is the policy of the EAA
Aviation Museum to offer display
space for ths material where its sig-
nificance can be shared by the thou-
sands who visit the Museum each
year.

(Photo by Penn Photo Service)

How's this for flying to Oshkosh in style? 48 members, family and friends of Pittsburgh's Chapter 45
filled the Penn Landmark Corporation's Martin 404 and sped west, arriving in Oshkosh in two hours and
45 minutes. The 404 is a 1950 model, so was legitimately parked in the Classic area along with another
404, several DC-3s and a couple of Lodestars from Florida . . . antique and classic airliners, yet! Chapter
45 had 90 people at Oshkosh can any other Chapter top that?
30 JANUARY 1975
 7 on Mush/Stall/Spin
Accidents and How To Avoid Them
By Fred E. Weick (EAA 7882)
2 Dolphin Dr.
Vero Beach, Florida 32960
HISTORY AND STATUS QUO
The proportion of fatal light-plane accidents in the
stall/spin category has decreased substantially over the
years. In the twenties,1 thirties and early forties2 two-
thirds of all fatal accidents were in the stall/spin cate-
gory. This dominant proportion dropped to slightly under
one-half for the three year period following World War
II,3 and has subsequently continued to drop to under one-
fourth for the three year period just preceding 1970.3>4
This improvement is encouraging, but these latest
statistics show also that the stall/spin accident, or "failure
to maintain flying speed", is still the primary cause of all
the accidents, both fatal and non-fatal. Effort toward
further improvement would therefore be well worthwhile,
particularly since the light airplane accident rate is
still high compared with those of other forms of trans-
portation.
A recent National Transportation Safety Board re-
port3 shows that in 1967, 1968 and 1969 nearly all (at
least 93%) of the stall/spin accidents have started from
low altitudes, having been associated with take-off or
landing operations, or low flying such as buzzing, aero-
batics, low passes, cattle round-up, etc. Thus in a great
majority of the cases fully developed spins were not in-
volved but mushing flight, stalls and incipient spins were.
Another point of interest (to me at any rate) is that the
NTSB report listed the Forney 415 (which included its
predecessor, the Ercoupe 415, as well as its successor,
the Alon) as having had a moderate number (13) of stall/
spin accidents during those three years. These airplanes
were designed to be spinproof and were required by the
FAA to be placarded as "Characteristically Incapable of
Spinning". The heading "Stall/Spin" in the report in-
cluded cases involving just straight stalls, cases involv-
ing stalls in turns, cases involving incipient spins and
cases involving fully developed spins. The report grouped
all these together and did not differentiate between them.
In order to learn just what kind of accidents these Ercoupe-
type planes had I have looked up the individual briefs of
each of the 13 accidents listed. Twelve of the 13 were
listed as stall or stall/mush accidents. One was listed
under the stall/spin heading, but the accident occurred
just following take-off, the injuries were minor or none
and the airplane was not destroyed. From this it would
appear that the stall part of the classification would apply
rather than the spin.
Two of the 13 cases involved fire after impact, and
these were the only fatal ones. In the general aviation
picture as a whole, about 7 of the 13 would have been fatal.
The number of Ercoupe cases is of course too small to give
reliable statistics.
These spinproof airplanes have effective lateral con-
trol at all angles of attack that can be maintained in flight
but they are obviously not free from mush/stall accidents.
They have the same important control disadvantage that
all of the other current airplanes have a longitudinal
control that works in the way you want and expect it
to under most conditions, but must be used opposite to
one's natural inclination under other vitally important
conditions.
This treacherous reverse control situation is of course
well known to aeronautical engineers and knowledgeable
pilots, but it is probably worth reviewing in some detail
in order to assure understanding. For example suppose
that we are flying level at full power and maximum speed.
If we pull back on the longitudinal control a slight amount
and hold it in the new position, the nose will pitch up
some, the angle of attack will be increased some, the
flight path will go up a fair amount momentarily and
after a possible slight oscillation or two the flight path
will steady down at a certain small angle and rate of climb
but at a slightly lower airspeed. This appears to be natural
and as it should be. If we pull back a trifle more and hold
it the same thing will be repeated and both the angle and
the rate of climb will be increased a little more at a further
reduced airspeed. After a certain number of small steps
the maximum rate of climb will be attained. Then if the
control is held back a trifle farther the nose will still go
up and the whole operation will repeat even to the in-
creased angle of the flight path (angle of climb) but the
rate of climb will be somewhat lower. A few more such
steps and the maximum angle of climb is reached. Up to
this point the results are acceptable, but what about the
next step? Holding the control back the next step will
pitch the nose up and will increase the angle of attack
and decrease the airspeed further as it did in the previous
steps, but the angle of climb as well as the rate of climb
will be reduced instead of increased. This is the oppo-
site of what one would desire in a control. And with most
airplanes if the rearward control steps are continued the
climb will decrease through zero and become a descent
even while the wing is flying unstalled. If the longi-
tudinal control is sufficient to stall the wing thoroughly
the rate of descent can be quite high even with full power.
Thus with power full on, at angles of attack higher
(and airspeeds lower) than that for the maximum angle of
climb the longitudinal control does not give the results
naturally desired, except possibly for a momentary flare.
In this range we must train ourselves to use the controls
in what seems to be the wrong or opposite sense in order
to obtain the result desired.
As a second example let's start in a power-off glide at
cruising speed. When we bring the longitudinal control
back a trifle and hold it, the same sequence of events will
occur as with power on and we will end up in steady flight
at a higher angle of attack and lower airspeed, and at a
flatter angle of glide and a lower rate of descent. And this
also appears to be natural and as it should be. After a num-
ber of small additional steps such as this, the flattest pos-
sible glide will be reached. This will occur at an angle of
attack and airspeed close to that which also gives the
highest rate of climb near sea level. Now a number of
SPORT AVIATION 31
THOUGHTS . . .
(Continued from Preceding Page)
additional rearward control steps will result in reaching
minimum rate of descent in the glide, although the angle
of glide will be substantially steeper than the flattest.
Therefore if we want to stretch our glide to the utmost by
pulling the control back and raising the nose as seems
natural, this will work only up to the angle of attack for
the flattest glide. Pulling back farther and raising the
nose and the angle of attack more will result in a steeper
glide, the opposite of what we want. So we have to train
ourselves to take care of this seemingly unnatural and
contradictory control response also.
It seems to me that much of our stall/spin difficulty
is associated largely with this longitudinal control-
reversal situation.
One of the insidious features of the use of the longi-
tudinal control at high angles of attack and low speeds is
that momentarily the nose and possibly even the flight
path move in the direction desired, but the ultimate re-
sult is opposite to that desired unless we understand the
reversed control situation and train ourselves to allow
for it. That this is difficult and not always successful
with our present day light planes, even with good experi-
enced pilots, is shown by the accident record. As Leighton
Collins pointed out in the June, 1973 issue of Air Facts,
"In our experience, some people begin to hold
back on the wheel at 1500 ft. in even a moderate
straight stall. Now that's the time bomb in the
pilot business and the goal is to be sure he's rid
of it if he starts to stall inadvertently and more
abruptly at 500 ft. And it should be mentioned
once more that the likelihood of his ever getting
into a low-altitude stall will be in turning flight,
and most likely in an abruptly entered and
abruptly tightened steep turn."
The stall can be induced by a slow, smooth and un-
noticed easing back of the wheel while the pilot is at-
tempting not to lose his height above the ground. It is
more likely to happen in a turn where the increased angle
of attack is hidden, however, and its likelihood is greatly
increased by abrupt or violent maneuvers.
WHAT FURTHER IMPROVEMENT CAN WE MAKE?
In the light of the foregoing it is apparent that we
can be free of mush/stall/spin accidents if we can avoid
flying at angles of attack near the stall say, those
higher than that for the maximum or steepest angle of
climb. The range of angles of attack below that for the
maximum angle of climb is adequate for all flight away
from the ground except for some aerobatic maneuvers.
And of course higher angles of attack are needed momen-
tarily for a short take-off run and for touching down at
low speed in a landing.
It is easy to say that the mush/stall/spin accidents can
be avoided by always, when in full flight, keeping the
angle of attack below that for the maximum angle of climb,
but how is this to be accomplished?
With our present airplanes it is entirely up to the pilot.
It depends upon his competence and his desires. There has
been improvement in pilot competence in recent years,
particularly in connection with instrument flight and
"flying by the numbers". Further improvement along this
line will depend on additional education and under-
standing, and improved training.
The improvement to date is certainly due to a large
extent to improved piloting, but another major factor is
no doubt design improvement in the airplanes themselves,
such as:
1) More power and speed range so that most flight
is further removed from the stall.
2) Easier stalls with less sudden roll-off.
32 JANUARY 1975
3) Better aileron control in the region of the stall.
4) Less powerful rudders (made feasible by the tri-
cycle gear).
5) Stall warners.
Now what additional improvement can we make in
the airplane?
From the information gleaned from the records of
1967, 1968 and 1969 the problem appears to be: how can
we make the airplane help the pilot to fly always at a
suitable angle of attack with a good margin from the
stall?
No doubt it would help some to provide instrumenta-
tion in the form of an angle-of-attack indicator, possibly
with the points plainly marked for steepest climb, best
rate of climb, flattest glide, etc. I doubt, however, that
anything that a pilot must look at will help him much in a
clutch when his attention is outside. Stall warners with
light and horn signals are already helping the situation.
And angle-of-attack indicators have been available for
several years, but they have not come into general use.
Possibly Langewiesche's suggestion in the June, 1973 is-
sue of Air Facts for different sounds at certain significant
angles of attack would be an additional help.
One entirely different and possibly more basic ap-
proach might be to make the airplane itself so that it
would tend firmly to hold any angle of attack for which
it was set or trimmed. With such an ideal arrangement
the pilot could set the control directly for the angle of
attack desired. The airplane would then continue to fly
definitely at that angle of attack, and at the correspond-
ing indicated airspeed. The trim indicator could be marked
off directly in terms of indicated airspeed, and the posi-
tions for certain optimum flight conditions could be desig-
nated directly. Then if a pilot wants to fly at the speed that
will give him the steepest angle of climb he merely sets
the trim indicator for the point so marked and the air-
plane flies at that speed. In like manner, the airspeed
giving the best performance could be set for the maximum
rate of climb, or for the flattest glide.
Flying at any other speed would be obtained by merely
setting the trim control to the speed desired (the entire
range of speeds desired would be marked on the trim indi-
cator). We would therefore have what might be termed a
Precision Speed Control with which we merely set the
trim for the speed desired and the airplane flies accord-
ingly.
It occurred to me about thirty years ago that it might
be possible to attain this state of affairs by changing the
speed and angle-of-attack control from a rapidly operat-
ing one always under the immediate command of the
pilot over the full range of speeds and always requiring
his attention, to a slow or trimming type control which is
set at the speed desired. All speed changes in ordinary
flight would be made by a slow irreversible trimming con-
trol alone. Then if the speeds (or more correctly the an-
gles of attack) for which the longitudinal control sur-
faces could be set ranged only between a safe margin
from the stall to an acceptable high speed, and if the air-
plane would fly smoothly and satisfactorily within those
limits and stayed at any speed desired within them, an
extra responsibility would be removed from the pilot's
mind. It would not amount to much under ordinary cir-
cumstances but it could make the difference between life
and death under sufficiently unfavorable conditions.
The problem then is to devise a precision speed con-
trol arrangement that can be set for any desired speed
from the maximum in level flight down to but not beyond,
say, that for the steepest climb, and that will permit satis-
factory operation in all the required phases of flight. These
include taxiing, taking off, climbing, turning, cruising,
gliding, approaching to a landing and landing, as well
as sudden maneuvering to avoid collision.
 As mentioned previously, the range of angles of at-
tack below that for the steepest climb is adequate for all
flight away from the ground except for some aerobatic
maneuvers. In changing from one speed to another the
acceleration takes a fair amount of time if smooth flight
is to be maintained, and the slow-acting trim control
fits in well with this condition. The firm trim control
that would hold any desired angle of attack within these
limits would therefore itself be adequate for all gentle
flight away from the ground.
For unsticking in a short take off or for touching down
at minimum speed in a landing, however, higher angles
of attack are needed momentarily. These momentary
higher angles can be obtained by an arrangement that
permits overcon troll ing the trim control by the usual
wheel or stick, but requires an initial force of unmis-
takable magnitude to be overcome before the longitu-
dinal control surface is moved from the firmly trimmed
position. With this arrangement the control wheel would
normally be in a fixed longitudinal position and ordinary
pressure would not move it fore and aft. When the pilot
needed to overcontrol momentarily he could do so, how-
ever, by pushing or pulling in excess of a predetermined
unmistakable amount, say 20 or 25 pounds.
The only basic difference between this latter arrange-
ment and the conventional present day arrangement with
a tab, adjustable stabilizer, or spring system for trimming
with no force required on the wheel, is that with the new
arrangement no deviation can be made from the trimmed
condition without application of a substantial initial
force. The force should be large enough so that the pilot
can hardly do it unconsciously, whereas with the present
conventional arrangement in which the force increases
gradually from zero, the pilot can move the control a sub-
stantial amount without always being aware of it.
The pilot presumably would be educated, trained and
conditioned not to overcontrol the longitudinal trim in
all normal flight away from the ground, but to rely on the
trim setting to get the best performance of the type de-
sired. He would normally overcontrol only in leaving the
ground in the take-off and in contacting it again in the
landing. If a sudden maneuver were required in flight,
say to avoid a collision, he would overcontrol if he desired,
and occasionally he might want to nudge it a bit to stop
a slight oscillation in the flight path. But for all ordinary
flying he would rely on the fixed trim control for obtaining
the best speed and angle of attack for the performance
desired. And the positions for the critical performances
such as the steepest climb and the flattest glide could be
marked directly on the trim control scale so that the pilot
would not have to figure them out or remember them for
each airplane he flies. Thus the control-reversal situation
would be avoided.
Unfortunately if even with these advantages the pilot
allowed himself to get caught in a bad situation in which
he saw the ground "coming up at him" he might just for-
get his training and follow his natural inclination to pull
the wheel full back regardless of the force required. It
would be hoped that such a condition would be an extreme-
ly isolated one and that at least most of the present mush/
stall/spin accidents would be avoided. The pilot would
have to be trained to rely on the airplane trim-speed con-
trol as he has had to be trained to rely on the compass.
In 1947 I had an opportunity to make some preliminary
flight trials with the fixed longitudinal trim speed-control
arrangement. An Ercoupe with a special tail was used
which was particularly well adapted to the situation be-
cause it would maintain very close to the same indicated
airspeed for all throttle positions from wide open to
fully closed. This was generally true for the ordinary Er-
coupe at speeds above about 65 mph, but with the special
tail it held true down to minimum speed.
This made it possible to provide a trim position scale
marked directly in terms of airspeed, and which held for
all throttle settings, from wide open to fully closed. The
scale was in fact inscribed directly on the control wheel
shaft, which was possible because each longitudinal posi-
tion of the wheel represented a certain angle of attack
and the corresponding indicated airspeed. This was strictly
true for only one e.g. location, of course, but the e.g.
range is small enough in an Ercoupe so that an average
value appeared to be satisfactory.
With this combination of characteristics it is easy for
the pilot to recognize that the trim unit is his forward
speed control, and that at any given speed setting the
throttle controls only the rate of climb or descent. The
Ercoupe quadrant type throttle was designed to aid in
this concept because it goes upward as well as forward
as power is increased, and vice versa.
Taxiing The only noticeable effect of the fixed
trim device in taxiing was that it held the control wheel
in a fixed position out from the instrument panel. This
appeared to be a slight improvement in convenience but
is of no special importance.
Taking Off Before taking off the trim was set to
the speed desired for the climb out. In a normal take-off,
after the control wheel had been pulled back over the
preload force and the plane had left the ground the con-
trol wheel was allowed to ease forward gradually to the
fixed-trim position and the climb out was continued at
the speed set. The take-offs were made smoothly and the
following climbs were also smooth and steady.
As an experiment, some take-offs were tried by setting
the trim control and letting the plane take off by itself.
This worked satisfactorily if the speed was set for the best
rate of climb, 65 mph. But when it was set for a low speed,
such as that for the steepest climb, the ground run con-
tinued to a slightly higher speed and then when the plane
did take to the air the excess speed made it zoom up some-
what and start an oscillation. This was unsatisfactory if
unchecked, but it could be nipped in the bud by a slight
forward nudge of the control wheel.
As long as the fixed-trim climb following take-off is
steady and free from oscillations it can be made safely
at the minimum trimmable speed because there is still
a definitely known safe margin from the stall. In fact it
can be made definitely at the speed for the steepest climb.
Climbing, cruising and gliding Up in the air chang-
ing from one airspeed to another seemed easy and natural
enough using the fixed-trim speed control alone. In this
case a crank was used. By operating it as fast as possible
it could be turned through the entire range of trim-speed
settings (55 mph to 120 mph) in about 5 seconds, which
was a decidedly shorter time than it took the plane to ac-
celerate through that range. It would probably be de-
sirable to have the normal operation of the trim change
match the time required for acceleration because then
there would be no oscillations. It appears likely that a
regular knurled longitudinal trim wheel would be very
suitable for the trim control, but it should be located in
a position very convenient to the pilot's throttle hand.
Possibly it would be well to fit it with a knob or small crank
handle so that it could be turned more rapidly if the oc-
casion demanded. A supplemental electric trim changer
controlled with a button on the wheel would be conveni-
ent, acting at the correct speed.
At any given speed it was easy and natural to con-
trol the rate of ascent or descent with the throttle. It was
necessary to make the throttle changes in a gentle and
gradual manner, however, if smooth flight were to be
maintained free from phugoid oscillations.
To check the effect of altitude on the trim speeds, a
full-throttle climb up to 6000 feet was made with the trim
SPORT AVIATION 33
THOUGHTS...
(Continued from Preceding Page)
speed indicator set at 65 mph. The I.A.S. reading on the
air speed meter remained on 65 mph all the way. At an
altitude of 6000 feet level cruising runs were then made at
trim settings of 60 mph to 100 mph and at each point the
airspeed indicator reading agreed with the trim setting.
These runs were then repeated at an altitude of 1000 feet
and the same results were obtained. All of this is of course
as would be expected, for the trim setting determines the
angle of attack, and for a given angle of attack there is a
given indicated airspeed which is the same for all alti-
tudes. Fortunately, it is a simple relationship which
makes for easy use of the fixed-trim selective speed con-
trol.
Turning Turns with banks up to about 20 could
be made satisfactorily without moving the longitudinal
control from the fixed trim position. This was true
throughout the entire speed range. It is to be expected
because the variation of lift required with angle of bank is
a cosine function and the change is very small for small
angles of bank. For a large angle of bank, however, a large
increase in lift is required. This also was confirmed in the
trial flights. When a steep turn was made without either
moving the elevator from the fixed trim position or adding
power the nose would drop and the speed would increase
to the point where sufficient lift was obtained at approxi-
mately the same angle of attack in descending flight.
Medium turns with angles of bank of about 30 could
be made without losing altitude by merely adding a lit-
tle power. For steeper turns at constant altitude the fixed
trim could be brought to a lower speed setting, even to as
low as it would go, and the margin of safety from the stall
would still be maintained. In an extreme emergency the
wheel could be pulled back over the pre-load but then of
course the margin of safety would be reduced or possibly
eliminated.
The air lines use very moderate banks which helps
both passenger comfort and safe operation. In instrument
flight the standard rate of turn of 3 per second involves
angles of bank under 20 for almost all light airplanes.
In fact, all ordinary light airplane flying could be done
without exceeding an angle of bank of 20, and if this
practice alone were adopted the safety record would no
doubt be improved substantially. There are exceptions,
of course, such as mountain fields with restricted ap-
proaches, and aerobatic flight of any form, but by and large
the angle of bank could be kept within 20, and in general
the passengers would be more comfortable and the safety
would be improved.
Approach and Landing The entire approach to
landing was easily made by merely setting the speed con-
trol to a suitable approach speed and steering the plane
in until about 20 feet above the ground. There was a
tendency to come in a little low because then it was very
easy to stretch the glide with a little throttle and the ap-
proach path could be controlled quite accurately.
During the last 20 feet or so of the descent to the ground
the control wheel was pulled back over the pre-load from
the fixed-trim position sufficiently to flare off or level off
the glide path and finally to contact gently at approxi-
mately minimum speed with the wheel full back. Even
when trimmed at the lowest speed available (55 mph) the
plane had substantially more reserve energy than was
necessary to flare off the flight path in smooth air.
Some Remaining Questions One of the questions
to be satisfied in flying with fixed longitudinal control
is the smoothness or steadiness of flight possible con-
sidering the natural tendency for the airplane to hunt
or oscillate (particularly the phugoid oscillation). In the
preliminary trials such oscillations were induced by a sud-
den change of either trim speed or power. If a change was
34 JANUARY 1975
made fairly gradually, however, noticeable oscillations
did not occur. In gusty air the bouncing around seemed
about the same as when the usual pilot effort was ap-
plied to counter the gusts. On one extended trip from
Maryland to the West Coast and return the fixed trim
was used with ordinary comfort throughout all of the
various air conditions encountered. Even so it would ap-
pear to be worthwhile for airplanes that are to be flown
with fixed longitudinal trim speed control to be designed
so that the oscillations are damped as much as feasible.
Another point that needs further investigation is the
effect on the trim of variations in loading and the resul-
tant e.g. travel. The plane used for the trials happened
to be particularly well suited in this respect because the
e.g. range was small enough so that a single average trim
scale served reasonably well for all loadings. Planes with
large e.g. travel would provide more of a problem. Pos-
sibly an adjustable trim scale of some kind could be used.
Project Shelved Although the preliminary trials
were reasonably satisfactory I shelved the project after
they were completed. This was mainly on the ground that
most pilots would probably not like the idea of having their
complete freedom of control interfered with in any way,
particularly it seems if it is intended to help them to fly
more safely. We pilots naturally want to feel that our own
competence is all that is needed to handle the airplane
safely. And the safety does ultimately depend on the pilot
on his understanding of what he can do with his air-
plane, his capability of doing it, and his willingness to
stay within reasonable limits. Over the past twenty-
five years, however, good piloting has become much more
mechanical and less "seat-of-the-pants". Pilots who fly
to get places and those who get pleasure without needing
to "wring it out" might now like the fixed-trim idea bet-
ter than they would have in 1947. And considering that the
light plane accident record is still in general poor com-
pared with that of other modes of transportation, and
that "failure to maintain flying speed" is still the pri-
mary cause for light plane accidents, I think it just might
be worth looking into the fixed-trim idea again and giving
it or something like it another try.
Happily, the Aerospace Engineering Department of
the University of Michigan is interested in this as a pro-
ject and arrangements are being made with the help of
NASA to carry on this investigation.
REFERENCES
1. Society of Automotive Engineers paper presented in
Los Angeles, California on October 6, 1944, entitled
"Four Years of Simpler Flying with the Ercoupe", by
Fred E. Weick, Engineering and Research Corporation.
2. "The Dangers of the Air", by Leighton Collins, Chap-
ter 18 of "Stick and Rudder" by Wolfgang Lange-
wiesche, McGraw-Hill Book Company, 1944.
3. "Special Study General Aviation Stall/Spin Acci-
dents, 1967-1969"; National Transportation Safety
Board Report No. NTSB-AAS-72-8.
4. "Safety in General Aviation", by Harold D. Hoekstra
and Shung-chai Huang; Flight Safety Foundation,
1971.

t To find out more about the Scorpion, I called the
ABOUT THE AUTHOR
Trying to condense Fred Weick's career in avia-
tion into a paragraph or so is like trying to explain
the Theory of Relativity in 25 words or less. You'll
just have to be content with knowing he was Senior
Aeronautical Engineer for NASA's predecessor,
NACA, before half the membership of EAA was
bom; that in the early and middle 30's he designed,
built and flew a tri-gear, twin boom pusher called
the W-1 that was designed " ... to fit the man in-
stead of assuming that the man would train him-
self to fit the airplane". This machine (and its later
modification, the W-1 A) was so advanced that many
of its safety and control features are still ahead of
the state of the art of current production light-
planes; that in the late 30's he designed the still
popular Ercoupe; that still later he designed the
Texas A and M ag plane which became the Piper
Pawnee and, consequently, the prototype for all
modern ag planes; and that as Chief Engineer of
Piper's Vero Beach facility from the day it opened
until his recent retirement, Fred was responsible
for the Cherokee and all its many mutations down
through the years.
The foregoing is just the visible tip of the ice-
berg. Propellers, air foils, crashworthiness, high
lift devices, control devices . . . there seems to
be no end to the areas of aeronautica that Fred
Weick has contributed to over the past 40 years.
And, as evidenced by this article, he's still at it
even in "retirement". A safer airplane for the aver-
age person is a goal Fred still pursues.
WAKE ISLAND SCORPION
William J. Kelinbauer (EAA 69282)
5539 W. 142 Place
Hawthorne, California 90250
(Photos courtesy the Author)
.Y MAJOR HOBBY, off and on, since 1957 has
been flying light, fixed wing aircraft. Many enjoyable
flying cavations were taken and I've accumulated 500
hours flying time.
A couple of years ago I became interested in home-
built aircraft. The projects that held my attention the most
were the Thorp T-18, Volksplane, BD-4, Dyke Delta, and
the Scorpion Too helicopter. While living in the Washing-
ton, D.C. area in 1972, the garage that I added onto my
home in Virginia was designed large enough to hold two
small cars and a Dyke Delta or Scorpion Too. This gave
me a much greater incentive to build the garage!
developer and supplier of parts and materials RotorWay,
in Tempe, Arizona and talked with the company co-
founder B. J. Schramm. He was very helpful and directed
me to Jack Dickerson in Forestville, Maryland. Jack had
recently completed a Scorpion Too project. I visited Jack
and spent a few hours getting an excellent rundown on his
experiences in the construction phase. Fortunately, quite
a few of his words on avoiding various "heartaches" were
remembered later. Jack did a beautiful job on his machine.
B. J. Schramm had come to Jack's home and personally
checked out and flew the finished product. RotorWay pro-
vides this inspection service for only the cost of transpor-
tation for its representative.
I stopped at Jack's home again a few weeks later and
watched him runup and hover his craft. This was a very
exciting event and Jack's enthusiasm was catching!
Although the completed helicopter looked very complex
and overwhelming to tackle, Jack said that it took just
one step at a time to build.
In the Spring of 1973, I took advantage of the oppor-
tunity to buy back the home that I had lived in for 10
years in Hawthorne, California. I started looking for
another project to work on for my employer, Aerospace
Corporation, back in the Los Angeles area. The company
publishes a list of openings available and I saw a slot for
providing technical support on the installation, checkout
and operation of a "Wake Island Athena Missile Launch
Complex." "Wake Island? Where is that?" I chuckled.
It turns out that Wake Island is a small, 2 1/2 square
mile, coral atoll in the Pacific Ocean, located over 2,000
miles west of Hawaii and with no other land within 500
miles of it. Actually, Wake does seem larger than you
might imagine, because the land is spread out over three
narrow, connecting islands Peale, Wake and Wilkes.
The length of the road traversing the islands is nine miles
long. The islands surround a large, beautiful, blue lagoon.
Air temperature averages in the 80's. There are extensive
recreational facilities, good fishing, cheap booze, un-
crowded and unhurried surroundings. Sounds like a para-
dise! So what if I overshot my return to Los Angeles by
5,000 miles! (Continued on Next Page)
SPORT AVIATION 35
WAKE ISLAND . . .
(Continued from Preceding Page)
One thing I did note was that there were no women to
chase on the island. Out of about 400 people on the rock,
there were seven wives. Obviously, a person needed an
all-consuming project to fill in his spare time to keep from
going nuts.
So, before coming to Wake, off I went to see the West
Coast distributor of the Scorpion Al Newell at the Long
Beach Airport. Al and his partner, "Stretch" Walter, are
great champions for the Scorpion! When I left them I
had several boxes of materials and parts already under
my arms.
Then reasoning started to set in:
Think of the expense! ($7,000 for the entire kit)
But I've never constructed an aircraft or similar project
before! (Does a steel and concrete garage count?)
How do I get all the pieces to Wake? Scorpion Too frame nearing completion, September 1973.
Will I get prompt delivery from the factory?
I should try to learn sailing and take advantage of other
tropic isle activities.
Will the powers-that-be frown on the undertaking?
How do I keep the pieces from rusting or corroding
away before my very eyes in a notorious salt-spray
environment?
Where will I be allowed to work on it?
Hey, there is no corner hardware store!
How do I get it off the island when I leave?
Etc.
Etc.
Four or five times I almost rushed to Al Newell to say
"Here are the packages back. Forget it!" But my good
friend, Juliette Cuevas, who had once spent an entire
month on the island of Moorea, near Tahiti, just knew
that I would find time and knew that I needed such a task.
Her encouragement was the main cause for my continuing.
Her terrible penalty for such encouragement was to have to
haul many, many heavy packages from Long Beach to
my home office in El Segundo for numerous travellers to Bill Kelinbauer and machine anticipating flight. Seats
Wake to hand carry to me. are not yet installed. January 1974.
I arrived on Wake in the middle of June 1973, and
started construction of "Wake Island Scorpion" N-111WK
in July. The work was done in the corner of a large air
conditioned equipment storage building.
I received excellent help on all critical welds from Tim
Lucero, who now lives in the Denver area. Tim had pre-
viously helped in the construction of four other home-
built aircraft on the Mainland. His "Henny Youngman"
type jokes provided entertainment during the long even-
ing work sessions.
My biggest assistance came from Manny Sengson, a
machinist in the island machine shop. Manny is one of
three hundred Philippine Nationals who comprise the ma-
jor work force that keeps the island functioning. Manny
and I worked very closely together for nine months, until
our creation was born in late April 1974.
Our main way of working together might prove very
useful to other builders. I would outline in a notebook the
tasks that I wanted to have done. By so doing, I was forced
to think my way through a particular task on paper before
actual work was begun. This effort frequently identified
problem areas and then task steps or designs were
modified to eliminate the problems. Thus, false starts and
wasted efforts were reduced significantly.
The plans, instructions and materials provided by
RotorWay are excellent overall. There were a few dimen-
sion errors in the drawings that proved troublesome. The
Rear view, looking forward. The handling wheels have
support provided by Al Newell in answering numerous
questions was great, and there certainly were numerous been moved to the outside of the skids and back to the
center of gravity location (without passengers) to improve
questions.
ease of movement and increase the steepness of incline
I understand that there is a club of about 20 scorpion
that can be traversed when rolling up into a hangar.
builders in the Los Angeles area. Members get together to
36 JANUARY 1975

View inside cockpit. The optional dual controls are in-
stalled but foot pedals and control stick are not in place.
Ready for first run-up in late April 1974. Flight test
crew, left to right: Amado Olegario, the author, Mariano
Villanneva and Cel. Standing: Rick Nauman, Bill Stros-
nieder and Loyal Benham.
First engine run-up. The Scorpion is well secured to the
ground with cement blocks. Lots of helpful eyes and ears
to find my troubles!
discuss their progress and exchange ideas. One of their
projects is to pull together a list of errors that they have
discovered in the drawings.
The major problem that I encountered was a one-inch
overlap of the main and tail rotors! Other builders have
had this trouble, too. At least one builder discovered the
difficulty when he clanked the blades together during
runup! My temporary solution was to stretch the tail rotor
drive belts enough to get one-half inch clearance. (One
inch clearance is desirable.)
Then, there was the question of whether it was safe
to use low-lead gasoline in the two-cycle engine. The lit-
erature available from Standard Oil on Wake addressed
this question and disclaimed any problem. The fuel I use
here is a 50%-50% blend of Chevron low-lead regular
gasoline and 115-145 grade aviation gasoline. The blend
yields 103 octane.
For information, the engine on the Scorpion is manu-
factured by Evinrude, modified by RotorWay, and is called
the "Vulcan V-4." It is a two-cycle four-cylinder, water-
cooled engine which puts out 140 hp at its normal operat-
ing speed of 5800 rpm. Horsepower per pound is rated
at about one-to-one.
While on the subject of the engine, the cooling system
needs improvement when ambient temperatures are above
80 F., as they are at Wake. Hovering time, before ex-
ceeding a red-line water termperature of about 200 F.,
is less than eight minutes. This seems to be normal accord-
ing to a factory curve of operating time vs. ambient temp-
erature. And I do have the paddle modification on the
cooling fan blade tips. So how am I going to be able to
fly in Baja, California? (It is probable that I need to
emerse the fan further in its shroud.)
Other problems to be resolved are:
The lower bearing housing on the main shaft slips side-
ways on its mounting bolts. The housing holes are elon-
gated. This slippage causes binding in the collective pitch
control. Probably some sort of spacer is needed to hold
the bearing housing in place.
There is quite a shake of the tail rotor boom when
passing through 3800 to 4200 rpm on the engine. I under-
stand that this is normal with most helicopters. It is noted
that there is no shake at idle or flight operating rpm.
The upper bearing for the "fan drive countershaft"
sure feels hot.
Water escapes from the radiator filler cap, thus causing
loss of prime of the water pump once water temperatures
have cooled. A simple coolant recovery system will be
added.
The seal in the bottom of the chain oil bath housing
around the shaft for the secondary drive is now leaking.
The hour meter shows 11 hours total time now. Three
hours were spent for engine break in. Then six hours,
mostly wasted, were spent trying various techniques to
calibrate the main rotor rpm gauge and the engine rpm
gauge. An oscilloscope was found to work satisfactorily
for both calibrations. For the rotor, the input pulses to the
scope were obtained by pointing a light sensitive diode
up through the plane of the blades. The light source was
the daylighted sky. A true rotor operating rpm of 500 is
to be held within 15 rpm. My calibration data revealed
that the rotor rpm gauge supplied reads 10% high. That is,
at 500 rpm true, the gauge indicates 550. For the engine,
the input pulses to the scope were obtained by tapping
the alternator output. This gauge reads in good agreement
with factory calibration data on it.
The last two hours on the machine were spent in
conducting short duration untethered hovers of a few
inches in height. The flight syllabus recommends initial
hover sessions of about five minutes. High engine temp-
eratures dictated that this recommendation be followed.
(Continued on Next Page)
SPORT AVIATION 37
 WAKE ISLAND . . .
(Continued from Preceding Page)
I've provided some of the details from my experience
in constructing "Wake Island Scorpion" in order to, as
Jack Dickerson says, help eliminate some of the heart-
aches for other builders. One thing to remember the
second one would be easy to build.
Now that my tour on Wake Island is ending, I'm trying
to ship N-111WK to Al Newell's hangar at the Long Beach
Airport. This will probably be by island supply ship
scheduled to arrive at Oakland, California in September.
When I return to L/A I'll work on correcting the little
problems and get my factory checkout.
Then, let's have some flight fun!

Formal photo at the beach with all systems running.

