THE HOMEBUILDER'S

Corner
bgPMLH.POBfPUNY

(Photo by Verne Jobst)

-L HE PROPOSED USERS fees that could have a drastic effect on the future growth of sport/general
aviation are a very real and much discussed subject among pilots and aircraft owners. However, a small
survey among people whose livelihoods depend on sport/general aviation seems to indicate a near total
lack of concern over the proposed fees, and in an alarming number of instances, a lack of knowledge of
what the user fee proposals are really all about. These persons seem to be blissfully unconcerned about
their own futures and have little idea how important it is for all of sport/general aviation to stand to-
gether in this threatening time.
It seems that the burden of justifying sport/general aviation through writing to elected officials and
those in FAA and DOT, who are charged with the responsibility of finding sources of money from the
aviation community, is the task of a comparatively few dedicated aviation enthusiasts and organizations.
This past month has offered me the opportunity to again broaden my education by means of a variety
of personal observations . . . as well as the chance to express some of what I have learned through travel
both here in the United States and in England.
For instance, I recently listened to a presentation by a public official who eloquently described all
his office was going to do for us installation of more radio beacons, more VORs, more ILS's, lengthen-
ing of runways to 5,000 feet, new control towers, new airports as if there would be no tomorrow and
no bottom to the money barrel. On the several occasions I posed the question, "Where will the funds
come from?", I got the same answer: "A small amount from the states and the majority from the Federal
government." My next question, of course, was, "And where will the states and the Federal govern-
ment get the money?" The answers included references to increased hangar rents, local fuel taxes on
top of existing state and Federal taxes . . . "After all, the pilots and aircraft owners are the ones to benefit."
It is time NOW to put a halt to this so-called aviation "progress" before our whole sport/general avia-
tion community collapses. We have people planning aviation's future who are so far removed from the
real-life problems of aircraft ownership that I question their ability to lead or to realistically plan for
this afternoon, let alone the future years. We must move away from the idea that because one owns an
airplane, he or she has nearly unlimited resources that these owners can just keep on laying out great
sums of money each year for any and all ideas and whims.
The time is NOW not to educate the public, but to educate and unify those directly concerned with
aviation and those in government who have decision making power to affect each of us, but who have
never really been a part of sport/general aviation.
I have been receiving a few phone calls and several letters lately regarding the General Aviation
Manufacturers Associations new slide show entitled "The General Aviation Story". Recently, I had a
chance to see it along with about 300 other people while in New Orleans for a meeting with EAA Chap-
ters in that area. Everyone present was surprised to see that, according to GAMA, only 5% of the non-
airline flying done in the United States is classified under "sport". The remaining 95% was credited to
business and transportation. This was quite a contrast to the next film we saw a wonderful half hour
movie sponsored by Champion Spark Plugs and Pennzoil entitled "The Dream of the Eagle". This latter
film was made at Oshkosh last year and is already being shown on TV with a very large number of
stations scheduled to air it in coming months.
The GAMA slide presentation certainly has its merits if sport/general aviation has to continue to
justify its existence to elected officials and governmental employees who are uninformed on matters
relating to our area of flying . . . although I can see places in the GAMA presentation that a wise person
will see right through. (Continued on Page 68)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION
INCORPORATED

MARCH 1975 VOL. 24 NO. 3

TABLE OF CONTENTS
Homebuilder's Corner . . . by Paul Poberezny ........................... 2
Letters To The Editor ................................................. 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
User Charges . . . From The Prime Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Ham Radio Activities At Oshkosh . . . by Elmer C. Erickson . . . . . . . . . . . . . . 11 Page 31
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
The Story of the Scheutzow Bee, Part V . . . by Webb Scheutzow ......... 18
Warnke's Wooden Wonders . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Pusher versus Tractor. . . by George B. Collinge ........................ 23
The Ric Jet ... by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Plastics for Aircraft Homebuilding . . . by Val Wright.................... 34
The KR-2 . . . by Jack Cox ............................................. 39
The Wicks Organ KR-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Page 39
1975 EAA International Fly-In Convention Guide . . . . . . . . . . . . . . . . . . . . . . . . 45
The Resurrection of a Spartan . . . by Jack Cox ......................... 50
El Gringo . . . by Cletus Brow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Variviggen Vignette . . . by Jack Cox ................................... 58
The Designee Corner . . . by Antoni Bingelis ............................ 59
The Interstate and the Odyssey . . . by Timothy L. Talen ................. 62
The Koch Mark 4 . . . by Bill Blake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Washington Report . . . by David Scott ................................. 91 Page 54

Paul H. Poberezny Jack Cox

ON THE COVER ... The Wicks Organ Com-
Publisher Editor-in-Chief pany KR-2 piloted by George Gibbons.
Ray Scholler Bonnie Soucy Bernice Scholler Photo by Robert Hegge
Assistant Editor Advertising Manager Publication Layout

EAA AVIATION MUSEUM

11311 W. FOREST HOME AVE.
FRANKLIN, WISCONSIN 53132
(A MILWAUKEE SUBURB)

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

through Friday Saturday 10:00 A.M. to 5:00 Sundays
and Holidays 1:00 to 5:00. It is closed on New Years, Easter,
Thanksgiving and Christmas.

EAA AVIATION MUSEUM FOUNDATION, INC.

PAUL H. POBEREZNY, DIRECTOR
kTION
EUM GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn., inc and rs published monthly at Hales Corners. Wis Second Class Postage
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Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130
SPORT AVIATION 3
 ORGANIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H. POBEREZNY RAY SCHOLLER S. H. SCHMID ARTHUR KILPS
9711 W. FOREST PARK DRIVE 453 FIFTH STREET 2359 LEFEBER AVE. 10205 KAY PARKWAY
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DIRECTORS
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EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

DAVID SCOTT HERB CUNNINGHAM
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EXECUTIVE VICE PRESIDENT BUSINESS MANAGER EAA CHAPTER EXECUTIVE SECRETARY EAA DIVISIONS EXECUTIVE SECRETARY
TOM POBEREZNY JERRY STRIGEL GOLDA COX DOROTHY CHASE