About 15 short hovering sessions had been conducted by
Wake Island ... homebuiltsare constructed EVERYWHERE! this time, late May 1974.

38 JANUARY'
 1
A NEW UNLIMITED MACHINE

By
T. J. Brown (EAA 65298)
1924 Mews Drive
Kansas City, MO 64131

/-_ -.*"

_
ACRODUSTERI . . .
(Continued from Preceding Page)
A, LFTER THE UNFORTUNATE incident at Fond du
Lac involving the only Acroduster I now flying, I was asked
by Verne Jobst to write an article on the aircraft. I sat
in my motel that night and wrote a long eulogy worthy
more of a pulpit than a sport aviation publication. How-
ever, as the pilot who was to fly the Acroduster in compe-
tition the next day, I felt that my best friend had just
passed away.
Now that a week has passed, I tore up the other article
and have set about writing an evaluation based upon my
background as former Air Force test pilot and fighter
pilot. Before I begin, however, I would like to emphasize
that the aircraft was damaged due to a carburetor prob-
lem and the incident in no way reflects on the aircraft's
design except that the aircraft hit in a high rate of des-
cent, flipped over on its back, and still did not shed a sin-
gle component in this crash!
Jim Osborne, the designer and builder of the Acro-
duster I and owner of Stolp Starduster Corp., brought the
Acroduster I from its home in California to Kansas City,
Missouri a week before the Fond du Lac competition.
There, with the help of Dale Drummond and Harold Neu-
mann, I began an intensive week of practice. During this
time I became very well acquainted with the Acroduster
I, N181J, though I did only cursory flight test procedures
since aerobatic practice was the order of the day. What
follows is an objective evaluation of the machine. In all
fairness, I must admit that, after flying the machine, my
friends and I have ordered four of them. This may pre-
view my overall opinion of the bird but I shall endeavor not
to omit any week points simply because I will soon own
one.
When speaking of the performance of the Acroduster
I, the first word that comes to mind is ROLL. This air-
craft is the fastest rolling light plane I have ever flown.
Jim advertises the roll rate at 240/sec. but this involved
punching a clock, rolling, and punching a clock not a
time test technique. I am quite sure that the steady state
"SLOW" roll rate is in excess of 270/sec. Snap rolls are
even faster and I found that less than full elevator or rud-
der were in order so that the roll could be stopped pre-
cisely. This makes slow rolls and snap rolls very easy to
perform, even for a beginner. One reason for this high
roll rate is that there is more effective aileron than other
competition-type aerobatic machines much more. The
shape of the wing with its pleasing "Starduster" trailing
edge has a lot to do with this as does the simple physical
size of the ailerons.
Since I'm on the ailerons, I might as well point out
that the ailerons have a reflex built into the top of the top
ailerons and the bottom of the lower ones. This keeps the
interconnect rigidly in place with a constant load and pre-
vents aileron flutter! The aircraft has been flown up to
250 mph without flutter. Obviously, it's a well-designed
bird.
N181J was much heavier than future competition
models will be since it had a constant speed prop, 200
hp engine, smoke, and full electrical systems. Still, with
this extra 200 plus pounds, I had no problem drawing long
vertical lines and never, not even on my first attempt,
descended below minimum altitude for the routines flown.
At a competition weight of UNDER 700 pounds, the Acro-
duster I should be a tough cookie to beat!
With no incidence in either wing and a symmetrical
airfoil the airplane stalls cleanly with a definite nose
down pitch at the stall. Spins are easily entered from the
stall and recovery is immediate with neutral controls
both upright and inverted. The spin is slightly oscillatory
in pitch with the nose at its lowest point at the half turn.
40 JANUARY 1975
Recovery from a '/2, IVfc, etc. turn spin results in a nearly
vertical line automatically. Recovery at the full turn point
requires some forward stick to establish a good down line.
The aircraft is very stable inverted and tends to fly
level without rolling off on a wing. Mastering inverted
flight took little time in this machine as the pitch atti-
tude (no incidence and symmetrical) is very comfortable
and easy to find. In short, the only difference between in-
side and outside maneuvers is in the pilot not in the
plane.
With all this maneuverability, you probably think
that it's a "hard" airplane to fly. By "hard" most pilots
mean it's difficult to handle on the ground and/or it's
slightly unstable in the air. I did perform some stability
and control tests. However, I will omit numbers from my
results since accurate test equipment was not used.
I found the aircraft to be surprisingly stable in yaw
and slightly less stable in pitch and roll. As you know,
stability and maneuverability are constantly in opposi-
tion with each other the more maneuverable an air-
craft the less stable it usually is. Well, this aircraft has
such large and powerful control surfaces that it maintains
exceptional maneuverability while being more stable
than the two most popular trainers being used in flight
instruction! This was very noticeable when I flew the air-
craft cross country and in gusty winds.
What all this boils down to is that the average sport
type flyer would have no trouble with this machine in the
air. On the ground you get the surprise of your life you
can actually see over the nose! Everyone who flew it made
a remark (right after one about its roll capability) about
the exceptional side, rear, and forward visibility. Need-
less to say, take off and landing is a piece of cake.
So far it sounds unreal, but no exaggerations are in-
cluded. However, there are a few points on the negative
side I'd like to make as well. The first and foremost is
the human engineering. N181J was not a comfortable
airplane. The seat was too close to the instruments and
the rudder pedals too close to the seat. The stick was so lo-
cated that it was almost impossible to obtain full forward
stick without getting some right aileron as well. Jim Os-
borne has listened to these comments and changed the
seat position and rudder pedals accordingly so this prob-
lem should be eliminated in future models. I certainly
intend to correct this on my own model as I build it.
Secondly, I found that control pressures were too
light in the yaw axis. At first, I felt that all controls were
too light with little or no breakout force noticeable. This
impression was reiterated as I watched pilot after pilot
over-control yaw and roll on the first take off in the plane.
However, with several hours in the plane I found that the
elevator and aileron forces are matched very well even
though sensitive. The more I flew the airplane in aero-
batics the more I liked the control feel in these two axes.
I do not intend to change them on my own. The yaw axis is
another story. The huge vertical fin (which makes it roll
very true on take off and landing) is simply too easy to
overcontrol with such light forces. The design of the plane
has practically eliminated the need for rudder during rolls
and, as I said before, less than full rudder is used on snap
rolls. Therefore, I feel that a higher rudder force would
more closely match control pressures (your foot isn't as
sensitive as your hand) and eliminate the overcontrol
problem in yaw without sacrificing any aerobatic capa-
bility.
If I were to evaluate the aircraft overall I would have
to say that it was designed to be an unlimited category
competition machine. Where conflicts emerged, this
principle prevailed throughout the design. Secondly, it
was designed to be simple to build. With an all aluminum
semi-monocoque fuselage and routed ribs, the strong sim-
ple design is apparent. Jim advertises that the plane can
be built in about 600 hours. I believe it after having built
a wing in just a few hours myself. Thirdly, the aircraft
is surprisingly easy to fly which I'm sure Jim will tell
you he also designed into the Acroduster I! In my opinion
he achieved the first objective in an outstanding manner,
the second in a revolutionary one, and the third acci-
dentally (sorry, Jim). If I may stop being an impartial
judge of this machine for a moment I'd like to repeat the
phrase I used many times when asked how the Acro-
duster I flew. My standard reply is "It's all mouth and
aileron".

WlNC LOADING O PSf

POWER LOADING - S - : / 4 LBi'M P
LIMT LOADS- 6fl POSlTrvE A *EGAfl"f
JLT LOADS 9g POSITIVE f.fCAT VI

(Editor's Note: It was this writer that had the misfor-

tune to be flying the Acroduster I at the time the engine
failed. I agree wholeheartedly with T. J.'s comments on
the aircraft and do feel that a lightening up of the air-
plane would help tremendously. I did not have the oppor-
tunity to do any aerobatics in the machine, as the engine
quit just before I was to do so, however, the general fly- TOP SfEtD- 80 VP
CRjISE SHECM&S MPH

ing characteristics were what T. J. described. His other FUEL CA=-C T Y ......ilLCSS
STALL SPEED- '0 MPH
CLIMB-3003 fPM-
ideas for improvements would be good ones. EMPTY *EIGMT[?00 N PI - 740 LBS
USER*. LOAD 450 LBS
BA T E OF RCLL !40*'bEC
AIRfOIL-OSSCRNE A l
He is certainly well qualified to write an evaluation CROSS WE"CnT-H90 LBS
ACROBATIC WEIGHT-1330 LBS

like this. T. J. Brown graduated from the USAF Academy

in 1965 and has flown almost every jet fighter currently
operational. He was trained as a test pilot at the USAF
Test Pilot School in 1972 and has flown everything from
gliders to eight-engine jets. Brown also flew combat over
North Viet Nam and has 19 decorations. He hopes to ICM- 1973-JIM nStfCRNE
compete at Fond du Lac next year in his own Acroduster ALL RIGHTS RESERVED-UNAUTHORIZED
REPROCUCTION OR COUVECiAi U'E O* 'MESE
P-ANS EXPRESSLT PROHIBITED
!) JCCMERAL ARRANGC-
- Mike Heuer SWP. - --- .-..--H'O*
LENGTH--------.-iS't-
: 3 vie*

H E I G H T - - - - - - - - - - 6 " 3"
WISG A " E A - - - - - - - 0 ! SO '
SwrtE" B A C K - - - - - -6*

Regrinding
Crankshafts
by
Jim Peale
As anyone knows who had built or
ever owned an aircraft, engines are
expensive and hard to get, even if you
have the money. As a result, lots of
us homebuilders and owners tend to
look around for junk or cheap engine
parts, commonly called goodies, that
can be used to build up a serviceable
engine. This is all fine and good, pro-
vided we remember that the pacing
item in an engine is the crankshaft.
Many of the run-out engines we can
purchase have the crankshaft already
ground, .010 undersize. Well, it can-
not be ground again like a car engine,
so that makes it really junk unless you
want to buy a new crankshaft. If you
find that the crankshaft has not been
ground but must be ground .010 under
to make it serviceable, it is recom-
mended this task be given to a certi-
fied shop for the following reasons:
First, grinding the radius; most local
automotive shops can and will grind
your crankshaft for you; however,
they will not grind the radius on the
mains and throws that is required in
an aircraft engine. Secondly, most
shops do not have the re-nitriding
capability. Nitriding is a case-hard-
ening process that is used to increase
the ability of the crankshaft not to
wear; the better certified engine shops
have this capability. Third, the crank-
shaft must be inspected for cracks.
Many automotive grinding shops have
the magnafiux equipment to properly
inspect the crankshaft for cracks, but
do not have a trained inspector to run
it. In an FAA certified shop, the in-
spector is trained and certified to per-
form this inspection. Fourth, many of
the crankshaft radii are shot-peened
after grinding, which increases their
resistance to fatigue-cracking; how-
ever, I don't know of any local auto-
motive shops that have this capabil-
ity. In summary, if you're looking for
a junk engine, first check the logs for
crankshaft grind. If it's been ground
and the engine is high-time since
overhaul, chances are it will need a
new crankshaft. If it hasn't been
ground and is high-time since new, it
will more than likely need grinding,
and this is the time to start counting
the dollars. New crankshaft, cylinders,
reworked rings, gaskets, etc. you
may spend nearly as much getting a
junk engine serviceable as you would
have by buying a new or low-time
engine. Also, never send a crankshaft
to your old buddy at the local auto-
motive crankshaft grinding works
they will more than likely ruin it. The
extra money spent having a crank-
shaft done in a certified shop is worth
it, because the job will be done right
per the original engi ne manufacturer's
specifications. Remember, an air-
craft crankshaft must be ground by a
certified shop or the rebuilt engine
cannot be certified.
SPORT AVIATION 41

J\ CUSTOM BUILT!
M'
I SAT in the right seat of Bud Huffs Cessna 210
awaiting clearance to take off after the Flaming Red tail
of my Starduster Too, as it diminished in size high above
the end of Runway Three Zero, I breathed a tremendous
sigh of relief that despite all the modifications the end
result of 51 months of expenditure in devotion, time,
money, dedication, labor, sweat and frustration were
NOT all for naught.
For the final month as the ship grew nearer comple-
tion and this day (January 4, 1974) approached, the ex-
citement and tensions grew to greater proportions. This
snowballing effect bore out my previous conclusion that
I would be too emotionally involved to attempt the first
42 JANUARY 1975
By Wil Neubert (EAA 51518)
2910 East Spring Street
Long Beach, California 90806
(Photos Courtesy of the Author)
flight of my bird. It was for this reason that Irv Apple-
baum was at the controls. Irv has over 13,000 hours and
has been a test pilot for both the Navy and Douglas Air-
craft. If anything should go wrong he would be eminently
more qualified to handle the situation.
When we finally were cleared, we rapidly took to the
air in an effort to record on tape this memorable first
flight. On 122.9, Starduster N-7X spoke with both home
base and us relaying all the data being put forth by the
engine and flight instruments. As we watched, Irv re-
ported that all engine gauges were reading in their proper
ranges. He broke away from us to do some stalls before
attempting the first landing at Corona where the ship
would be based to fly off the restricted time.
He stated that the ship didn't like to stall. Rather it
would buffet as stall speeds were approached, then in-
stead of stalling, it would just start to mush with the
wings level and aileron control throughout. With the en-
gine at idle, the nose very high and the stick in his lap
for what seemed like an eternity the ship finally stalled
at 48 knots (55 mph).
As I described Irv's break off to land the adrenalin was
still running high. It didn't slow down until I saw the
prop just ticking over as he completed his ground roll
and turned off the runway.
It all began in September of 1969, a couple of years
after I started to fly again after a 14 year layoff. After
about 50 hours in Cessna ISO's, 172's, I decided I wanted a
"real airplane". One which could approach the real fun
of flying I had experienced back in the old Stearman days
of training. You guessed it, I went shopping for a Stear-
man. The ships I wanted either were not for sale or were
too expensive. The ones I could afford, I didn't want. After
looking at my ninth declined Stearman, I wandered into
the pilot's lounge to scrounge a Trade-A-Plane and have a
cup of coffee.
While doing so a young fellow came in and promptly
announced to the local FBO, "After almost 3'/2 years of
hard work and all that money, that d Miniplane
nearly turned around and bit me on my first landing.
Anyone who would build his own airplane is a darn fool.
You can buy all kinds of good airplanes for 3 to 4,000
dollars without all that time and effort." My ears perked Rear cockpit electrical panel.
up. "Build your own airplane," I thought. "I've heard of
building your own house, car or boat, but an airplane
hmmm, I wonder."
The following Sunday an ad appeared in the L. A.
Times, offering a homebuilt for sale. I phoned the gen-
tleman apologizing for not wanting a single place but
desiring to learn more about homebuilding. Tom Welsh
(of Welsh Rabbit fame) immediately invited me to his
home to see a T-tailed Formula One racer he was build-
ing. A few hours later I arrived home with a dozen copies
of SPORT AVIATION.
Many hours later I finally arrived at the August 1969
issue and THERE IT WAS. On the cover and also in the
centerfold, Jack Swan's "Samsong". In the same issue
was Lucy Boyles with A. C.'s "Girlsan". Hardly a straight
line anywhere. All gorgeous flowing curves and ellipses.
Playboy had nothing on that issue. What a centerfold!
It was love at first sight and the beginning of a mad love
affair. I thought I had better write to these people at
EAA and ask them about two place bipes. They should be
honest and impartial. I mailed the letter the next morn-
ing.
Tom took me to the next meeting of EAA Chapter 92
(Orange County). There I volunteered to fill the last
empty seat in Ken Brock's Stinson to a Fly-In at San Luis
Obispo, California the following Sunday. At the Fly-In
I had the opportunity to see a PJ-260 and four Starduster
Toos, two of which were the ships I had seen in that August
issue. The love affair was growing by leaps and bounds
even though the Too looked awfully small compared to a
Stearman.
The next day, I found a letter from Leo Kohn, then
editor of SPORT AVIATION, telling me that in a two place
bipe I had a choice of plans for the Great Lakes, the PJ-260
and the Too. Anything else, I would need to design my own.
The Great Lakes I knew having spent my childhood in
Cleveland, Ohio. A nice, above average, but not an excit-
ing (to me) design. According to Mr. K^hn's letter, both
it and the PJ-260, while excellent aircraft were larger
and consequently more expensive to build than the smal- Back side of the electrical panel.
ler Starduster design. This, coupled with the fact that both
(Continued on Next Page)
SPORT AVIATION 43
 "NOSTALGIA" . . .
(Continued from Page 43)
the designer and I were in Southern California, snapped
my already closed (to other designs) mind tightly shut.
Plans were purchased the following Saturday morning
(Plan No. 960). I felt reassured to find that 959 other nuts
must have felt about the same as I did.
As I poured over the drawings I envisioned flying it
to Rockford in 1971 or 1972. As I continued to muse I de-
cided that since I was only going to build one airplane
it would have to have a finished interior (no trainers for
me). It must have a full panel since it will be my cross
country machine and who knows when the weather may
turn sour. (FSS has been known to be wrong.) It must have
at least a 200 channel Nav-Com and a transponder for
the busy Los Angeles Basin. Then too, there is really no
sense in building a biplane if you are not going to "twist
it" so it also required inverted fuel and oil systems.
"Samsong's" sliding canopies really made a lot of Wil makes the first engine run-up. Ernie Shults (plaid
sense. The romance of open cockpit biplanes is just great shirt), who did the overhaul, stands by to insure every-
but it can get very cold up there, even in "Sunny Cali- thing is A-OK.
fornia". Then too, the ladies don't particularly care to
get their hair mussed with helmets. Yes, sliding canopies
are a must. Never mind those removable bubbles. They
are home in the hangar when you need them in the air
and on the airplane when you wish they were home.
Engines!!! Inverted in-lines held a particular fas-
cination during the 30's model building years. But, they .****
really lend themselves to racers and low wing fighters.
Forget the 200 hp Ranger. Biplanes should have ROUND
engines. Ask any respectable ex-military pilot. I wanted
a Stearman, so why not build my version of a Starduster-
Stearman. Call it a Starman or a Stearduster. I wondered
if it would handle a 220 hp Continental.
A visit to Lou Stolp's to learn what would be neces-
sary structurally to modify my Starduster to handle a
W-670 proved to be most fruitful. Glen Beets had his fuse-
lage on the gear with a mount for a 220 on it. Not much
extra bracing is necessary for the 40 extra horses and 170
extra pounds. Glen figures 14" from the firewall to the
Wil Neubert's aileron (top) as compared to the standard
mounting faces of the engine would be the same as mount- Starduster Too version.
ing a 288 lb. 180 hp Lycoming farther out in front. I
checked his calculations, 14 inches is the answer I ob-
tained all three times. Glen had said no right or down
thrust was built into his mount. I decided to leave the fin
offset the same as plan, since Stolp obviously has respect
for a 180 Lye's torque.
The use of the Continental W-670 was first suggested
by Les Leonard, the builder of a Starduster Too with a
fully cowled 185 hp Warner. One of the four Toos I saw
at my first Fly-In. He told me that "if you are going to add
all that weight, you may as well get the power with it.
Not only that but Warner parts are hard to find."
When I finally became serious about obtaining an en-
gine, the parts factor along with the fact that a military
training base in Texas flew one million hours during World
War II without an engine failure in ships powered with
that engine were determining factors in its selection.
Glen Beets had sold his project and since the buyer
didn't take the mount or the runout engine, I bought
them. The runout was turned over to Ernie Shults, a
young fellow of 76 who had been Wiley Post's mechanic One of many assemblies of the major components of
Nostalgia to check for fit and alignment. The ring type
for years and who has probably forgotten more than most
engine mount for the 220 Continental is shown to good
people will ever know about engines. Ernie gave it one
of his famous "Custom Overhauls", practically all new effect.
parts microscopically fitted. This engine coupled with a
custom overhauled Bendix Pressure Carburetor are a pushrods didn't quite look right either and my mind kept
pair to draw to. going back to "Girlsan" and "Samsong". Both these air-
During the summer of '70 I attended numerous Fly- craft had lower ailerons of larger area only, and were not
Ins and asked a myriad of questions of biplane builders. per plan. Pitts people were going to four ailerons to in-
Each time I saw a Too, I saw drooping ailerons or trailing crease the roll rate. I just wanted a machine capable of
edges that didn't quite match. The aileron interconnect aerobatics, but stable enough for long cross countries.
44 JANUARY 1975
 Jack Swan suggested that if I wished to use only two
ailerons that not only should I add the two feet inboard, as
he did, but that I should add 6 inches to the tips thereof.
A suggestion which A. C. Boyles immediately seconded.
This suggestion was adopted.
It was the fall of '70. The fuselage had been stretched
3'/2 inches, to allow sufficient room for a full IFR panel
and still keep my face away from the instruments, and
to accommodate my 6' 4" frame the rudder pedals were
moved forward as well. I have flown in too many factory
builts which appeared to have been designed for or by
midgets.
"What has all this to do with being so very excited and
nervous at first flight time?", you ask. When someone
takes a well proven design and makes changes, he winds
up with having to make many more changes than were
bargained for. One change results in a myriad of changes.
A sort of chain reaction.
I kept changing things. When Swan installed sliding
canopies, they weren't very high so a simple straight
line from the rear canopy to the vertical fin does not sug-
gest any blanketing of the rudder. Since Jack is no less
than 10" shorter than I, to allow me to get my head in-
side the canopy I found it necessary to raise the top line
of my canopies a good 5 inches above his. A straight line
from the rear of this canopy was really a downhill slope
fit for ski jumpers. Desiring to preserve "the look" of Instrument panels and canopy track supports.
a Stolp design, I used a French curve. The result was an
F4B-4 shape aft. The possibility of its blanketing the rud-
der was always in the back of my mind. Needless to say,
my fears were for naught, the Starduster designs have
beaucoup rudder.
As I continued to develop the weldments to an aircraft,
or semblance of same, a few onlookers kept chiding me that
I was building a % Waco HFB. Now H means heavy but
FB doesn't mean Fighter-Bomber. I kept thinking that it
would weigh in empty at about 1450 lbs. due to my heavy
engine, prop, instrumentation, etc., but I was totally un-
prepared for 1623 lbs. with only oil aboard. This put me
about 300 to 350 lbs. above the average weight of a well
equipped Too. Somehow I picked up 173 lbs. that I hadn't
been prepared for. All these things compounded to ac-
cumulate and cause me to wonder if all the devotion, time,
money, dedication, labor, sweat and frustration would all
disappear down the drain with a Too which was not flyable
or worth owning. It was for those reasons I closed out the
tape with "The first flight was uneventful, Hallejulah!"
The foregoing was written 5 days after the first flight
while everything was still fresh in my mind, since I didn't
want to forget anything.
To bring the story up to date. The restricted time was
flown off in 6 weeks at which time the ship was returned to
Long Beach. During the testing, we found that the extra
Nostalgia at the plumbing stage with her insides
weight made no difference in the flying characteristics. exposed.
She really got with the program in take off and climb.
Cruise was a little disappointing since the only fairings
were the two that joined the wing panels to the center sec- marks. As in previous "toys" (boats) I knew I would recog-
tion. Nothing else. Later this improved with the closing of nize the right name when I heard it. This again proved
the lower wing to fuselage gaps and closing the I-struts to be the case as a complete stranger walked into the
to wings openings. Covering the landing gear and the ad- hangar to have a look after being told about it. He was a
dition of the wheel pants helped considerably also. long retired Navy Airman and when he first saw the plane,
An important factor in being able to fly off the restric- I was afraid he was about to have a seizure of some kind.
tion so rapidly was the fact that other than repitching the He staggered back a step or two and stated in a soft though
propeller, nothing had to be done to the airplane. Merely amazed tone, "My God, is that ever nostalgia". To this
adding fuel and an occasional quart of oil. day I don't know who he was, but as he left I went to the
Back at Long Beach I wanted to have all the lettering phone and called the sign painter.
done at one time but the choice of names remained an enig- The squadron insignia was originally going to be the
ma. Tentative names included "Somethin' Else" which is family crest but after the untimely death of Gordon Ren-
what onlookers were kind enough to remark about the froe, I decided to attempt to carry on his "Rat Fink Pilot
ship as it neared completion. This name was discarded Squadron" by using the "Clyde" insignia. Permission was
when I saw a photo of a Pitts with a variation of the same obtained and the large stick-on decals were made up. After
name. "Not TOO Shabby" was another of the kind re- ', ".' (Continued on Pag* 48)
'i .
'' ..:' . " . . SPORT AVIATION 45
 Wittman Tailwind
Ron Much (EAA 53280)
Columbia, Illinois

(Photo by Ted Koslon)

"NOSTALGIA" . . .
(Continued from Page 45)
all, the wolf with the red eyeballs, martini glass in hand,
with helmet and goggles in his hip pocket is certainly the
image many people have of us intrepid airmen.
Other than two Fly-Ins in California, we made no
others before pointing it in the direction of Oshkosh,
where people wore furrows in the ground around the air-
plane and completely wore out Meta (rhymes with Beta)
and I answering questions. Perhaps I should have named
it "Curio" but that's the fun of building your own air-
plane. You can have what you want with no holds barred.
As long as it's done in "a good and workmanlike manner"
and appears as though it will work, the FAA will buy it.
No article about "Nostalgia" could be complete without
a large vote of thanks in appreciation for all the aid re-
ceived along the way. People such as Mel Miles, Al Hoop-
er, Marv Smith, Bud Huff, Irv and many others. Home-
building and homebuilders are great. That's what it's all Nostalgia's fiber-glass turtle deck lined with foil for
about. ground plane.

PERFORMANCE AND DATA: FEATURES:

Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . 108 knots (124 mph)
Climb . . . . . . . . . . . . . . . 1400 fpm (full gross at 80 knots)
Highest Speed to Date . . . . . . . . . . . 150 knots (172 mph)
Normal Approach Speed . . . . . . . . . . . 80 knots (92 mph)
Usual Landing Speed . . . . . . . . . . . . . . 53 knots (60 mph)
Fuel Capacity . . . . . . . . . . . . . . . . . . 50 gallons - 80 octane
Fuel Consumption ( C r u i s e ) . . . . . . . . . . . . . . . . . . . . 12 gph
Range . . . . . . . . . . . . . . . . 500 Nautical Miles (no reserve)
Oil Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Quarts
Oil Consumption . . . . . . . . . . . . . 1 Quart Every 5.2 Hours
Full IFR Panel - Full Interior - Sliding Tinted Canopies -
560 Channel Nav/Com. - TSO'd Transponder - Intercom -
Inverted Fuel and Oil Systems - Electric Fuel Boost
Pump - Pressure Carburetor
MODIFICATIONS:
Two Ailerons - Everything above the top longeron -
Everything ahead of the firewall - Landing Gear Fair-
ings - Wheel Fairings - Rudder Trim.

Comments On
Winter Aircraft Operation
by
Bert Bernhoft
About the coldest temperature we
normally experience in this country
runs in the -25 degree F range. When
the temperature gets down to this
point, it is time to consider whether
or not the trip is really necessary be-
cause problems start to mount. Pre-
heat for the engine is almost a must.
While it might be possible to start
the engine at this temperature with-
out pre-heat, it is somewhat hard on
the engine. Oleo strut seals can lose
so much of their elasticity that the
struts might go flat when disturbed.
The oil in engines with oil coolers
located near the front of the engine,
may congeal in flight which will show
up as a rise in oil temperature and a
drop in oil pressure. A strip of cloth-
backed adhesive tape running the
length of the cooler will be helpful in
preventing this, but should not cover
more than half the cooler. Aircraft
48 JANUARY 1975
operated without an additive such as
"Heet" in the fuel tanks can develop
frost in the fuel lines. This will cause
the engine to cut in and out and pos-
sibly quit.
When the temperature ranges be-
tween freezing and zero some of the
problems mentioned above may
occur, but the aircraft can pretty well
operate without special precautions,
other than using the proper viscosity
oil. Most of the concern here will be
with getting the engine started. The
temperature is down enough to cause
things to work differently but not
enough to always require pre-heat.
This gets us involved in priming. Why
is priming necessary? When we shut
these aircraft engines down with the
mixture in idle cutoff we completely
purge the induction-combustion sec-
tions of the engine of fuel. This is
done to reduce the hazard of moving
the propeller and eliminates the pos-
sibility of the engine kicking back-
wards whenever hot. Since the car-
buretor doesn't have a choke mecha-
nism like a car, some special effort is
needed to get things going again. The
starter doesn't turn the engine fast
enough to permit the carburetor to
function in its normal manner. We
must bear in mind that opening the
throttle while cranking doesn't give
it "more gas" as we are prone to
think. Aside from the squirt that the
accelerating pump puts out anytime
that the throttle is opened, the mix-
ture is actually leaner because we are
operating an air valve. Due to the low
cranking speed there isn't enough air
velocity through the carburetor ven-
turi to reduce the pressure to the
point where fuel will be drawn from
the main discharge nozzle.
If the throttle is cracked open a
fair amount, say one-half inch, there
won't be much fuel flow from the idle
jets either. If, however, the throttle
is closed tightly, the position of the
valve plate close to the idle jets
(which are holes drilled into the wall
along side of the throttle valve) will
increase the air velocity at this point,
which in turn reduces the pressure
enough to draw fuel from the idle jets.
When the engine is running the idle
jets supply the fuel up to about 1000
rpm. From this point the main meter-
ing system takes over. The idle posi-
tion of the throttle could be the nor-
mal starting position, but the engine
won't normally keep running after
starting at this setting.
The best solution is to prime the
engine by pumping the throttle, thus
using the accelerating pump, or to
pump the primer. Then the throttle can
be set at the point in the idle range
that we can expect the engine to con-
tinue running without further mani-
pulation. This distance can vary from
aircraft to aircraft but will usually be
between one-eight and one-fourth
inch from the closed position.
The effectiveness of the primer
varies from model to model depending
on where the primer discharge nozzles
are located. On the Cessna 150, the
nozzle is located in the manifold just
above the carburetor and is quite
effective in serving all cylinders. Be-
sides pre-priming it can be operated
after the engine starts, to keep it from
stopping again. This is important be-
cause if conditions are right, frost can
form on the spark plug electrodes
after a brief run. Once frosted, pre-
heat will be necessary.
An alternate technique for priming,
is to pump the throttle rapidly with
short strokes of less than an inch,
after the engine starts, to keep it
running. Important to remember is to
stop pumping action on the back end
of the stroke only. If mastered, this
procedure works well on many
models. The Cessna 182s have a setup
using a primer nozzle at the rear end
of the intake manifold on each side.
These effectively prime all cylinders.
Besides priming before engaging the
starter, the primer can be used to keep
the engine running after it starts. Two
or three shots of pre-prime and a load-
ed primer ready to keep it running is
suggested.
Lycoming engines on the 172s seem
to be much easier to over prime, so
the suggestion here is to initiate
priming after the engine is being
cranked. Then either the short stroke
throttle pumping method or a similar
movement of the primer with the
throttle cracked about one-eighth
inch may do the job. Once the Lyes
are running they don't need supple-
mental priming.
A full stroke to the throttle or
primer may flood the Lycomings.
When the engine is hot, one quarter
stroke of the throttle may be all the
prime they can take.
On all carbureted engines, avoid
moving the throttle beyond a crack-
ed position when cranking. This will
lean out the mixture in the induction
system and possibly cause a backfire.
This is a flashback of fire through
the intake system, which can extend
through the carburetor, airbox, air
filter and sometimes into the engine
compartment. The flames from this
backfire will usually be drawn back
into the engine if it starts. On the
other hand, if it doesn't start, the
flames may linger enough to start
something burning. The most common
victim is the air filter. Smoke stains
found at inspections indicate that
engine compartment fires are more
common than we realize.
If after priming the engine fails to
fire, or fires very faintly, we may sus-
pect a flooded engine. A suggested
remedy would be to crack the throt-
tle one-fourth inch, move the mixture
control to the cutoff position, and
crank several revolutions. If this fails
to produce good results, the possibil-
ity exists that it wasn't flooded. Pro-
ceed with a heavier prime than before.
An additional assist for a very cold
engine that has just started, is to pull
on the carburetor heat. This tends to
enrich the mixture. Keep the carb
heat off in dusty areas because this
bypasses the air filter. In flight, carb
heat can be used to check a rough
engine, if the cause is mixture. Assum-
ing a no-ice condition, if carb heat
improves the condition the engine is
running lean. If it gets still rougher,
it may be rich. If a condition where
icing occurs enough to warrant con-
tinuous full carb heat, and the appli-
cation produces a right rough engine,
the best correction is to lean it out
with the mixture control.
Should a reduction in engine power
be experienced when operating in
very cold air, frost in the fuel line
should be suspected. It will usually
cause the engine to cut out completely
for a brief period as the engine draws
fuel faster from the carburetor then
the fuel line allows it to flow in. As
the engine slows down and draws less
fuel, the carb fills enough to cause the
engine to start and run for another
brief period. A procedure to follow
when this situation develops, is to very
slowly move the throttle toward the
closed position until you match the
engine power with the available fuel
flow. Once this is done you may re-
trim the aircraft to determine if you
have sufficient power to maintain
altitude. Head for the nearest airport
only if altitude permits. Addition of
a can of "Heet" to each fuel tank will
probably be the one corrective action
needed.
In making your preflight inspection
when the aircraft has been exposed to
below freezing temperatures, it is best
not to be heavy handed with the fuel
drain valves. All it takes is a couple
drops of water to freeze them in the
closed position. Forcing them open
will usually cause a fuel leak.
Since the size of most aircraft bat-
teries is limited because of weight
we have to conserve their use as much
as possible. We should double check
that all the controls are in the proper
location for starting, the engine is
primed, unnecessary equipment is
turned off, and pre-heating and/or
battery boost is used when the engine
doesn't respond realistically to the
starter. Once the battery is run down,
it should come out of the aircraft for
charging, and it takes from one to two
days to recharge it. The alternator
system in the aircraft is regulated at
too low a voltage to make a good bat-
tery charger.
Snow, no matter how soft and
fluffy it may appear, is a harsh abra-
sive to the propeller blades. Taxi as
though on loose gravel when on loose
snow. Accelerate slowly so the prop
can't suck it up, and avoid, no matter
how much pushing it may cause,
taxiing through snow so deep that the
prop blades will cut into it. This will
cause severe damage to the blades.
Pulling the propeller through by
hand before starting, can be very
helpful, especially if someone is
priming at the same time. It can also
be very hazardous if done by someone
who hasn't had experience or instruc-
tion in propping. The ignition switch
cannot be counted on to shut off the
mags. This is because the design con-
cept of the mag switch circuit is to
fail safe in the air, which means that
a failure would more likely result in a
hot mag, rather than a dead one. The
mag switch grounds out the primary
circuit of the magneto in the off posi-
tion, so it only needs a broken ter-
minal, wire, or a corroded contact to
cause a hot mag. Since the slightest
movement of the propeller, in a certain
position, can trip a magneto impulse
and cause the engine to fire, the pro-
peller should be approached with
caution. If you want to turn the engine
over by hand to break the oil loose,
turn it backwards from its normal ro-
tation. This does not trip the mag
impulse couplings. If you are turning
it over in its normal rotation direc-
tion, do so as though you expected it
to start. First you should have a com-
petent person at the controls. Next,
you should have the proper stance.
This is one fairly close to the prop
so you can lean away. If you stand
too far away you will be leaning
toward the prop and may lose your
balance in the wrong direction. Get
checked out on this procedure by a
competent instructor who has ex-
perience at propping.
SPORT AVIATION 49