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4 MARCH 1975

LETTERS
TO THE
EDITOR
Gentlemen:
I am fascinated by the possibilities inherent
in ultra-light aviation. On a recent trip to Eng-
land, I was able to see the Shuttleworth Col-
lection of Historic Aircraft. They have the only
existing English Electric Wren, a 2% hp air-
craft which flew in 1922 and is still flown today.
With the coming energy crunch, ultralights
and motorgliders have a real purpose.
I am designing a small motorglider and
would be interested in communicating with
anybody who is concerned with possibilities
of aircraft weighing Its* than 200 pounds
and/or flying on less than 20 hp.
I foresee a future development of 25-30 hp,
400 pound two-seatersl Motorgliders are
coming close to this with phenomenal glide
ratios in the bargain. Yet weights are still too
high and airframes are generally too costly.
When the clamps are put on, we might find
anything bigger in flying machines to be too
costly to be saved. The EAA owes its members
a push in low-cost, ultralight flight as an al-
ternative to speed and power.
Respectfully,
Dean R. Sigler. EAA 8499
3054 N. E. Davis
Portland, Ore. 97232
Following is a copy of a letter written by an
EAAer:
Federal Aviation Administration
Washington. D. C. 20591
Re: Docket No. 14130, Notice No. 74036
Sirs:
The United States of America is not now
considered to be a "Police State", but is well
on its way toward becoming one if the regula-
tions now being proposed are given approval.
The whole requirement of large numbers any-
where on an aircraft is needed only for the
purpose of governmental SPYING on the citi-
zenry.
Much is heard now about equal rights. How
about some for those of us who choose to
travel by private airplane instead of by other
means? It is said that the large letters and
numbers are needed because some individu-
als MIGHT break the law. If such is true, then
why not large identification on every car. mo-
tor bike, truck and boat?
I say, in the interest of fair play and equal
rights, that neither the present nor the pro-
posed system of marking are fairl I suggest
that we do away with all large identifying marks
and require only four inch numbering on the
vertical tail surfaces.
Why should beautifully painted aircraft
have to be made to look like an unsightly
billboard? We are taking the billboards off of
the highways. It is high time that we take them
out of the sky too.
Yours truly,
Wesley M. Bell. EAA 40982
P. O. Box 118
Lewistown, Mt. 59457
Dear Paul:
In "Letters to the Editor", January, 1975 is-
sue of SPORT AVIATION I must concur with
Mr. Lawrence Kolze completely. What IS need-
ed is a docile two place, economical TRUE
folding wing aircraft developed and sanctioned
by the EAA. I feel with the vast amount of ex-
pertise available within the EAA, this type of
aircraft could be developed in a relatively short
period of time. Our members need not be re-
minded of the soaring fuel costs and scarcity
of some materials.
We were not meant to be "Ground Bound"
organization and some of us need this design
now. I feel the monies saved with the folding
wing feature could mean the difference of fly-
ing or not flying for some of our members.
The general outline for the design should
be ease of building, a power package not to
exceed 100 hp. large cockpit to accommodate
the tall pilots, a good useful load and an ex-
cellent set of plans which I know our organiza-
tion can produce.
Paul, how about a fold like the Nicholas
Beazley for the two place Pixie?
Yours truly.
Donald R. Paric. EAA 36795
32 West College Ave.
Yardley, Pa 19067
Gentlemen:
As a bit of news (perhaps), this years World
Air Show is to be held here in Johannesburg
on one of its surrounding airfields called "Lan-
seria". Should somebody like Jim Bede. Ken
Rand or anyone bringing a modern progres-
sive Original design, I would be too pleased
to be his host. That is in September. I myself
am showing a rotorcraft of my own design.
I remain yours sincerely,
R. Poppelreuter
20 Pine Ave.. Fordsburg
Johannesburg, 2001
Republic of South Africa
Dear Paul:
Having just returned from my first visit to
the EAA Museum, I would like to express my
appreciation to you and your Staff at the muse-
um for a most gratifying experience.
I'm sure many visitors comment to you each
day about the fine exhibits and I would heartily
agree, but I would like to make special men-
tion of all the fine people who work there.
In the few hours I was able to be with you I
was amazed at the quality and quantity of work
performed in addition to all the "little things"
involved in maintaining the museum and ex-
hibits.
And still each and every one there found
time to answer questions. Any organization
would be fortunate to have a few such people.
Only EAA could have so many. That's quite
a crew!
Sincerely,
Gary L. Richmond, EAA 85156
2023 Park La.
Holt. Mich. 48842
Dear Sirs:
I am trying to locate a source for lift struts
for a Luscombe 8A. It has been grounded in
Nairobi with a bad case of corrosion of the
lift struts. This aircraft has had quite a his-
tory out here and at one time was flown, with
help from thermals, over Mount Kenya, 17,000
ft. msl. The particulars are:
Model 8A. Serial Number 946
Fabric covered wings with metal spars
One left and one right needed, struts are
104'/4 in. long and the part number is
58290
Any help that you can give us would be
greatly appreciated.
Sincerely yours.
Paul R. Keller. EAA 60789
Mangu High School
Box 314
Thika, Kenya (E.A.) Karamaini 248
Editor's Not*: The following letter was passed
on to EAA.
Honorable Gene Taylor
House of Representatives
Washington, D. C. 20510
Dear Mr Taylor:
We urge you to oppose the Ford adminis-
tration's recommendation of imposing a "de-
parture fee" on general aviation to finance
the operation and maintenance costs of the
Federal Aviation Administration, or to "raid"
the Airport-Airways Trust Fund as expressly
forbidden by the Congress for such expenses.
Fifty-nine percent (59%) of the revenue base
of the Springfield Municipal Airport is sup-
ported by general aviation. The imposition of
a $5.00 or a $10.00 federal "departure fee"
would, overnight, eliminate this financial
support. We feel that general aviation should
not be penalized in supporting the questiona-
ble expenditures for FAA facilities, which are
not demanded by this segment of aviation.
We consider the proposed action of the
FAA. through the administration, to be dis-
criminatory. Imagine the public outcry if simi-
lar federal charges were proposed for the own-
er of each automobile in the United States, in
order to finance the highway system! We are
of the opinion that the general public benefits
from aviation, just as it does from all means of
transportation, and should have to assume
part of the bill for it.
Thank you.
Springfield Municipal Airport
Robert D. Hancik
Director of Aviation and Airport
Manager
Rt. 6, Box 384
Springfield, Missouri 65803
Dear Jack:
Just a quick line to tell you that I like and
appreciate receiving S/A with the new outer
jacket. It assures a much cleaner arrival and
also eliminates my pet peeve an address
sticker right smack in the middle of a beauti-
ful airplane on the back cover.
I hope it is here to stay.
Sincerely.
Lloyd S. Gates. EAA 34430
Box 96. Greenwood Rd.
Norway, Maine 04268
THORP CHEETAH
Dick Cavin (EAA 2904) of Dallas, Texas is
having John Thorp design him a 2-place. VW
powered, twin engine homebuilt which will
be called the Cheetah. To be powered ini-
tially by two Limbach engines, the Cheetah
will be all metal and will have a manually
retractable tricycle gear. Span will be 25 feet
(4 feet more than the T-18) and the empty
weight will be slightly less than most T-18's.
The cockpit area follows the latest European
2-place sailplane configuration by being
very wide (4 inches wider than the T-18) but
very shallow with the pilot and passenger
seated in a semi-reclining position. The
cabin area is only 39" x 42". According to
Dick, the aircraft will look much like a %
scale version of the "Derringer", an earlier
John Thorp design. Dick will be building his
own Cheetah, of course, and possibly 4
others will be built in the Dallas/Ft. Worth
area and thoroughly tested before any draw-
ings are offered for sale.
SPORT AVIATION 5
 ON THE ROAD WITH PRESIDENT PAUL
As always, EAA President Paul Poberezny has spent
a considerable amount of time in the past month
appearing as guest speaker or as a participant in
EAA MUSEUM ADDITIONS
some meeting around the world representing EAA
and the interests of sport aviation in general. Two new aircraft have recently been added to the
During the Sun 'N Fun Fly-In in Lakeland, Florida EAA Air Museum's collection, a Stinson SR-7B and the
(January 24-26) Paul met with Chapter officers of North American XP-51.
SESAC to brief them on the latest legislative and The Stinson, N-16130, is a 1936 model and is a
regulatory problems being experienced by civil aviation. beautiful representative of the first of the "gullwings"
He also met with the Fly-In sponsors to critique the in the famous SR series. N-16130 was donated by Rudy
first annual Sun 'N Fun effort and offer suggestions Frasca of Champaign, Illinois who previously donated a
for next year. ' Ranger powered Great Lakes. The big Stinson will be
After returning to Headquarters and participating maintained in flying condition at EAA's Burlington,
in the Air Show meeting (see report elsewhere), Paul Wisconsin hangar.
jetted to London on January 29 to participate in The XP-51 was the first Mustang delivered to the
an FAI meeting concerned with the international pro- U.S. Army Air Corps. The famous line of fighters was
blems of homebuilding. Accompanied by Harold originally designed and produced for the British and
Best-Devereux, Paul also toured the new RAF museum following a standard practice of the day, the fourth and
and visited the British equivalent of FAA. Everywhere, tenth production ships were delivered to Wright Field
his message was the same: individual citizens, given for U.S. evaluation. Pilots were so enthusiastic with the
constructive leadership and sufficient information, can performance of the new plane that American orders were
produce their own safe and reliable aircraft and can soon forthcoming and the P-51 was on its way to aviation
be trusted to operate them in a safe and sane manner. immortality. The fourth production model, Serial Number
On February 10 Paul was in Oklahoma City as a 41-038, was eventually turned over to the Smithsonian
participant in an Aviation Safety Review Conference and has been in storage ever since.
that included FAA Administrator Alexander Butterfield Recently a trade was made with the Smithsonian in
and representatives of industry and many other aviation
organizations. Here Paul had an opportunity to impress
upon all present the many shortcomings of the FAA's
efforts in the area of accjdents and flight safety. He
pointed to the fact that the .accuracy of the government's
collection of information on accidents leaves much to be
desired as witnessed by the fact the FAA was com-
pelled late in 1974 to revise its accident figures for
the year downward, including the number of fatalities.
He stated that the frequency of making accident statistics
available to the public was too great, causing EAA, for
instance, to have to subscribe to a weekly private acci-
dent reporting service in order to keep on top of things.
Paul did not miss the opportunity to again hammer home
one of his favorite themes that government regulation
runs up the costs of flying to the extent that a great many
pilots are unable to fly enough to maintain a high level
of competency, a situation that tends to cancel out the
possible positive effects of such government programs
as the Biennial Flight Review, etc.
On February 14-15 Paul was in New Orleans to con-
sult with and address representatives of Chapters in
the Gulf Coast area who are in the planning stages of
forming a South Central Council. He and Audrey were
most graciously received and enjoyed their visit to the (Photo by Gene Chase)
Deep South. The EAA Air Museum's Stinson SR-7B.
6 MARCH 1971