An Airplane That's
by
Jack Cox
>ACK IN THE heyday of the
go-kart and micro midget mania,
Wayne Ison (EAA 13187) was into the
scene up to his ear lobes just as
much so as he is involved with home-
built airplanes today. Somehow, be-
tween building, maintaining and
racing his own karts at tracks all over
the upper mid-west, he even found
time to write the "how to" go-kart
articles for Science and Mechanics
magazine. It was tremendous fun for
a time, Wayne says today, but as com-
petition grew hotter sophistication
and its hand-maiden, added costs,
started entering the picture . . . and
soon the fun was evaporating at about
the same rate as the blue smoke from
those screaming little two cycle mills
that propelled those just barely guided
missiles.
50 JANUARY 1975
Instead of folding his tent and
fading away into the night, Wayne
fought back. In order to bring back
the fun, close competition and low
cost, he succeeded in forming the
"West Bend Class - Bushings Only"
category. This gave the beginner a
chance to get into kart racing at a
level of mechanical sophistication
that was easy on his wallet and sim-
ple enough so as to serve as a good
starting point on the learning curve
involved in successfully operating,
tuning and overhauling the two
cycle engined karts. Once a racer
had mastered the West Bend jobs
and still wanted more, he could pro-
gress to the faster, more expensive
hardware . . . and his basic training
would not have cost him his life's
savings.
This experience made an indelible
impression on Wayne Ison and was
carried over to aviation once he be-
came involved with EAA and home-
(Photo by Jack Cox)
building. He restored a Rearwin Sky-
ranger about ten years ago and start-
ed a Fly Baby but sold the fuselage
before it was completed. Wayne en-
joyed flying the Rearwin and found
the crafting of the Fly Baby satisfy-
ing . . . but somehow all this just
didn't fill the bill. While sorting out
in his mind all the plusses and minuses
of his aviation career up to that point,
he took time off to do some REAL
homebuilding a new house for his
family.
Wayne is a mechanical engineer
for Keltec in Elkhart, Indiana. His
workaday activities involve designing
industrial floor maintenance equip-
ment floor polishers, cleaners, rug
shampooers and the like. He is com-
fortably settled in his job, his new
home and the life of his community.
Flying, for him, is strictly a recrea-
tional activity. Despite having learn-
ed to fly at Three Rivers, Michigan
under the G.I. Bill quite a number of
years ago, he is still a low time pilot
and it's rare he flies anything larger
than a Cessna 150.
In a word, Wayne Ison is a living,
breathing stereotype of the typical
EAA member . . . up to a point. He
differs from many of us in that he has
the self discipline to coolly analyze
his dreams and his real needs and
come up with a plan of action that
contains a nice balance of both that
he can live with. Some of his con-
clusions about himself were that he
did not need a fast, expensive to main-
tain, cross country airplane. This ruled
out most of the store bought fleet.
What he really wanted was some-
thing that was fun, easy to fly and
something that would satisfy his need
to create, build and tinker with this
pretty well spelled "homebuilt."
After a long look at the do-it-your-
self world Wayne came to the further
conclusion that what he had seen
happen in go-karting was also hap-
pening in aircraft homebuilding a
lot of new designs were becoming
more complicated, more expensive,
thus making it harder for the average
person, particularly a rank beginner,
to break into the game. He had no
quarrel with any design or designer
he thought the variety of designs
available to builders was tremendous.
It's just that he did not believe any of
them started on a simple enough
level.
Characteristically, he set out to do
something about the situation . . . he
would design his own airplane.
PDQ-1
Wayne's first effort might be de-
scribed as an attempt at the absolute
minimum powered airplane, a VW
powered machine with nothing more (Photo by Dick Stouffer)
The PDQ-1 at Oshkosh 74.
than a couple of lengths of aluminum
channel bolted together like a bed
frame to serve as a fuselage; to this
were attached his left over Fly Baby
wings and a rudimentary tail section,
all strung together by a cobweb of
aircraft cable. The pilot's seat was
suspended from the bed frame fuse-
lage and the VW engine was quite
literally sitting in his lap. Named the
PDQ because it was this sort of
un-Sanforized Bleriot was flown up
and down a runway in ground effect
a number of times, but its greatest
contribution was as a trial horse for
Wayne's ideas. He learned a lot from
building the PDQ and came to rea-
lize the direction in which he would
proceed from it. The engine from the
PDQ was later used to power an
experimental Parafoil, but was re-
turned and bolted back on the ori-
ginal airframe in time for it to be
brought to Oshkosh '74. The plane
was displayed as the PDQ-1 be- Designer Wayne Ison holds up the tail of his PDQ-2 so
cause now there was a PDQ-2. EAA photographer Lee Fray can shoot a close-up of the
(Continued on Next Page) two cycle Rockwell JLO engine.
SPORT AVIATION 51
 PDQ . . .
(Continued from Preceding Page)
PDQ-2
Started during the Christmas holi-
days before the 1973 Oshkosh Fly-In,
the PDQ-2 was completed in just four
months of steady evening and week-
end work. About the only thing around
with a simpler fuselage than the
PDQ-1 was the Bensen Gyrocopter
so, the fuselage of the PDQ-2 was
modeled after it to a great extent;
in fact, the 2 inch square, 1/8 inch
wall thickness 6061-T6 main fuse-
lage members were purchased from a
Bensen dealer. One 41" length was
laid out as a keel and a second piece
40" long was cut to serve as a verti-
cal mast rising at a 3 rearward angle
from the keel. 13 inches up the keel
a 74 inch tail boom was made to ex-
tend straight aft, braced with two
lengths of 1 inch O.D. x .065 6061-
T6 aluminum tubing, one from the
top of the mast down to the boom
and the other from the aft end of the
keel up to the lower side of the tail
boom. And that, by golly, was it
everything else, like wings, engine,
seat, wheels, tail, fuel tank, etc.,
attaches to this super simple frame.
A professional welder was paid $20
to heliarc the 5 pieces of aluminum
together after Wayne ran a little
cost/weight analysis which revealed
that the aircraft bolts, 4130 gusset
plates and the time necessary to mea-
sure for and drill bolt holes would
cause the frame to be heavier, more
costly and time consuming to build
as a bolt together unit. The weight
increase would have been especially
critical.
The fuselage frame was designed
in such a way that two members go
to every stress point, so that one can
fail without a resulting catastrophe.
It was built during one weekend and
the only power tools used were a drill
press and a Sears belt sander . . . plus
the welder's outfit, of course.
For a landing gear Wayne stretched
Steve Wittman's 40 year old leaf
spring idea to it's ultimate limits
not only does the tri-cycle set up use
a leaf for the mains, but even the nose
gear is mounted on a leaf that sticks
straight out to the front like spear
at the ready. It's nothing more than
a piece of 2024-T4 aluminum 30
inches long, two inches wide and 1/2
inch thick. This leaf is attached to the
top side of the front of the keel with
one lousy bolt and a couple of spring
clamps. In keeping with Wayne's de-
sire to make each component serve as
many purposes as is practical, the
rudder bar is even attached 11 1/2"
out on the leaf, with a steering push-
pull tube extending from the rudder
bar out to the nose gear which is
nothing more than a 6 inch aircraft
52 JANUARY 1975
tailwheel or a suitable, similarly sized
industrial unit. You stand there and
look at that whole ridiculous rig and
it's enough to make you sick to your
stomach . . . that you didn't think of
something so beautifully simple your-
self!
Wayne's prototype PDQ-2 is
equipped with 5 inch go-kart wheels
with 3.40/3.00-5 two-ply tires. Ori-
ginally, the plane was not equipped
with brakes, but they were added
for its 1974 appearance at Oshkosh.
If plans-built versions are to be flown
off pavement, the lightest kart or mini
bike brakes one can find are recom-
mended. I'm sure more than one smart
alec has already suggested to Wayne
that he apply a layer of brake lining
material to the soles of his shoes so
he can simply drag his feet on roll out
and that by dragging just one at a
time, he can have the advantage of
differential braking. Deliver us,
Lord, from our tormentors!
One thing Wayne wanted to to do
with the PDQ-2 was incorporate some
new materials and building tech-
niques in its construction, because
from the beginning he had not only
the EAAer but also high school stu-
dents in mind as builders. He wanted
the aircraft to be a teaching tool for
schools and a first stepping stone for
those who would later go on to more
sophisticated designs. After seeing
Ken Rand's foam and Dynel KR-1,
the old PDQ-1 Fly Baby wings were
forgotten and the foam began to fly
(ouch!).
The PDQ-2 wing panels are four
spar affairs with plywood former ribs
at the inboard and outboard ends,
interspersed with 7 foam ribs (on the
original 16' 6" wing). The spars are
solid spruce boards consisting of a
1/4" thick leading edge spar, a 1/2"
main spar, a 1/2" rear spar and a 1/4"
aileron spar. 3/4" thick 4' x 8' sheets
of ordinary 2 pound density Styro-
foam or Urethane foam are bonded
over the ribs. Numerous spanwise
saw-cuts are made about halfway
through the foam sheet on the bottom
side to facilitate bending the sheet to
the contour of the rib without break-
ing it. Solid strips of foam are bond-
ed to the leading edge spar and are
cut down to conform to the shape of
the NASA 63 2A 615 airfoil.
Wayne has a little different method
of applying his Dynel and epoxy than
does Ken Rand, War Replica Aircraft,
etc. Rather than just laying up the
Dynel over the foam and squeegeeing
epoxy through the weave, Wayne first
bonds the edges, then shrinks the
cloth taut with an iron. Thin resin is
squeegeed into the cloth and lightly
sanded after it has cured. A second
coat containing micro spheres is the
squeegeed in, allowed to cure and
then sanded. Any low spots are filled
with automotive spot putty, a final
sanding and priming is done and the
color coat is applied. Throughout the
PDQ-2 plans Wayne cautions builders
again and again to watch the weight
build up, and finishing the wing is one
of the really troublesome areas. An
amazing amount of weight is added to
homebuilts by many builders who too
enthusiastically strive for super
smooth finishes and on an ultra-
ultra-light like the PDQ-2, you just
can't do this if you expect it to climb
beyond ground effect. Wayne's finish
on the prototype looks great, proving
you don't have to overdo it.
The PDQ-2 has full span ailerons
and they are nothing more than a 1/4"
thick spruce spar with an inboard
plywood rib and ply gusset the rest,
including the outboard tip rib, con-
sists of shaped foam and Dynel.
The rakishly swept fin and rudder
and "T" mounted horizontal stabili-
zer and elevator are built up just like
those on the KR-1, W.A.R. Fw. 190
and how every other foam and Dy-
nel tail surface will undoubtedly be
made. The single-spar-and-foam sys-
tem can't be improved upon.
Once you get to the pilot's . . . well,
I was going to say "cockpit", but
somehow that hoary old aviation term
seems competely inappropriate when
it comes to identifying the area in
which the pilot does his work in some-
thing like a Breezy or, in this case, the
PDQ-2. It's certainly anything but a
pit. Perhaps "pilot's precipice" would
more accurately describe the view one
has between his knees from a thou-
sand feet in a PDQ-2.
So, as I was saying, once you get
to the pilot's precipice, things are
both spartan and clever. A small in-
strument panel inclines forward be-
tween the pilot's legs containing an
airspeed indicator, altimeter, a little
Westach electric tach and the master
switch. The rumor is unconfirmed that
the PDQ crew gets around the com-
pass requirement by wearing a
hunter's wrist watch-type compass
while flying. The edge of the precipice
over which the pilot dangles his legs
out to the rudder bar is a wide tray
which doubles as a seat and the mount
for the fuel tank. Originally, fuel
tanks were built-up foam and Dynel
cavities in each wing root, but they
proved to be leaky so an off-the-shelf
6 gallon outboard motor tank has
been incorporated. A tiny motorcycle
battery is mounted just under the
pilot's right knee.
Anytime you passed the PDQ-2 at
Oshkosh there was a little semicircle
of suppliants on their knees around
the seat of the aircraft apparently
seeking wisdom of some sort. The
unique sidewinder stick/throttle was
the object of their supplication. two cycle engines. However, tests re- tain the turbulent wake caused by
Attached to the keel just behind the vealed the JLO was turning up to the pilot's head and the mast. It
vertical mast, by a clever sort of gim- rated power, measured thrust seemed worked like a charm now the little
bal arrangement, the stick curves out adequate and initial acceleration and bird would accelerate, rotate and
and around the seat, falling right to lift-off were sprightly enough but climb right out. Unfortunately, these
hand as they say in sports car circles. it just didn't want to climb. Then one modifications were significant enough
The arcs inscribed by the stick as one wintery day they found out why. that a new test time was assigned so
moves it up and down and from side Flying in a snow shower, Lowell that, combined also with some down
to side result in a rather odd feeling, happened to look out across the wing time for re-license, once again the
but Lowell Farrand, the pilot who has and noticed that he could actually see PDQ-2 was grounded (except for their
the most time in the prototype, says the pattern of the air flow over the Indiana test area) when Oshkosh '74
this monkey motion is easy to adjust airfoil just like in a smoke tunnel rolled around.
to. The stick's handgrip is a motor- except here snowflakes were taking The little bird was at Oshkosh,
cycle twist-type throttle, spring loaded the place of the smoke. The dark blue nevertheless, and Wayne had plans
to return the engine to idle if the grip wing was a perfect background for for sale for $20.00 a set and was doing
is released . . . still another compon- viewing this phenomonon. Lowell a brisk business particularly among
ent serving a double function. very quickly saw that his head and the large Australian group that came
And now, up the mast to the engine. the engine mast were forming a V- to Oshkosh. They consist of nine
Initial calculations indicated 90 shaped wake that spread back and 24" x 36" sheets and are quite com-
pounds was the absolute limit that outward over both wing panels very plete. Especially helpful to the
could be tolerated on top of the mast effectively spoiling the lift over a builder are the addresses of all the
and less would be highly desirable. great percentage of the wing. Fur- sources Wayne is aware of for ma-
A McCulloch could have been used, ther, increasing the angle of at- terials to build the airplaneJLO en-
but Wayne was looking for some- tack as when climbing cre- gines from Venture Aero-Marine,
thing smaller. The eventual choice ated a larger and larger wake, in P.O. Box 5273, Akron, Ohio 44313
was a two cylinder, two cycle JLO effect reducing the effective aspect and PDQ-2 materials kits from Air-
of GOOcc capacity imported from ratio to almost nothing. No wonder craft Spruce and Specialty Co., Box
Europe by Rockwell. This particular it wouldn't climb. A little more ex- 424, Fullerton, California 92632 and
engine had a singular advantage over perimenting in the world's largest and Rotor-Hawk, Inc., 9007 Henderson
others considered in that having been least expensive wind tunnel, as Wayne Rd., Goodrich, Michigan 48438. It
developed specifically for a ground likes to say, resulted in some modi- was good to see that the plans con-
effects machine, it came equipped fication to the airplane. First, the wing tained such items as control system
with a propeller hub and the proper was lengthened from 16 feet 6 inches details, a complete bill of material
thrust bearings no major modifi- to 18 feet 6 inches, Cessna type and even a layout showing how to cut
cations were necessary for aircraft wing tips were added and a couple of ribs, fin, rudder and aileron material
use. The complete engine installation, fairly large plywood flow fences were from 4' x 8' sheets of foam with the
including the propeller, weighs 70 installed near the wing roots to con- least amount of wastage. A lot of
pounds. The JLO develops 45 hp at (Continued on Next Page)
5500 rpm's (it is direct drive) with two
carburetors and 35 hp at 5000 rpm's.
The only problem with the engine is
that as of Fly-In week at Oshkosh,
Rockwell was no longer producing it
which means that when stocks are
sold, PDQ-2 builders will have to
come up with a suitable substitute.
Wayne carved his own propeller, a
44" x 17" unit that produces 175 to
180 pounds of static thrust.
Lowell Farrand (EAA 35370) of
Goshen, Indiana, a good friend of
Wayne's and an experienced pilot,
did the initial test flying. The first
flights were runs in ground effect up
and down a local grass runway. The
required test time (75 hours) was not
flown off in time to allow flying at
the 1973 Oshkosh Fly-In, so the plane
was a static display there. Upon re-
turning home, more testing was done,
with the first flights around the pat-
tern being made during early fall.
Lowell and Wayne were having so
much fun that, despite the lack of even
a windshield up front, flying con-
tinued on into the winter . . . and this
proved to be a fortunate thing.
Initially, some aspects of the PDQ's (Photo by Jack Cox)
performance were not up to expecta- A Bensen gyrocopter pilot would feel right at home here.
tions, mainly rate of climb. This latter
deficiency was first laid to the engine
despite Wayne's expertise with
PDQ . . . car" category to use our analogy mance sport planes. Think of the
(Continued from Preceding Page) again. The PDQ-2 is to aviation what possibilities of an even less expen-
building tips are also written right the trail bike, snowmobile and all- sive trail bike or snowmobile of the
on the plans sheets. terrain vehicles are to land transpor- air. Such aircraft could have a re-
Although Oshkosh Convention tation. deeming social virtue, also, in the fuel
goers have yet to see the PDQ-2 fly, Of course, you can't so conveniently savings realized by pilots who could
it is a familiar sight to EAAers in the pigeon-hole airplanes anymore than do their late evening fun flying in
Elkhart area, buzzing around like a you can land vehicles or people . . . their PDQ-2, or such, instead of in
big blue bumblebee. Minneapolis especially people. There are those their Bonanza.
EAAers get to see the first plans whose only vehicle is a sports car just You can get in on the ground floor
built PDQ-2 in action. This one be- as there are pilots whose only plane of this new phase of fun flying with
longs to Gene Louismet (EAA 1490), is a Pitts and by the same token Wayne Ison's PDQ-2.
8718 West River Rd., Minneapolis, there will be many who by choice or
Minnesota 55444, who at the time of necessity will own only a PDQ-2. At PDQ-2 SPECIFICATIONS
the 1974 Oshkosh Fly-In was starting any rate, there is definitely a place in Span . . . . . . . . . . . . . . . . . . . . . . . 18' 6"
a second one. Hopefully, all of us will aviation for the properly designed Chord . . . . . . . . . . . . . . . . . . . . . . . . 42'
be treated to perhaps a couple of super lightweight recreational vehicle Airfoil . . . . . . . . . . . NASA 63 2A 615
PDQ-2s flying at Oshkosh '75. of the air. There always has been.
The only reason we have not always Wing Area . . . . . . . . . . . . 64.75 sq. ft.
Now, let's step back from the nuts Wing Loading . . . . 6.5 lbs. per sq. ft.
and bolts examination of the PDQ-2 had large numbers of this type of air-
craft is the lack of a reliable, inex- Span Loading . . . . . . . . . . . . 22.7 lbs.
and consider its position in the over- Empty Weight . . . . . . . . . . . . 218 lbs.
all sport aviation scheme of things. pensive and, very significantly, light-
weight engine (for weight and bal- Gross Weight . . . . . . . . . . . . . 421 lbs.
Ever since that day in March of Top Speed . . . . . . . . . . . . . . . . . 80 mph
1909 when Alberto Santos-Dumont ance considerations). With what we
know today about structures and new Cruise . . . . . . . . . . . . . . . . . . . . 70 mph
sputtered aloft in his floppy-winged
materials, think what our designers Rate of Climb . . . . . . . . . . . 400 fpm +
little Demoiselle, tiny, low powered Stall Speed . . . . . . . . . . . . . . . . 46 mph
airplanes have been an enduring fix- could come up with given a 40 hp en-
gine weighing about 50-55 pounds Engine - Rockwell - JLO - LB-600-2
ture of the worldwide aviation scene.
Super lightweights such as the Ital- or so and small enough to fit in the
proverbial bread box. Jim Bede has Source: Wayne Ison
ian Pegna-Bonmartini Rondine of No. 7 Alpine Lane
1923 and the English Electric Wren, proven there is a very large market
for relatively low cost, high perfor- Elkhart, Indiana 46514
a star of the famous 1923 Lympne
lightplane trials, actually flew on
7 and 8 hp engines. During the
bread line and apple stand days
of our Great Depression here in
the U. S., pilot's had to forego their
beloved but gas-guzzling Travel
Airs and Wacos for little put-puts
like the 36 hp Aeronca C-3s and
37 hp E-2 Cubs. Today, the EAA
movement is focusing worldwide at-
tention on tiny, personal airplanes.
It is possible, however, that we are
seeing the beginnings of something
new with the PDQ-2. Most of the low
powered aircraft of the past have been
born of economic necessity except
for those homebuilders who are simp-
ly fascinated with tiny airplanes.
Most were actually substitutes for the
big, powerful aircraft owners really (Photo by Jack Cox)
wanted but couldn't afford. Today we Lowell Farrand and the PDQ-2.
are seeing a situation that is about
180 out a guy who owns a Baron
for business, a Pitts for serious fool-
ing around and when he sees a PDQ-
2, thinks, "What a blast! I gotta
have me one of those toys!". By way
of analogy, these people are just
like their neighbors who own a Con-
tinental, a Porsche and a trail bike
for roaring into the woods to terrorize
the local wildlife.
The PDQ-2, then, may be the har-
binger of a "third level" type aircraft,
a true recreational vehicle of the air.
Most aircraft, and particularly most
homebuilts, have always been used Why is the PDQ-2 quick? The stark simplicity of the
almost entirely for recreation but basic fuselage is perhaps the most succinct answer
they have been in what we might term just five pieces of aluminum, plus a few brackets and
the "second level" or in the "sports fittings.
54 JANUARY 1975
 THE INSTALLATION
OF SLIDING
CANOPIES, DOORS,
LATCHES AND STUFF
PART II
N, OT EVERYONE LIKES the
naked sameness of a bubble canopy
perched atop the fuselage. And for
that matter, not everyone likes the
conventional cabin, or canopy, or
open cockpit arrangement either. It
really is surprising to learn how many
builders are building just to have
something a little different. This de-
sire to be different is exhibited in
many ways by the treatment given
to the variety of canopy installations
seen at any Fly-in.
The appearance of some individual
canopy designs, however, could be
enhanced with just a bit more work
on the part of the builder. Very often
the builder will construct his wind-
shield frame and install a nice slanted
windshield. He will then build up an
arch behind him and cover that with
plywood, metal, or even fiber-glass;
fairing the whole thing nicely into the
fuselage. Now, he has to decide what
to do about the cockpit area. Should
he make separate doors hinged at the
windshield frame or should he make
hatch-like windows hinged along the
roof line?
Many builders take the easiest al-
ternative and avoid compound curves
in the cabin area. After all, obtain-
ing compound curves that are aero-
dynamically superior to the straight
slab doors and windows would re-
quire the build-up of an expensive and
time consuming foam and plaster
form over which to stretch the Plexi-
glas. Of course, this would then lead
to the requirement for a huge oven,
etc., etc.
The straight roof-line treatment of
the cabin is characteristic of the Globe
Swift's canopy . . . and it looks good.
Many low wing two seaters appear to
use the straight roof as a simple means
of enclosing the canopy. The simpli-
city of the straight roof line is par-
tially realized because it permits the
effective use of ordinary piano hinge
stock. These are probably adequate
although the use of an extruded type
of hinge would make a stronger in-
stallation.
A hinged canopy will not work
smoothly unless the hinge line is
straight. You can get by with some
curvature when you install piano
hinges as cowl fasteners but when
using them as hinges no curvatures
should be allowed.
THE
DESIGNEE
CORNER
By Antoni (Tony) Bingelis
EAA Designee Co-Chairman
The hinge wires, when installed,
should be inserted from the front end
or from the top so that the slipstream
or gravity (as the case may be) helps
to keep them in place.
Overhead hinged hatches (found on
some of the earlier Jodel aircraft)
seem to be simple and practical. How-
ever, with but a single hinge along
the centerline, be sure that it will be
possible to open both doors at the
same time. Most likely it will turn
out that each door will have to have
separate hinges.
If each door is to be provided with
its own hinge, you should leave a
space of about two or three inches
between the doors. This will provide
enough space to permit the doors to
be opened simultaneously. This is
particularly important if the Plexiglas
doors have compound curvatures in
them.
The plain straight roof profile could
be made a bit more aesthetically
appealing with a bit of cosmetic
treatment. A slight curve could be
built into the roof line by using poly-
urethane foam glued in place and
shaped to whatever streamline form
space permits. If the cabin roof has
(at least) a 6 inch space between the
doors, the effect can be very pleasing.
This shaped foam should then be over-
laid with dynel or fiber-glass cloth us-
ing epoxy resin. When finished and
painted, the cabin profile will create
the appearance of a nicely contoured
installation.
If you just happened to have a Plexi-
glas bubble on hand that is cracked in
the wrong place or otherwise sched-
uled for non-use in your project, toy
with this idea. Can you cut offand use
the front part as a windshield? How
about the aft portion? Could it be
attached permanently to the fuselage
and faired in with fiber-glass trim?
If it is cracked at the edge some-
where, the crack might be covered by
an overlapping trim. Fiber-glass cloth
layed on Plexiglas works miracles.
Use Epoxy resin only. Polyester
resin will cause the Plexiglas to craze.
To carry this brainstorm a bit further,
8509 Greenflint Lane
Austin, Texas 78759
would it be possible to cut a couple
of doors out of that "salvage" bub-
ble and fit them into separate doors?
To provide the cabin occupants with
some degree of protection from the
sun, portions of the Plexiglas over-
head could be coated with epoxy and
fiber-glass cloth and then painted to
match the aircraft.
The real problem in providing doors
for a cabin canopy is in providing
for easy access. The size of the can-
opy, as well as the size and position-
ing of the door opening, affects the
ease of entry into the cockpit.
If the door is too small, and par-
ticularly if poorly located, it would
almost certainly require the pilot to
be something of a gymnast. Assuming
that you are indeed athletic in ability
and svelte of figure . . . what about
your friends? Could they manage to
get in?
If you had any doubts about the
ease of entry, I think that this point
would be a good time to build and try
out a cardboard and wood mock-up.
A tilt-away, side hinged, canopy
may be perfect for many high perfor-
mance single seaters, but only a few
canopies on larger home builts are
hinged on the side. Very few aircraft
have canopies hinged at the front end
(Minicab), and rarely at the aft end,
military style.
All in all, large heavy canopies
hinged at the side, or front, or back,
are uncommon, perhaps because they
seem to present an awesome sight
when opened in all their splendor.
Ordinarily, the side hinged canopy
is less desirable for the two seater
(side by side) because of the canopy's
bulging sides and considerable
weight.
If you wish to swing the whole
canopy, you will need to use strong
hinges and a frame of fairly rugged
construction. This will insure ade-
quate distribution of canopy loads.
DOOR AND CANOPY RESTRAINTS
Hinged canopies require some sort
of restraint to limit their open posi-
tion. Many canopies that are hinged
(Continued from Preceding Page)
SPORT AVIATION 55
A side hinged canopy on a two seater can present an
awesome sight.
DESIGNEE CORNER . . .
(Continued from Preceding Page)
along one side of the bottom edge
are restrained with a simple flexible
cable, one end of which is attached
to the canopy and the other to the
fuselage. The difficulty here is that the
stupid cable (yes, amigo, some in-
animate objects like coat hangers,
cables and ropes can be obstinate and
stupid) will somehow manage to get
trapped in the door edges as you close
the canopy . . . that is, unless you
figure out a simple device to keep the
cable out of the way while the canopy
is being shut. Either that or maybe
you can develop some kind of two-
handed technique.
Plexiglas areas should not be per-
mitted to bang or hit on any part of
the aircraft's structure when the
doors are open.
Unfortunately, hinged canopies
that are restrained in their open posi-
tion by only a piece of flexible cable
are sometimes subject to abuse from
itinerant gusts of wind. These gusts
cause the canopy to rise, and then
suddenly drop, twanging the single
restraining cable sharply. Too much of
this sort of thing will have you headed
back to the workshop for unsched-
Both doors can be opened simultaneously in this over-
head hinged installation.
56 JANUARY 1975
A side hinged canopy on a single seat aircraft is quite
managable. Note the unusual use of twin cross braces.
uled maintenance. We have problems
with doors too. Of course, we know
from personal experience that when-
ever the wind catches an open door
. . . Wham . . . and it slams shut. Light-
weight aircraft doors can't tolerate
much treatment of that nature with-
out suffering damage. For this rea-
son alone, a means of securing the
door in its open position would be use-
ful. Besides, it is difficult to get into
or out of an airplane on a windy day
while fighting to keep the door from
slamming in your face.
The problems with door and hatches
are quite similar. Some sort of stay-
strut or brace mechanism must also be
devised to hold the hatches in their
open position (in spite of breezes that
blow). These restraints must be de-
signed so that they will not take up a
lot of the cockpit space and be in
your way after the hatches are closed.
Examine a stereo (or Hi-Fi set) and
note how they prop stereo lids in an
open position. Maybe you can adapt
something like that to your own use.
Upward opening hatches are most
flimsy in their open positions due to
the fact that both ends of the raised
A close-up of the restraining stay for a Jodel.
lightweight hatch cannot be effective-
ly braced.
FITTING DOOR FRAMES
Don't be afraid to make the door
frames a bit smaller than the door
opening. A uniform gap or space
all around the frame makes it easier
to install the weather-seals or strips.
It also eliminates the rubbing of the
door frame against the structure as
often happens when the fit is too snug.
An equalized gap insures that your
doors can be closed without jamming.
The use of external metal or fiber-
glass trim strips over the Plexiglas
will cover even the widest of door gaps
without detracting from appearances.
As a matter of fact, a wide trim strip
makes it possible to achieve a very
nice fit all around.
As you may have already discover-
ed, the door frame must match the
contour of the door opening. When
made of tubing, the individual pieces
for the door frames, like canopy
frames, are first bent to shape and
then welded into a single rigid unit.
 Frames of laminated wood are
built-up by laminating wide strips of
wood in place in the door opening.
Remember to insert spacers at least
1/8" thick all around the opening to
make sure that the laminated frame
will not fit too tightly when com-
pleted. The laminated wood frame is
then handshaped to match the cabin
opening, while it is still in position.
After this is done, it may be removed
and the inside portion of the frame
trimmed to a uniform thickness. In
making a wooden frame that will
be fitted to a bulged piece of Plexi-
glass (one with compound curvature),
remember to bevel the frame to match
the slope of the Plexiglas surface.
LOCK IT UP
It is really essential to install can-
opy and door locks for your airplane.
Almost any airplane with a door can
be locked by installing a simple
lightweight key operated lock of the
type illustrated. There is usually
someplace where this installation
will fit. Since a lock does not have
to be in any particular location, it
could even be located at the aft end
of a canopy.
An aircraft with separate doors
presents another problem. At fly-ins
and at strange airports, curiosity-
motivated sightseers have been
known to brazenly climb on airplanes
and open the doors for a better look
inside. When they are through look-
ing it hardly ever occurs to them that
they should shut the door or to see
that it latches. Well, if this door is on
the pilot's side, he will notice it on
entry. He seldom forgets to close his
own door for take-off anyway. He will
also check the far door when he goes
A generous use of fiber-glass trim helps achieve the
desired aerodynamic form.
ARM WILL TRAVEL 180
, AND LOCKS IN EITHER
POSITION.
ARM IS REMOVABLE.
MAY BE REPLACED WITH
ONE MADE TO SUIT YOUR NEED.
TYPICAL KEY-LOCK SUITED FOR
CANOPY DOORS. (COMMERCIAL SOURCES)
(BRIGGS & STRATTON TYPE)
through his check list . . . except it is necessary to apply a little for-
sometimes. When he doesn't, he ward pressure to the canopy as you
learns how disturbing it is to have a turn the key. This insures that the
door open in flight. Some cannot be seal between the windshield and
closed in flight. canopy will be compressed and . . . if
The solution is to install a lock on it should rain on your bird, it will
the passenger side too. This could be not also rain in your bird.
quite bothersome, however, a better Now that we two seater jockeys are
solution is to make a simple plunger required to have ELT's, we have all
lock that works only from the inside the more reason to lock our bird ...
of the cockpit. A quick glance would even if the pencil, earphones and
then reassure you that the door is mike have already been stolen. (Next
locked. month latches will be detailed.)
Install the key operated lock so that
DESIGNEE NEWSLETTER
SUBSCRIPTIONS
In addition to Tony Bingelis'
honthly column, THE DESIGNEE
CORNER, EAA Headquarters pub-
lishes a monthly Designee News-
letter containing even more "How
To" material, a compendium of
the previous month's Designee in-
spections and a summary of all
homebuilt accidents occurring
around the nation the previous
30 days.
Any EAA member can sub-
scribe to the Designee Newsletter
for $7.00 per year. Make your
check payable to:
EAA
P.O. Box 229
Hales Corners, Wise. 53130
SPORT AVIATION 57
 The DusterAn International
One-Design For The Other
95%

By
James H. Maupin (EAA 26042)
2650 Rockinghorse Rd.
San Pedro, Calif. 90732

(Photos Courtesy the Author)

w, H ILE THE DEBATES rage all over the world

about Standard Class sailplane rules, and the frontier con-
tinues to be pushed forward by expensive technology in
The Duster over Santa Ynez Valley, California.

construction and instrumentation in soaring, perhaps a

quieter thing is starting at the other end of the cost spect-
rum. In the United States, at least, only 5% of soaring
pilots appear to be seriously interested in competition; the
other 95% in other aspects of soaring.
The "Duster" BJ-1B is designed specifically for the
"other end", i.e., for the homebuilder. Simple, easy to
build, compact and light, it is making inroads around the
world.
Since its introduction in 1971 by the international de-
sign team of H. Einar Thor of California, and Bengt Jan-
sson of Sweden, the number of Dusters being built around
the world has steadily grown. There are Dusters building
in France, South Africa, Canada, Germany, Australia, and
New Zealand. Some 200 sets of plans have been sent out

The author holding an outer wing panel of the Duster.

58 JANUARY 1975
woriawiae and the Dusters are coming out of "factories"
in garages, barns, basements and at least one out of an
apartment in New York City.
D.S.K. Aviation, (formerly Duster Sailplane Kits), has
shipped complete woodworker's kits, partial kits and com-
ponents all over the world. An interesting fact is that the
ocean freight on a Duster kit from the Los Angeles area
to Australia, for instance, is cheaper than land trans-
portation to Chicago.
The reasons for the acceptance of the Duster are not
hard to find. First, both Ben and Hank are long-time
soaring enthusiasts, and both are aeronautical engineers.
Ben's specialty is aerodynamics and Hank ran all the stress
analyses. The Duster meets OSTIV requirements for both
aero tow and ground launch.
Competent observers have expressed unqualified
approval of the detail and completeness of the drawings.
They come with a 40-page booklet on how to build the
Duster. (Confined on Next Page) The author and Duster N-1BJ.

Duster Fuselage.

If ii
DUSTER

SPECIFICATIONS & PERFORMANCE

S p a n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42' 8" (13 meters)
Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.65 sq. ft.
Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.4
Airfoil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACA 4415 - modified
Empty Weight ...................................... 390 Ibs.
Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 Ibs.
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 620 Ibs.
Wing Loading (at gross wt.) .................. 5.92 Ibs./sq. ft.
Limit Loadfactor (at gross wt.) ........ plus 5.3 g. minus 3.1 g
Minimum Sink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 f/s at 45 mph
2 meters/sec, sink .................................. 84 mph
L/D Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.5 at 53 mph
Placard Airspeed, smooth air . . . . . . . . . . . . . . . . . . . 128 mph
Placard Airspeed, rough air .. 92 mph (assumes 30 m/s gust)
Aero Towing Speed, maximum . . . . . . . . . . . . . . . . . . . . . . 80 mph
Winch Launching Speed, max. ...................... 60 mph
Stalling Speed at Gross Wt. ......................... 40 mph
Spins Permitted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YES
Cloud Flying Permitted ................................ YES
Aerobatics Permitted ................................... NO
Terminal Velocity (at gross wt.. divebrakes o p e n ) . . . 134 mph

SPORT AVIATION 59
THE DUSTER . . .
(Continued from Preceding Page)
ABOUT THE AUTHOR
Second, kits are available from a complete "wood-
workers" kit, down to just the set of wing-attach hardware. James H. Maupin (EAA 26042) learned to fly on
Third, construction is easy and simple. With the three- primaries in North Texas as a high school student in the
piece wing it can be built in a minimum space. John Sin- 1930's. He soared the western spurs of the Himalayas as
clair of Idaho built his in a room 8' by 20'. The only power a DC-3 "Hump" pilot during World War II, and flew Grunu
tools necessary with the woodworkers kit are a 3/8 inch Babies in Java while a civilian technical advisor to the
electric drill, a disc sander (often homemade), and a saber Indonesian Air Force.
saw. The whole sailplane is built on a simple table made At present he is a history teacher in Los Angeles and
from a plank 2" x 12" by 18' long. co-owner, with Norman F. Barnhart, ofD.SJt. Aviation.
Finally, the Duster is easy and fun to fly. As Ben Jan-
sson told me one day at El Mirage, the summer he captain-
ed the Swedish team at Marfa, "If you are willing to turn
away from absolute maximum L over D, you can put a lot ADDRESSES
of fun things into a little sailplane!"
Big control surfaces give beautiful response like a Information Pack, $1.00 Plans, $75.00
roll rate of 2 1/2 seconds. You can slip the ship radically California Sailplanes
right down to the ground under full control. Box 679,
It is a fine first solo sailplane, yet Walt Mooney, flying Huntingdon Beach, Calif. 92648
the second prototype at the Region 12 Championships at
El Mirage, finished number 22 out of 34 sailplanes. He Kits, Components
flew the only 13 meter sailplane, and finished ahead of D.S.K. Aviation
the twelve aluminum and glass machines, all 15 meters 12676 Pierce St.
and up. John Sinclair flew his Duster to Diamond altitude Pacoima, Calif. 91331
(26,000 feet) in April 1974 at Mindon, Nevada.
Let's encourage the top competitors, contribute to our The Dust Rag Publication of the Duster Association
world teams, crew for them, and applaud the progress on George Taylor
the frontier (at whatever cost?) but perhaps also we 719 Middle Rd.
can build up something the other 95% of the soaring can Bayport, N.Y. 11705
enjoy.

AND FROM A BUILDER,

A DUSTER PROJECT

By
Lt. Scott S. Thomas (EAA 62459)
VAW 126
FPO New York, N.Y. 09501
(Photos Courtesy the Author)

1VL LY INITIAL INTEREST in soar-

ing was pushed rapidly forward dur-
ing the summer of 1964 when I man-
aged to get a job with Sailplanes Inc.
of Guthrie, Oklahoma as a line boy.
Much later I realized that if the owner,
Mr. Bill Cleary, had not been as turn-
ed on to soaring he would not have
hired a needless third person for his
small company. In fact he tried to per-
suade me not to take the job when I
applied, but, hire me he did and I am
still looking for a way to repay him for
his insight and kindness. After that
summer I only had time for quick trips
to the "nearby" gliderport (40 miles)
when I could arrange transportation. I
never quite gave up the idea that I
would get back into soaring and have
my own plane.
In August of 19711 finally told my-
self to either build an airplane, other
than thePA-121 had rebuiltand flown
60 JANUARY 1975
Lt. Scott S. Thomas, a Naval aviator (E-2B Hawkeye), tries
out his nearly complete Duster for size. The hardware,
ribs and various other components were built by the
author aboard ship during a couple of stretches of sea
duty.
for three years, or stop talking about until my famity was settled. A good
it. I received unimaginable encourage- effect of this delay was that Hank
ment from my wife on the second Thor, the designer, carefully omits a
point! After reading a lot of ads and parts list from the plans so that the
brochures, I sent off for the plans for builder is forced to have a pretty good
the BJ-1B Duster. During the next knowledge of construction before he
seven months I spent much time with can start, unless he wants a lot of
my plans, eagerly wanting to start spare things left over. This is nothing
construction, however the Navy more than reading, rereading and then
moved me twice and I couldn't start reading again before being able to
draw up a semiaccurate list of needed illegally for squadron maintenance, I recollections of the service.) Three
items. During this time I rolled up my had more help and supervision than I parcels later I had all the metal I
plans, made them a permanent part of could use. I spent about eleven even- needed so I told the postal chief the
my flight kit and created a list of nuts, ings with a fellow that had been a good news, only to have him wander
bolts, washers, cotter pins, 4130 tube, welding instructor for four years and off muttering about " . . . weird Lieu-
4130 sheet, aluminum, plywood, etc. another two evenings learning how to tenant who gets steel care packages
that has been surprisingly accurate. use the charts for the bending brake . . . the new Navy is certainly differ-
March 1972 saw the sawdust for metal composition/thickness/ ent . . . pilots are all nutty to begin
fly in my garage and soon the ailerons, bend radius so all the bends would be with but . . . "
rudder and elevator were ready for a in the right place. Considering the After returning home in July 1973
close up inspection. However, I man- number of fittings I had to make more the tangible results really started ap-
aged to turn out three sets of aileron than once, I would still be there if I pearing. All of the magnafiuxing and
ribs before I got the hang of cutting had not had all of this help. plate work on the metal was done by a
two notches accurately into a beveled During this time my parts list let me friend who had bet me I would not get
edge to make a good glue joint on the down for the first time and I had to all the pieces done on the ship. The
sparweb. The FAA was polite and very order more 4130 tube and sheet. The fuselage metal parts were bolted in
helpful during the inspection. They fellows at Fleet Post Office New York place in a few evenings and it became
seemed more interested in my shop are still unhappy if they reacted at time to start worrying about the
facilities and the plans than in the all like the post office crew on the ship wings. The spars were my first con-
pieces I had made. On the sincere and to the packages that started to come cern all 13 meters of them. The cer-
repeated advice of the inspector I my way. During the resupply I got tified spruce blanks for the three sec-
switched from resorcinal glue to Aero- some humorous phone calls . . . "Mis- tions of the wing cost over $225 with-
lite and have been grateful for that ter Thomas, you have a package on out freight so I was rather slow to
hint ever since. the fantail and if you want the . . . . . start doing anything to them lest I
In June I closed the controls, clean- . . . . . . . . . . . . . . . . . . . . . . . . . . go get it create a lot of expensive scrap with
ed up the garage and prepared to go yourself . . . Sir." and "Sir, would you good looking grain. I did the T center
overseas for six months with my squa- please come get your package from section first to get the hang of the
dron. In July, the deployment was the post office. It's already come off clamp pressure and necessary speed.
postponed due to an extensive fire on- the rack three times (ship rolling at Not too bad, so off to do the outer pan-
board our aircraft carrier, USS Forr- sea) and the . . . . . . . . . . . . . . . . rotten els! The base hobby shop provided
estal, so I erected the workbench de- . . . . . . . . . . . . . . . . . . . . . thing is going the milling machine to taper the six
tailed in the plans and made the fuse- to kill someone if it hits them." (Note: pieces of l"x 6"x 18" that became the
lage shell and dive brakes before I left Fill in the blanks with your own fond (Continued on Next Page)
in September. The fuselage went
together very easily; the only trouble
I had was keeping the 3/4" marine
plywood bulkheads from twisting
when putting the large bends in the
bottom longerons (where the fuselage
cross section goes from polygon to tri-
angle) and the twist plus inward bend
on the top longerons are tremendous.
The 1" x 2" and 1" x 4" bulkhead
supports for the jig were easily bent in
this process if all four longerons did
not have the same amount of pressure
on them. Guess how I found this out!!!
I used a stockpile of 18 C-clamps 3"
or larger, four 5' furniture clamps and
six furniture clamps from 12" to 24".
This is a comfortable amount for the
entire project, sometimes more would
help but I was always able to make
do with this amount. More clamps
would have enabled me to do more
work at any one time. The 5 footers
are a nice option that I only used
while gluing the fuselage longerons,
another builder manufactured a clamp
for this process that resembled a large
tourniquet drawn tight from within
the fuselage.
During the ten months that the six
month deployment lasted, I manufac-
tured all of the metal fittings for the
plane. I had stockpiled all of my metal
in my stateroom and spent most of my
free time in the ship's Aircraft Inter-
mediate Maintenance Department Duster cockpit detail. Handle on the left actuates air-
(AIMD) Airframes shop. After the brakes. Squeeze grip on handle works wheel brake. The
shop supervisor figured out I really lever to the left of the stick is the tow release. Mike but-
was building an airplane and not just ton on top of the stick grip. Lever on the right is (torque)
creating a new way to use the shop trim selector. The holes in the panel are for the airspeed
indicator and an elapsed time clock.
SPORT AVIATION 61
DUSTER PROJECT . . .
(Continued from Preceding Page)
two outer mainspars. Done slowly,
this isn't too hard, but if the taper
pattern is sloppy stand by for a lot of
tooth gnashing when it's time to glue
the ribs on. The gluing of the spars
takes a lot of preparation and GOOD
help. It calls for clamping on 6" cen-
ters, which takes about 72 C-clamps,
half of which are 3" or bigger that's
downright expensive so I bought a
bunch (80) of carriage bolts graduated
from 4 1/2" to 8" and cut some scrap
2 x 4 into 2 x 2 x 10" blocks. By laying
these blocks across the workbench on
6" centers, and drilling through both
block and bench I got all the clamping
pressure from the carriage bolts I
needed for less than $6. It took three
people to get the glue spread and the
three spar blanks together within the
Metal fittings fabricated on board the USS Forrestal.
glue working time. Possibly two could
have done it but it would have been
even more rushed rushed equals
ease of making screw-ups. Two of us of their blank the entire catalyst side tightened all 80 wing nuts uniformly,
started on opposite ends of one of the was done. We flipped those two over rechecked the alignment, rechecked
blanks spreading the paste part of the and repeated the process to get the the snugness of the wingnuts, recheck-
glue, the third person spread the cat- third piece on top of the other two. ed the alignment and had a couple of
alyst on another piece. By the time Then we got all the clamping blocks beers. From start to finish it took
two paste spreaders met in the middle in place, checked the alignment,

Lt. Thomas' Duster near completion. It sports a home-

made total energy venturi and pitot on the vertical
stabilizer.

62 JANUARY 1975

Left wing quick disconnect fittings/pins. Aileron push rod is also evident.
about 25 minutes for the first spar.
The second spar, which was done
twenty-four hours later, only took 17
minutes. Then I tied the two 18' pieces
to the top of the car and off again to
the base hobby shop to run the edges
through the jointer a couple of times
and trim the spars to the exact dimen-
sions specified in the plans, includ-
ing the second taper on the bottom.
It was during this step that I finally
realized I had methodically made
about $100 worth of spruce sawdust
and woodchips as well as the spars.
The quick disconnect/attach fittings
are put on the spars using a great drill
alignment jig, detailed in the plans,
so you can get a true hole through the
pre-drilled fitting, spar, and then
through the other pre-drilled fitting.
If done slowly with a great deal of
humility this step is about one long
evening, a total of something like 116
holes, lots of coffee and much encour-
agement from an understanding wife.
The remainder of the wing went
together easily and quickly. The
ribs are 1/4" marine plywood, which
had been made during a one-month-
at-sea period in the ship's carpentry
shop. All of the center section and
nine ribs of each outer panel are
the same size, so after cutting out
one and making the lightening
holes carefully, the remaining 26
can be made using a laminate trim-
mer bit in a table mounted router.
The first rib is the pattern for the
others. Again a good knowledge of
the plans is necessary here because
some of these ribs have the lightening
holes moved a bit, a little care will
keep you from having to cut out a
bunch of extras. The other ribs were
bandsawed out in sets of two.
Just prior to leaving for the Medi-
terranean again in March 1974 on
another cruise, I started to skin the
bottom of the wing panels. The FAA
also inspected the fuselage, airbrakes,
horizontal and vertical stabilizers for
closing and a general check of pro-
gress. I expect to return to the U.S. in
early fall and hope to have my plane
ready for flying by February or March
of next year. If that becomes a reality
I will have finished my plane in a little
under four years, which only seems
like a long time if you have never
built a plane.
Now for the sales pitch I have
been very pleased with the plane in
every aspect so far. The plans and
separate instruction booklet are super
detailed, complete and easy to under-
stand. The design itself is pleasing for
both the finished project and ease of
construction. It is an excellent sail-
plane available to a homebuilder
that is not difficult but still has decent
performance (L/D of 28:1).
I have a couple of firm suggestions
for anyone thinking about the Duster
as the plane for them. First, when you
send for the information packet ($1)
also write for the kit information
more about that later. Second, sub-
scribe to The Dust Rag, a home made
magazine about and by the builders
and fliers of Dusters. This is nothing
but "how to" and "how not to" articles
by builders and items of interest about
the airplane. There might be two or
more people giving their idea about
the best way to make the same part of
the plane. There have been several
"special tools" described in here that
have saved me countless hours of labor.
It is also the fastest way to see and
hear what is actually involved. A
super magazine! Third, unless you are
a professional scrounger and enjoy
spending half of your leisure (build-
ing) time on the telephone and driving
all over every place looking for parts,
build from one of the several kit com-
binations availabe from Duster Sail-
plane Kits. This company is not con-
nected to Hank Thor of California
Sailplanes (the designer) except that
they won't sell you any of their kits
unless you own a registered set of
plans. The two Dusters that are al-
ready flying have been completed
from kits and were done in slightly
over one year. Other than the doubt-
ful therapy of "working on my plane"
while I was at sea I would have much
preferred to have had the kit. On the
other side of the coin I have a total
of $1550 in my plane so far (including
all glue, brads, sandpaper, freight,
varnish, etc.) and expect to have it
done and on a trailer for under $1800.
The trailer, plexiglass for the canopy
and paint are the only items I lack.
The price of the kit is higher than that
and doesn't include things like instru-
ments and paint but I doubt that
everyone would have the luck I enjoy-
ed as a scrounger, e.g. my brother de-
signs and manufactures sailboats so
guess where all my fiber-glass sup-
plies and expertise came from! I didn't
buy any special tools or equipment
because I have an extensive wood-
working shop for furniture making. I
traded a few items I had been saving
(a good scrounge has goodies galore
stored in his garage for just such
occasions) for ALL the nuts, bolts,
washers, pullies, etc. on my parts list.
Plus, the sly wager I mentioned that
got all my plating done. The only
instruments that I had to buy were an
electric variometer and a helicopter
airspeed.
In conclusion I would recommend
the Duster for those who want a
nice medium performance sailplane
for under $3000 and unless they really
enjoy welding and the hours of hunt-
ing the "divine good deal" to save the
last few pennies buy the kit.
SPORT AVIATION 63
 /Members

Denny Hughes (EAA 85699), 1203 5th Ave., South, Castlegar. B.C., Canada VIN 2VI, and his newly re-
stored 1941 Piper J-3. He and wife Lois fly the plane year round. Notice the Canadian markings
"C-FOXV" is in 3 inch letters on the rudder and 18 inch letters on the bottom of the left wing. This is
the way U.S. planes (not capable of over 180 knots cruise) would be marked if the new NPRM on regis-
tration markings goes through. Sure makes for a better looking airplane, doesn't it?

_. This folding wing Stits Playmate was completed

' . August 8, 1974 by Ray Sheffield (EAA 1599), 1037
Waverly, Grand Haven, Michigan 49417. It was
started in 1966. Powered by a 125 Lycoming.

George E. Cooper (EAA 37913), 2908 Homewood

Ave., St. Charles, Mo. 63301 is a two-homebuilt man.
He completed the Spezio Tuholer in 1969 and now
has about 250 hours on it. His latest is the Taylor
Titch, N-7VV, in the foreground. The Titch is
powered with a C-85-12 Continental swinging a Ted
Hendrickson 60 x 66 wood prop. Cruise is about 140
mph and the stall comes at about 50 mph. Empty
weight is 600 pounds and gross is 950. The main
fuel tank holds 11.8 gallons, but a 6.5 gallon remove-
able aux tank is located behind the seat. Transfer
is accomplished by a hand pump which pumps air
into the aux tank forcing fuel into the main tank.
The beautiful red finish is cotton over plywood,
nitrate dope and auto enamel.

64 JANUARY 1975
Art Brown (EAA 1807), 394 Hunters Ridge, Marietta,
Georgia 30062 has completed yet another homebuilt, this
time a sharp Cassutt.
Jim Frakes (EAA 74427), 160 Airport Rd., North Bend, Oregon is well along on his Taylor Coot
amphibian. This one will be powered with an IO-360 Continental which cranks out 210 hp. Molt
Taylor says the workmanship is beautiful.
A lot of completions of Baby Great Lakes are being re-
ported to EAA Headquarters these days. This one was
started June 1, 1967 by Morris L. Hamilton (EAA 35521),
2620 South Rebecca, Spokane, Washington 99203 and
was completed on May 7, 1974. It is powered with a Con-
tinental C-85.
Carl M. Schlick (EAA 58683), 16541 S. W.
102nd Ave., Perrine, Fla. 33157 taxis out at
Oshkosh in his slick BD-4. This one is powered
by a 180 hp Lycoming and is very clean. No-
tice all the fairings on the landing gear.
(Photo by Dick Stouffer)
=rwi"*r~^
Atmmtt (
/ / '/*" .._
' '
1 Jh ^
ildmg SPORT AVIATION 65
S DIRECTORY OF COMPLETED CUSTOM-BUILT
I AND RESTORED AIRCRAFT
| THIS AIRCRAFT DIRECTORY WAS COMPLETED FROM EAA AIRCRAFT REGISTRATION
CARDS SENT TO EAA BY THE BUILDER. IF YOUR AIRCRAFT HAS NOT BEEN LISTED,
PLEASE REQUEST A REGISTRATION CARD FROM EAA.

*'"C"*" BUILDER/OWNER ADDRESS -^ ^t! % toKXSZ. ^43015

ACEY DEUCY N-12DK David A. Kahn 16936 Burbank Blvd., 204, Encino, Calif. 91316
N
N-19EB JoeBertrand Rt. 7. Box 52, Muncie, Ind. 47302 -2JH James M. Hamm 1230 N. Highland Ave., Jackson, Tenn. 38301
N-66JS Jerry Spear 20 Crestwood Lane. Centralia, III 62801
ArnnnncTFB i N-111 KY H. C. Utley 2405 Foxy Poise Dr., Louisville. Ky. 40220
N-181 James L Osborne N-314Y Wm. C. Gommel. Jr. 218 Keeley Ave.. New Britain. Pa. 18901
Stolp Stardusfer Corp. 4301 Twining, Riverside, Calif. 92509 HAND KR-1
James N. Hopkins 8130 Area Dr., Saginaw, Mich. 48603
AEROSPORT QUAIL N-33RJ Richard L. Johnson 4204 W. 28th, Topeka, KS. 66614
N-10JB John W. Biggs Rt. 1, Box 563, Vincentown, N. J 08088 N-31547 Marcella Faye Glass 167 Stockbridge Ave.. Atherton, Calif. 94025
BABY ACE REPLICAS
N-3RH Model D Robert E Hastings 219 W. Dawn Dr., Modesto, Calif. 95350 N-6018 1916 Sopwith Pup James S. Ricklefs 931 American St., San Carlos, Calif. 94070
N-4JM Model D Murray J. Maybee 101 Woodcroft Dr., Rochester, N. Y. 14616 N-1916S 1916 SPAD VII James S. Ricklefs 931 American St., San Carlos, Calif. 94070
N-7EM Evan McCombs 3560 Hartsock Lane, Colorado Springs, Colo 80907 1933 Longster W. A. Bond Box 17, Site 5, R.R. 5. Edmonton. Alberta, Canad
N-9EH Model D Everett Hepler 985 Parma Hilton Rd., Hilton, N. Y. 14468 Curtiss Pusher Harrold A. Black 2829 Dade City Hwy, Lakeland, Fla. 33801
N-85Y Corben C August A. Draffkorn 4835 Twinpost Rd.. Dallas, Texas 75234 N-3603 Nieuport 17 Tom McCann 9 So. 251 Aero Dr., Naperville, III. 60540
N-3806 R. H. Ralston 6829 Park PI. Drive, Ft. Worth, Texas 76118 N-1917S SESA (scaled) Howard Shelton Star Route Road 12 N.W, Ouincy, Wash. 98048
N-6941 Model D Sam L. Meads/Clyde Alien Box 694, Montgomery, W. Va. 25136
N-7376 Peter Beckloff 210 Castlewood Circle. Hyannis, Mass. 02601 ROTORCRAFT
Bensen B8 Aristide Leali Via Colle Paradise N 82. Jesi, Italy 60035
BABY GREAT LAKES N-201 RK Bensen B-8MJ-VW Max L. Laribee 33 Harden Blvd., Camden, N.Y. 13316
Masaru Naka 1-12-9 Nishiarai-honcho, Adachi-ku. Tokyo, Japan N-4660 Bensen Gyrocopter Louis S. Kuhn 1869 E. 36th, Lorain. Ohio 44055
N-66DP Dale W. Platt 2600 Overbrook Rd., Cuyahoga Falls, Ohio 44221 N-6308 Bensen Gyrocopter Howard J. Cooper 3553 Alice Lloyd, Ann Arbor, Mich, 48104
N-66RS Russell J. Sholle 329 Wyoga Lake Blvd., Stow, Ohio 44224 N-9489 Bensen 8M Martin Snow 1650 Robinwood Dr., Uniontown, Ohio 44685
N-99LH Morris L Hamilton 2620 S. Rebecca, Spokane, Wash. 99203 N-9817 Bensen George J. Charlet P.O. Box 267, Clinton, La. 70722
N-41841 Bensen B-8M Ronald A. Esworthy 12600 Frederick Rd., West Friendship, Md. 21794
AKENG DUCE N-88789 Bensen B-8M Edward M. Frey 1707 Main St.. Fortuna, Calif. 95540
N-6769 John L Thomas Box 118, Manton, Calif. 96059 N-2PD Scorpion Too Frederick A. McWayne Plaza Dr., Watertown, N.Y. 13601
N-525BG Scorpion Too Briggs Gillespie 303 N. 47th St., A-38, San Diego, Calif. 92102
EDE BD-4 N-8441 Scorpion Too Joe Brisson 3665 So. Oneida Way., Denver, Colo. 80237
N-222HS Hugo Schneider 227 Griswold, Jackson. Mich 49203 N-9476 Scorpion Too Andres A Santos Buzon 506 Bo. La Torre, Barranguitas, P.R. 00618
N-328RS Ronald L. Smith 6209 W. Camelback Rd.. Phoenix, Ariz. 85033 N-18812 Scorpion Too Jean-Guy Paquet Coburn St., Jackman, Me. 04945
N-406BD T. W. Chun 109 W. Main St., Lebanon. III. 62254 N-36668 Scorpion Too Jackie W. Dickerson 2817 Ritchie Rd.. Forestville, Md. 20028
N-71 UK Kenneth H. Mitchell 410 Wellington Lane, Lemont. III. 60439 Sagittarius Steven White P.O. Box 9621, McConnell AFB, Wichita, KS. 67221
N-91369 George D. Barton 3502 Cortez Dr., Dallas, Texas 75220 I-ANGL Pasquale Frezza Via R. Boscovich-30, Milano. Italy 20124
BREEZY SAILPLANES
N-11TH Thomas P Harrington Rt. 1, Box 324, Delray Beach, Fla. 33444 N-3189 Cherokee RM Raymond L Shamblen 225 Viking Rd., Charleston. W. Va. 25302
N-15S Gary Whiteman 13020 Pierce St., Pacoima, Calif. 91331 N-8257 HP-14 Richard Korloch 19060 Partello Rd., Marshall, Mich. 49068
N-9246 Clifford E. Dennis 213 Hawthorne St.. Elyria, Ohio 44035 N-79106 Schweizer TG-2 Frederick F. Flood 3429 W. Parnell Ave., Milwaukee. Wis. 53221
CASSUTT SCOOTER
N-1RM Robert H. Myers 131 N. Main St., Columbiana, Ohio 44408 N-88DY David C. Yeoman R. 1. Toddville, Iowa 52341
N-14CC Clifford C. Flick 729 Myrtle Ave., Ashtabula, Ohio 44004 N-3886 Clarence E. Ward Troy, Kansas 66087
N-15AB Art Brown 394 Hunters Ridge, Marietta. Ga. 30060
N-38Z Eldon Lutz 962 N. Monroe, Ogden, Utah 84404 SMITH MINIPLANE
N-1PL Dan Mortensen 2263-3 McLaughlin, San Jose, Calif. 95122
CAVALIER N-11WD William Doty Schooner Cover, 8691 Spinnaker Way C-1,
N-491HC SA1025 Carl T. Hall 1823-A Wildbrook Ct., Concord, Calif. 94521 Ypsilanti, Mi. 48197
N-358L Claude L. Gray, Jr. 9635 Sylvia Ave., Northridge. Calif. 91324
CHRIS TENA MINICOUPE
N-44ME Melvin L. Ellis Rt. 2, Box 325-4, Cornelius, Ore. 97113 SMYTH SIDEWINDER
N-71GS Gerald W. Springer Rt. 2. Box 115, Gaston, Ore 97119 N-17A Don Adams RR 9, Columbia City. Ind. 46725
N-125JK John Kristich 125 N.E Higgs Dr.. Port Charlotte. Fla 33950
COUGAR
N-211V Halie Hider RD No. 2, Millville, NJ. 08332 SONERAI II
Cliff Lassmann 12665 Hickory Rd.. New Berlin. Wis. 53005
DAVIS
CF-APH Herbert Spilker RR No. 2. Dundas, Ont., Canada SPEZIO TUHOLER
N-11AH Andrew H. Harness 2805 S.W. 55, Oklahma City, Okla. 73119
EAA BIPLANE STARDUSTER SA-100
N-63C James V. Cavalier Box 373F, R.D. 4, Latrobe, Penna. 15650 N.MD Oren M. Cooley 1212 Jasmine. Amarillo, Texas 79107
N-6391 James H. LovinS Rt. 2. McDermott. Ohio 45652 N-1877 Jim Cox 7905 Dogwood, El Paso, Texas 74925
ZS-UFW Aurelio Proto Box 1989, Johannesburg. South Africa N.2581 Milo MjMer 7800 LoweN Ave skokie |N. ennyg
 EMERAUDE STARDUSTER TOO S A-300
Gene F Wnite
CF-APD John Von Lenz RR 1. Box 16. Ingelwood. Ont.. Canada LON 1KO - -T""^ "DH*?"".""rr ^tsnfin
CF-CDW William E. McMynn 649 W 52nd Ave.. Vancouver B C CAN V6P 1G3 N-HPS Richard C. Clack 70 Pine Flat Rd Santa Cruz. CaliT 95060
VH-KHV VenmkKarel 47 Greenslopes Cres.. Mt. Ousley. Australia 2519 N-13HX Phil C Max 2 Steven St.. Wall.ngtord Conn. 06492
' N-29BL W T Lemen Box 371. Frankfort. Ind 46041
FLY BABY N-77BG H. A (Bud) Giffen 4669 E Sunset Or . Phoenix. Ariz. 85028
N-8DS Dwight Skelton 34 Aldndge Lane. Watsonville. Calif. 95076 N-300TJ Timothy J. Brown 9212 Wedd. Overland ParksJ<f 66212
N-33SA StuAleshire 16640 Nearview Dr. Saugus. Calif 91350 N'307 Jenmngs Chesnut R t 7. Bx 1519. Lon don. Ky_ 40741
N-629AS AlvmSwegles 428 Bellaire Ave . Des Plames. Ill 60016 N-6099 Stanley Anderson Box 497. Tower Minn 55790
N-2536 DeanKleeman West Point. Nebr. 6B788 CF-AND JDePippo 114 Saskatoon Dr . Weston. Ont . Canada
CF-MOE Maurice Leger 539 Mam St.. Alexandria Ont. Canada KOC 1AO
CF-ZLY R A Stunden 1028 Shell Rd. E. Richmond. B C. Canada V7A 3X3 STARLET SASOO ,,, D .. r, r- , n* iv>^>
LN-BGY Sigurd Heiret M Grottenvn 20. Bekkelaget. Oslo. Norway N-445W John David HH'er 10354 Birkemeyer Or .Cincinnati Ohio 45242
' CF-DXT D MacArthur 3884 Bndgewater S t . Niagara Falls. Ont. Canad
QREGA GN-1
N-45392 Duane Merchant Box 187. East Dennis Mass 02641 STEEN SKYBOLT N-111PJ Paul Johnson Box 2099. Riverton. Wyoming 82501

HANG GLIDERS
Velderram Tim O Brien 1434 Marhill Rd Green Bay. Wls 54303 STEWART HEADWIND
- Leonardmo (Rogallo) Bagalmi Valter Via Oelle Rose N 6. Milano. Italy 20147 N-7WN Wayne L. Walton 1471 Chestnut Grove Rd .Salem. Ohio 44460
' N-73JR Jack Roberson 8602 E Malcomb Dr . Scottsdale. Ariz. 85253

HEATH PARASOL
N-953M Jack Scimone 79-46 68th Rd . Middle Village. STITS PLAYBOY
New York Cily. NY 11379 N-434K James Frost 249 E 33rd Place. Tulsa. Okla 74105

JODEL STITS PLAYMATE

F-12 George Knapper Rt 1. Box 208. Chisholm. Mmn 55719 N-1052A Ray Sheffield 1037 Waverly. Grand Haven. Mich. 49417
N-4519 Marland Malzahn R 1. Antigo. Wis. 54409
CF-LBF D-11 Lloyd B Fletcher 7766 16 Ave.. Burnaby. B C . Canada V3N 1P3 STITS SKYCOUPE
CF-ORC D-11 John Mrazek 795 No 4 Rd . Richmond. B C . Canda N-111KP Ken Peterman RR 2. Lakewood Add . Ft Dodge. Iowa 50501
ZS-UFT H Fischer Box 279. Brakpan, Republic of South Africa 1540
TAYLOR MONOPLANE
LITTLE TOOT N-452J Jerry Higginson 2303 So 3rd St.. Clear Lake. Iowa 50428
N-6381V Frederick E Thompson 303 W Prairie S t . Harnsville. Pa 16038 N-4302 Leon Starks 4528 C Jamestown Ct . Indianapolis. Ind 46226

LUTON MAJOR TAYLOR TITCH

HB-YAH Fedngom Antonio Corte Farina 4. Verona. Italy 37100 N-2571 Richard E Staskon 4220 W Fairfax. Oak Lawn. Ill 60453

MIDGET MUSTANG TEENIE TWO

N-9AA Alien Amsden 983 Grandview. St Paul, Minn 55113 N-8MD Max L Dauer 3548 Alexis. Toledo. Ohio
N-9459 C. M. Vellines Box 238. Beaufort. NC. 28516 N-15RB R Bettencourt 17 Miles Ave . Cranston. R I 02920
N-81431 Howard M Gage 8682 So 8th St . Kalamazoo. Mich N-468 Robert L Reves. Jr. Rt 1. Lueders. TX 79533
N-3303 Larry Lombard 420 Lampasas Ave. Sacramento. Calif 95815
MUSTANG II N-6790 Ernest G Montgomery 1938 Creston Rd., Cambridge. Ohio 43725
N-2EN Edward L Nilson 3219 Fairview Dr . Vista. Calif 92083 N-38937 Frank Oilman/Ted Durost Mars Hill. Maine 04758
N-9VB Vaughn Barbey 1782 Hibbard Dr. Stow. Ohio 44224
N-33RF Robert D Froehhch 34-C Wencker Way. Bremerton. Wash 98310 TERMITE
N-1310 B J Dent 889 Richmond S t . Macon. Ga 31206 N-9 Charles W Stockett Box 106 Folsom La 70437
N-8198 William F Gauntt 11610 N W 21st Ct. Ft Lauderdale. Fla 33313
CF-FKT Barry Lovegrove 44 Inglewood Dr . Dollard des Ormeaux. Que . CAN THORP T-18
CF-FKT W. D Wittek 1405 Kingsley Ave . No 91. Dorval, Que CAN N-11HG Howard H. Ginn 44140 No Gillan Ave . Lancaster. Calif 93534
VH-MMI BryanJ Davis 16 Parklands Gap. Riverton 6155. W Australia N-18CH Carl V Hoots 2120 Athens Ave. Redding. Calif. 96001
N-139G Robert A Griffith 661 E Foster. Roselle. Ill 60172
ORIGINAL DESIGNS N-150DL Don E Lankford PO Box 3. Sherman. Texas 75090
N-202NH Nagler Helicopter Bruno Nagler Nagler Aircraft Co . Phoenix Ariz 85036 N-199 MP Max Pendergrast 1611 S.W 26th St.. Ft Lauderdale. Fla 33315
N-7KP Humbug Kenneth D Pruitt 6209 Loftus N E.. Albuquerque. N M 87109 N-11101 Nick Seraphinoff 11411 Sherman, Warren. Mich 48089
N-850 Cragercraft Challenger John G Reid AMSAN. Caraewron ill.
FPO San Francisco. Calif 96601 VOLMER SPORTSMAN
N-5889 Julius G Cook RR 2. Box 78. Branson. Mo 65616 N-40VA Karl Dorzback 328 N State St , Dover. Del 19901
N-1060 Mid Wing Spl James Pregitzer 104 Ashworth. Horton Mich 49246 CF-AQX George Russel Culver RR 1. Box 16. Ingelwood. Ont. Canada LON 1KI
I-IANN I-66 S Francesco" Orlando lannotta Via Nicolardi 254. Naples. Italy 80131
N-5890 Skybird Alan M Johnson 220 W Park St . Cary. N C 27511 VOLKSPLANE VP-1
N-6681 Skyangle D-1 Nick Lowery 7695 Bellflower Rd . Mentor. Ohio 44060 N-1VP James R Mahoney 703 Milton Ave . Anderson. Ind 46012
N-12323 C/W Sportsman Jack C Colson Dorchester Ave. Middlesboro. Ky 40965 N-4SO Wayne De Sotel Box 31, Postville. Iowa 52162
N-491C Curtis and Sullivan James P Sullivan 953 Walnut Woods Dr. San Jose. Calil 95122 N-44CL Alvin H Garlick 132 Grand Ave . Rochester. NY 14609
N-3609 Sea Hawk Patterson Fletcher 27485 So River Rd . Mt Clemens. Mich. 48043 N-815DL R EGottenborg 1348 N West. Galesburg. Ill 61401
S N-3817 Ted Lambasio 507 N Swans S t . Abingdon. Ill 61410
POO ' 2 N-4323 Daniel J Wright 80 Evans St.. Osterville. Mass 02655
J Wayne Ison 7 Alpine Lane. Elkharl. Ind 46514 N-28070 WMIowbrook High School 1250 So Ardmore. Villa Park. Ill 60181
N-90891 Melvm Hocker 1261 Sugar Maple Dr Greenville. Ohio 45331
> PIETENPOL I-CAPA Giuseppe Blim/
S N-23OB Zara H Royal 3101 Culvert Rd. Medina. N Y 14104 Gianni Tieppo Via Dante 80 Lonate Pozzolo (VA). Italy 21015
* N-4568W Warren Weisenbach 4568 W 146. Cleveland. Ohio 44135
- N-5872 Chet Coover 421 W Linden. Coeur D Alene. Idaho 83814 WOODY PUSHER
Z N-411BZ Robert E. Zilliox General Delivery. Hanover. Ind. 47243
* PITTS SPECIAL
M Jim Stark 3265 40th Way So . Apt D.
St. Petersburg. Fla 33711
 WASHINGTON REPORT . . .
(Continued from Page 91)
but also from the standpoint of electronic equipment re-
quired.
9. FCC Fees. The Federal Communication Commis-
sion has published a proposal that would reduce fees for
restricted radio telephone operators permits and for air-
borne radio transmitters. This is in obediance to a Su-
preme Court decision last February which said that a
government agency could charge fees in amounts that
would pay for its services given to special groups but
could not expect to recapture its entire overhead costs
by such fees. So sometime in 1975 the FCC will reduce
the restricted radio telephone operators permits to $4
from $8 and to $6 from $20 for airborne radio transmitters.
Actually there should be no fees for these certificates since
the FCC performs no service to the pilot by granting him
a certificate to talk over a radio that was already approved
by the FCC at the manufacturers factory.
10. User Charges. Possibly the most publicized sub-
ject for general and sport aviation for 1975 will be the
question of user charges. Late in November of last year
the President in a budget message to Congress recom-
mended that a system of user charges on general aviation
be levied for the purpose of recouping some of the costs
of the national airways system.
The Administration will seek specific legislation from
Congress to permit the FAA to set fees for various FAA
services among which would be a departure fee of $10 at
airports with FAA control towers and radar service. At
airports with an FAA tower and no radar service the de-
parture fee would be $5 per aircraft. Other fees would be
$8 to $25 an hour for FAA employee time in inspecting
aircraft; airmen certificate fees ranging from $9 for a
student permit to $12 to $75 for a private or commercial
certificate. Airworthiness certificates would cost between
$160 and $400 and certificates for parts manufacture
and system support approval would cost between $350
and $1000. All of the above fees are estimates at this writ-
ing as the FAA has made no firm decision on what such
fees will be.
In addition the Administration has asked Congress
for legislation to permit the Aviation Trust Fund to be used
for FAA operating expenses.
All of these proposals would place an additional
financial burden on general aircraft owners and pilots.
They would be particularly severe for sport aviation
since many of these fees would not reflect the amount of
use of an aircraft. Departure fees would certainly cut down
on the activity at control tower airports and this might be
a good thing as it would point out the airports where
towers are a luxury and not a necessity.
The bright side of this picture is that Congress turned
down the concept of higher user charges for general and
sport aviation in 1973 and 1974 and also refused to allow
Aviation Trust Fund money to be used for FAA operating
expenses. It is difficult to predict what action a new Con-
gress with many freshmen members may do but if the old
timers have their say there will be no new and oppressive
user charges on sport and general aviation in 1975.
11. Fuel. Aviation gasoline seems to be in adequate
supply at the moment. Government controls have largely
been lifted and unless there is another Arab oil embargo
1975 should not present any serious fuel problems for
sport and general aviation. 80 octane fuel will continue
to get scarcer but this is an economic problem for the oil
companies and not one due to government interference.
Of the eleven subjects listed above only one (custom
built aircraft) require additional rules by the government.
All the others are actions that would reduce the burden
on general and sport aviation.
To sum it all up sport and general aviation's shopping
list for 1975 requests less government regulations with
fewer and simpler rules for us all.