which a Northrop Alpha owned by the EAA Air Museum
was exchanged for the XP-51. The Alpha will be restored
by TWA for the Smithsonian's projected air transport
section of their new Air and Space building. The XP-51
is already under restoration in the EAA Air Museum
shop. The Allison V-1710-39(F3R) engine will be over-
hauled and the aircraft will be rebuilt to flying condition.
The Pfalz D.XII long under restoration by the EAA
Air Museum has been completed and is now on display.
The a u t h e n t i c purple/gray/green/black and white
camouflage paint job on this World War I German
fighter is certain to make it one of the most admired
and most photographed aircraft in the museum. The
Pfalz is on long term loan to the EAA by the National
Air and Space Museum in Washington.
PIXIE II UNDER DEVELOPMENT
A two place development of the Pober Pixie is under
way in the EAA Air Museum shop. For many years
EAAers have been urging designer Paul Poberezny to
come up with a two place aircraft and he is finally
doing just that. The Pixie II will seat two large men in
tandem and will be powered by one of the larger Limbach
engines. It will owe much in appearance to the single
place Pixie, differing mainly in the dual seating and in
having a center section.
The single place Pixie is now flying with a fully cowled
Limbach engine. Watch for a full flight test report in
SPORT AVIATION by Mike Heuer.
(Photo by Lee Fray)
Progress to date on the Pixie II a new two place,
tandem design by Paul Poberezny.
(Photo by Lee Fray)
EAA President Paul Poberezny and the fuselage of the
XP-51, the very first Mustang delivered to the then
U.S. Army Air Corps.
AEROBATIC/AIR RACE CONFERENCE
HELD AT EAA HEADQUARTERS
EAA hosted a most successful Aerobatic/Air Race
Conference at Headquarters on January 28-29, 1975.
In attendance were some 64 people, including represen-
tatives from FAA in Washington, FAA Regions, various
aviation organizations, air show/air race sponsors, air
show performers and the military.
The meeting was called at the request of EAA
President Paul H. Poberezny with the cooperation of
James F. Rudolph, FAA Associate Administrator for
Aviation Safety. The conference dealt with problems in
various phases of air shows, aerobatic competitions, and
air races, including issuance of waivers, letters of com-
petency, air show monitors, airport markings and others.
In addition, FAA's draft of a new section for the GADO
inspector's handbook was reviewed by all of the attendees
and suggestions added.
All of the persons present agreed that the meeting
had been most worthwhile and the single most impor-
tant thing accomplished was the establishment of lines
of communication that were lacking before. Problems
were aired and thoroughly discussed, solutions found,
and mutual understanding established. It was the con-
sensus of those attending that this type of conference
should continue in the future.
1975 CHAPTER DIRECTORY AVAILABLE
The 1975 EAA Chapter Directory has now been pub-
lished and is available to any EAA member upon request.
The Directory has already been mailed to the Presidents
and Secretaries of each EAA Chapter and it is included
as a part of each new EAA member's New Member
Information Packet. The Directory lists the location of
each Chapter, the name and address of its President and
the time, date (if regularly scheduled) and location of
Chapter meetings.
The Directory also contains a similar listing of the 27
EAA International Aerobatic Club Chapters and the 3
EAA Antique-Classic Division Chapters.
As of the closing date for publication of the 1975
Directory a total of 409 Chapters had sent their completed
annual status report to EAA Headquarters, thus making
themselves eligible to appear in the Directory. A number
of other Chapters did not get their status reports in before
the printing deadline, however, they will be included
in a supplemental sheet that will be included with
Directories mailed during the remainder of the year.
Of the 409 reporting Chapters, 366 are located in
the United States, 33 are Canadian and the remaining
ten are located in Australia (1), Belgium (1), England (1),
Italy (1), Japan (2), Marshall Islands (1), Republic of
South Africa (2) and Sweden (1). California leads the
states with a total of 30 reporting Chapters, followed by
Ohio with 25, Illinois with 24 and Michigan and Texas
with 21 each. A grand total of 526 Chapters have been
formed since EAA's inception in 1953. A few have dis-
banded over the years but most of those missing from
the 1975 Directory are not there because of a failure to
submit their annual status reports on time.
SPORT AVIATION 7
 EAA HAM OPERATORS UPDATE
Elmer Erickson, 455 Birch Street, Omro, Wisconsin
54963, who heads the very successful Ham radio activities
at Oshkosh each year has advised Headquarters that the
EAA Net is expanding. Anyone wishing to join should
get on 3985 at 9:00 p.m. CDT on Wednesday nights and
on 7285 at 10:00 a.m. CDT on Saturday mornings. Elmer's
call sign is W9KKK.
NEW EAA BUSINESS MANAGER
On February 11, 1975 Mr. Jerry Strigel joined the
EAA staff in the position of Business Manager. Mr.
Strigel comes to EAA with a wealth of experience in the
accounting and management field.
Gene Chase, who previously held this position, will be
working with President Paul Poberezny on the EAA
Annual Convention and EAA Air Museum Foundation
activities.
MUSEUM NEEDS
The EAA Air Museum's Curtiss JN-4D "Jenny"
restoration project is progressing nicely and as air-
frame components are completed, they are placed on
public display in the museum so that World War I era
construction can be studied. Several items are needed to
complete this project: wing struts, wing fittings and
flying and landing wires. Contact Bill Chomo at EAA
Headquarters if you know where any of these items
are available.
The Museum is still looking for a Curtiss D-12 for
installation in Steve Wittman's famous racer, Bonzo.
The D-12 is a V-12 aluminum engine with 4 valves per
cylinder. In stock form the engine developed 325 hp at
1800 rpms and weighed 704 pounds dry. In a Curtiss
Racer, the D-12 was the first engine to propel an airplane
past 200 mph in 1922. Over a decade later Steve
Wittman souped up a D-12 to around 475 hp, installed
it in his tiny Bonzo and hit 325 mph in straight and
level flight. Bonzo led the Thompson on several occasions
and finished second in 1938 at a speed of 259.20 mph.
It would be a tremendous addition to the museum's
presentation of this historic racer to have a D-12 installed
in it again. Can anyone help?
REDFERN FOKKER
DR. 1 PLANS ADDITION
Walt Redfern, designer of a popular homebuilder's
version of the World War I Fokker Triplane, has a
drawing of a newly developed elevator trim system
available to all those who have purchased his plans. Send
a self addressed, stamped evelope to: Walt W. Redfern,
Rt. 1, Athol, Idaho 83801.
DIAMANT PLANS CHANGE
E. Littner, who sells Claude Piel's popular aircraft
plans in Canada and the U.S., advises Diamant builders
that Mr. Piel has redesigned the aircraft's vertical tail to
improve stability. For a copy of the change Diamant
builders should send $1.00 to: E. Littner, P.O. Box 272,
Saint-Laurent, Quebec, Canada.
SPORT AVIATION COVERAGE
Recent issues of several newsstand aviation magazines
have featured EAA activities. Sport Flying's February
1975 issue has a ten page spread on Oshkosh and a
number of other articles of interest to both homebuilders
and antique airplane enthusiasts. Plane and Pilot's
latest specialty publication on homebuilts has an article
by Don Dwiggens on the Pober Pixie plus stories on
many other interesting designs.
6 MARCH 1975
COLLEGE CREDIT AVIATION COURSES
Again this year a number of college credit courses
are available for teachers. Some are scheduled before
Oshkosh and some are during the Convention itself. Items:
Pre-Oshkosh
At the University of Wisconsin-Stout at Menomonie,
Wisconsin:
1. "Aircraft Design Fundamentals" 1 week
(Basic light aircraft design)
2. "Aircraft Materials and Components" 1 week
(A review of types of materials and sources of supply
for light aircraft parts)
3. "Building an Esperanza 4" 3 weeks (Building
the full size airplane with actual "hands-on" experi-
ence in all phases of construction)
At Wayne State College, Wayne, Nebraska:
4. "Building a Light Airplane" 2'/2 weeks
(Building a full size airplane with actual "hand-on"
experience in all phases of construction)
At Oshkosh
5. "Experimental Aircraft Construction Workshop
for High School Teachers" 1 week. Dr. Schmidt
6. "School Aircraft Construction Program Seminar"
1 week. Dr. Thomas
(Classes 5 and 6 are very similar. There are two
classes due to the great demand. Both explain EAA's
Project Schoolflight, how to set up an actual aircraft
building class in the schools, etc.)
For classes 1, 2, 3 and 6 contact:
Dr. Charles L. Thomas, Coordinator
School Aircraft Construction Series
University of Wisconsin-Stout
Menomonie, Wisconsin 54751
For classes 4 and 5 contact:
Dr. Howard Schmidt, Associate Professor
Applied Sciences Division
Wayne State College
Wayne, Nebraska 68787
Note: Classes for teachers only; credits vary with
each course. Please check with the instructor for further
information.
WILMINGTON COLLEGE AVIATION INSTITUTE