LETTERS . . .
(Continued from Page 5)
Dear President Paul:
I believe your letter of November 21 had a
great deal of meaning to me because many of
our hangar flying and building hours are filled
with conversation concerning the present and
future role of EAA. I personally hate to see
EAA have to pick up the ball for the entire
general aviation community when there are
other organizations who claim "polities' with
the FAA and other agencies as their main ob-
jective. I admire you for realizing the situation
and devoting your time before the FAA had the
chance to close us down.
Oshkosh has experienced remarkable "con-
trolled growth." However, as you well know,
growth of that magnitude is extremely hard to
control. For the people who want sewer hook
upsand electricity I say that EAA is not affiliated
with Kampgrounds of America. Your staff has
provided more than adequate facilities, and I
hate to see potential restoration or museum
money go to the "sewer".
I think you have done a great job and bring
on your computers and such as long as we pro-
mote homebuilding and the safety of homebuilt
operation.
Sincerely,
J. Dean Birmingham
President, EAA Chapter 396
Humboldt Municipal Airport
Humboldt, Tenn. 38343
Dear Jack:
It was in reading the October issue of SPORT
AVIATION that I learned of the death of my
friend Al Neunteufel.
I was a member of Chapter 101 for many
years before I moved from the Chicago area
three years ago. During those years I became
68 JANUARY 1975
increasingly aware of how much of their busy
lives Al and his wife gave to their friends and
to the cause of sport aviation through EAA.
These friends in Chapter 101 and elsewhere,
I know, will not soon forget him and will miss
him sorely. I am sure headquarters must feel
much the same as, year after year, he spent time
and effort so far beyond what most of us have
to make, not only the annual Convention a
success, but the day to day things which mean
just as much.
Knowing how often we fail to express what
we feel and thus lose the chance to show our
gratitude and esteem for a great guy, I pen
these few words in his memory.
"May God's wings now carry him safely
through all eternity and may He bring comfort
to his family in their loss."
Sincerely,
John W. Marshall (EAA 20677)
212 Heath cote Road
Hendersonville, N.C. 28739
Dear Jack:
It is with regret that the European Office
has to advise you of the death in a flying acci-
dent of David Budworth, EAA 55187.
David was flying his private Cessna aircraft
when it crashed near Norwich Airport, England.
He was well known for his immense technical
knowledge in gas turbine technology and de-
sign and was working on a project to have a
light aircraft powered by one or two of his gas
turbines on show at Oshkosh during a future
International Convention.
Yours sincerely,
Harold Best-Devereux
Dear Paul:
I received your letter as of yesterday for
HELP, HELP, HELP, as it was sent to my old
address. So only took 34 days for it to reach
me. I am now in Indonesia some 1500 miles
from my mailing address so it takes some
times a week for my mail to reach me after
arriving in Singapore, as it is delivered by our
company DC-3 to my location.
Paul, I have been very busy setting up opera-
tion here in Balikpapan Indonesia and have neg-
lected getting my dues into you so I owe you
an apology for my negligence. After receiving
your outstanding letter I decided I would
take the time to kill two birds with one stone,
as the saying goes. So enclosed you will find
a check in the amount of $100.00, please put
me back in good standing with EAA and get
my EAA magazine coming my way again, and
use the remaining for my contribution for
developing of the EAA Air Museum at this time.
I hope that each and every member of EAA will
do as I have done, read your letter and measure
in his or her mind the educational potential
alone, for ourselves, our children and their
children. If they will do this as I have done I
do feel that the support you will receive will be
outstanding What is our goal for our children,
but to see that they have it better than we as
fathers and mothers did. But, too, I want my
children to be able to go back in the past and
see for themselves the way I lived and in what
better way than the EAA Air Museum Founda-
tion along with our many more foundations can
we preserve our life time of work. I am with
you 100%, Paul, and I want you to feel at any-
time you need what little service I can offer you,
to feel free to call on me. I do hope that all of
the EAA members will feel the same as I. If
you feel that this letter from an EAA member
would help in anyway, please feel free to use it.
Sincerely, a friend and member of EAA
Thomas W. Flinn
11-B Goldhill Plaza
Newton Road, Singaport, 11
LETTERS . . .
(Continued from Preceding Page)
Dear Paul:
This letter is in response to Gregg Erikson s
letter telling about his experience with a can-
opy flying open on the Sonerai
There have been four times during my flying
efforts that a canopy has come open or failed
in flight
The first time was in a Schweizer 2-22 glider
an aero tow at about 1000 AGL. Speed about
65 mph Student on hitting a gust grabbed the
nearest object to hold on to and pulled the cable
that released one side of the canopy The can-
opy immediately opened sideways. The glidei
continued on tow and with some verbal en-
couragement the student managed to close the
canopy result one crack about 6" long
starting at an attach screw.
No. 2 was in a Mooney Mite. The top of the
canopy has an S-shaped crack about 2" long
stop drilled at each end At 12.000 feet and
about 100 mph IAS there was a loud bang fol-
lowed by extremely clear vision sideways. The
canopy had disintegrated The windshield of
course was untouched The airplane flew as
before although it was windy cold and
noisier Before landing, like 15 minutes later,
I tried a stall and found the stick was jammed
by a piece of broken plex this was removed
and a normal landing made Got several minot
face cuts from this.
No. 3 was also a Mooney Mite This had a
fiber-glass roof on the canopy and separate
side windows Temperature at George AFB
was 110 so I took off with the canopy open.
On reaching cruising altitude I attempted to
close the canopy which did not want to go all
the way forward. I tried pushing harder with
both hands and the left plex panel came out of
the frame at the back lower corner. For the
next two minutes. I had canopy flutter, after
which the plex failed and we made an unevent-
ful but slow (canopy open speed was 109) trip
home. Investigation showed that the piece had
flown back hitting the vertical fin where it
broke into two pieces which richocheted down
penetrating the plywood of the horizontal
tail on each side There were two 90 breaks
about 1" long in the ply about 8" outboard of
the fin centerline on both stabilizers.
No. 4 was in the Pazmany PL-4 and resulted
in a design change to Paz's excellent little air-
plane. I was making touch and go landings at
Flabob. On about the fourth landing approach
aT-6nosed over on touchdown ahead of me and
the controller waved me off At the same time
as I applied throttle to go round the canopy
opened sideways with a crash. Speed was about
65 indicated, altitude was like 10 to 20 feet,
attitude was nose up for climb. There was
some slight yaw but no pitch that I noticed.
The left canopy frame member was interfering
with my head so I grabbed it and tried to force
the canopy closed. The frame was bent and
would not close, so I climbed out, holding it
until I had 1500 feet and then used both hands
to force it back into shape and latch it. I then
spent about two minutes removing loose shards
from the frame and cockpit and put them in
the aft baggage area Like the Mooneys the
PL-4 has a separate windshield so wind was no
problem. I'd prefer my canopy breaks a little
higher, of course The landing was normal.
There was some blood in the cockpit be-
cause in my hurry at the crises I didn't pay
much attention to the fact that I was pushing
down on a sharp edge of plex
I was wearing a suit during this flight. The
canopy latch was just aft of the throttle and
opened forward. It was a small round knob
about an inch in diameter to grab for operation.
Our conclusion was that the cuff of my suit
coat had caught on the knob (perhaps more
than once) as I was opening the throttle and
finally unlatched the canopy just as I was
starting to go around.
I think it is apparent that a fixed windshield
separate from the canopy and permanent in lo-
cation can make an unlatched canopy situation
less hazardous
In all cases the aircraft was still flyable.
Sincerely,
Walt Mooney (EAA 1567)
2912 Cabrillo Mesa Dr.
San Diego, Calif. 92123
Dear Paul:
Received the October issue of SPORT AVIA-
TION and have enjoyed reading it very much.
Since the magazine has come out, I've been
receiving inquiries about plans for my P-12
project It seems that on page nine it states
that I am building a P-12 replica
In reality, I am restoring a genuine Boeing
(Serial No. 1143. Model 100. built by Boeing in
1929) consequently. I have no blueprints to
offer anyone wanting them.
This is the same Boeing flown by stunt
pilot Milo Burcham back in the thirties for air
show work. Later, Paul Mantz purchased this
Boeing and used it for movie stunts
I have been so many years restoring it. I guess
many folk thought I was building a replica.
With a little luck. I will have it back in the air
next summer.
Sincerely,
Ted Voorhees
Rt. 1. Box 324P
Delray Beach. Fla 33444
Dear Mr Poberezny:
I realize your organization is one of educa-
tional functions in the custom-built airplane
area. But. Mr. Poberezny, I have a complaint,
my WIFE is building an airplane. She calls it a
Stephens Akro Modified.
The other day. the local ABC station took pic-
tures of her. the plane, and. of all people, me.
The blooming reporter kept asking me why I
went along with the idea. I said I didn't have
much say, nor did I have any regrets about her
building it. We still have dinner every night.
The beds are made, the house is clean And
she's paying for every part out of her own
pocket.
But. with all the furor by these news people,
it makes me nervous. The day before yester-
day, I was out sweeping the veranda when all
of a sudden the sky lit up and I was blinded.
Yup. Another reporter, this time from a news-
paper, camera and flashbulbs in full battle
dress and ready to go. By the time I got my
vision back, I'd answered ten questions before
I knew who the devil I was talking to. Imagine
me in my housework clothes, broom in hand,
hair not styled, on the front page of a big
newspaper. Sheesh
Then there was the time I'd just taken a
shower. I'm all but naked with only a towel
wrapped around my 'center-section" I think
it s called, when the door flies open, in walk
two strange men in business suits, all very
official looking. A quick introduction as I was
dripping all over the floor I had just cleaned,
told me that these were FAA inspectors there to
look at the airplane Well. I was just too em-
barrassed for words.
I really don't like to be a moaner, but please.
Mr. Poberezny, isn't there something you can do
to make it a little easier on us husbands. The
next thing you know she'll have the darned
plane in the living room. WAIT, what's
this??? Well, it's too late, Mr. Poberezny. I
just found the rudder pedals in the bathroom.
(She keeps current in taildraggers.)
Hopefully.
Sonny Everett
13808 N 36 Ave.
Phoenix. Ariz. 85023
P.S. I'm only kidding about the bathroom.

HOMEBUILDER'S CORNER . . .
(Continued from Page 2)

I have had quite a number of inquiries regarding

N-851 LT is the 118th Thorp T-18 to fly and is serial num-
ber 851. "LT" is for Lyle Trusty (EAA 18099) of 43 Conk-
lin Street, Farmingdale, N. Y. 11735. The aircraft was
largely built in Hampton, Va. and finished in New York.
It is powered by a 150 Lycoming and before the 50 hours
were flown off. was restricted by FAA to take-offs and
landings at Brookhaven airport were the FBO only sells
100 octane . . . at 83c a gallon! The 0-320 Lye normally
burns 80 octane. At 70% the Thorp will do 175 mph.
Lyle previously built a Volmer VJ-22 Sportsman.
both the Pober Pixie and the Acro Sport. Do I intend to
design a two place version of each? Time to accomplish
this task is extremely critical for me and though I would
much rather be working in the shop or building our con-
vention site or our future Headquarters and Air Museum
at Burlington, Wisconsin, there is always the reality of
administrative work, correspondence, planning, etc.,
hanging over my head. I would like very much to design
a two place tandem, VW powered Pober Pixie . . . and if
time permits between Christmas and New Years maybe
we can squeeze it in. I've already accomplished a lot of
the thinking part.
We here at Headquarters the EAA staff, the officers
directors, the Air Museum trustees and Division officers
want to thank you for your fine past support during
1974 and wish all of you a safe and prosperous 1975. As
old-timer Nick Rezich would say, keep your radiator on
the horizon.
SPORT AVIATION 69
 BIRCH & MAHOGANY PLYWOOD *" ' mm 1

+ C e r t i f i e d spar quality Spruce < < +

AN & NAS HARDWARE
Wing Kits, Fuselage K i t s , Fuel Tanks Covering Materials
ACROSPORT SKYBOIT PITTS SPl
ACRODUSTER KR 1 - K R ? VARIVIGGEN
COOT VP 1 - V P 2 STOIP " V - S T A R "
K i t and component prices on request. C A T A L O G I 2.00

AEROBONO 2 1 7 8 (The best adhesive we know of) (9.50 qt.

ML360Fjll 360 Channel
Comm Transceiver $630.00
Art Air Aviation
East San Carlos Avenue San Carlos, California 94070 k
(415) 591-2229 days, or 355-8076 evenings

ML200 NAV/Comm Transceiver

HATZ CB-1 100 Channels Comm & 100
A new, light, straight wing, VT Channel NAV *$565.00
two-place, biplane.
Good performance on 85 H.P. 150 H.P
max. Landing at 45 M.P.H. 90 M.P.H,
cruise (with 100 H.P.).
Over 450 hours of flight testing.
Conventional tube, wood and fabric.
Complete plans, 24 sheets, $125.00.
Three-view and color photo $1.00.
Material kits available.
Write: DUDLEY KELLY FROM PLEASURE TO PLANS
Rt. 4, Versailles, Ky. 40383 Now you can build a Hatz CB-1.

OLC 30 OMNI/Localizer *o^r nn

OBS $315.00
BothML200&OLC30 For $695.00

IF PRICE ISN'T A GOOD

ENOUGH REASON TO
BUY OUR RADIOS, THEN
RELIABILITY &
EXTENDED
WARRANTY SHOULD BE.
Our New Year's resolution? We want
everyone to fly our radios, so we're
offering them to you directly, at as low
a price as we've ever advertised. And
the reliability is so good, we're
offering a two year warranty.
Sport planes, gliders, racers,
balloons, experimentals whatever
TERRA is what flyers are turning to
after all, what could be better than
a reliable radio costing less than all
the others?
For more information on the complete Terra
Corporation line of communication and
navigational equipment. write to

CORPORATION
3520 PAN AMERICAN FREEWAY
ALBUQUERQUE, NEW MEXICO 87107
(505) 345-5621

70 JANUARY 1975
 CALENDAR OF EVENTS
Items to appear in Calendar of Events in Sl'ORT AVIA-
TION must be in EAA Headquarters office by the Sth of
the month preceding publication date.
JANUARY 10-12 FORT PIERCE. FLORIDA 2nd Annual Sandy Shoes
Festival Contest sponsored by IAC Chapter 23. Sportsman through
Unlimited. Friday, January 10 - Practice day Contest January 11-
12 with air show on one afternoon. Prize money for each category.
Contact Tinker Thomas. Box 1056. Ft. Pierce. Fla. 33450 Phone 3051
464-4650.
JANUARY 17-19 MARCO ISLAND, FLORIDA Joint fly-in of the North
Central and Southeast Chapters of the American Bonanza Society.
Contact: North Central Chapter, 2BOO S. Clement St., Milwaukee
Wise. 53207.
JANUARY 24-26 LAKELAND, FLORIDA 1st Annual Sun and Fun
Fly-In. Cosponsored by EAA Chapter 454 and Southeast Sport
Aviation Council Contact: Martin Jones. 1061 New Tampa High-
way, Lakeland, Fla. 33802.
MARCH 28 - 30 MANSFIELD. OHIO Midwestern Symposium on
Soaring Technology. Contact: Midwestern Symposium, c/o Amtech
Services. RD 8. Box 359, Mansfield, Ohio 44904.
APRIL 6 MESA. ARIZONA 9th Annual Desert Sportsman Pilots
Association Benefit Air Show. Falcon Field. Contact: Bill Bullock,
3325 E. Turquoise Ave., Phoenix. Ariz. 85028 - (602) 996-3586.
JULY 29 - AUGUST 4 OSHKOSH, WISCONSIN - 23rd Annual EAA
EAA International Fly-In Convention.

SMYTH SIDEWINDER
1SM EAA "OUTSTANDING DESIGN"
High performance, all metal, two-place
sportplane. Designed with the amateur
builder in mind. Three-view, specs, sam-
ple drawing, 15 page illustrated brochure
$200. Good quality, easy to follow, step-
by-step construction drawings. $125.00
Plans may be purchased in five - $25.00
packages if desired.
JERRY SMYTH
Box 308, Huntington, Indiana 4(750
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

COMPLETE HARDWARE FIBERGLASS REPLACEMENT

SUPPLIES
Aqua Glider
Eaby Ace
Baby Great Lakes
Kingfisher
Mustang
Pazmany PL l & 2
WHEEL PANTS-NOSE COWLS
Cessna 120, 140, 170 pints $ 59.00
ED-4 Sidewinder Instillation kit 19.95
Coot Starduster Piper J.3, PA-11. 12, 18 59.00
Eakeng Duce Starlet Installation kit 17.50
Cessna 190, 195 76.50
Dyke Delta T-18 Aeronca 11AC. 7AC 55.00
Fly Baby Turner T-40 Installation kit 13.50
Heath Bantam Taylorcraft pints ....... 55.00
Others in Process Installation kit 13.50
Antique Waco, Stinson, Fairchild 95.00
Instillation kit 29.50
500x5 wheel pants 55.00

tti
EVERYTHING IN HARDWARE
Luscombe wheel pants 59.00
SEND YOUR REQUIREMENTS Installation kit 19 50
Cessna 150. 172, 182 kit Including hardwire 169.00
SPENCER AIRCRAFT Pipw PA-22 and colt kit Including hardware . 138.00
Piper Cherokee fender kit Including hardware 159.00
INDUSTRIES Stearman Wheel pants 95 00
1410 DALLAS SEATTLE, WA. 98108 Installation kit 29.95

Piper J-3 cowling assy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$94.50

Aeronca 7AC. 11AC cowl ....................................... 65.00
TAYLOR MONOPLANE &
PA-20. PA-22 (with oil cooler cutout) .......................... 55.00
TAYLOR TITCH PA-12, 14. airly PA-18 .................................... 55.00
Taylor Mono. The popular single-place Luscombe 8A thru 8F ..................................... 55.00
low wing, all wood, aerobatic model. 30
to 60 H.P. 100 mph. with 1300 c.c. VW PA-H. 15. 17 ........................................... 49.95
engine. Excellent plans, fully detailed.
$30.00. Taylor Inch. A super single place Taylorcraft BC12D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.00
low wing aerobatic tourer/racer. Simple Stinson Cowl ......... 69.00
to build wood construction for 40 to 95
H.P. engines. Superb plans for this su- Ercoupe (addition of 1" hp req'd. for certain models) ......... 55.00
perb airplane include full size rib sheets,
material list, and numerous advisory Acro Sport Cowl. Pitts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.00
notes. $40.00. Send $3.00 for details,
brochures and colored photo of both air-
planes. Construction pictures, per set STARDUSTER
$2.50. These plans are obtainable only
from . . . SPECIAL STEENS SKYBOLT *55 00
Mrs. John F. Taylor WAG-AERO, INC.
25 Chesterfield Crescent
North Road Lyons, Wisconsin 53148 Ph. 414, 763-9588
Leigh on-Sea, Essex, England SEND FOR FREE CATALOG

SPORT AVIATION 71
 m
"N,

'T*"

: 1
^:

-M:*:gfcSigBS3 SPECIAL EAA OFFER!

EAA Jacket Reduced

GO EAA "Pjji
The EAA Jacket (not shown) with the triangular white
panel is being closed out. Save on the unlined version.

ALL THE WAY!

Unlined Medium and Large Only .................. <P I **

Lined X-Small, Small, Medium, Large & X-Large . !pl 5

Each special offer item, enclose $1.50 additional for
postage and handling.

JACKETS & BLAZERS

New EAA Jackets in our traditional blue with double white stripes. EAA Patch
over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but
made of same materialas jumpsuit shown above.

Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . $26.95 Adults Small Children Small (5-8)

Polyester Cotton EAA Jacket . . . . . . . . . . . $15.95 Adults Medium Children Medium (8-11)
Antique Airplane Pattern Adults Large Children Large (10-13)
(Polyester Cotton Only) . . . . . . . . . . . . . $15.95 Adults X-Large
Liners for above Jackets
(order same size as jackets) . . . . . . . . . $11.95
Smart new double knit blazer in EAA blue with embroidered EAA Patch.
SIZES
Double Knit Blazer.............................. $59.95 Men's Sizes Only 36-50 Short
Men's Sizes Only 36-50 Regular
(Above Items Postpaid) Men's Sizes Only 36-50 Long

Note Orders for Jackets, Blazers and Jumpsuits described on these pages should be
sent to EAA Headquarters. Apparel will be shipped (allow 4-6 weeks for delivery) directly from
the manufacturer, Flight Apparel Industries, Hammonton Airport, Flight
Apparel Lane and Columbia Road RD 4, Hammonton, NJ 08037. Any returns or exchanges must
be returned directly to Flight Apparel Industries.

All Photos by Lee Fray

 JUMPSUITS * PUBLICATIONS
You've been asking for it for years an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex __ Basic Hand Tools, Vol. 1
fire retardant material also a wild antique airplane pattern. __ Basic Hand Tools, Vol. 2
__ Custom Aircraft Building Tips, Vol. 1
These jumpsuits are tailored and fit beautifully no __ Custom Aircraft Building Tips, Vol. 2
baggy look. Custom Aircraft Building Tips, Vol. 3
__ Custom Aircraft Building Tips, Vol. 4
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95 __ Custom Built Sport Aircraft
Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . $27.95 Handbook
Antique Airplane Pattern (Polyester Cotton Only) $27.95 __ Design, Vol. 1
Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95 __ Design, Vol. 2
__ Design, Vol. 3
__ Engine Operation, Carburetion,
SIZES Conversion
Men 36-50 Regular Ladies 6-20 Regular __ Engines, Vol. 1
Men 38-50 Long Ladies 8-20 Long Engines, Vol. 2
__ Engineering for the Custom Aircraft
Builder Hoffman
Note When specifying sizes for jumpsuits, indicate __ Metal Aircraft Building Techniques
height, weight and suit or dress size in addition to the above __ Modern Aircraft Covering Techniques
information (i.e., 40 Regular). __ Pilot Proficiency
__ Pilot Report & Flight Testing
(Above Items Postpaid) __ Service & Maintenance Manual
__ Sheet Metal, Volume 1
__ Sheet Metal, Volume 2
__ Sport Aircraft You Can Build
__ Tips on Aircraft Fatigue
EAA Embroidered Jewelry
__ Welding
Cloth Patches Brooch - yellow gold sunburst __ Wood, Volume 1
EAA - Small (cap size)......... $ .75 with EAA emblem ........... $6.80 __ Wood, Volume 2
EAA - Medium (Vh" x 4Vi".. $1.95 Charm - on white gold plate or __ Wood Aircraft Building Techniques
EAA - Large (5" x 6") .......... $2.25 yellow gold plate........... $ 4.80
EAA Wings........................ $1.50
Earrings - regular.............. $ 9.80
Aircraft Builder.................. $1.75 75
Earrings - pierced,
Antique/Classic Division ..... $1.75
post-type...................... $11.25
I.A.C. Division................... $1.95
Wire type........................ $11.25
EAA Vinyl Decals Lapel PinrTie Tac (blue
EAA Standard (round)......... $ .50 and gold) ..................... $ 3.00 Add 30c postage first publication, 10c each
additional manual.
EAA Winged...................... $. 50 Lapel Pin/Tie Tac (white
Antique/Classic Division ..... $ .50 and gold)..................... $ 3.25
I.A.C. Division................... $ .50 Tie Bar............................ $ 5.55
How to Build the Acro Sport ... $4.50
Other
C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30
Metal Aircraft Placards........ $2.50 Plans
C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
Flight Bags (14" x 5" x 11 ft") $7.50 EAA Acro Sport................ $60.00
EAA Air Show and Fly-In Manual $2.80
Garment Bags (1 suiter)...... $2.25 Super Acro Sport Wing
Golden Age of Air Racing . . . . . . $2.80
EAA CAPS Drawings...................... $15.00
Wings of Memory . . . . . . . . . . . . . $2.80
EAA (white mesh, Acro Sport Info Kit........... $ 4.00
Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
blue visor) . . . . . . . . . . . . . $3.50 EAA BiPlane P-2................ $27.00
Flying Manual, 1929............ $2.30
Men's sizes . . . small, medium, large Pober Pixie...................... $30.00
x-large Flying & Glider Manual, 1932 ... $2.30
Farm Type Hangar............ $ 5.00
Ladies . . . one size, adjustable to fit all Flying Miscellany, 1929-33 . . . . . . $2.30
"Fun in the Sun" . . . . . . . . . $5.00 EAA Log Book for the Custom-Built
(sailor type - small, medium, large, Airplane . . . . . . . . . . . . . . . . . . . . $1.30
x-large) EAA Sport Shirts
Theory of Wing Sections ....... $5.50
Skool . . . . . . . . . . . . . . . . . . . . $3.95 Knit pull over types with zipper at
Hang Gliding (by Dan Poynter) . $5.25
(knit cap, navy and gold) neck. EAA emblem. Sharp in red
Miscellaneous or blue! Specify color. Small,
EAA Lucite Key Chain .........$ 1.25 medium, large, (All books lower section Postpaid)
EAA Letter Opener........... $ 1.80 extra-large....................... $12.50
EAA Coaster Set (4)........... $ 1.55
(Order Today All items this Section Postpaid)

Send check or money order to:

EXPERIMENTAL AIRCRAFT ASSOCIATION

P.O. Box 229 Hales Corners, Wisconsin 53130
SPORT AVIATION 73
 SWAGE-IT
YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated:
ft '/,t". 12 for $1; %,\ 10 for $1 "SWAGE-IT"* TOOLS
" K". 20c ea.; %,". 25c ea. #2 for V, &" & tt"
K". 50cea.; >i". 75c ea.
Nicopress Oval Sleeves $12.50
Stainless Steel Thimbles:
| AN 100-C3 Of," & %,") 8 f o r $ l ; #3 for V4", %", %" and '/<"
AN 100.C4 C/8") 6 for $1; Nicopress Oval Sleeves $27.50
AN 100-C5 O-j,") 20c ea
AN 100-C6 C-(t-) 30cea._____ Tightening bolts applies swaging pres-
sure. Will hold (ull rated strength of
Galvanized Cable MIL-W-1511A: cable. 'trademark
7x7, V,t". lie ft.; ! 14cft.;
7x19, %", 19cft.; :". 21cft.; 13th Year Nationally Advertised
, 25c ft.
S & F TOOL CO.
Send check or M.O. with order. - E Bnl ,c.R r..t,u. , - ,,, , ofi
Q R
Calif, residents add 6% Sales Tax. 'lf""t 1MB Costa Mesa' Calif ' 92626
Orders postpaid in U.S.A.- Foreign Orders Add 10%. J

. 14'4" FUEL CAPACITY BARKER

. . .20'2" TOP SPEED . .
420 LBS CRUISE SPEED VW Engines - Ports - Fittings
BOO LBS STALL SPEED .
VW 1600 SEATS . .

Ted Barker
Experimental Engines
Palomar Airport Bldg. SE
FREE INFORMATION Carlsbad, California 92008
Telephone (714) 729-9468 01 729-9033
RAND/ROBINSON ENG., INC
ALL NEW (including case)
HAND BUILT ENGINES VW
5 5 - 1 0 3 H. P. Ready to install.
DETAILED PUNS & INSTRUCTIONS '45.00
Construction Kit* alto available CONVERSION PLANS
by TED BARKER (VW) $5.00
INFORMATION PACK
AND CATALOG $1.00

THE NEW EAA ACRO SPORT - A SPORT BIPLANE FOR EVERYONE!

aao 22 BIG SHEETS OF BEAUTIFULLY DRAWN

PLANS THAT CONTAIN:
NEARLY 100 ISOMETRIC DRAWINGS,
PHOTOS, AND "EXPLODED" VIEWS.
COMPLETE PARTS AND MATERIALS
LIST.
INVERTED FUEL SYSTEM DIAGRAM
FULL SIZE RIB DRAWINGS
METAL OR PLYWOOD TURTLE-BACK
COMPLETE CONTROL SYSTEM AND
LANDING GEAR DRAWINGS.
PROFUSELY ILLUSTRATED BUILDER'S
MANUAL.

NOW AVAILABLE

ACRO SPORT PLANS Super Acro Sport

Wing Drawings $15.00

Info Pack . . . . . . . . . . . . . . . . . . $ 4.00 EAA AIR MUSEUM FOUNDATION

COMPLETE PLANS Box 229
and Builder's Manual . . . . $60.00 Hales Corners, Wisconsin 53130

74 JANUARY 1975
 IAC IS ... The world s largest aerobatic organization.
Consisting of over 2500 members, IAC is the voice for
sport aerobatics. There are also over 30 local Chapters of
the Club scattered all over the United States. Canada, and
South Africa. IAC sponsors dozens of aerobatic contests,
judge's schools, training sessions, and educational meet-
ings. The Club publishes the most comprehensive maga-
zine on aerobatics available, Sport Aerobatics. IAC gives
you the opportunity to participate in the mostdynamic and
exciting aspect of the sport aviation movement within the
framework of the EAA. Dues are $13.00 per year
and is open to anyone interested in aviation and
who is a current EAA member. Write today!
INTERNATIONAL
A E R O B A T I C CLUB

A.C.
YOU GET . . . For your annual dues, the following:
1. Twelve issues of Sport Aerobatics containing many inter-
esting and educational articles and pictures.
2. Membership number and card and offical decal.
3. Your own copy of the IAC Official Contest Rules.
4. Eligibility to fly in the many IAC sanctioned events.
5. Numberous programs available to IAC members, in-
cluding the Aerobatic Achievement Awards Program,
the Judge's Continuing Education Program, and others
oriented toward the aerobatic enthusiast.

INTERNATIONAL AEROBATIC CLUB, INC.

CONTACT: P. O. BOX 229, HALES CORNERS, Wl 53130

ADJUSTABLE PITCH PROPELLERS
TAKI TMI &WIH WOtK OUT Of PROP
V W
PL ANITA* Y
1 ILAMi -
SO H P TO ISO-H
GEAR DRIVE
- NO INClNI MODIIACTION MOAJIRID
- llir $TAT(I IQUIPPID
- fOUD TMIM TOURllLf
..... ....
ALL IN&INII
flOM 1CALI PLAN)
1CAI
*Ot rMOIVIMjAL ITIM UNO fl 00 *Ot INfO
FOR All ITlMI UNO MM KM INfO PACKIT
PHOTOS LAVQUTS SPICS 3*1* fK C f i
SCND 11 X ( X T B A OUTVCf J S A
iNfo PACKIT rittci RIFUNDAIU
SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $5.00
Because of the tremendous response to our special "warehouse bargain price"
sale, this offer has been extended indefinitely! Added to this SPECIAL are
SPORT AVIATION issues for 19721 Go through the following list, pick out any
J LADIl
12 issues and pay only $5.00 for them (instead of the usual $7.20). EAA is mak-
ing this offer to clear out badly needed storage space. Take advantage of this
offer while the issues last. This offer is for issues up to and including December.
1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less
than 12, of the years prior to 1973, sell for 60c each, as do oil issues of 1973,
1974 and 1975. Back Issues Available are the following . . .
1960 - July, September, October, November
1961 - July, August, October
1962 - May, June
1963 - September. October. November, December
1964 - January, February, March. April, May, June, July, Sept., Oct., Nov., Dec.
1965 - January, February. March. April, May. June. July, Sept., Oct., Nov.
1966 - May, June. September. October, November, December
1967 - March, May, July, September, October, November, December
1968 - January, February, March. April. May. July. August, Sept., Oct.. Nov., Dec.
1969 - January, February. March. April. May. June. July. August, Sept., Oct.,Nov.. Dec.
1970 - January, February, March, April, May. June, July. Aug., Sept., Oct., Nov., Dec.
1971 - January, February, March. April, May. June, July. Sept., Oct., Nov., Dec.
1972 - January, May, June, August, September, October. November, December
1973 - July, August. September, October, November, December
1974 - January, February, March, May, June, July, Aug., Sept., Oct., Nov. and Dec.
8 BACK ISSUES OF AMERICAN AIRMAN 1956 61 (Not All Available)
were .50 each NOW ONLY 25c ppd.
VW- RILT
O
DRIVES START Make check or money orders payable to
AS LOW AS $199"
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
GYRODYNAMC SYSTEMS P. O. BOX 229
P O IOX SS DIPT .191 HALES CORNERS, WISCONSIN 53130
REDLANDS. CALIF 92373

SPORT AVIATION 75
 PLANS FOR ALL-WOOD FLY BABY

FOLDING-WING
SINGLE-STATER

WINNER OF 1962
EAA DESIGN
CONTEST.

$25.00

Simplified step-by-step assembly drawings SEND $1.00

and detailed printed instructions. for literature,
specifications,
material costs,
PETER M. BOWERS tooling re-
quirements,
13826 DES MOINES WAY SO. large flight
SEATTLE, WASH. 98168 photo.

Build Paul Poberezny's latest design, the VW powered

Pober Pixie. Features a very roomy cockpit, super short
HOMEBUILDERS
field performance, economical operation and is easy to
built. Plans consist of 15 big sheets drawn by Bill Blake New (Bede 4 Cowl)
who also did the widely acclaimed EAA Acro Sport plans. Tailwind, Cougar, Bushby I
& II, VJ-22, Loving's Love,
The Pixie is a very docile little'- sportsplane designed Smith Miniplane, T-18, PL-1,
for the pilot who wants an honest, inexpensive fun air- PL-2, Pitts, Starduster, Sky-
plane for weekend and sparetime flying. bolt and others.
Marcel Jurca MJ-77
Plans are only $30.00. Mail your check to: (P-51 3/4 scale)
Information Package $5.00
Full cowls, tip tanks, wing tips, spinners, prop extensions,
wheel pants, engine nucelles, air scoops, Pazmany nose
EAA AIR MUSEUM cowls, wheel pants for tri-gear, and bucket seats, prop flange
reinforcement. Fiber-glass kits and aircraft spruce.
FOUNDATION, INC. WRITE FOR CATALOG - $1.00
BOX 229 GEORGE & JIM RATTRAY AIRCRAFT PARTS
HALES CORNERS, WISCONSIN 53130 2357 Afton Road Beloit, Wls. 53511
(608) 362-4611

AL BUTLER will do your

49% with PRECISION!

COMPLETE SERVICE STITS C A T A L O G

. Certified aircraft quaity material LISTING
cut to blueprint skes full ___ > _
COMPLETE WOPD WTSJ}Y A BUILDER
Sitka 'Spruce, Prn,--Dcwgls'iK~_ Ail Plywoods - Nails HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wmg.rtbs fabricated [ANrJrsfcijSare packagesta&e-complete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to" conform to plan.- ddWritb cotter pins;ar>d aWdetailSVfti!,
; INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
AEROLITE'306* ) ' :i".--'- -
ONE SHOP '.jO^IE STOP/^3-S
-.TT'I- CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
4130TOBWG KITS MADE UP TO'T.tlE^PE^.OF ; STRIPPER, REPAINTING & RECOVERING SUPPLIES.
PACKAGES '
AIRCRAFT YOU ApE_E.UTLDIMe ;"
flfag"an3*Anti-drag wires with ' '
fittings to your specs. ... POLY-FIBER AIRCRAFT COVERING PROCESS
f\ V.W. Rpp Flanges r SuHt by B^tjer -- SERVICE PROVEN, NON-BURNING
"'ilLMachine Shop FaciWies^^ COMPLETE FABRIC COVERING SYSTEM USING
Ifern faciUtiea-tiseafor iwelded NEW MODERN MATERIALS
Clients, fuselages', gears, etc^g
. Complete follawfhrough
on your project. We are WRITE OR PHONE FOR CURRENT CATALOG AND STITS
a shop, not just a store! DISTRIBUTOR LIST
FAA Facility # 103-13

Quality materials and Craftsman-

Patronized by Ptiticolir Baiters ship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
STITS AIRCRAFT COATINGS
POST OFFICE BOX 3084S ^
RIVERSIDE, CALIFORNIA 92509^,
A.M. BUTLER, EAA 57353
R.0.2. Box 174 BLAIRSTOWN, NJ. 07825 PHONE 714-684-4280
AC/201-362-6333
76 JANUARY 1975
 Forced to Sell ACRO SPORT ^
One & Only
HAWKER II
A Pleasure
A S S E M B L Y KITS
to Fly PRE-ENGINEERED ASSEMBLY KITS TO
See CONSTRUCT A PROVEN DESIGN
January 1974
"Sport Aviation"
Will Contribute
10% to EAA.
HAWKS HAVEN
AIRSTRIP
New Auburn Wls.
54757

SPORT AVIATION SUPPLY

We Carry A Complete Line Of KITS INCLUDE:
HOMEBUILT MATERIALS Cut & Beveled Spars Shock Struts
4130 Tubing Sheet Steel Rods Aluminum Machined & Cast Formed Fiberglass
Sheets Angles Flats Tubing Aircraft and Components Components
Marine Plywoods Hardware Dopes Fabrics Pre-formed metal & Complete covering &
Props Gerdes Wheels & Brakes Tires & Tubes Aluminum parts finishing materials
Welded Tanks All Basic Accessories
We Specialize In The Smyth All kits conveniently packaged for individual assembly
"SIDEWINDER" purchase. Send for FREE illustrated kit brochure. Plans
and information packet available from EAA Headquarters.
(Nine Different Kits)
NOW: Prewelded gears, fuselages, tails, rib kits.
write for details.

FLIGHT LINE AIRCRAFT SUPPLY

1201 West 37th Ave., U. S. 6 WAG-AERO, INC,
HOBART, INDIANA 46342 Box 181 - Lyons. Wisconsin 53148
Phone 414/763-9588

OWN ANY AIRCRAFT ! !

Now, every pilot, not just those with money to burncan
easily own the aircraft of his choice. No cash investment,
no monthly payments! Sound impossible? Definitely not. It
is being done more and more, every day, by thousands. Gen-
eral aviation is booming and so is the need for aircraft. New,
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every pilotnot just the ones in a "tax bracket". Get the facts
today by sending for this simple, brief, and proven system of
aircraft purchase, operation, and ownership. Provides all the
info you need to analyze the economics of any aircraft pur-
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en system in use by thousands. Send $3.50 (fully refundable)
to M. D. Wilier & Company, Box 3040E, Long Beach, Calif.
90803
A comprehensive works particularly lor the serious minded individual
interested in designing and building light float sport aircraft 7 drawings
24 x 36 P R O F U S E L Y I L L U S T R A T E D An exclusive f - r s t m the modern
method o'. technical presentation which could not oe accomplished otherwise
in lesser form A straight-forward approach to proper float aircraft design
practice (Fmger tip float design engineering data for light float aircraft from
i 000 and less and up to and including gross weight of 2 4 2 5 lbs ) Highly
detailed, showing details, sub-assemblies and main assemblies generously
detailed "Float Aircraft Oeilgn Quid* $1950 postpaid m u S A and its
possessions For airmail service add $2 00
Outside of North America kindly use international money order payable
m u S equivalent currency Add $100 additional for postage or $300
for airmail service Or send self-addressed stamped envelope for detailed
float aircraft design guide information
MRS. STANLEY J. DZIK
4079 NORTH 62nd STREET
MILWAUKEE. WISCONSIN 53216. U.S.A.

FAMOUS CLEVELAND DESIGN

ANTIQUE PLANS FO t GAS MODELERS
^
AIRCRAFT TIRES
Spo- ha-* >>>.c* 49 Mr 10E Ftr
17
28 Heath Baby Bullet $7 51 Bo*B.17GFort 18
30 How 'Ple Racer $9 51 Cr W,ldcatF4F 3
31 How "Ike- Racr $8 51 Junk^ JU 88
36 laird Sup*r Solu $10 53 Or Bearcat F&F
37 Doo1.itl*iG*e** $10 54 Super Sp.'f.' 1 \ew Production McCreary Tires - TSO-C62B
37 M PMCO Special SI 4. 55 NAMiteH.il B2S 20.
39 JW't Wed Wrm. 13 71 Douglot DC 3 25.
SIZE PLY TIBE-EA. TUBE - EA.
39 RT1* Weddell Wm 12 77 BoB-17GFort 22> 500 x 5 4 $16.65' $ 9.20
40 Hall Spr Bulldog 10
47 H Mr Mulligan U
32 Bu Jungmeitter 110 500 x 5 6 17.30 9.20
40 G L Spt Tr 2T1 17
58 $uprmar,n $6 13 40 GIT IA Sport Tr 9
600 x 6 4 18.80 8.35
64 DH Comet Racer U 42 Wm Gulfhowk 12 630 x 6 6 19.95 8.35
36 Fokkf lr.p DR1 $7 43 1909 Blsr.oi XI J9 700 x 6 6 25.25 8.99
38 Col R Sped XIII $10 48 B Stagger C17 6 $14
111
650 x 8 6 29.95 9.62
39 Sopw.th Pup $8 50 CurtiuDtA-M 112 650x10 8 38.00 10.30
42 DH 1 Seoul Box K \9 52 Tr Air 2000 Bipt 10 "
45 V,ekf FB12B&C $11. 54 Eaglcrock A? 11 Prices Include F.E.T. 25% Deposit on C.O.D.'s
46 Holt Dili Scout SS 60
SO Fokker E3 E<"d*ck $7 61
Cortitt WR Jr 9 - Add $1.00 Per Tire For Shipping In 48 States
'Curt.ii Rob." OX5
S2 DH 4 Ft, Mail $? 14 USE YOUR BANKAMERICARD OR MASTER-CHARGE.
54 Monin MB 1 $14 77 Luscombe Sedan to Discounts to EAA chapters for quantity orders Write or call for price
57 Hanover Twin ToitS 82 Stm.on T-W SR7 10
61 AEG (XV Bomber $12 Pnc^lNClUDE Port*
66 Cou G3 Box K.I* (10 Bf SUIE TO ADO 1 OS
107 Mortir MB 1 S?0 FOR HANDLING t \*4S J&M AIRCRAFT SUPPLY, INC
P. O. Box 7586 - Shzeveport. Louisiana 71107
CLEVELAND MODEL S SUPPLY CO. Phone: 318, 222-5749
SPORT AVIATION 77
 WeShall RememberThem Technical Tip
MERRITT H. KOON (EAA 7687), Tacoma, Washing-
ton. July 1974.
LLOYD H. NELSON (EAA 14666), Tacoma, Wash- A. C. Boyles (Designee No. 71)
ington. September 30, 1974. 15249 Dorian St.
Sylmar, Calif.
IVAN MC DANIEL (EAA 19981), Andrews, Indiana. 91342
October 3, 1974. Treasuer of EAA Chapter
235.
Here is a tip for builders who are plumbing an electric
DELMAR EBERT (EAA 66375), Burkburnett, Texas. pulse pump in "series" with the engine driven fuel. This
November 4, 1974. President of EAA Chapter forces the engine pump to draw fuel through the two val-
422. ves in the Aux pump inviting vapor lock. I suggest that
KARL A. TREMMEL (EAA 91054), Milwaukee, Wis- the two pumps be plumbed in "parallel." In other words
consin. November 9, 1974. from a "T" at the main screen with a line to each pump
THOMAS M. LITTLE, JR., Wadesboro, North Caro- and a T at the carburetor with a line from each pump. I
lina. November 23, 1974. have had several problems with the inline or series setup
TED MULLAN (EAA 34044), Tillamook, Oregon. on the homebuilts in this area.
December 1, 1974.
At your Service, Headquarters since 1931 for
SPECIALTY PLYWOODS
AIRCRAFT To MIL-P-6070
PL-2
THE ONLY AIRPLANE
DESIGNED FOR AMATEURS
ALSO USED AS A TRAINER
BY THE AIR FORCES OF
90 Mahogany Type 48 x 96 Panels TAIUAN. SOUTH VIETNAM.
1/16", 3/32", 1/8", 3/16", SO. KOREA AND N0 BY
1/4", 9/32", 5/16", 3/8" INDONESIA AND CEYLON

MARINE To MIL-P 18066
Fir, Overlay and Mahogany types
5/32" to 1i/2" thicknesses
custom scarfed to any length
The PL-1 was two time EAA GRAND CHAMPION. The easier
to build PL-2 is superbly engineered. Don't settle for less.
2 P LACE-90 to 150 HP-EASY TO FLY
CERTIFICATE OF COMPLIANCE TO NASAD'S STANDARDS OF QUALITY
INTRODUCTORY PACKAGE RATED FOR CONSTRUCTION RY A V E R A G E AMATEURS

?4 P A G E B R O C H U R E WITH PHOTOS DRAWINGS S150.00

3 VIEWS AIRPLANE DESCRIPTION
Famowood Plastic Filler & Borden adnesives also available. CONST. MANUAL ILijht Anjlane Consliuctioni S 9.00
PERFORMANCE AND PHYSICAL DATA
BUILDERS ARTICLES - LIST OF DRAWINGS
SOME PRE-FAB PARTS AVAILABLE
HARBOR SALES CO., INC. AND ONE FULL SIZE SAMPLE DRAWING PAZMANY AIRCRAFT CORPORATION
1401 RUSSELL ST., BALTIMORE, MD. 21230
S3.00 BOX 800S1S -SAN DIEGO-CALIF. 92138
Phone 301-727-0106

NA/AD
the ffara-mhien HASTE MAKES WASTE! BUILD A
HlJiGENCY SEAT PACK PARACHUTE
NASAD APPROVED DESIGN!
EAA Acro Sport
"Coot" Amphibian
"BABY" Great Lakes
Pazmany PL-2
Teenie Two
WALT PIERCE IN HIS "450 STEERMAN
Wichawk
LIGHT WEIGHT -WHOLE SYSTEM UNDER 16 LBS Bensen Gyro-copter
26' LOW POROSITY, STEERABLE CONICAL
STANDARD CATEGORY TESTED TO
Zenith
5000 LB SHOCK LOAD VoriViggen
PARACHUTE SYSTEM MEASURES 16" WIDE,
12" DEEP, LESS THAN 3" THICK
Make sure before building a homebuilt that it
120 DAY REPACK CYCLE
PADDED HARNESS
meets NASAD STANDARDS! Send $3 for a
CONVENIENT CARRYING BAG AND copy of these standards plus Compliance Com-
INSTRUCTION MANUAL INCLUDED mittee reports for all of the above listed Approv-
ed Aircraft plans.
S 450.00
Write:
NASAD Secretary
1756 Hanover Street
Cuyahoga Falls, Ohio 44221
78 JANUARY 1975
 YOU ARE INVITED to send tor a free, illustrated

To the brochure which explains how your book can be

published, promoted and marketed
Whether your subject is fiction, non-fiction or

author
poetry, scientific, scholarly, travel, memoirs, spe-
cialized (even controversial) this
handsome 52-page brochure will

in search ol
show you how to arrange for prompt
publication
Unpublished authors, especially,
will find this booklet valuable and

a publisher informative For your free copy, or

more information, write:
Vantage Press. Inc. Dept
516 W. 34 St . New York. NY 10001
T-54

NEW TOOLS YOU SAW AT OSHKOSH

POWER NIBBLING TOOL $49.95
Attaches to power drill or flexible cable. Clamp to table on
block and attach drill motor. Torque of drill motor activates
DOUBLE DUCE nibbling tool. Simply move metal into slot and half-moon
125 to 220 horse engines (opposed or shaped pieces are nibbled out. Moves freely and easily in
radial).
Steel tube fuselage, wood wings with any direction. Equipped with arm for straight cuts. Recom-
dual ailerons. mended for use on aluminum to .040" thick. A quality tool
Very complete large scale drawings with made of hardened tool steel. 90 day warranty for normal use.
most full size fittings and templates. Size: Base 3'/4" W x 4" L x 3'/2" H. Arm 5/16" dia. 6" L.
Fiberglas components available. Shipping Wt. 3 Ibs.
A beautiful and comfortable aircraft to DEBURRING TOOL $S.75
belong to.
Prints $40.00 Brochure $3.00 A simple hand tool needed in any shop. Cleans up freshly
cut curved or straight metal surfaces with a "wisk." Per-
BAKENG AIRCRAFT fectly formed scraping blade mounts into plastic handle
19025 92nd West which contains a replacement blade. Shaft length adjustable
EDMONDS, WASHINGTON 98020 from 11/2" to 4y2". Shipping Wt. 1 lb. Replacement Blades-
206/774-784* $2.90.
CREAT GIFT IDEAS!
F. 0. B. Fullerton, Calif.
AIRCRAFT SPRUCE & SPECIALITY COMPANY
CUSTOM GRAFTED WOOD KITS
Box 424 714/870-7551 Fullerton, Calif. 92132
A/C SPRUCE, PLYWOOD L SUPPLIES
Wood kits for most homebuilts with parts
cus. sanded, ready to assemble. Spar kits
with spars beveled and tapered, plates
included. Acro Sport wing kit $386.39.
ivan. .
TRIMCRAFT AERO dede
4839 Janet Rd. Sylvania, OH 43560 STUDIOS
419-882-6943______Catalog 25c

65HP Cont. 2ERO SMOH w/access. $1295.

125HP Lye. 0-290-G As removed.... 395.
125HP Lye. 0-290-G ZERO SMOH &
Conv. w/all access........... $1295.
160HP Lye. 0-320-D2A Wide Deck, '/2"
Valves w/access. 1st Runout.. 1695
175HP Ranger 6-440-C2 On a PT19
Mount w/OH'd Mags......... 695.
190HP Lye. 0-435-1 L-5 Removal... 495.
200HP Ranger 6-440-C5 w/mags &
Carb........................... 795.

STICK GRIPS
Send large self addressed, stamped (20c)
envelope for FREE CATALOG of the follow-
A Picture _
ing: Engines. Carburetors, Fuel Pumps,
Air Boxes, Magnetos, Oil Coolers, Vacu-
um pumps & Drives, Propeller Gover-
Worth A Thousand Dreams
nors & Drives, Alternators, Generators, A unique new concept in sport aircraft construction drawings combining the
Starters, Wheels, Brakes, Tailwheels, precision detailing of a master perspective draftsman with the artistic presentation
Tires, Seat Belts, Shoulder Harnesses &
Reels, Parachutes, Helmets, Fuel Valves, of a graphic: illustrator. This full color illustration is incredibly detailed and
Gascolators, Solenoids, Sparkplugs, Prim- drawn to perspective scale directly from the latest aircraft plans set. A worthy
ers, Circuit Breakers, Flying Wires, In- addition to your den and a valuable visual aid to clarify construction details of
struments, Engine Gauges, Stick grips,
Throttle Quadrants, Strobes, etc., etc. your aircraft project. Available now with highest quality color reproduction on
Most of the items needed to make your heavy weight coated matt white stock 18" x 24"
airframe into an airplane. U PITTS S-IS D STAR DUSTER TOO n STEPHENS AKRO
l Price including postage and sturdy mailing lube is $12 for one drawing. $22 for
WIL NEUBERT ^'
2901 E. Spring St., Long Beach, CA 9080S two and $30 for the set of three. (Calif, residents add 6% tax) Remit check or
213/427-4703 money order to Ivan Clede Studios. 1127 Pembridge Dr.. San Jose. Calif. 95118

SPORT AVIATION 79
 NEED A & P RATING? AIRCRAFT SPRUCE AND PLYWOOD
Spars, Stringers, Cap-Strips
Guaranteed to pass written, oral, Practi- * Surfaced either two or tour sides.
cal. All Three Exams in 5 to 14 days. * Plywood and spruce in stock for
Very Moderate Tuition. Examiner on Staff immediate delivery.
* Dynel Fabric
For Full Information Call or Write: Polyurethane Foam and
FEDERAL EXAMS Epoxy Resins for KR-1 Aircraft.
5602 N. Rockwell, Okla. City, OK 73008 WICKS ORGAN COMPANY
405/787-6183 Madison County Highland, III. 62249
618/654-2191 No Collect Calls, Please

BUILD 18 IN. BAND SAW FROM KIT

BABY "LAKES"
PERFORMANCE-AEROBATICS-ECONOMY.
Send $3 for cutaway drawing and reports Plans $65
Complies with NASAO ' AA 1 1 quality standards. "New
distributor tor Great Lakes sport trainers and certified
parts Send for details.
BARNEY OLDFIELD AIRCRAFT CO.
BOX 5974. DEPT B. CLEVELAND OHIO 44101
THE PERFECT GIFT
Beautiful, Mahogany Propeller Clocks
Four feet long. One year warranty on bat-
tery operated movement. Battery not incl.
$89.95 postage paid in U. S. and Canada.
M. Steinhilber, Box 441, Shellbrook, Sask.
Canada
Precision crowned aluminum wheels,
ball bearing drive and blade guides.
ALSO KITS for 12 in. Band Saw, 10
in. Tilt Arbor Saw. 6x48 Belt Sander,
Wood Shaper, Comb. Drill Press Lathe
Kits from $23.99 to $69.99.
Send $2.00 each for Plans or 25c for
catalog.
GILLIOM MFG. CO Dept. SA 1.
St. Charles, MO 63301

B J 520
HIGH SPEED X-C FULLY AEROBATIC
Information booklet now available - $6.00
Engineered details; stress analysis; 3-view BUILD THE LITTLE D-8 SAILPLANE:
drawings; photos; Sample plan sheet. * All Metal
Plans being prepared . . . . . . . . . . . .$250.00 * Easy to build for beginner and 1973 EAA Flight Efficiency Winner
Very detailed; completely engineered; con- veterans alike
struction manual; maintenance manual; * Plans only $39.00 The total perfomance homebuilt, Tops
pilots hand book. * Brochure $1.00 195 mph on 125 hp. Lands 48 mph. STOL.
Aerobatic. Aluminum structure. Easy to
BROKAW AVIATION, INC. PACIFIC AIRCRAFT build and fly. 85 - 150 hp. Parts Avail-
Rt. 3. Box 58-B P. O. Box 2191 able.
Leesburg, Fla 32748 La Jolla, California 92037
Brochure $2.00 Plans $75.00
VAN'S AIRCRAFT
Rt. 2, Box 187 Forest Grove, Ore. 97116

HAMBURGER-VS-AN HARDWARE
Assortment of AN Hardware:
Bolts, Nuts, Washers, Pins, Nut
Plates, PK's, etc. (all popular sizes).
At a fraction of original cost. 10 lb.
box only $15.00 Save on 25 lb. or
FIRST IN SPRUCE more $1.00/lb. Post Paid. Now
that's cheaper than hamburger men
Second to none in building supplies of all kinds including spruce kits, steel tubing (ms) and hamburger doesn't come
kits, covering materials, instruments, accessories and hardware.
KILN DRIED SPRUCE TO SPEC. S-6073
post paid-
Finished spars, stringers, capstrip All sizes available SHEAFFER SUPPLY
3.V' x 6" lengths 10-14' $1.65 lin. ft. 325 Rt. 46-3
AEROLITE* HUGHES FPL-16A Rockaway, NJ 07866
Wood Glue Epoxy Wood Glue
1 lb. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00
5 lb. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90
8 lb. Kit 15.05
* Trademark of Ciba Co. Ltd. F. 0. B. Fullerton, Calif.
STEEN SKYBOLT
MAKE BUILDING EASY The Ultimate Biplane!
MATERIAL KITS FOR EXCEPTIONAL DESIGNS
KR-1 KR-2 ACRO SPORT
Spruce Kit $145.00 $175.00 Spar Kit $137.50
Styrofoam 76.12 114.18 Tubing Kit $350.00
Epoxy Kit $24.00/gal $108.00/5 gal. SKYBOLT
Dynel Fabric 48" $1.80 yd. Spar Kit $209.00
Polyurethane foam available Tubing Kit $380.00
PAZMANY PL-4
Write for detailed listings approved by the designer of this award-winning aircraft.
AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90 45 45 Plans now available for the 4 aileron
1/32" 3 ply 1.31 (poplar) symetrical 2 place aerobatic trainer and
1/16" 3 ply 1.01 1.70 1.76 competition bipe. 24' span suitable for 125
3/32" 3 ply 1.07 1.85 .12 1.81 hp to 260 hp engine. Extreme ease of con-
1/8" 3 ply 1.16 1.91 .18 1.86 struction with excellent drawings. Flight
3/16" 3 ply 1.23 1.93 .26 2.18 tested and stressed for unlimited aero-
3/16" 5 ply 1.37 2.63 .39 2.38 batic competition. Fuselage and wing kits
1/4" 5 ply 1.47 2.67 .49 2.59 available. Color photo and info, pack,
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00 $2.00. Drawings, $50.00.
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)
STEEN AERO LAB
15623 DeGaulle Cir. Brighton, Colo. 80601
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 303/659-7182

80 JANUARY 1975
 AVIATION
COLLECTORS PHOTOGRAPHS
"The Spruce Goose"
Long Beach Harbor. California
November 2. 1947

Premier offering of First Edition Aerial Photographs of

the famous Hughes Hercules during its one and only
view to the general public. These six photos were
taken 27 years ago while Mr. Howard Hughes person-
ally was piloting the plane on its first and only taxiing test
and unexpected short flight of approximately one mile at an
altitude of 85 to 100 feet. The plane was then returned to its
closed hanger where it has been closely guarded and remains
shrouded in mystery till thisday These are truly Collectors photos
for anyone associated with the aviation industry Pilots,
Mechanics, Technicians, Designers. Engineers, Museums.
Students. Etc. Many thousands of people involved in the avia-
tion industry and museums will be vying for the opportunity
of owning one of these First Edition photos being offered in
four sizes, 8x10, 11x14. 16x20 and 24x36 and will be
LIMITED TO 5000 photos in the 8x10 & 11x14 sizes
cind. 2,500 photos in the 16x20 & 24x36, of each of
the six different views. As soon as these limits are sold.
no further sales will be made of this First Edition.
Each photo will be Titled as per the above
heading and will show your own Registered Number,
and also be signed by Kemp Forest. U requested, your
photo will be personally signed to you or in the case
of a gift, to the person you designate
These photos have never before
been published in any periodicals, newspapers,
or rxxjks or sold to the general public . They are
NOT LITHOGRAPHIC COPIES.
To this day the HERCULES remains
one of the largest airplanes ever built, with a
wing span of 320 feet, overall length of
218 feet 6'/2 inches, height of 79' 3%". a
gross weight of 300,000 Lbs., Fuel
capacity of 14,000 gallons, 8 Pratt and
Whitney engines of 28 cylinders and
3000 horsepower each, and the capacity
to carry 500 troops over 3500 miles.
Each size photo and the various views of
same will start with Number 1 and proceed in numbering as orders are time-
stamped upon receipt of prepaid order. The Number 1 thru 5 set of each size and
view will be retained by Arthur K. Forest for future release to museums etc.
As all photos are Copyrighted, no copies or reproduction of same, by any methods will l)e allowed without
written permission of Arthur K Forest.

DONATION PRINT RECEIVED Mm to KEMP FOREST ENTERPRISES

IUGK Es'tnU HERCULES PHOTOS 27 Barton Springs Ro . AotOn, Ti 71704
PIM How 4 to t WM*I tor handtlng *no IMIIVfv

( hi-a ..intiilK l.|,m .... <lu.in.lt .,..,1 /,.* ,,,,1,.,,-d

PRINT OR TYPE
I'hoin I KM- (., Nama
$10.00 $15.00 izs'oo sso.oo
\ Addraaa
B
(

Stata Zip
1
F Your Signature

Autograph photo to:

Kemp Forest Kemp Forest presenting to n,.h,,l SotXOIdl

Pilot-Photographer on Jay Miller, curator, a First Taxis rwid<nh jdd 5'i u>
BT-13 from which Edition aerial photo of the PcxMRe i handl.ng: 8x10 1UU $1.00\ Do not write In this space:
Hercules photos were Hughes "H-4 Hercules" for I'DNtaK*' S. hdndlmfi 16x20. 24xJb. S2.00/ Date Rac.
taken. B-17 pilot 2nd the History of Aviation TOTALOI < MK K OR W ) \ [ V OK )1K Reg No
Bomb Group in Italy Collection at the University KEMP FOREST ENTERPRISES
W.W. II. of Texas at Austin, Texas. PRICES ON LARGER SIZE MURAL-PHOTOS ON REQUEST

SPORT AVIATION 81
 D. S. K. AIRCRAFT CORP. a* < e
^^.^ 11031 Glenoaks Boulevard___g
~^ Pacoima, California 9133LJ39-" MK 4130 AIRCRAFT STEEL
SITKA SPRUCE MIL-S-6073 Round tubing - square tubing - stream-
All sizes available up to 2"xl2"x25r long. line tubing - bushing stocks - steel sheets
aluminum sheets,
%"x6"x8' -finished 2 sides $1.30 lineal ft.
.25c FOR PRICE SHEET
3,V'x6"xl4'-finished 2 sides $1.45 lineal ft.
34"x6"x20'-finished 2 sides $1.60 lineal ft. CLASSIC Al R
AN-HARDWARE (813) 686-1285
Aircraft & Marine PlywoodAlum. Tubing 723-S Saratoga Ave. - Lakeland, Fla. 33801 Available in a wide range of
sizes -- commercial quality as well as
premium quality, stainless steel teflon-
lined bearings.
PLUS LOTS OF HARD TO FIND
KIT AVIONICS A I R C R A F T ITEMS
Build your own Audio Panel, Aircraft Stainless Steel Braided Hose &
Marker Rcvr, Test Equip. & more. Aluminum Fittings Rod End Clevises
AIR SKIMMER FREE CATALOG Stainless Steel Tubing
Performance so intriguing the N. S. Navy Send $1 for the Baker catalog
purchased these plans and the proto- RST POB23233B San Diego, CA 92123
type! Folding wings-Cont. or VW, 60-90HP (714) 277-1917
BAKER PRECISION BEARINGS
The orginal plans by the design engineer. 2901 Cedar Ave., Dept. SA
Info. $3. Plans $65. Special to EAA Mem- Long Beach, Calif. 90806
bers $55 including plans for landing gear.
1eo READ THE CLASSIFIED ADS
ICT- Di AkJC Carmelo Drive (E)
JCI rLAINi CARMICHAEL CA 95608
PLANS NOW AVAILABLE SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and
Solve Your Metal Cutting Tubing. All sizes, any length.
Problems No minimum charge
Homebuilt 80-Inch Bandsaw Distributor for all STITS Products.
Build it in a few evenings AN Hardware, Etc.
for about $60 using mater- KNAPP AVIATION
ials you can buy at the P. 0. Box 764, Miami, Fla. 33148
"Solo" Hang 305/888-6322____________305/887-9186
lumberyard and hardware Glider
store. It also has a high Easy to build
biplane glider
speed that zips through World's first 3
wood. control hang
timer
Plans and step-by-step in- f Brochure
12.00
structions $6.00 - check or
money order.
HOMEBILT TOOL COMPANY SAL 2/3 Mustang Miniature Fighter
Box 2136, West Lafayette, IN 47906 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 bro-
CUSTOM BINDERS chures $3.00. Add $1.00 extra for Airmail,
Now you can keep all of your issues of Kits for above will be available. Let us
VJ-24 SUNFUN
SPORT AVIATION together and in perfect Fully Controllable know your needs.
condition for easy reference. Designed All Molel Except Fetori,
A & B SALES
Eely To Build
in beautiful royal blue vinyl with gold Brochure SJ.eo 36 Airport Road
letters, each binder has metal spines for Edmonton, Alberta, Canada
holding twelve issues of SPORT AVIATION 403/453-1441
or EAA "how to" publications. Copies
may be easily inserted or removed. VOLMER AIRCRAFT
Bo< ail Dept. E GLENOALE, CA 11201 213/217.I71I

$4.25 EACH OR 3 FOR $11.95

WADSWORTH AVIATION
P. O. Box 281
Lapel, Indiana 46051
Indiana residents add 4% sales tax.
Orders outside USA add 25c per binder.