Wilmington College of Wilmington, Ohio is offering a
college credit aviation summer institute available to any-
one who has completed their junior year in high school.
Involving classroom work, a building project and flight
training, the 8 week institute begins June 23 and ends
August 15, 1975. 15 quarter hours of college credit are
offered. For further information write: Director, Summer
School, Wilmington College, Wilmington, Ohio 45177.
FCC FEES
The Federal Communications Commission has adopted
new fees for all its services that reflect the ruling handed
down by the Supreme Court to the effect that the FCC
fees must include only actual costs of each service and no
general overhead costs. The most important fees as far
as general aviation is concerned are the $4 fee for radio
transmitting stations and the $4 fee for restricted radio
telephone operators permits. These new fees go into
effect on March 1, 1975.
TRANSMISSION LINES ON SECTIONAL
AND TERMINAL CHARTS
Starting promptly the government will show power
transmission lines on all sectional and terminal area
charts. The National Ocean Survey which now is re-
sponsible for the production of aeronautical charts says
this addition will be helpful to VFR pilots in identifying
their position since all major power transmission lines
have easily discernible rights of way, particularly visible
when they pass through wooded areas. Also the depiction
of power lines helps to identify them as a hazard to low
level flying.
MEDICAL HANDBOOK FOR PILOTS
FAA's Office of Aviation Medicine has just issued
a new publication, "Medical Handbook For Pilots".
Subjects covered include the FAA Physical Exam,
Hypoxia, Hyperventilation, Ears, Alcohol and Drugs,
Carbon Monoxide, Vision, Night Flying, Cockpit Light-
ing, Vertigo, Motion Sickness, Fatigue, Noise, Effect of
Age, and Psychological Aspects of Flying. This is recom-
mended reading for all pilots.
NEW CONTROL TOWER
The FAA will take over the operation of the present
tower at Carbondale, Illinois, which has been operated
by the University of Southern Illinois. The FAA takes over
on March 11, 1975 and will operate the tower seven days
a week from 7:00 a.m. to 7:00 p.m. There is no airline
service at this airport. IF PROPOSED NEW USER
CHARGES ARE ENACTED, PILOTS WILL HAVE TO
PAY $5.00 PER LANDING AT CARBONDALE.
SIZE OF REGISTRATION MARKS
The FAA has extended the deadline for comments
on NPRM 74-36, Docket 14130, Size of Registration
Marks, until March 19, 1975, in accordance with EAA's
petition. An examination of the docket so far discloses
thousands of replies already filling three file binders.
The comments are overwhelmingly against wing mark-
ings and most of them indicate a preference for 3"
marks on the tail only. There are a scattering of comments
in favor of the proposal. Volume three of the comments
contained a favorable comment from a town in Connec-
ticut, a town on Long Island, the Aeronautics Commission
of California, and two from individuals a man from
Detroit and a woman from Seattle. All of these favorable
comments reflected the view that wing markings were
necessary to identify low flying aircraft from the ground.
BD-5 ACCIDENT REPORT
The first BD-5 to be completed and flown by anyone
other than Bede Aircraft has, unfortunately, also been
involved in an accident. Builders Daniel Hanatio and
Walter Liebfried (EAA 67045) of Acton, Massachusetts
(Boston area) completed their BD-5 in late January
after receiving a 650cc Hirth engine (55 hp, derated to
46 hp), which had been run in on a test stand by Bede
Aircraft. The aircraft, N-746BD, was flown for the first
time on Wednesday, January 29 by Dale Findlay, a Bede
dealer, from Hanscom Field in Bedford, Massachusetts.
The flight was successful.
The first flight had been made with the BD-5 in prime
coat only, so it was taken back to the shop for painting.
On Friday, it was returned to the field, the wings were
re-installed, and two more successful flights were made.
On Saturday, February 1, N-746BD was to be flown again
and aerial photographs were to be taken.
Phone conversations with the FAA, the builders and
Jim Bede have revealed the following:
On the day of the accident, Saturday, February 1,
the BD-5 was flown for approximately half an hour
and . . .
When the pilot was unable to visually locate the
photo plane with which he was to rendezvous, he left
the airport traffic pattern and flew out some ten miles
west looking for it. He was at 2500 feet and at cruise
power when . . .
- The engine suddenly lost power, whereupon he
immediately switched tanks but the engine would not
restart. The engine's starter functioned only a mat-
ter of seconds before running down the battery.
- The pilot picked out a farm field and flew his ap-
proach, lowering the gear and flaps when the field
appeared to be made. Before touchdown, the pilot
saw he would overshoot, so retracted the gear and
flaps and glided over obstructions to a new field
unfortunately, a plowed one. At touchdown a wingtip
dug in and cartwheeled the BD-5, damaging it sub-
stantially. The pilot suffered a severe cut on his head
and was hospitalized.
- Post crash investigation revealed that:
- The engine stopped in flight because one wing tank
had been run dry.
- The fuel pump was unable to pump fuel from the
other wing tank to the engine during the short period
the starter was usable.
- The engine's alternator had not been functioning
properly and was not recharging the battery in pre-
vious flights.
- A number of starts had been made on the battery
prior to the final flight and the radio had been draw-
ing directly from the battery.
- The pilot was not wearing a crash helmet during the
final flight.
- Examination of the 650 Hirth immediately after the
accident revealed it was free and it has been sub-
sequently run on a test stand. No malfunction of the
engine figured in this accident.
- Damage to the BD-5 airframe was extensive but
not complete. Virtually all the aluminum fuselage
sections were wrinkled, but the cockpit area remained
intact. The wing skins and most outboard ribs were
heavily smashed but the tubular spars were undam-
aged and can be re-used. The pusher prop was broken
but, inexplicably, the vertical tail was untouched! One
tip of the horizontal tail was bumped but the other
was undamaged. The landing gear, retracted during
the crash landing, was not scratched and is also re-
usable. A new fuselage will have to be built, but,
according to Walter Liebfried, N-746DB will fly
again.
- The aircraft had been flown a total of about 3 hours
at the time of the accident. The pilot is reported to
have been very much impressed with the good hand-
ling characteristics of N-746BD and particularly with
the high speeds attained with the 650cc engine.
- The pilot, Dale Findlay, has a commercial license
and had been checked out in the BD ground trainer
prior to his first flight in N-746BD. He has been re-
leased from the hospital and at press time was re-
ported to be recovering from his injury.
In checking out the facts on this accident, SPORT
AVIATION has also learned that Bede Aircraft has made
the decision to go ahead with the Japanese Xenoah engine
as the standard powerplant for both the homebuilt and
production models of the BD-5. This means the engine
will have to be certified by FAA and work has already
started toward this goal. The advantage to homebuilders
would be reduced flight test time (currently 50 hours
rather than 75 for a non-certificated engine). The Xenoah
engine is a three cylinder, inline, air cooled unit which
develops just over 70 hp, according to Jim Bede, and with
dual carburetion can be tweaked up to around 90 horse-
power. A widespread report that Bede was going to switch
to a water cooled, two cylinder Xenoah is unfounded. Jim
says this engine has been tested by him, but the larger
air cooled Xenoah has run so well that it will become
THE BD-5 engine.
SPORT AVIATION 9
 User Charges,,.
From The Prime Source
Faced with the threat of new user charges, all of civil
aviation is up in arms. The Ford administration and mem-
bers of Congress, who must ultimately pass the President's
budget recommendations into law, are being deluged with
mail urging that the new charges be dropped from con-
sideration.
EAA Headquarters, a great number of individual
members and most of our U.S. Chapters are writing
letters, sending telegrams and making phone calls to
protest the proposed charges. President Ford and mem-
bers of the U.S. Senate and House of Representatives
are the prime targets, however, a significant number of
EAAers realize that public opinion must also be aroused
and sensitized to our cause. Local newspapers are being
written and a number of EAAers have appeared on TV
and have spoken on radio explaining the discriminatory
nature of the proposed new aviation user charges.
Lest there be anyone left who doubts the seriousness
of this latest threat to civil aviation, we reprint the word
from the horse's mouth, so to speak. EAAer Carl Bury
of Hudson, Ohio wrote President Ford and his letter was
referred to the FAA for answer. The reply he received
from Milton B. Meisner, Acting Director, Office of
Aviation Policy, FAA is presented in its entirety below:
Dear Mr. Bury:
Your letter to President Ford dated December 10
expressing concern about proposed Federal taxes
has been referred to this office.
In light of severe economic problems and in an
effort to reduce Federal budget deficits, the Presi-
dent has requested that Congress legislate additional
user charges on general aviation to recover more of
the costs incurred by the Federal Government in
providing airport and airway services. Proposed
charges consist of a $10 departure fee at airports
providing FAA radar equipped traffic control ser-
vice and $5 at airports providing FAA traffic control
without radar support. The departure fees will be
applicable only to normal general aviation de-
partures. They exclude "touch-and-go" operations
and air carrier, air taxi, and air commuter flights.
In general, the proposed charges are well below the
actual average costs of providing air traffic control
services. Anticipated annual revenue from the new
fees $78 to $88 million will only partially
cover the deficit between revenues from general
aviation and costs of airway services which this
segment of aviation uses. The Cost Allocation
Study, completed by the Department of Transpor-
tation, estimated the deficit to be over $442 million
in FY-1975.
In addition, substantial costs $30 million in
FY-1975 are incurred by the FAA in certifying
and licensing airmen, aircraft, and aircraft equip-
ment. Historically, the Government has attempted
to charge for such services when they benefit
individuals significantly more than the general
public. Thus, fees to cover the administrative costs
of certification, licensing, and related services are
under consideration for implementation through
10 MARCH 1975
normal rule-making procedures. In both proposals,
the new revenues would take the place of funds
that presently come out of general tax revenues.
Although the proposed legislation was not in-
troduced by Congress during the last session, it is
anticipated that it will be proposed as an Admin-
istration initiative for consideration by the 94th
Congress.
I hope that the purpose of the President's pro-
gram is sufficient to reassure you that the decision
to propose these charges was not made with any
disregard for current economic conditions or a
eesire to discriminate against general aviation.
Please let me know if I can be of any further
assistance.
Sincerely,
Milton B. Meisner (s)
Acting Director
Office of Aviation Policy
The two key points in Mr. Meisner's letter are what
we have been hearing for several years now and are both
totally divorced from the realities of today's civil aviation
operations.
First, Mr. Meisner echos the ill-conceived Cost
Allocation Study's claim that "general aviation" does not
pay its fair share for the services provided by federal
funds of which it avails itself. This claim is based on the
patently absurd notion that nearly all of general aviation
utilizes the full range of federally financed airport and
airways facilities. The fact is that, numerically, only a very
small portion of the 100,000+ aircraft in the general
aviation fleet (excluding air line and coporately owned
aircraft) have the certified instrumentation and electronic
equipment to legally fly IFR and/or to penetrate a TCA
under current FARs. It would seem a conscious effort is
being made to obscure the fact that the alleged deficits of
today and those anticipated during the coming decade are
for building, adding to and maintaining just a few hun-
dred of the nation's 12,000 plus airports . . . those used
in all weather by the airlines and which by the language
of existing FARS already exclude most general aviation
aircraft. Try landing your non-radio Luscombe 8A at
Chicago's O'Hare Field and you will learn in a hurry
whether you are being discriminated against, despite
the fact that you have filed FAA Form 4638 and have
dutifully paid your annual $25.00 federal use tax . . . Mr.
Meisner's statement to the contrary, not-withstanding.
The second point of contention in Mr. Meisner's letter
involves the proposed new charges for certification and
licensing. Most significant is his statement: "Histori-
cally, the Government has attempted to charge for such
services when they benefit individuals significantly more
than the general public."
Right on, Mr. Meisner!
Licensing of pilots and certification of aircraft have
always been FOR THE PROTECTION OF THE PUBLIC,
not the pilot. On numerous occasions we have heard FAA
officials state that FARs are not written to prevent pilots
from doing bodily harm to themselves and/or their air-
craft, but rather to protect innocent passengers and the
lives and property OF THE PUBLIC on the ground.
Using Mr. Meisner's line of reasoning, it becomes
obvious that since the public is the real beneficiary of the
FAA's system of licensing and certification, the public
should pay for their "protection" through the general tax
fund.
Lloyd Brekke (EAA 56124) of Newton, Kansas wrote
to Senator James Pearson (Kansas) and received the
following letter:
Dear Mr. Brekke:
Thank you for your recent letter expressing
concern over the Administration plan to establish
a system of landing fees and other user charges
against general aviation.
The Administration proposal has been advanced
to implement the Department of Transportation
Cost Allocation Study, a review of airport and air-
ways funding required by the terms of the Airport
and Airways Development Act. The principal con-
clusion of the DOT Study is that general aviation
provides no unique public benefit; therefore, all
general aviation support operations should be paid
for by general aviation users of the system.
The Aviation Subcommittee, a panel upon which
I serve as ranking member of my party, will conduct
a thorough review of the Administration's landing
fee proposal before taking any action. I will cer-
tainly keep your position in mind as this process
continues.
If I may be of service in any other way, please
do not hesitate to write.
Very truly yours,
James B. Pearson (s)
United States Senator
As of this writing (early February) the Administration's
new use tax proposals have still not been submitted to
Congress. Thus, there is still time to contact your two
Senators and your district's Congressman to protect. Do
it today if YOU don't stand up for sport/general avia-
tion, who will?
Your Senator's address is:
Honorable the station to be in a fixed operation location on Witt-
Senate Office Building
Washington, D.C. 20510
Your Congressman's address is:
Honorable
House Office Building
Washington, D.C. 20515
President Ford's address is:
1600 Pennsylvania Ave., N.W.
The White House
Washington, D.C. 20500
Bill Edmunds (EAA 53776), Box 272, No. Conway, N. H.
added a canopy to his otherwise stock Bowers Fly
Baby. Powered by an A-65 Continental, the Fly Baby
"flies just great, just like Pete Bowers said it would",
according to Bill.
By Elmer C. Erickson IW9KKK - EAA 217)
455 Birch St.
Omro, Wisconsin 54963
The success of any convention or gathering is mea-
sured by the participation of its members attending and
becoming involved in the activities, and this is most cer-
tainly true with regards to the Amateur Radio operators
involved in keeping the Special Event Station KS9EAA
in operation from 7:00 A.M. to usually about midnight
each day at Oshkosh. The more than 25 operators made
this possible in 1974's event. Last February (1974)
it was decided that a special event call sign for the Con-
vention might be a good idea using EAA as part of the call,
so a letter was sent to the FCC requesting that such a
license be granted on the basis that the operation is a pub-
lic service and the promotion of Amateur Radio. After
months of waiting, in July we were notified that the call
sign KS9EAA was approved for use at the Convention
with a starting date of July 29, 1974 and an expiration
date of August 7, 1974. Use was limited to the an-
nual Experimental Aircraft Association Convention with
man Field, Oshkosh, Wisconsin.
As in the past two years of operations, many ques-
tions were answered by the operators as to what the EAA
was all about and a word picture of the Convention as well
as the day by day statistics were presented to each con-
tact made.
Several of the Fond du Lac Amateur Radio Club mem-
bers were again very active at the Fond du Lac Airport
during the IAC contest handling traffic and maintaining
communications between there and Oshkosh and they
did an excellent job through the use of their repeater
station.
Walt Pfeifer (K0HLT - EAA 25159) with his 2 meter
mobile proved to be a valuable link to us at Ham Head-
quarters in that he passed information to us that was
then relayed to the communications or control center as
needed by phone. Walt covered the entire area in his
mobile, which included the flight line, exhibit area, camp
grounds, parking area as well as the access road to the
Convention site.
It would appear that the special call sign was justi-
fied as our records show that we handled 125 pieces of
traffic that were originated from the station. About 1200
contacts were made on SSB, 500 on CW, and over 400 on
2 meters FM for a total of over 2100 contacts. Contacts
were made in all 50 states as well as all continents, mak-
ing KS9EAA eligible for a WAS and a WAC certificate.
SPORT AVIATION 11
 The author, Elmer Erickson, W9KKK.