BOAT
Wood Construction Folding Wings
NEW BIPLANE FROM WICHITA 60 to 100 H.P. Stores in Garage
250 ft. Takeoff
Easy to Fly Photo Brochure $3
Complete Plans $65
GEORGE PEREIRA, DESIGNER/BUILDER
OSPREY AIRCRAFT
3741 El Ricon, Dept. SA47
Sacramento, Calif. 95825

Interested in Gyro-coptors? Step up to the |

WICHAWK-BUILD YOUR OWN. Can be built
2 place side by side. 2 place tandem or 3
place. 3 view drawings with complete specifi-
cations and performance data, assembly and
weight and balance information with list of
drawings $5.0O. Javelin Aircraft Co. Inc.,
9175 East Douglas, Wichita, Kansas 67207
NA/AD
Wichawk hM now bean granted Cla**
AA approval by the National Association
of Sport Aircraft Designers.
real one. The all-aluminum Boomerang
uses 65 to 180 hp engines. So rugged
it makes a great 2-place dune buggy. SPORT AVIATION SUPPLY LIMITED
Costs no more to build than the little 1104 Cambie Rd., Richmond Vancouver,
ones. Forget the hard to get high octane B. C., Canada V6X 1L2 604/273-8501
gas and the special strips. Take off from
CERTIFIED AIRCRAFT BIRCH PLYWOOD
and land on almost any terrain and even
use car gas in most engines. 1 airframe In stock in thicknesses from .6mm 3-ply
for one - or two - place construction, thru 6.0 mm 5 ply. Various size sheets.
ideal for wide range of engines; so adapt- AIRCRAFT SITKA SPRUCE (MIL 6070S)
able that almost any body can be used. Some Spar quality in %"x5%" dressed
Shown above, the BOOMERANG I, with both sides. Regular grade and some
a Jerry Barnett body. Kits start at $295.00.
Send $5.00 for information package,
$35.00 for complete one or two place
other sizes stocked.
Prices change too rapidly to publish.
plans, to Please write for free quarterly catalog.
COMPLETE STOCK
ROTORMASTER AIRCRAFT OF HOMEBUILDERS SUPPLIES,
2176 Hancock San Diego, Calif. 92110 AN, BALSA, AEROLITE GLUE

82 JANUARY 1975
 AUSTRALIA ELECTRONIC TIMING EQUIPMENT
(Juan/ airuroik-J printing timer rcxurOs number and
'.inic to I/I. 000 of n second for each competitor with
Australia's largest stockist of homebuilt ON! Y I \\O OI'liKA I ORS. In use four years Rent
supplies. We are interested in distrib- for $100 per day. plus sluppin,.. and insurance costs,
lor information and reservations, can Joe I Jine at
utorships, agencies or commission sell-
ing. Be represented by the only company ELECTHDMC TOWG EQUIPMENT
in Australia specializing in homebuilt
supplies. Help us to help the builders.
,M \ M - 10022
Aerobatic
MOORABBIN AIRCRAFT
SPARES PTY. LTD.
Moorabbin Airport
Cheltenham 3192 Victoria Australia
CERTIFIED
P
1/32"
1/16"
L Y
AIRCRAFT
W
$8.40 3/32" $1360 3/16" $19.80
9.20 1/8"
O
15.00 1/4" 25.20
BIRCH
O D Adventure
with proven products from
FOB per 4x4' sheet. 20 or more 10%. Christen Industries
Cut in half, or smaller for prepaid parcel
post and faster service
VIOLETTE PLYWOOD CORP.
P. 0. Box 141X LUNENBURG, MASS.
BD5
1975
RIVETS BtSI PRICES
NEW PARTS: USMC POP Rixtl * HO 402 PuDtrl
Nose Gear Box Series VCN 1 I S'ANIFSS All.UIN.lM ClOSEDtNO
R.ve! Kits PL 4 elc - Fast Ma- Service
Vertical Stabilizer Attach. Parts SPORT AIRCRAFT SPECIALTIES
toftp-i, WSL T MJ'Oi^^o
Fiberglass Glare Shield NEA ITEMS AN R..HS 4?6 ft 470 A D 1 4 S
i?0" & '00 Cos Clecos
NEW SERVICES: M*rson MO Pull*" f *flf EP

Nose Gear Box Alignment P./ M>'P SASS r

SAS Box 363 Wenhim. Miss

Ou' O'.''1"' ''' ""
01984
Horizontal Spar Alignment Christen 801 Series
Center Spar Drilling Inverted Oil Systems for all direct-
NEW EXTRAS: READ THE CLASSIFIED ADS drive Lycoming aircraft engines
Blind Encoding Altimeter
Wing, Horiz. Rudder & Aileron
Tips, Strobe & Nav. Lites, WHEELS AND BRAKES Christen Blue Max
Radios & Instruments, and New, manufactured to F.A.A. aircraft engine
much, much more . . . Standards. Will fit ad. ules oil for engine
S includes sealed bearing protection
Send S 1.00 li.r 1975 Expanded Catalog to: 2 80/2.50x4 ....... 40 50
under conditions
5.00x5 ...................... .109.50
KIBLER BEDE AIRCRAFT 6.00x . of high stress
14118 Orange Ave Paramoi.nl. Ca 90723
MASTER BRAKE CYLINDERS
and zero oil
Reservoir style with pork pressure
ing broke and sealed acrobatic type.
New. Mfg. for Cessna, Beech, Piper
A C . I ECT.

ff-J-^fc THROTTLE QUADRANTS Christen 820 Seat

Push-poll controls, ignition switches, volns, Belt/Harness System
^ primers, rudder pedals, control wheels, etc. for
see you* Disr*/Buro fo* positive
THCSf PRODUCTS support
:SPRODUCTS CO., INC.
~ P. o. BOX 175
VANDALIA, OHIO 43377

ALCLAD 2024
ROLLED AIRCRAFT ALUMINUM during unlimited-class
T3 .016 by 36" wide $1.50 per running foot
T3 .016 by 48" wide $2.15 per running foot competition aerobatic flight
T3 .025 by 40" wide $2.30 per running foot
T3 .025 by 48" wide $2.75 per running foot
0 020 by 36" wide $1.55 per running foot Christen 814
5052 .040 by 341/2" wide $1.95 per running
foct FORD V-8 flight goggles
Add $2. cutting charge for less than 5 ft. CONVERSION KITS for wide angle
Add $1. cutting charge for less than 10 ft. COMPLETE READY FOR INSTALLATION
.032 - 2024T3 alclad 4'xl2' sheets - $42.00 On 289-302-351-400 CID. Ford V-8. Now vision and
sheet or $3.50 foot. Add $3.00 cutting available for Chevy V-8's. Permits SCALE comfort during
Fighter Replicas. Designed for installa-
charge under full sheet. tion of constant speed propeller. Custom open cockpit
BRAND NEW SHEET FASTENERS ! ! engine building available. For illustrated
3/32" or 1/8" 37c each - 36c each in brochure, specs, price list, send $5.00. aerobatic flying
lots of 50 - lots of 100, $35.00.
Sheet Holder Pliers used $2.75 pair. NOTICE
RIVETS (GOOD AIRCRAFT) DEVELOPING TWO NEW ENGINES Write for free technical brochures
Lot Jfl Mostly 3/32 mixed 95c per pound 2-1 Reduction
Lot ir2 Mostly 1/8 mixed 75c per pound
and mail order information on
Pinto and Capri 4 cyl. (2000 cc and
Lot S3 Mostly 5/32 mixed SOC per pound 2300 cc) these and other new products for
Be sure to include ample postage, ex- aerobatic and sport flying.
Caori and Mustang II V-6
cess will be returned. 100% money back
customer satisfaction guaranteed, if re- (2600 cc and 2800 cc)
turned within 15 days. These engines could be installed in Christen Industries, Inc.
Send 25c for brochure many popular homebuilts with improve-
ment in performance and appearance. 1048 Santa Ana Valley Road
AIRPARTS, INC. Hollister, California 95023
1430 South 33rd Street For further information contact us.
KANSAS CITY, KANSAS 66106 GESCHWENDER AEROMOTIVE, INC. Telephone: (408) 637-7405
913/831-3903 Box 6043 Lincoln, Nebr. 68S06
Quality products for sport aviation
SPORT AVIATION 83
 W. R. Terrell (EAA 41424), P. O. Box
221, Summerfield, N. C. 27458 and
his Fly Baby, N-6195. It flew hands
off on the first flight.

BD-5 BUILDERS
"PREFORMED PARTS AND
JIG SERVICES"
PREFORMED MACHINED PARTS
Fuselage Set (10 PC Set) $47.95
Fin & Rudder Set (14 PC Set) 33.95
Wing Series Set (22 PC Set) 30.95
Flap & Aileron Set (26 PC Set)
Sheet Metal Ribs 30.95
Flap & Aileron Set (22 PC Set)
Nose Ribs 44.95
Counter Balance Arms (2 PC Set)
(A.11, Welded) 9.95
Horizontal Stabalator Set (22 PC Set) 37.95
Horizontal Center Section Set
(12 PC Set) 26.95
Vert. Fin Doubler (VS13) 1.95
JIG SERVICES
Horizontal Stabalator 75.00
Horz. Stab. Center Secttion 25.00
Contact us for detailed information and
scheduling for above services.
SPORT-AIR, INC.
4313 East University PHOENIX AZ 85034
Phone 602/276-5221

BUILD YOUR OWN AMPHIBIAN

INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50
Includes *Oil changeover valve *Oil Separator tank
"COOT" PITTS
*Sump fittings
SKYBOLT ACRO SPORT
Two-Place
Folding Wings *Fuel Tanks - Smoke Tanks *Dyna Focal Ring Kits
Towable *Flop Tubes - Wing Fittings *Dyna Focal Rings
Easy Construction "COOT-A v ith fiberglass hull, Complete with Bearings Completely welded
* Stainless Steel Exhaust
We have hard to build parts and hull shells SEND *"l" Struts - Slave Struts 150-180 and 10-360 200 HP
available. $3.00 * Engine Mounts * Pilot Tubes
Construction Photos $25.00 For Specifications For Complete Listings and Prices
Photo, 3-Views, Write To:
COMPLETE PLANS AVAILABLE
Prices and A C R A - L I N E PRODUCTS
MOLT TAYLOR Information Packet P. 0. Box 1274 Kokomo, Indiana 46901 (317) 453-5795
Box 1171 Longview, Wash. (9E6c2) Phone (206) 423.8260

ATTENTION EAA MEMBERS

In answer to your many requests, the single-seat PITTS SPECIAL is
now available in kit form. Most of the fabrication work has been com-
pleted at our plant leaving only assembly, covering, and painting. If you
have ever wanted to own a WORLD CHAMPION PITTS SPECIAL, but
couldn't find the time to build one from scratch, here's your chance, *
and at a price far below the factory-built version.
For those of you who would rather "Do it yourself," there's a new plan
set for the S-1 D 4-aileron model consisting of 47 sheets of production
quality drawings with assembly manuals. We also have a large selection
of off-the-shelf parts to facilitate construction.
All the details are included in a vinyl portfolio containing spec sheets,
parts lists, assembly details, etc., plus a giant full-color brochure that
opens up into a poster-size picture of the finished airplane.
SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS
($6.00 outside continental limits of U.S.A.)
PITTS AVIATION ENTERPRISES Box 548E, Homestead. Florida 33030

84 JANUARY 1975

Classified Ads
ADVERTISING CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE: Regular type per word 30c Bold lace type: per word
35c ALL CAPS: per word 40c (Minimum charge S5.00) (Rate covers one insertion one
issue) CLASSIFIED DISPLAY: S22 00 per inch (2V
CASH WITH ORDER
Address advertising correspondence to
Box 229. Hales Corners Wisconsin 53130
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE
Aircraft
CLIPPED WING CUB Famous Reed con-
version Manuals, drawings, copyright
authorization. Kit includes spar plates and
heavy duty strut ends. $50.00. Wag Aero.
Box 18. Lyons. Wisconsin 53148
MAULE M-5 Family-Utility-Sport flying all
with one. tast. responsive. STOL-SAFE air-
craft Demonstrations arranged 'Sales and
service since 1964 (Dick Robinson. Dis-
tributor). Contact Ed Hay (EAA 43260) Mid-
America Maule. Sales Division. 1008 N. Van
Buren. Topeka. Kansas 66608. 913'235-6829
STOREY "WOOD DUCK" amphibian 180 HP.
constant speed prop Genave Nav-Com.
PA-18 wing flaps. Similar Volmer Sports-
man. 75 hours on airframe and engine. Lye.
0-360. Excellent A & P workmanship, new
condition, contact Dave Lewis 530-648-6631
days. 503/644-0409 evenings
SESA completed. 0 time Franklin 125. much
work by master A & I. best offer over
$500000. No phone calls Shelton. 14722
Cascadian Way. Lynnwood. Washington
98036
200 HP PITTS S1S. symmetrical wings. 315
SMOH. 517 TT, aircraft smoke, canopy, poly
paint, will trade on Pitts S2S or Skybolt
Dan McGarry, 1015 Roslyn Road. Olympia
Fields. Illinois. 312747-9393.
BD-5B #703. 70 HP dual ignition, electric,
still in boxes $2500.00 H Schull. 621 Per-
rin Drive. Arabi. LA 70032
BD5D #5902 $400 deposit, no extras, best
offer over $40000 1616 156 N E #166.
Bellevue, Washington 98007.
VP-2 project ribs all routed but not sanded,
prefinished spars and longerons. 1/8 and
1/16 plywood except lauan. spar fasteners
shaped, etc. $340.00. Wayne Duncan. 2885
Craig Court. Lexington. Kentucky 40503.
606/277-6446
ANDERSON-GREENWOOD AG-14 Antique
classic. S/N-4. N3903K. first flight Jan 53
eng. C90-12FP. TT eng and aircraft 750
hours. Shown at Oshkosh 73 and 74 EAA
Fly-In. Excellent flying condition. Missis-
sippi State University Bid File 74-962. Box
5307. Mississippi State. Mississippi 39762
ERCOUPE Complete less engine, rebuilda-
ble, full panel, rudder pedals, need 0-235C1
engine. Manfred Patrick. St. Johns, Ml
48879. 517/224-3491.
GYROCOPTER with trailer. McCulloch drone
engine, and many extra parts. $100 or best
offer. Call 617/358-2480. after 6:00 P.M. or
write Schad. 21 Bow Road. Wayland. Mass.
01778.
1939 Rearwin Cloudster. Model 8090. serial
804. 90HP Ken-Royce Complete and ready
to assemble. Leonard Ahlgnm. 1 Third
Street. DeMotte, Indiana 46310.
VP-1 Cheap or trade Finished except en-
gine. Dave Finley, 1313 Tangelo Isle, Ft
Lauderdale. FL 33315
width column)
ADVERTISING MANAGER. SPORT AVIATION
PITTS PROJECT wings finished: fuselage,
tail. gear, all welded Wheels, brakes, fuel
tank, fittings, wheel pants, e t c . etc. Also
have 200 HP Lycoming IO-360. 117 TT. heavy
crank, etc Evenings - 312/272-2762, Days -
312/398-1020.
VOLMER SPORTSMAN Canadian CF-UXM
fuselage, orange, blue, white, wings white,
265 hours since new. engine 0-320-A3B.
150 HP Lycoming. 420 hours SMOH Trac-
tor Radio Bendix RT 221 360 Channel two
years old. Instruments new or certified
overhauled exceptional performer. $11.000
to build. $8000 firm. Reason for selling,
position as helicopter pilot leaves no time
for private flying. J. W. Bickle. Box 215.
Bridgewater. Nova Scotia. 902/543-8854
EAA BIPLANE 125 HP Lycoming, excep-
tional workmanship, comfortable for tall
pilot. $4200 R Rehberg. 242 Golden Lake.
Oconomowoc. Wisconsin 53066 414/593-
2578
BD5B 70 HP engine, electric start Priority
1616. Paralyzed leg forcing sale at below
cost. No work done. $2400 takes all includ-
ing tools. Connecticut 203;529-9433 even-
ings
CESSNA 140 1946. aluminum wings re-
moved for transporting, needs annual, no
logs $1950.00 complete. Days. 219/932-
3588
MIDGET MUSTANG Completed 1973. 0-200.
16 hr. TT. Radio complete electric, must see.
Detroit. $650000 1-313-284-9600.
COOK CHALLENGER JC 1 prototype, struc-
tural test units, plans and all rights, in-
cluding certification program. Package sale
only. Best offer Cook Aircraft. P 0 Box
1013. Torrance, California 90505.
DELTA STINGER Delta-wing pusher, needs
starter $3000 00 or make offer Bud Rinker,
169 El Sueno Road. Santa Barbara. CA
93110.
KR-1 PROJECT kits included wood, dynel-
foam. aluminum, steel, gear: engine and
canopy J Woodward, 502A Morgan, Cas-
per, Wyoming 82601.
COOT "A" PROJECT Fiber-glass hull, all
necessary wood to complete, landing gears
aluminum tail kit and boom, fiber-glass
leading edge, plans and much more. Worth
$4,00000 Sell for $2.80000 504/241-6928.
BD-5B kit. #3481. 70 HP, electrical system,
dual ignition, in shipping boxes, $280000
Kenneth Blair, RD 2. Lebanon. Pennsyl-
vania 17042. 717/865-6390.
BD-5B kit #2750. Ordered with electrical sys-
tem, dual ignition, 70 HP engine. Wing con-
struction started, pick up price $2200.00
Ken Johnston. 49 Laird Avenue, Wheatland.
Pennsylvania. 412/981-0720
Cougar Approx 200 HSMOH. 125 GPU, new
tires and battery Full panel. MK III. strobe
and ELT. $3900.00. F. McDaniels, 211 NE
3rd St.. Roseau. Minnesota 56751.
STARDUSTER II PROJECT wings, fuse-
lage, tailfeathers. controls, tanks. FAA in-
spected Instruments, flying wires. 0-470-
15-TT. 850 hrs., constant speed prop, extra
parts, materials $500000 Dale Dean. Gen-
eral Delivery, Westport, Washington 98595
206/268-3628
SMITH MINIPLANE C-90. TT airframe 84
hrs. TT engine SMOH 202 hrs. $7.500.00.
Please, no tire kickers. Trophy winner 216.'
286-9217 Steve Malovic, 13153 Ravenna
Road. Chardon. Ohio 44024.
VOLKSPLANE VP-2 PROJECT over $500 in-
vested in plans, spruce, plywood, hardware,
struts, instruments and rebuildable engine.
Asking $200. (707) 437-3430 weekdays, 10
to 6 ask for Gary
BAKENG DUCE PROJECT Fuselage 90%
complete, on gear, new Clevelands and
UniRoyals. all ribs, tanks, wheel pants,
cowling, seats, prop, spinner, mount,
cabanes. complete. C-125. new top Ex-
cess of steel to complete. 90% fittings com-
plete Most work signed off - over $4,000 00
invested plus work. Sacrifice $3.000.00.
Tom Harris Route 3. Jefferson. Georgia
30549 404/367-8763.
Engines
PROFESSIONALLY ENGINEERED CONVER-
SION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2
and other aircraft. Simple, low cost, ex-
tremely reliable. Flight tested and proven
over 300 hours 28 page brochure $7.00 ppd.
U.S.A Chas. Ackerman. 1351 Cottontail
Lane. LaJolla. California 92037.
CORVAIR propeller reduction box plans and
kits information $1 00 COUGAR tri-gear
plans S1000. Bud Rinker, 169 El Sueno
Road, Santa Barbara, CA 93110.
ENGINES WANTED: 0-540 Lycoming engines,
all models, any condition, instant cash.
Write Panther Air Boats. 300 Wilson Avenue.
Cocoa. Florida 32922 or call 305/632-1722.
LYCOMING ENGINES Homebuilders see
or call us first. We build the best from 0-320
to 0-540. Call Dick or Gene 1-305/422-6595.
1325 W. Washington Bldg. A-6. Orlando.
Florida 32805.
MOUNT for IO360 Continental (Maule)
$75.00. Continental A75 extensive major on
engine and accessories. 100 octane values.
$1250. 406/442-1556. H. Anderson, 501 Fee,
Helena, MT 59601,
LYCOMING RG80-13 with Hamilton-Stand-
ard prop. Offers. C Merngan. RR 1. Sum-
merland. B C . CANADA VOH 1ZO.
MERCURY OUTBOARD CONVERSION New
For aero/auto use. 120 HP. 6 cyl. All acces-
sories $300.00 313/676-3119
1 EA. IO-320 B1A Run out (complete), our
price to you. S1600.00 Air Engines. Ltd.,
1325 W. Washington. Bldg. A-6. Orlando,
Florida 1-305-422-6595 (Homebuilders Head-
quarters).
VW 1700 CC OSMOH. Barker conversion
Complete with spinner and Reese Shores
prop. Ready to fly. Built by custom VW
house. $60000 Tanner, Lubbock. Texas
Day - 806/747-1639, Nights - 763-7403 Box
3301. 79410.
WANTED: CONTINENTAL 65 ENGINE
Aeronca. J-3. project. Gary Biagmi. 133
Prosser Drive. Monongahela. PA 15063.
LYCOMING 0-360-A1D, 1750 hours TT. zero
time SCMOH with accessories $2900.00
For more information call 816/637-6717. K.
C.. Missouri.
CONTINENTAL 65-75-85 HP engines Also
complete overhaul facilities for all types of
aircraft engines. All work accomplished and
certified by A&P mechanic. We specialize in
W.W I aircraft W R Petrone. Dayton Park
Road. Ames. Iowa 50010 515/232-5363
STEEN SKYBOLT We have the engines
Lycommgs 235 to 260 hp Air Engines. Ltd..
1325 W. Washington. Bldg A-6. Orlando.
Florida 1-305-422-6595 (Homebuilders Head-
quarters)
SPORT AVIATION 85
SPORT ADS
(Continued from Preceding Page)
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount, Slick magneto
for aircraft engine look and performance.
Fits type 3 VW blocks. No modification to
existing VW parts necessary! Available
completely machined or "do it yourself"
castings. Also new cast manifold system
for "dual port" heads and Posa Injector
carbs. Plight proven designs on the Son-
erai I & II. Introducing - ready to run con-
verted VW's 100% new parts. Monnett Con-
version. Posa Carbs. you add exhaust and
gasoline! 1600cc $1295. P.O.B. 1700cc
$1395. F.O.B. Send $1.00 for Sonerai infor-
mation. Monnett Experimental Aircraft. Inc.,
410 Adams, Elgin, Illinois 60120.
Propellers
PROPELLERS, Custom wood, epoxy dynel,
finish. R. Mende, Rt. 2, Quitman, Ark. 72131.
501/589-2672.
PROPELLERS Custom manufacture, plas-
tic leading edge, 2, 3, or 4 Blade Tractor
or pusher. Ted's Custom Props., Rt. 3,
Box 103, Snohomish, Wash. 98290. 206/
568-6792.
GROUND ADJUSTABLE PROP for VW, Cont..
Lye., up to 125 HP. All wood, lightweight,
VW prop - 8 lbs., mirror finish, 2. 3 and 4
blades. Bernard Warnke, Box 50762, Tuc-
son. Arizona 85705.
PROPELLERS 22 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P. 0. Box 63, Man-
hatten Beach, California 90266.
CUSTOM MADE WOODEN PROPELLERS
Proven design, VW, Continental, Lycoming,
others. Recommended by Ray Hegy.
Wayne Ross, Box 7554, Phoenix, Arizona
85011. 602/265-9622.
PROPELLERS Custom modified metal for
experimental and racing aircraft. Rebuild-
ing, repair, service, all types. Prompt atten-
tion. ANDERSON PROPELLER CO. INC..
DUPAGE COUNTY AIRPORT, WEST CHI-
CAGO. ILL. 60185. Phone 312-JU-4-8787.
PROPELLERS VW, Continental, Lycom-
ing, etc. Epoxy reinforced tips. M. Stein-
hilber, Box 441, Shellbrook, Sask., Cana-
da.
PROPELLERS: VW, Corvair, Continental, etc.
Ray Hegy, Marfa. Texas 79843.
PROPELLERS V. W. can be ordered in
natural or colored finish. H. A. Rehm, Dous-
man, Wisconsin 53118.
PROPELLER wood for J-3, 65 HP, 2350
RPM. $45.00. Schultz 414/251-5114.
PROPELLERS Custom wood two and three
blade. VW, Lye., Cont., Larry Black, Rt. #1,
Box 314, Sault, Michigan 49783.
SENSENICH or similar wood 72CK42 pro-
peller pitch 42" or 44", 72" diameter, must
be airworthy. Cont. A-65-8. Leo Ray, 905
Manhattan, Amarillo, Texas 79104.
ALL METAL! ADJUSTABLE PITCH and con-
trollable pitch for VW, Continental, etc.
Exclusively designed and built for home-
builts. Pitch adjustments are made with
vernier plates on the blades so that no
protractor is required. Information Kit,
$100 MALOOF AEROPLANE COMPANY,
23480 PARK SORRENTO, Suite 209-A,
CALABASAS, CALIF. 91302. Phone: (213)
888-1072.
Hang Gliding
UNIVERSAL HANGLIDER CATALOG $1.00,
Box 1860-SA, Santa Monica, California
90406.
86 JANUARY 1975
PLANS AND INSTRUCTIONS Plans for
the original Quicksilver (monoplane) and
Flexi-Flier (rogallo), Guide to Rogallo
Flight, and catalog, $10.00. Information
kit. $1.00. Eipper-Formance, Inc.. P. O.
Box 246-E, Lomita, California 90717.
Try self-launched flying with a Sailbird Hang-
Glider. the fully adjustable flying machine.
Write for catalogue: 3123 N. El Paso, Colo-
rado Springs, Colorado 80907.
Books
MODERN AIRCRAFT RE-COVERING Com-
plete manual with 50 illustrations on re-
covering with Grade "A" cotton or Cecon-
ite. $2.00 postpaid. Airtex Products, Box
177. Morrisville. Pa. 19067.
AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised ma-
terial includes new tables, graphs and
photographs. Previous editions used in 30
colleges. $13.95. M.O. with order. Johnson
Publishing Co., Dept. S.A., Box 990, Bould-
er. Colo. 80302.
Books for Aircraft Designers, Builders. Out-
of-print and current. List 25c. John Roby,
3703T Nassau, San Diego, California 92115.
HOW TO SCROUNGE and build your airplane
at minimum cost. The ideas in this manual
can save you hundreds of dollars. Tells
you how to look, where to go, etc. Send $5.00
to TFM. P. O. Box 552, Escondido, Calif.
92025.
LIGHT AIRPLANE DESIGN 80 pages, 61
figures, 16 photos, 18 tables. Step-by-step
guide for amateur designers. No difficult
math, $8.00. LIGHT AIRPLANE CONSTRUC-
TION for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools,
jigs. 311 illustrations, 92 pages. $9.00. PL-4
CONSTRUCTION MANUAL 104 pages,
394 figures. Team-mate of CONSTRUCTION
book. A "must" for amateur builders. Con-
struction tips, VW engine installation in-
structions, Pop-Riveting technique $10.00.
PAZMANY AIRCRAFT CORP., P O Box
80051 S, San Diego, CA. 92138.
DESIGN DATA A l l aircraft types. NACA Pub-
lications 1915-1958. Reports, Technical
Notes and Memorandums. Catalog, $2.50.
AER SOC PUBLICATIONS, 1823 N. Sierra
Bonita Avenue. Pasadena, Calif. 91104.
STARDUSTER TOO BUILDER'S MANUAL
CG data all engines. Hints, modifications,
illustrations, photos. $8.00 pd. Fred Meyer,
New Hartford, Conn. 06057.
PART 4 Larson - US Patent 3,544,290
Ducharme - US Patent 3,290,019 WUNSCH
- US Patent 2,322,991 SHELTON - (claims
a 800% increase in fuel economy) US Pa-
tent 2,982,528 (50c per patent) from Com-
missioner of Patents, Washington, DC
20231.
Miscellaneous
WHEELS Custom made aircraft wheels,
complete with brakes and bearings.
500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
700x4 (will take 800x4 tire) . .$110 per pr.
Master cylinders, $20. per pair with wheel
order. $23. per pair without. Alfred H. Rosen-
han, 810 E. 6400 South, Salt Lake City,
Utah 84107.
FIRESTONE & SHINN wheels & brake parts
1" brake lining kit, $6.60, 1" brake shoes
$8.25 each, brake dust covers $3.85 each,
all for model 6C assy's. Mfg. Firestone &
Shinn wheel & brake parts. WHEELER-
DEALER, P. O. Box 421, Harbor City. Calif.
90710.
DRAG WIRES, FLYING WIRES, BEARINGS,
ETC. Per AN standards for homebuilts.
Send stamped addressed envelope for il-
lustrated list. A. Wheels, P. O. Box 174,
Ambler, Pa. 19002.
T-18 BUILDERS Extrusions; sheet metal
and hardware; instrument panel; gas tank;
gas cap; landing gear; engine mount and
ring; aluminum windshield frame; hori-
zontal spar tube assembly; Cleveland 500x5
wheels and brakes; axle stub; Pitot-static
tube; wing ribs; Maule tailwheel. Write for
catalog. MERRILL W. JENKINS CO., 2413
Moreton St.. Torrance. Calif. 90505.
LARGE STOCK of new and used light aircraft
and engine parts. Lots of parts for home-
builders. The home of flight tested aircraft
parts. Nagel Aircraft Sales, Torrance Air-
port, Torrance, Calif. 90505.
SPORT AVIATION BINDER Now holds 12
plus. U. S. $4.25, Canada $4.50, postpaid.
EAA No. 79, Box 917, Spokane, Wash. 99210.
GEE BEE CANOPIES T-18 Canopies and
windshields fit T-18, Mustang II, Sidewind-
er, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, % and 7/10 scale P-51's.
$170.00 each. Large single place bubble -
60"x24"x16" high; small single place bub-
ble - 50"x24'x14" high - $100.00 each. New
Pitts Bubble $95.00. All canopies un-
trimmed and in green, gray or clear. "Ship-
ping crate - $30.00" FOB Seattle. Gee Bee,
18415-2nd Ave., So. Seattle, Wash. 98148.
Glen Breitsprecher.
Dynel, fiber-glass, resins, polyurethane foam.
Complete supplies. Catalog 25c. Kick-Shaw,
Inc., 3527 Hixson Pike, Chattanooga, TN
37415.
PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and
brakes! 500x5 or 600x6 1974 Production
Cleveland wheels and brakes, brake brack-
ets NOW ONLY $125.00 plus $6.50 postage.
Wheel dust covers $7.50 set. M. B. C. with
parking brake $35.00 pair. Bonanza type
$35 pair. 500x5 or 600x6 Cessna axles
$19.50 each. 1974 600x6/6 tires $17.00.
Also conversion kits for Cessna, Beech,
Stinson, Swift, etc. Stamped envelope for
free list. Hardwick Aircraft. 1612 Chico,
South El Monte, Calif. 91733.
1026 PAGE CATALOG Aircraft and "G-P"
engines, parts, props, instruments, man-
uals. Gipsy Major-Tiger Moth parts, man-
uals. Homebuilders plans for aircraft, air-
boats, showplanes. (Catalog information)
$5.00 North America, $5.40 other countries.
"PROVAIRCO", Honey Harbour 4, Ontario,
Canada.
T-18 BUILDERS Save time and material.
Buy material marked per matched hole
tooling. We have 90% of all material, hard-
ware, parts and assemblies. Write for cata-
log. Ken Knowles Sport Aircraft, 27902 Al-
varez Drive, Palos Verdes Peninsula, Cali-
fornia 90274.
T-18 MACHINED PARTS 67 parts exactly
per Thorp's drawings including canopy
latch. Send for list. Dewberry Industries,
4751 Hwy. 280 So., Birmingham. Ala. 35243.
NEW WOBBLE PUMPS united aircraft pro-
duct, AN4009 type D-2 with handle, $48
each while they last. Javelin Aircraft Com-
pany, Inc., 4175 East Douglas, Wichita,
Kansas 67207.
BUBBLE CANOPIES 15x44x11, 20x33x13 -
$50.00. 20x46x14 - $70.00. 23x60x16 -
$100.00. Tandem, 23x70x16 - $150.00. Ex-
cellent optics, prices include crating and
choice of side profile. Custom work, hemis-
pheres, partial canopies. Windshields $15
to $25. Send large stamped self-addressed
envelope for further information. BOUWENS
AEROSPACE, Twing Road, LeRoy, New
York 14482. 716/967-8215.
NEW CLEVELAND WHEELS AND BRAKES
to convert your 120, 140, 170, 172, 175, 180,
or 182 Cessna. New conversion kit with
STC and instructions. Write for quote.
Also 5.00x5 and 6.00x6 new production
magnesium wheels, brakes, covers and
bearings at $129.50 plus $4.50 postage
(USA). Amphibious 6.00x6 wheels and
brakes, $210.00 plus $4.50 postage (USA).
Technical information available. Barney
Oldfield Aircraft, Co., P. O. Box 5974 B,
Cleveland, Ohio 44101.
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation 16' - 18" rim size. 1'A' axle, use
on one or two place aircraft, price $4.50
postpaid. R & B Aircraft Company. RD #2.
Box 78. Frankfort. NY 13340. 315/732-6513.
ACETYLENE TORCHES New Uniweld Kits.
$89.95. all you need are tanks. Send check
or money order to Midwest Aero Co., P O
Box 302. House Springs, Missouri 63051.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling. $50.00 postpaid Dick Ertel, RR
#7, Quincy. Illinois 62301.
ALUMINUM kits: Mustang I. Mustang II. T-
18, Davis DA-2A. Sonerai. drills, reamers.
Gerdes wheels and brakes. Send large self-
addressed envelope stamped to SMITH
SUPPLY COMPANY. Route 4. Brown Deer
Lane. Janesville, Wisconsin 53545
COOT BUILDERS! The finest in machined
parts, fittings. All parts now available
many in stock. Also custom work Forney
Precision, Inc., Box 75, Cambra, Pennsyl-
vania 18611
WITTMAN TYPE GEAR LEGS for Tailwind.
Sidewinder. Davis. Daphne. RV-3, and oth-
ers. Expertly machined and polished from
6150 steel. Write H. C. Lange. R. #1, Merrill.
Wis. 54452.
ATTENTION CFI's Biennial flight review.
Ground and In-flight check lists. Provides
permanent record. Pad of 40: $3.95 Sample.
.50c Kick-Shaw. Inc. 3527 Hixson Pike.
Chattanooga. TN 37415.
CANADIANS Hardware, instruments, steel
sheet tubing: Birch plywood: props, en-
gines: Aerolite glue. Lincoln cloth fabric
Price list available. Leavens Bros, PO
Box 1000, Malton. Ontario, Canada
CANADIAN KR ENTHUSIASTS Why pay
more. Eliminate importation problems.
Write, phone or visit your ONE STOP KR
CENTER, for all your KR-1 and KR-2 building
needs. Wood, foam, epoxy, dynel. engines,
props, professional partswe have them all.
Free price list. CANADIAN RAND AVIATION.
Hangar #2, Toronto Island Airport. Toronto
M5V 1A1, Ontario, Canada.
PARTS/MATERIALS Wheels, brakes, axles,
canopies, spinners, ceconite. plywood,
cables, rod bearings, stamped envelope for
details Southern Aeronauticalsee Cassutl
Plans ad.
WELDING ALUMINUM? Try new SUPER ROD
using Propane Torch, no flux required, high
tensile strength. Sample rod. specs, instruc-
tions $2.00. ten rods. $15.00. postpaid U.S.
Roberson & Company, 17 East Thomas.
Phoenix, Arizona 85012
FLYTE BOND EPOXY A new. low viscosity,
high strength, epoxy. Specially formulated
for use in wood/foam/dynel aircraft struc-
tures. Does not soften polystyrene foam, or
become brittle on polyurethane foam Low
toxicity. Use this one material as glue, filler,
coating, laminating resin and strengthening
filler material. Does not shrink, craze, de-
laminate or crack. Water, gasoline and chem-
ical proof, it is also impermeable to water va-
por and so prevents dimensional changes in
wood with changing humidity. Prevents
wood rot $32.00 Gal. Send for booklet
"WOOD/FOAM AIRCRAFT CONSTRUCTION
WITH FLYTE BOND EPOXY". CANADIAN
RAND AVIATION, Hangar #2. Toronto Is-
land Airport. Toronto M5V 1A1. Ontario,
Canada.
AN HARDWARE & FITTINGS Send 50c
for catalog - refundable first purchase. HB
AIRCRAFT STANDARD PARTS. BOX 4358.
FLINT, MICHIGAN 48504. 313/239-2992
SPORT AVIATION ANNUAL FILES! Each con-
tainer holds 12 copies. 5 year supply, includ-
ing date labels. $4.95. EAA Chapter 202, Box
202, Panama City. Florida 32401
PERSONALIZED AIRCRAFT PAINTINGS
From your photo or slides William H. Hasse.
1755 East 236 Street, Euclid, Ohio 44117
COOT AMPHIBIAN FIBER-GLASS PARTS
Special hi-strength liber-glass as layup
used on all parts, can save builder hundreds
of labor hours in construction time and re-
duces weight of airplane Molded hull as-
sembly, foredeck with windshield frame,
cabin top. canopy, window kit. (NEW) win-
dows recessed for flush mount from out-
side. Aluminum tail kit. tail fairing and en-
gine pylon kit. Send $1.00 for information
package. Shorty Hirsekorn. 105 Rosamond.
Houston, Texas 77022
NEW LANDING GEAR ELASTOMER SHOCK
MATERIAL, used in place of coil springs
or bungy cord. Much lower rebound rate
(35%) than coil springs or bungy cords.
Does not go solid like coil springs. 10 year
or more outdoor life. $21.15 with detail
drawings of shock struts. Send S/SA en-
velope for specification sheets R & B Air-
craft Company, R D #2, Box 78, Frankfort,
New York 13340
FLUSH GAS CAP with mounting ring May be
riveted, welded or molded to your tank A
quality product machined from solid alumi-
num. $17.95 postage paid. Free brochure
AVIATION PRODUCTS. INC.. 114 Bryant.
Ojai. California 93023
CONTROL CABLES fabricated with AN ter-
minals. $295 per end for swaging and hy-
draulic proof testing. Components at com-
petitive prices. Free brochure. AVIATION
PRODUCTS, INC.. 114 Bryant. Ojai. Cali-
fornia 93023
LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels. 1Va"
or IVi" flat, or H" round spring mounting.
$27.95 postage paid Free brochure. AVIA-
TION PRODUCTS INC., 114 Bryant. Ojai,
California 93023.
FIRE EXTINGUISHERS highest quality,
lowest prices anywhere Free literature
Lawrence Hartman. 1637 East Pleasant
Valley Blvd., Altoona. Penn. 16602
SMYTH SIDEWINDER BUILDERS For Sale:
A new pair of wings for Smyth Sidewinder.
Don E. Roberts. Noblesville, IN. 317/773-
0436.
POP RIVETS threaded - Monel - aluminum
closed end - stainless steel SPECIAL -
aluminum and monel kits. Contains 200
rivets, domed and countersunk. 1-KIII Pop
Rivet Gun, 2 - #30 drill bits. Aluminum kits,
regular $27.87, NOW $23.69 Monel kits,
regular $33.11. NOW $28 14 Add $1 for each
kit for shipping. Write for FREE information
Fastener Products, 615 West Colfax. Pala-
tine, III. 60067.
COOT parts, drawings, pictures at real saving
Project abandoned due to lack of time. Write
Coot. 17 Frontenac Estates, St. Louis, MO
63131.
STITS covering materials in stock: polyfiber
yardage, polybrush. polyspray, tapes, etc.
Write for information Call orders collect
EAA discount. We will also recover your
plane for you. Sugarbush Stits, Box 389.
Waitsfield. Vermont 05673. 802/496-2290.
DANDY DIMPLE DIE CO., 172 Boniface Ave..
Kitchener. Ontario. Canada, stocks quality
aircraft One-Sided. One-Hand rivet dimple
dies, 3/32. 7/64, 1/8", (100 or 120); 'lighten-
ing-hole' flanging dies (11 sizes): tools. Free
Brochure(s). Free with orders: "4-7 ft. steel
bending brake" drawing.
BD-S BUILDERS & BUYERS Free club in-
formation James. Box 151, Pasadena, Cali-
fornia 91102.
AIRCRAFT ELECTRONICS New designs
ADF receivers, digitally tuned. $295 com-
plete. EGT. CHT engine analyzers from $49
Engine monitor alarm unit $49 complete.
VHF transmit and modulation indicator
$19. Crystal Products Company, 375 South
Ogden. Denver. Colorado 80209
Stits Playboy Wings complete, less cover-
ing. Model SA-3A. plans included. A. Bol-
ton. 272 Aberdeen Avenue, Peterborough,
Ontario, Canada.
WHEEL PANTS Lightweight, 500 x 5. as
used on Sonerai. $35.00 pr. Split racing type
- $45.00 pr 12" aluminum spinners and
backplates - $25.00 "F I & F V formed alu-
minum landing gears. 5" Azusa wheels and
brakes, plexiglass canopys, fiber-glass
nose bowls for VW s, Cassutt canopy caps,
etc
POSA INJECTOR CARBS The answer for
carb problems As used on Sonerai. 29. 32,
35, 37 mm models available $50.00. Why
pay more? Include engine type and HP.
RIVETS Cherry commercial "pop type"
rivets. 120 flush or standard protruding
head. VB" slainless steel. $23.00/1000: Ve"
aluminum, $10.50/1000 G28 Hand Rivet
Tool for above plus 120 dimple die $21 00
Send $1.00 for Sonerai information Monnett
Experimental Aircraft. Inc., 410 Adams. El-
gin, Illinois 60120.
LIKE NEW Aircraft cable tensioneter Pa-
cific scientific T-60, $200 new For sale
$85.00. with case. Gregory Doorakian. 123
Meadow Road. Riverside, Connecticut
06878. 203/637-3014
SEXY MODELS Beautiful custom built
models of your homebuilt, personal, an-
tique, or fighter aircraft Show your friends
your pride and joy. Send forfree information.
AIRCRAFT REPLICAS. 3876 W 19th Street,
Cleveland. Ohio 44109.
PITTS single aileron wings Trux Morgan
- 312/827-2163.
Coot Builders Special one set only, en-
gine mount per 814 drawings. Sheared and
formed Ve aluminum. $75.00. A Roberge,
38 Benton Road. Hooksett, NH 03104. 603/
622-6678.
TONY'S TALKING SLIDE SHOWS Amusing
entertainment by TONY SWAIN Harvard
to Oshkosh - The SE5 Replica - Delano '72 -
Vintage Abbotsford - Waco West - Sport
Flying in B C. - Western Warbirds - Rocky
Mountain Flying Fever - Cruising Under Sail
- and many others. 100 slides with tape -
$30.00 Write #8 - 2370 Cornwall Avenue -
Vancouver V6K 1B7. Canada
HOMEBUILDERS are you looking for the
following - vac pumps, prop governors,
fuel injected systems, blowers, cranks.
Check with us first. Air Engines, Ltd.. 1325
W. Washington. Bldg A-6, Orlando, Flori-
da 32805 or call 1-305-422-6595
BEAUTIFUL OZARK PROPERTY, low as
$250.00 per acre, excellent terms Write
for free brochure Al Davis Company. Har-
rison, Arkansas 72601 - EAA 89084
KITS FOR SCORPION II Factory tack-welded
airframe plus ten others Value over $1400.
Best offer. Ferris, 233 West Main. West-
borough, Massachusetts 01581
INDEX TO EAA'S SPORT AVIATION JOUR-
NAL. Looking for articles in past SPORT
AVIATIONS on a particular aircraft, building
techniques, materials, etc.? INDEX is an-
notated, cross-referenced, includes every-
thing, and is updated annually. 1960-1969
INDEX $5.00 1970-1974 INDEX $4 00 ($3.00
for past purchasers.) SPORT AVIATION ar-
ticle copying service - back to 1960. Use
INDEX to locate articles you want copied.
15c per page. $1.50 minimum. John Berge-
son, 418 E. Grand. Mt. Pleasant. Ml 48858
ANTIQUE AERONAUTICAL ITEMS for sale
AN6530 goggles, leather helmets, gosport
helmets. Norden bombsights. optical fight-
er gunsights - buying - selling - trading old
helmets and goggles. Jon Aldrich, 129 Via-
Yella, Newport Beach, Calif. 92660
1932 B MODEL FORD New pistons, rings,
valves, valve guides, spring, cam shaft,
complete gasket set. C model head (devel-
ops 60 hp). This engine disassembled.
$4000.00 or best offer. 904/781-7731. John-
ny W Bruce. 937 Crest Drive E., Jackson-
ville, Florida 32205
Controlwing Photos Structural details, flight
views of Spratt s flying boat, N2236. $4 US
and Canada. $5 airmail and overseas Smith.
10509 N.E. 197 Street, Bothell, Washington
98 11
SPORT AVIATION 87
SPORT ADS
(Continued from Preceding Paye)
WOOD AIRCRAFT BUILDERS We supply
kit material to your specification, laminated
spars made to your requirements. Epoxy,
aerolite glue, balsa, ash. Kits for Pieten-
pol, Cavalier, Minicab, Taylor Mono, Fly
Baby. etc. Catalogue $1.00 WESTERN AIR-
CRAFT SUPPLIES, 623 Markerville Rd.,
N.E., Calgary, Alberta, T2E 5X1. Canada.
Bus. Ph. 403/261-3046.
SKIN CLAMPS for half the price of clecos.
VB dia. - kit to make 50 clamps, $11.30. 100/
$20.64. Postpaid. Data $.25c. Swanson Tool,
4018 S. 272nd St., Kent, Wash. 98031.
ALUMINUM OUR SPECIALTY, kits, sheet,
rod, plate, angle, tubing and gear material.
AN hardware, wheels and brakes. Master
Charge, Bankamericard. Send business
SASE BJG Aircraft Supply, 40 Countryside
Drive, St. Peters, MO 63376.
Parachutes
SURPLUS Seats Backs for aerobatics
Homebuilts Gliders Aircraft New
Pioneer 26' steerable thin back $435.00.
Sky Diving Para Sails Brochures &
Prices. 313/349-2105 MIDWEST PARA-
CHUTE, NOVI, MICHIGAN 48050.
Services
BUILDING OR DESIGNING your own aircraft
and in need of sound advice? For FREE de-
tailed information about this engineering
mail service send a self addressed stamp-
ed envelope to:
AMTECH SERVICES
RD 8, Mansfield, Ohio 44904
Wood Testing Device; plans, detailed in-
structions - $17.38; description June 1970
Sport Aviation.
BILL "AVI" ATOR Aviation Insurance
Specialist. Representing large established
companies. Competitive rates. Fast, Claim
Service. Speciality Homebuilts and Antique
Aircraft. 211 South Fayette, Jacksonville,
Illinois 62650. 217/245-9668.
QUALITY RUBBER STAMPS at reasonable
prices. Save money. Free estimates. Miller,
2157-B So. 14 Street, Milwaukee, Wisconsin
53215. EAA #2336.
BD-5 BUILDERS Structure and controls
modifications by accredited Engineer/Pilots.
Drawings, photos and instructions. Second
Edition.
KR-1 KR-2 The missing "HOW TO" plus
drawing and design revisions. Assy, in-
structions backed by Photos or Slides. Send
SSAE for detailed breakdown. Gillespie
Aero Services, 404 So. Reese Place, Bur-
bank, California 91506.
PLANS
Plans of aircraft advertised In SPORT
AVIATION must have satisfied the FAA
minimum requirements of the Experi-
mental Amateur-built Category and
must have been operated a minimum of
50 hours when using a FAA certified en-
gine or 75 hours with a non-certified en-
gine and should have satisfactorily dem-
onstrated its advertised qualities. The
FAA Operation Limitation must have
been amended to permit flight outside
the test flight area.
COUGAR 1 12 sheets, black line, full size
wing ribs, folding wing modification, $20.00.
Order from Leonard Eaves, 3818 N.W. 36,
Oklahoma City, Okla.
FOKKER DR-1 PLANS $50.00. 16 page Profile
$2.00. Redfern Replica. W. W. Redfern, Rt.
1. Athol, Idaho 83801.
88 JANUARY 1975
EAA BIPLANE P-2 A fine sport plane for the
amateur builder, 85-150 HP, cruise 105-140
mph. Fully aerobatic. This rugged single-
place 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 (in-
cludes one year's EAA membership). Ex-
perimental Aircraft Association. P. O. Box
229, Hales Corners, Wls. 53130.
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Cont.) over 150 mph at 5,000 ft. at 7054
power. Construction plans and photos
$125.00. Brochure $1.00. S. J. Wittman,
Box 276, Oshkosh, Wls. 54901.
BANTAM plans. Over 200 sq. ft. detailed
drawings. All metal construction. Fun to
fly. $55.00 for blueprints or $2.00 for
specs, and photos. Bill Warwick, 5726
Clearsite, Torrance, Calif. 90505.
CA-65 Two place sport plane with retracta-
ble landing gear. Plans - $110.00. Brochure
- $3.00. A. Cvjetkovic, Box 323, Newbury
Park, Calif. 91320.
SPEZIO "TUHOLER" two place, open
cockpit, low folding wing. Full size rib
drawings, very detailed plans. Info pack
- $3.00. Plans - $75.00. William Edwards,
25 Madison Avenue, Northhampton, Mass.
01060.
SMITH DSA-1 "Miniplane" Plans. 17 ft. Bi-
plane. Excellent drawings, $25.00. Mrs.
Frank Smith, 1938 N. Jacaranda Place, Ful-
lerton, Calif.
AIRCAMPER, GN-1 Complete plans for 65
to 85 HP, 2-place Parasol, all wood and fab-
ric construction. Rib drawing and major
fittings full size. $25.00 postpaid. Cutaway
and photos. $1.00. John W. Grega, 355
Grand Blvd., Bedford, Ohio 44146.
SHOESTRING Formula One Racer, sport-
plane plans available. 3-view, photos,
specs., $3.00. Condor Aero, Inc., P. 0. Box
762, Vero Beach, Fla. 32960.
AIR SKIMMER $10.00 buys the hull plans
for this single place homebuilt Navy Sea-
plane. Rest of plans as you build or com-
plete set of original plans $65.00. JET
Plans, 1800 Carmelo Dr. E. Carmichael,
CA. 95608
FLAGLOR SCOOTER all-wood, volkswa-
gen powered economical, easy to build,
fun plane. Plans $35.00. Illustrated litera-
ture $2.00. Ace Aircraft Manufacturing Co..
106 Arthur Rd.. Asheville. N. C. 28806.
BABY ACE Single-place plans, $36.50.
Junior Ace two-place plans $46.50. "The
Standard Homebuilts of the World." Kits
available. Illustrated literature $2.00. Ace
Aircraft Mfg. Co., 106 Arthur Rd.. Asheville,
N. C. 28806.
FLOAT PLANS Metal. Designed by Stan-
ley Dzik. Information packet, $1.00 U.S.
Bill or Money Order. Plans, four sheets,
NOW $25.00. U. S. or Money Order. Post-
paid. L. Landermann, 39 Poplar St., Ste-
Rose, Laval, Que., Canada.
DIAMANT 3-4 sealer, all-wood; $100
SUPER-DIAMANT - retract, tri-gear: $125.
SUPER-EMERAUDE - 2 seater, all-wood: $75.
BERYL - fully aerobatic, tandem seater:
$80. COUGAR - all wood racer: $75.
- TOURBILLON - fully aerobatic, all-wood
single seater: $60. - EDELWEISS - all-metal,
retrac. tri-gear, 2 seater: $125. - 4 seater:
$175.00 - Specs, 3-view, photos, $2 per air-
plane to E. Littner, P. O. Box 272, Saint-
Laurent, H4L 4V6, Quebec, Canada.
RAND KR-1 PLANS $25.00. The VW pow-
ered Styrofoam retractable. Ken Rand, 6171
Cornell Drive, Huntington Beach, Calif.
92647.
LITTLE TOOT PLANS Reduced to book
form, sixteen sheets 11" x 17", $25.00. Full
size blue prints, $75.00. Illustrated bro-
chure, $2.00. Meyer Aircraft, 5706 Abby,
Corpus Christi, Texas 78413.
TEENIE TWO - SINGLE SEAT SPORT PLANE
(first all aluminum VW powered homebuilt)
Prototype continuously flown since 1969.
Simple bent tab construction. Pop riveted
too! INFORMATION BROCHURE - AERO-
BATIC REPORT and SAMPLE PRINT -
$5.00 (deductable from plans order - $45.00).
Includes full size rib and bulkhead patterns
and illustrated instruction book. Alumi-
num kit for construction of entire airframe -
Steel kit, includes material for controls,
landing gear and firewall. Also available -
wheels, brakes, prop and all engine con-
version accessories. 2 minute detachable
wings. Construction methods featured
in Popular Mechanics, May 1968 and May
1971. NASAD approved Class AA No. 20.
C. Y. Parker. EAA 4155 (A&P twenty years)
Box 3163. Pensacola. Florida 32506.
SESA REPLICA 85% scale WW I Biplane
Scout featured December 1970 SPORT
AVIATION. Sport plane performance with
antique appearance. Brochure, specs, and
photos; $3.00. 30 sheets 22"x34" complete
construction prints and instruction book-
let $60.00. REPLICA PLANS, 953 Kirkmond
Crescent, Richmond, B. C., Canada.
HEADWIND B The original VW powered
airplane with over a decade of success. Ex-
cellent plans, $20.00, info, $2.00. Stewart
Aircraft Corporation, 11420 Rt 165, Salem,
Ohio 44460.
JET ENGINE PLANS and newsletters, in-
fo, .25c. Doyle. Box 310, Montclair, New
Jersey 07042.
CASSUTT High performance, sport/aero-
batic/racer, 100 flying. Kits, components,
jigs, plans, $25.00. Stamped addressed en-
velope for details. Southern Aeronautical,
14100 Lake Candlewood, Miami Lakes, Flori-
da 33014.
PRACTICAL LIGHTPLANE DESIGN AND CON-
STRUCTION FOR THE AMATEUR has
plans for the Fike Model "D" and sells for
just $4.75 plus 35c postage U.S. Fike Model
"E" low aspect ratio STOL airplane plans,
$35.00, airmail $2.00 extra in U.S. Brochures
on both $2.00. W. J. Fike. Box 683, Anchor-
age, Alaska 99510.
P.D.Q. 2 A super simple, low cost, ultra-
light aircraft you can build in 6 months at
minimum cost. See S. A. October '73, page
39. Completely detailed plans, $20.00. In-
formation free. Wayne Ison, #7 Alpine Lane,
Elkhart, Indiana 46514.
Knight Aircraft Drawings for Knight Im-
perial, $95.00, Sunday Knight. $95.00. Info
package $3.00. Vernon W. Payne, Rt. 4
Box 319M, Escondido, Calif. 92025.
TEENIE TWO CANOPY Simple, inexpen-
sive, built from readily available materials,
$3.50. M. T. Peery, 307 Forrest, Baytown,
Texas 77520.
T-18 PLANS unused, with newsletters and
instructions, $125.00. Bob Myers, 1019 21st
St., Bellingham, Wa. 98225.
R. L. 3 MONSOON, low wing 2 seats all wood
construction. Brochure $3.00, plans $75.00.
Wood kits available. WESTERN AIRCRAFT
SUPPLIES, 623 Markerville Rd., N.E., Cal-
gary, Alberta, T2E 5X1, Canada. Bus. Ph.
403/261-3046.
BG-6, BG-7, BG-12D and BG-12/16 plans from
$35 to $137.50. Information packages:
BG-6 and BG-7, $1.00: BG-12D, BG-12/16.
$1.00. Both for $1.75. Sailplane Corporation
of America, El Mirage. Rt. Box 101, Ade-
lanto, Calif. 92301.
(Continued on Next Page)
AVIATION OPPORTUNITY!
Agents w,inter! to represent aircraft
company huymq and selling .tu-
pLmes no experience neededwe
train you. Yuu do no selling, yet e.irn
tremendous commissionsno inventory to
buy, our money is used-a"rf work f r o m your
own home w i t h protected territories. Send S5
for m o > e informutionjnd.Jgreement f o t m s
Aircraft Acquisitions. Inc. Dept. G-9
P.O. BOX 2308 FULLERTON. CA 92633
 WANTED
WANTED: LYCOMING 0-290 through IO-720
runout engines, any condition. Bent flange,
busted cranks and cylinders, no problem
Instant cash. Exact condition and best
price first letter. Panther Air Boats. 300 Wil- SPECIALTY
son Avenue. Cocoa. Florida 32922 305;
632-1722 days. Taildragger T-Shirts, S3.95. Also available Monthly Sample Sheet Above
are jackets, caps, patches, glasses, NEW VW ENGINE C O N V E R S I O N BOOK-
WANTED JODEL D-11 PLANS Consider bumper stickers, decals, and more! Send LET 32 pages of plans and instruc-
project. Sandy Hudson. 141 A-6 Broadmoor for free Taildraggers catalog. Dealer in- tions. . . . . . . . . . . . . . . . . . . . . . . .$7.00 P P
Lane. Wmston-Salem. NC 27104. quiries invited. V E R T E X M A G N E T O - List $206 00
Send to: EAA . . ........ . ...S174.00 PP
WANTED PLAYMATE SA11A Plans or pro- WILKINSON PRODUCTS COMPANY TACHOMETER WESTACH. MAGNTO
ject A Wyatt. 3814 Caen Avenue. Regina. P. 0. Box 4252 Whittier, CA 90607 ACTUATED.3" FACE, 5000 RPM..$38.90
Sask. Canada S4S OY8
Prices subject to change without notice.
BD 4, 180 or 200 HP Send full info and pic- BAC. 78 E. Stewart Avenue. Lansdowne.
ture, your lowest price and phone number PA. 19050
to Clark M. Wockner, RR #2, Watseka. Ill
60970