Oshkosh Ham Headquarters. As noted in the Hotline

Section of the October 1974 issue. EAA Ham operators
and other interested persons are being called on to con-
tribute toward the erection of a permanent Ham Head-
quarters building at Oshkosh. Contact W 9 K K K for
further details.

We expect to also receive the BPL and the Ragchewer as

well as honorary certificates from the Wisconsin Side-
band Net and the Badger Emergency Net.
This year we had 261 walk-in visitors from 30 states
and 3 countries, most of which were EAA Hams
When a tornado funnel was sighted west of the airport,
all normal Ham activities were discontinued and W 9 K K K
I the author) as Emergency Coordinator for Winnebago
County called the CD net into operation on 2 meter FM
and conducted the tornado watch until the all clear was
announced. There are about 30 active stations in the
county that can be utilized when an emergency such as
this comes up.
For the total operation about 25 operators were in-
volved in keeping KS9EAA on the air, the local club as
well as visiting Hams from around the country all helped
to make the operation a success.
We have had to send a report of our activities to the
FCC per their requirement for the special call. At the
same time we also requested a call for the 1975 Con-
vention.
Our EAA net appears to be getting off the ground at
this writing on 3985 at about 9:00 P.M. CDT following
the Interstate Sideband Net on Wednesday nights.
WA9GJU Dick has been handling NC as he has a little
power on his end.
More Ham Roster coming up:
12 MARCH 1975
K1BBE Ernest M. Hardy, EAA 59688
840 Smith Neck Rd., So. Dartmouth, Mass.
K1CAW Maj. R. H. Grenier, EAA 34281
2 M.C.G.P. Box 6564 APO, N.Y. 09633
W2GFD Ed Burger, EAA 17782
1 James St., Sidney, N.Y.
WB2SZW Martin Balk, EAA 84791
353 Webster Dr., New Milford, NJ.
K3DDY Irv Lipton, EAA 59821
518 Mooreland Ave., Carlisle, Pa.
K3EKQ Q. J. Bailey, EAA 13028
9329 Doral Dr., Pittsburg, Pa.
K4AWV Al Lauer, EAA 85237 (A correction)
306 Nottingham Rd., Williamsburg, Va.
K4BFL Royce A. Currie, EAA 78421
R. 6, Box 108A, Pulaski, Tenn.
WA4CIL Adolph E. Moebs, EAA 24129
1513 E. Country La., Clearwater, Fla.
WN4CTH James A. Mitchell. EAA 21133
5436 Harriet PI., W. Palm Beach, Fla.
WB4ECO Bob Yates Jr., EAA 64586
24 Rumson Ave., Newport News, Va.
K4JCH Bill Addison, EAA 72044
1197 Norwood Ave., Clearwater, Fla.
WA4JSW Gary Janes, EAA 82630
7602 Jarvis Ct., Manassa, Va.
K4JZV Tom Mad re, EAA 65747
107 Powhatan Dr., Poquoson, Va.
WA4LRT Arch L. Howard, EAA 65861
1251 Summit Dr., Lexington, Ky.
WA4LRU Harold N. Downing, EAA 65442
2993 Montavesta Rd., Lexington, Ky.
K4VJB Bob Yates Sr., EAA 64586
24 Rumson Ave., Newport News, Va.
W4VUO/3 Hal Morris, EAA 81612
354 Krams Ave., Philadelphia, Pa.
K5UNT Mal Harper, EAA 56107
P. 0. Box 73184, Metairie, La.
WB5BNM Steve Antosh, EAA 82732
1524 N. Oklahoma Ave., Shawnee, Okla.
K5ETE J. F. Rushing, EAA 46340
1909 Rustic Dr., Piano, Texas
WB5FCE Martin E. Schreiber, EAA 73071
1601 Letitia St., Baton Rouge, La.
W5TFH Sam Jobe, EAA 24104
Rt. 3, Box 150A, Bonham, Texas
W5QXM Edgar G. Beabou, EAA 39164, IAC 639
P. O. Box 301, Rt. 2, Me Kinney, Texas
K6CUK Bob Hayos, EAA 51031
1502 E. Sycamore Ave., El Segundo, Calif.
WB6EIY Wm. J. Kendall, EAA 76599
8105 Santa Lucia, Atascadero, Calif.
W6RLO Bob A. Gepford, EAA 50052
8220 Grenoble St., Sunland, Calif.
K6YGO Weldon (Rich) Richardson, EAA 51542
2819 Mayfield, San Bernardino, Calif.
W7IIZ Marv Wines, EAA 74812
Rt. 3, Box 200F, Eugene, Ore.
K70YH Wallis T. Fleming, EAA 2992
P. 0. Box 101, Avondale, Ariz.
WA7UWW Wm. C. Hiscoe, EAA 84584
205 W. Williams Dr., Beaverton, Ore.
K7ZXB Bill Ott, EAA 78131
Rt. 1 Border Rd., Bisbee, Ariz.
WB8 BKC Don Wilke, EAA 52893
1014 Woodbridge, Ann Arbor, Mich.
W8EOT Jack Lowder, EAA 76983
R. R. 4, Greenville, Ohio
WA8MFL M. R. Davidson, EAA 11137
30 Mill Rd., Battle Creek, Mich.
WA8 VXE Rosemary Davidson, EAA 11137A
30 Mill Rd., Battle Creek, Mich.
W8TAU Jim Alien, EAA 68453
2160 Me Kinley, Ypsilanti, Mich.
K8IGG Anne Alien, EAA 68453A
2160 Me Kinley, Ypsilanti, Mich.
K9ECT Edward Ferber, EAA 36723
4609 W. 96th PI., Oak Lawn, III.
W9MAD Jack V. O'Keefe, EAA 69125
271 Arrowhead Trail, Carol Stream, III.
K90IQ Jim Martin, EAA 65898
505 N. Me Lean Blvd., Elgin, III.
K9RGH Dick Haynes, EAA 37980
9600 S.W. Highway, Oaklawn, III.
W9VCV T. A. McCombs, EAA 5230
12815 St. Rd. 23, Granger, Ind.
W9YDP James A. Green, EAA 38955
Box 126, Butlerville, Ind.
WOEVQ Lowell D. Nelson, EAA 34497
Box 493, Springfield, S. Dak.
WOGCL Lon J. McKnight, EAA 26532
151 Smith Rd., Lebanon, Mo.
WOHNV Earl (Kirk) Kirkeby, EAA 44434
Box 115, Drayton, N. Dak.
WOME M. T. (Buz) Baer, EAA 70157
Kansas Tech. Institute, Salina, Kansas
WOPIG Emanuel Block, EAA 36952
619 S. Saratoga, St. Paul, Minn.
WAORQO Wm. B. Hall. EAA 81088
504 High St., Rushford, Minn.
WAOYED Robert C. Cutter, EAA 54644
334 Park Dr., Glenwood Springs, Colo.
VE3AMA Russell M. Miller, EAA 24701
Beare Rd., R.R. 1, Markham, Ont. L3P 3J2
VE3BSZ Ronald D. Kramer, EAA 80001
R. R. 2, Port Colborne, Ont. L3K 5U4
VE3EYA Art Charlton, EAA 85948
8575 Riverside Dr. E., Apt. 1208, Windsor,
Ont.
Frank Gilman (EAA 55292), right, and Ted Durost (EAA
52480) of Mars Hill, Maine 04758 stuck very closely to
the plans in building this Teenie II. It is powered by a
1600cc VW with Vertax mag and a carb from Ted Bark-
er. Cruise is about 100 mph and top is 110 or better.
The Troyer 54" x 30" Propeller allows the engine to turn
up to 3200 rpm. Rate of climb is very good, according
to the builders.
SPORT AVIATION 13
 J. L. Nolton Thomas J. Pase
Marco Island, FL Detroit, Ml
J. A. Nyquist Fred R. Patrick
PROJECT CROSSROADS Richardson, TX Independence, MO
Harold T. Okikawa Ralph E. Howling
Colorado Springs, CO Windsor, Ontario CANADA
William Oppenlander Ted Koston
Project Crossroads has now reached a total of Pacifica, CA Oak Park, IL
$92,735.95. As of February 12, 1975 the total number Frank Otlowski Alvin F. Lau
of contributions is 2531. Wilkes Barre, PA Portsmouth, OH
Henry R. Palmer, Jr. Julian R. Mawhinney
Following is a list, in order of receipt, of donors Stonington, CT Clearwater, FL
whose gifts were received between December 31, 1974 Richard N. Pann John Meador