CULVER PQ-14A PARTS have fuselage,

complete wing and all tail feathers; but need PJp custom
canopy, windshield, engine cowling and all
control mechanisms Please contact by ' n YC
is '_
letter, to Glenn Jackson, 8 Paige Street. FLYING BOAT
Hingham, Mass. 02043. will telephone you
personally Fashioned A Cha//enge fo The Home Builderl
to your order
Will purchase P & W R1340 and R985 engines.
Also Ham Std 2D30 and 12D40 propellers Specialty Hardware
Mid-Continent. Drawer L. Hayti. Missouri available
63851 314/359-0500 Phons 1 7 1 6 ) 745 9544

Wish to obtain technical details and working ,~~ Aerobatic Homebuilt

blueprints for World War I German Alba-
tross fighter Hugh 0 Donnell. 2239 Arna-
son Road. Campbell River, B.C. Canada Build and fly the boat that does
V9W 1M1.
not use or need ailerons, eleva-
tor or rudder. Information free.
Helicopters SPRATT CO., Inc.
SCHEUTZOW HAWK IT'S REALLY FAST BOX 351 MEDIA, PA. 19O63
build an outstanding helicopter, HAWK 90
or HAWK 140; choose single or two place
Information package contains both designs; SMALL ENGINE
specs. 3-view drawings, weight and balance,
and performance data. Handling charge
$5.00 SCHEUTZOW HELICOPTER MANUAL
Airfoils, dynamics, power requirements,
Free Aviation
structures, mechanics, test procedures.
$1700 AERODYNAMICS OF HELICOPTERS
best available standard reference. S12.50
ENCYCLOPEDIA OF HELICOPTERS, his-
Supply Catalog!
torical gem in color. S7.50. Add $2.00 for
foreign postage Webb Scheutzow. 451
Lynn Drive. Berea. OH 44017.
sum**'

MACDONALD S-21

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HERE IT IS!
EASY TO BUILD JET ENGINE
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For complete info. pkg. with G8-2 Radios. Instruments, Computers, and
Plans (168 sq.ft.) . . . . . . . . . .$75.00 Tech, Handbook well illustrated, thousands more!
graphs, curves, comparisons and uses
MacDonald Aircraft Co. book. BIGGEST SELECTION!
P. 0. Box S43-S Sonoma, CA 95476 BIGGEST SAVINGS!
Four (4) 8 x 1 0 glossy photos of jet
engines, jet hang-glider, jet go-kart.
Brochures & catalogs. A I R C R A F T COMPONENTS, INC
S12.00 G8-2-1S Jet Eng.Construction Plant 604 North Shore Drive,
EAA Aeronautical Engineering Bcnlon Harbor, Mich 49072
$16.00 G8-2-40 Jet Eng.Construction Plans
Scholarships PUan Mail FREE Aviation Catalog ro
NAME__________________________
Write EAA:
ADDRESS-
P. O Box 229 -"* Name
Hales Corners, Wisconsin 53130 13 !NG ENGINEERING CO. Address _
18518 A SO. BROADWAY.GAROENA. CAL. 90248 City ___ . . State __ -Zip.

SPORT AVIATION 89
 STOLP STARDUSTER CORP.
4301 TWINING
RIVERSIDE. CA. 92509
(714) 686-7943

ZENITH
All Metal 85-160 HP

ACRODUSTER 1
RATE OF ROLL 240 /SEC.
AWARD WINNER 1973
BROCHURE $5.00
A safe economical 2 sealer, 26 MPG at
COMPLETE KIT - $4500.00
130 cruise on 100 HP. Short field per-
former. Professionally designed for min.
jigs. No air tools required.
Building time 1000 hrs. QUE-QUARTER INCH TO THE FOOT
NASAO quality seal for average amateur.
Plans $150.00; Info $3.00
Materials, Kits and Parts available.
SOLID BALSA KIT
CHRIS HEINTZ 236 Richmond SL WITH ORIGINAL mo METAL ENGINE 6 PROP

STARDUSTER TOO
Richmond Hill Ontario, Canada L4C 3Y8 . DETAILED SCALE
AND TEAAPUTt SHEET,
HARDWOOD WHEELS,
TWb-OWDECALS
$ M PL'JiSATt
9\LESJAX
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PLANS $60.00
B R O C H U R E 52.00
ANTIQUE & AEROBATIC
AIRCRAFT PILOTS SEND 50c FOR C A T A L O G SHEETS & BRO-
CHURES ON ALL PHASES OF MODEL
Leather flying BUILDING INCLUDING R A D I O CONTROL.
C H A R G E C A R D S ACCEPTED.
HELMETS

Stanton
New miiuficture with lightweight
suede liniig. lambswogl eir cush-
ions, and chin strap. Made from
the finest materials
a.ailable . . . . . . . . . $23.95 Hobby Shop Ino.
W/Ear Ptone Adapters 4734 NORTH MILWAUKEE AVENUE
Installed ......... $27.95 CHICAGO. ILLINOIS 6O63O
STARLET Sizes: Sml.-med.-lrg.-eilrg.
. PHONE 3 1 2 / 2 8 3 - 6 4 4 6 /
PLANS $45.00
BROCHURE $2.00 Leather earphone adaptors.
S3.00 per set.
Fully Lambswool lined $26.95

le new 510. The finest goggle

ade. Curved Triplet safety
glass. Soft leather lined mash.
Lightweight headband covered
will nylon . . . . . . . . . . . . J18.95
AIRFOILS
rA Wide vision curved laminated
NOW .FROM EAA
kjiglass Can he worn over glasses.
K$turdy lightweight strap. 513 95
VSTAR IV pr Eitra smoked lenses Vt 00
PLANS $45.00 extra head strap $2.50
B R O C H U R E $2.00
RAF style
MK3 KRf siyie goggles.
goggle: English
,^fl made with excellent visibility,
y\, adjustable center piece.
piec $11.50
pr. Extra tinted lenses $4.00.
extra headstrap $1.00.

Please write for Free Catalogue.

Styled after the Navy

and Army A2 flight THEORY OF WING SECTIONS
jacket. Both feature
ACRODUSTER TOO warm quilted lining, By
2-SEATER and knit cuffs and Ira H. Abbott
PLANS $60.00 waist bands. The A2 and
B R O C H U R E $2.00 is made of fine leather
with leather collar. Albert B. Von Doenhoff
Navy Style is made of The best single volume study available
fine goatskin with a on subsonic wing sections. 693 pages
Bi-swing back and fur include t h e o r y , airfoil ordinates, etc.
like collar. Satisfac-
tion guaranteed! Sizes $5.50
36 to 50, brown only. (Includes hook rate postage)
Navy Style ....$76.95 FROM
Sizes 48-50, add $8.00
EAA ;
A2 Style ......$69.95
Enclose sufficient amount for postage. Box 229
GLENN BEETS S P E C I A L
PLANS S5C.OO California Residents add 6% sales tax. HALES CORNERS, WISC. 53130
B R O C H U R E $5.00 Please write for Free Catalogue
LOWEST PRICES ON 4130
STEEL - 2024-T3 AL.
SPRUCE, PLYWOOD, H A R D W A R E , ETC.
CATALOG $2.00
SPLIT S. AVIATION
15320 Willow Drive
I.os Gains. California 95030
AIRFOILS
90 JANUARY 1975

By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
A 1975 SHOPPING LIST
As the New Year starts it might be useful to prepare a
"Shopping List" of what we in sport aviation want or do
not want from the FAA and other government agencies
in 1975. Not necessarily in order of importance here are
some of the subjects that should be on such a list.
1. Custom Built Aircraft. As this is being written we
have until January 6, 1975 to file comments with the FAA
on our views on the notice of proposed rule making that
would eventually remove homebuilt aircraft from the
experimental category and put them in a new custom
category. The advantages are that these aircraft would no
longer be bound by the restrictions of the present experi-
mental category in regard to flight areas. They still could
not carry passengers for hire but original builders could
perform all inspections and licensing on the aircraft. Four
years ago this project started out as a simple EAA petition
to the FAA to label homebuilt aircraft as custom aircraft
rather than experimental. But during the years that the
FAA was dragging its feet on this proposal the F-86 acci-
dent with the large loss of life in the ice cream parlor off
the end of the runway at the Sacramento airport pushed
the FAA into examining the whole subject of experimental
aircraft. The intent of the new NPRM is to take all special
kinds of aircraft out of the experimental category except
for those that are purely experimental. In addition to cus-
tom built there would be exhibition, racing and demonstra-
tion aircraft. There already has been some objections to
the new FAA proposal in that detailed builders manuals
would be required, the question of who can qualify as a
maintenance specialist for custom built aircraft and a
question over whether passengers should be prohibited
from doing aerobatics in a custom built aircraft.
It will take the FAA several months to study all com-
ments but hopefully some action will be forthcoming by
the middle of 1975
2. Size Of Registration Marks. EAA's petition for a
reduction in the size of registration marks has been on
file with the FAA for over four years. A Notice of Pro-
posed Rule Making was finally published in the Federal
Register late in November of 1974. This NPRM includes
several objectional features such as the requirement for
large numbers under the wing, a speed limitation of 180
knots for aircraft that can use the smaller numbers on the
tail and a mandatory change over time of five years after
the adoption of the new rules. The FAA philosophy behind
this NPRM is that it is still possible to accurately read
numbers painted on the side or wing of an airplane when
it passes overhead. The FAA says the environmentalists
want these large numbers to identify low flying noisy
aircraft. And yet every test has proved that it is impossible
to read numbers from an airplane that flies overhead
swiftly unless the observer is prepared to know from what
direction the airplane will come, the airplane isn't bank-
ing and the observer is placed advantageously in relation
to the sun. There will probably be so much opposition to
this NPRM that is is hard to predict what the FAA action
will be or when it will be.
3. The ELT problem. The FAA recognizes the problem
of ELT's giving off false alarms and it will seek authority
from Congress to change the present legislation to allow
the FAA more discretion on what aircraft should be re-
quired to carry these devices. It goes without saying that
most sport aircraft should not be required to have ELT's.
Also the FAA needs to organize a better system of moni-
toring and searching for bona fide ELT emergency signals.
Since any changes in the ELT law must be made by
Congress it will be well into 1975 before the new Congress
acts on this one.
4. Registration Fees. The present $25 plus fee on
sport aviation aircraft is not fair because it does not take
into consideration the extent of use of the aircraft. Air-
craft that are flown five to ten hours a year (exhibition
aircraft for instance* have to pay the same fee as aircraft
of equivalent weight that may be used for commercial
purposes. The law on this should be changed but it will
have to await the convening of the new Congress for
possible action later on in 1975.
5. Biannual Flight Review. This whole program should
be re-evaluated by the FAA. It has encouraged some flight
schools to exploit pilots by requiring elaborate and expen-
sive ground courses and dual flight instruction before
log books are signed off for the biannual flight review.
Fortunately the FAA has agreed to modify its rules to per-
mit pilots flying single place aircraft to be checked by an
observer on the ground. No pilot should be required to be
checked by an observer on the ground. No pilot should be
required to take dual instruction on an airplane which he
will not fly regularly again except for test purposes. An
NPRM was issued on this, in December so action by the
FAA should take place by the middle of 1975.
On the subject of the biannual flight review itself the
FAA could do more for safety by encouraging pilots to
fly more and so become more proficient. All safety inves-
tigations and studies show that the low time in type pilot
has the highest accident rate. If we all flew more often
proficiency would rise. The FAA say they know of no way
in which to encourage people to fly. In answer to the ques-
tion of why not exempt pilots from the biannual flight
review if they have flown a mimimum of possibly 100
hours a year the FAA replies that there is no way to check
on how much a pilot flies and log books can be falsified.
This is quite possibly true but the fact remains that pilots
who fly frequently are more proficient and have fewer
accidents.
6. Airport Towers. The FAA should reassess its whole
program for the commissioning of airport towers at low
activity airports. Many of these towers are completely
unnecessary.
7. FSS Reorganization. The FAA is developing a plan
to reorganize the Flight Service Station system with fewer
manned facilities and moredo-it-yourselfweatherstations.
No doubt the increased demand for good weather service
will create problems that cannot be solved by just adding
more personnel. The most encouraging development is the
use of TV weather broadcasts that allow a pilot with an
ordinary TV receiver to get a weather briefing without
going to an airport. If this program could be expanded to
a nationwide 24 hour a day service it would be a major
step in getting up to date weather information to general
aviation pilots.
8. Terminal Control Areas. The FAA has gone over-
board in designating too many TCA's in areas where the
traffic does not warrant them. This whole program could
be cut back in many areas with a simpler TCA configura-
tion that would not be such a burden on general aviation
aircraft not only from the standpoint of airspace utilization
(Continued on Pig* 68)