and January 31, 1975. Donations received prior to this Augusta, GA Washington, MA
A. M. Del Rossi Bill Motsinger
period were listed in earlier issues of SPORT AVIATION. Derry, NH Riverton, WY
0. Hochstrasser Bernard Neumann
N. Brunswick, NJ Eden Prairie, MN
Bruce K. Ballman Walter R. Penney Duane H. Oosterhuis Arthur L. Jordan, Jr.
Baltimore, MD O'Fallon, IL Alvin F. O'Brien
Hartley, IA Ft. Lauderdale, FL Newbury Park, CA
William Butti Phillip Bose John E. Osbom Stephen Kraychy Marvin Oldenburg
Avon, OH Pleasant Hill, CA Oak Park, IL Northbrook, IL Waukegan, IL
Daniel G. Crawford Hal K. Bundy Robert W. Owen John Lachendro Carroll S. Page
Dryden, Ml St. Joseph, MO Peoria, IL Arlington, VA
Howard R. Ebersole Garland W. Pack Hyde Park, VA
Gordon V. Harris Bob Lyjak William E. Page
Starkville, MS Toronto, Ontario CANADA Nashville, TN Ann Arbor, Ml
John J. Paddock Fallbrook, CA
H. C. Hubbard Titton Haynes Charles W. Megown
Houston, TX Gainesville, IL Dallas, TX Clarence E. Parker
Youngstown, OH Bloomington, MN
Donald R. Mielke W. F. Hoskins J. Pagano Victor D. Melnick
Coal Valley, IL Kalamazoo, Ml Flushing, NY James R. Barker
E. Stroudsburg, PA Spring, TX
Ralph E. Mong, Jr. Norm Huber Charles A. Trask Ted Mishkel
Whitewater, Wl Ocean City, MD Robert D. Billion. Jr.
Hurst, TX New City, NY Gueydan, LA
Pat Murphy Robert L. Kirk Frederick G. Weaver John A. Montgomery
Smithville, OH Frank Edwards
San Marcos, TX Medford, NJ Chicago, IL
Ronald L. Kling Edmond, OK
Charles C. Myers Gordon J. Hamel William R. Morrow Alex J. Haag
Manchester, TN Lemont, IL Sterling Heights, Ml Inyokern, CA
Mark L Landoil Burlington, Wl
Ronald Nutt Henry E. Hardin W. S. "Tony" Munzell Jack D. Lorenz
Louisville, KY Oklahoma City, OK Rome, GA Jefferson City, MO
Art Leffelman N. Los Vegas, NV
Paul Winsor Marvin Hayes W. R. Murray William A. MacKenzie
Paoli, PA Genoa, IL Minneapolis, MN Los Angeles, CA
John P. Linnert Winchester, MA
E. 0. Beilhart Tom Henk El wood W. McCary Carroll B. Maynard
Baltimore, MD Glen Ellyn, IL Bricktown, NJ Excelsior, MN
Don D. Dodge Robert W. Long Truckee, CA
H. T. Herr W. Larry Nelson Laurel R. Miller
Manhattan, KS Tujunga, CA Yuba City, CA Belmont, CA
Harley W. Elmore Kent Lowman Central Point, OR
C. E. Hornback Asher Nesin Wayne Moulder
Phoenix, A2 Cherry Valley, IL Boulder, CO Westfield, MA Manhattan Beach, CA
Joseph P. Fox, Jr. Roy B. Lynch Stan H. Lowy Thomas O'Connell
Norton, IL Oak Brook, IL Terry Muniz
College Station, TX Durango, CO Old San Jose, PUERTO RICO
E. C. Harris Billy G. Maples Richard A. Lucas Thomas S. Orton T. S. Nelsen
Alden, NY Middleton, NJ Austin, TX Savanna, IL Standford, CA
John E. Hinebaugh Joseph R. Maridon C. Lundquist Boris M. Osojnak James W. Nowlin, Jr.
Vienna, VA Aliquippa, PA Melvin Village, NH Salt Lake City, UT Delray Beach, FL
Sam Haley Royce H. Martin Joe Maliszewski Glen Owen Robert P. Parish
Union City, CA Kennewick, WA Cleveland, OH Janesville, Wl Ft. Lauderdale, FL
S. H. Lakatosh Carlos M. Matienzo Frank T. Mazalan Wesley W. Page David M. Parasta
Florham Park, NJ Carolina, PUERTO RICO Chicago, IL Momence, IL Butler, PA
Daniel La Lee Kenneth E. Modlin Richard Mecklenburg Damon A. Paine Dean R. Patterson
Lompoc, CA Palmdale, CA Osceola, IN Geneva, OH Sacramento, CA
Fred C. Latchaw, Jr. Bob Morgan Elvin C. Meireis Dan Palivoda Walt Petersen
Ft. Wayne, IN Thiensville, Wl Huntsville, AL Miami, FL Green Isle, MN
Byron J. Meade Denis Murdock Garth J. Mellick Fred T. Panagrosso Robert W. Petit
West Lafayette, IN Dallas, TX San Jose, CA Windsor, CT Kenosha, Wl
Glenn Miller H. E. Murphree Brian Mickler Mr. & Mrs. Dewey W. Parks, Jr. Walter A. Richardson
Orem, UT St. Croix, VIRGIN ISLANDS Houston, TX Greenville, SC Bramalen. Ontario CANADA
C. W. Morris Guide J. Musante Ben H. Middleton James J. Parks EAA CHAPTER 455
East Jordan, Ml Bear, DE Yuba City, CA Denver, CO Enid, OK
T. W. Morris William S. Muzzy Alan Mochnick F. J. Parsons Stanley V. Gomoll
West Palm Beach, CA Richmond Hill, Ontario Jeannette, PA Juneau, AK Minneapolis, MN
Kenneth E. Morn son CANADA James F. Moody Leslie A. Patterson Mel Littlefield
Dowingtown, PA Charles W. Myers Pasadena, CA Boulder City, NV West Palm Beach, FL
Mitchel L Morse Prescott, AZ R. D. Mooney William H. Brockmann Paisley Livingston
Kearny, AZ Homer R. McPherson, Jr. Jamestown, CA Milwaukee, Wl Mobile, AL
Michael P. Muetzel Manhattan Beach, CA Dennis P. Moore Everett Hepler Leland Logan
Norfolk, VA Roy E. Nelson Redwood City, CA Hilton, NY Pittsburgh, NY
James C. Murphy Minneapolis, MN Gale J. Moore Robert C. Johnson Tom Lorbeer
Auburn, WA Tony C. Neuteufel Woodland Hills, CA Jackson, MN Riverside, CA
John R. McFarland Glen Ellyn, IL Kevin H. Morgan Ballard Leins M. D. Meier
N. Wilmington, PA Henry L. Newman Alexandria, LA Joliet, IL Calumet, Ml
Dale W. McKee Fort Worth, TX Ray Morse David M. Meloney Milton Moenich
Niles, Ml Everett L. Noonan, Jr. Lancaster, CA Mundelein, IL Phoenix, AZ
Norman J. McLeod Guilford, CT William R. Murray William C. Miles Stanley W. Mooers
Walla Walla, WA Jack E. Norton Northport, AL Indianapolis, IN Petawawa, Ontario CANADA
David L. Nelson Grand Rapids, Ml Donald McLendon, Jr. Eric L Miller James E. Moore
Racine, Wl Olaf A., Curtis E. FPO, NY APO, NY Hasbrouck Heights, NJ
William C. Nichols and David A. Oakland George Naphas Donald E. Morre Larry Morrison
Marion, NC Babylon, NY Pitman, NJ Plymouth, Ml Tupelo, MS
Al Noviski G. D. Oberst Ellwood V. Naryoks Merle F. Nixdorf Fristoe Mullins
Edwardsburg, Ml Freemont, OH Cleveland, OH Steubenville, OH St. Louis, MO
Edwin J. O'Connor Donald R. O'Dell Elmer E. Nelson Tim O'Brien Barney Murnighan
Chicago Ridge, IL Highland, IN APO, NY Green Bay, Wl Butler, Wl
Dennis Oliver Don O'Leary Eric Nelson Ronald Otloe Norman Neuls
Milwaukee, Wl Manawa, Wl Salt Lake City, UT Cedar Hill, MO Mission Hills, CA
G. E. Olson Roy Olson Donald H. Newman John P. Panchesine Geoffrey L. Newcombe
Washington, DC Granada Hills, CA Tulsa, OK Phillipsburg, NJ Catskill, NY
John N. O'Neill William E. Olson Michael Chun-Yung Niu William D. Pardoe Stuart J. Nixon
Rochester, NY Oak Park, IL Granada Hills, CA San Diego, CA White Marsh, MD

14 MARCH 1975
John Uncross Richard H. Birkholz Jacob W. Priser Angelo R. Piermi Raymond L. O'Hara
Bushnell. IL Van Dyne, Wl St. Charles, MO Modesto, CA Bloomington. MN
Johnny Oakley EAA CHAPTER 113 James H. Pruet Robert W. Pixler R. H. Pike, Jr.
Farmmgton, NM Michigan Downers Grove, IL Signal Mountain, TN Barrington, IL
Brooks Paige Walter Frank Jefferson J. Gross Mr. S Mrs. Ray Porter Charles F. Pillar
San Francisco, CA Taylor, Ml Chicago. IL Oroville, CA Canterbury, CT
David L Palmer Claude L. Gray, Jr. Billy J. Huff Ralph E. Porto L. S. Powell, Jr.
Redwood City, CA Northndge, CA Tehran. IRAN Qakville. CT Walnut Creek, CA
Charles F. Parnell Robert J. Gyllenswan Victor Jincek John C. Powell J. M. Quann
Winter Harbor, ME Rockford, IL Arkville, NY Middletown, Rl Fredericksburg. VA
Bruce Patten E. E. Hilbert Robert Martin John Prokop Eric Redstock
Oakland, ME Union, IL Steubenville, OH Trenton, NJ Tulsa, OK
Frank R. Pawl Joseph R. Klaas K. P. Mazurek Ronald L Propes John E. Reidel
Hazelhurst. Wl Rtimelander, Wl Oak Brook, IL Atlanta, CA Lebanon, PA
Ronald G. Payne L. Lawter Roy Misky Henry W. Putek George Reno
Elmhurst, IL Smyrna, TN Oshkosh. Wl Marietta. GA Grand Rapids, Ml
Theodore N. Pederson Richard Lozier, Jr. J. H. Muncaster Arthur G. Rabidou Don M. Ridder
Minneapolis, MN Salem, OH DeWinton, Alberta Spencer, MA Springfield, IL
Dallas H. Pember Richard G. Millman CANADA Danny M. Ramsay Art Risse
N. Ridgeville, OH Wisconsin Rapids. Wl Harold E. Norman Johnson, KS Ames, IA
John Peretto William H. Morgan Kenner, LA Robert Randolph B. C. Roemer
Dearborn Heights, Ml Crestview. FL Harold Otterback Miami, FL Manitowish Waters, Wl
W. B, Perkms William F. Mueller Madison, Wl Jacob A Raven John C. Hailing
West Allis, Wl Chicago, IL George J. Pans, Jr. Hawthoren. CA Minneapolis, MN
H. C. Perry, Jr Louis F. Navarre Brandoo. MS EAA CHAPTER 146 Curtis D. Macomber
Parsons, KS Charles City, IA C. W. Peffer Albany, NY Big Springs, TX
Cyril A. Pershau Richard J. O'Neil Louisville. KY Ben R. Bradley, Jr William Y. Miller
Glencoe. MN Caledonia. Ontario John L. Pollock Ft. Lauderdale, FL Allentown, PA
Richard H. Fawcett CANADA Red Deer. Alberta Gerald Breneman Wallace G. Murfit
Logansport, IN Peter Orton CANADA Columbus Junction, IA Foster City, CA
John H. Glasser Ketchikan, AK Carl J. Pozgay Scott Kern per David J. Novak
Dearborn Heights. Ml Ted J. Palenski Shoreham. NY Sacramento. CA Algoma. Wl
Stan Kanicilides Greenfield, Wl Frank W. Tomenga Dayne Moore William F. O'Connor
Niles. OH Herbert N. Pearce Huntington Valley, PA Holcomb. NY Chicago, IL
John M Miller Ledyard, CT R. Ace Avakian Charles McDonald Danny Parham
Poughkeepsie, NY Merlin D. Peay Euless. TX Sebastopol. CA Del ray Beach. FL
Roger P. Rose Albuquerque, NM Robert P. Laibte J. T. Neumeister Ben Parker
Oshkosh, Wl Richard Penman Kansas City. KS Sussex, NJ Carson City. NV
Jeffrey A. Brehm Dryden. Ml Bob J. J. Lambert Gene B. Patrick K. F Post
Lexington, MA Arthur V. Pidgeon Lawrence. MA Iron Mountain. Ml Rapid City. SD
P. Richard Coughlin Shirley, MA F. W. Malikowski A. J. Pike Vernon L Prechel
Syracuse, NY John C. Pierce Newhall. CA Detroit. Ml Waseca. MN
Darrell R, Larkin San Jose, CA Denver F. Meshberger George A. Powell Edward L Pultz
Dayton. OH V. E. Piolett Bluffton. IN Anchorage. AK Arlington, VA
Arthur D. Moulton, Jr. Alto, NM Phil A. Moscaltello Frank C. Pulver
Ralph D. Powers
Tamworth, NH Dale M. Pomdexter Wenham. MA Poway. CA Patuxent River, MD
Kenneth Ossenfort Stratford, CA Darwin L. McClure Melvin E. Prager Bud Purnell
Amityville. NY Joseph Pollyak Ouincy, IL Brooklyn. NY West Chester, PA
Tom Overton Sonoma. CA Lmford Neuiahr Rex B. Preddy Fred H. Ouinn
Baker, MT Lewis C. Pope Gresham. NE Luline, LA St. Petersburg, FL
Tom Page Riverside. CA Enoch F. Nicewarner Richard L Price Wade F. Raviler
Willoughby. OH Tim & Vance Porter Clinton, MD Phoenix, AZ Athens. Ml
Donald R. Pane Lakewood, CO John A. Paluchniak Ralph Putzker James W. Renny
Yardley. PA Chester M. "Bud" Ports Dearborn. Ml Half Moon Bay. CA Wakefield. VA
William Patched Shreveport, LA Dave Pepple Jerry L Railing William Requarth
Warrenton, VA Charles E. Potts, Jr. Lewistown, PA Lake Mills. Wl Decatur, IL
Richard T. Pawlowski Morgantown, WV Raymond A. Perrin John J. Raptis William S. Reynolds
Bloomfield Hills, Ml Gary L. Kelley Park Forest. IL San Carlos, CA Tonawanda, NY
Charles S. Perry S. Ogden. UT Francis M. Pogue John Akers John Rinehart
Miami, FL Earl C. Kickley Halcomb. IL Urbana. IL Janesville, Wl
Steve Poleskie Lampman, Sask. R. M. Puryear Anthony J. tta'iano Eugene A. Tborne
Ithaca. NY CANADA Santa Cruz. CA Brookfield, Wl San Jose. CA
E. L. Harris Melvin J. Larsen William Race Terrance McCarthy W. E. Fisher
Langley. B.C. Newbury Park. CA Clarkston, Ml Newark. CA Dauphin, Manitoba
CANADA George D. Louden Harold Gosche Washington C. McCord CANADA
Louis H. Hubachek Omro, Wl Tiffon, OH Wellsburg, WV G. A. Harmon
Los Angeles. CA G. C. Pete Lovely Frank J Emma Heisler Curtis L. McCune La Mirada, CA
Ruedi Kellerhals Tocoma, WA Rootstown, OH Earlville, IL David Krusko
SWITZERLAND Edward H. Mahler tester W. Miller Fred A. Nowlin Beaver Meadows, PA
P. Lovfald, Jr. Pittstown, NJ Manheim, PA Columbus, OH John W. Marshall
Goldsboro. NC George G. Matthews Thomas H. Miller David R. Park Hendersonville. NC
George S. Metteer Palm Beach. FL Elgin. IL Newbury Park, CA Ed Menees
Arlington Heights. IL Ned P. Mills R. W. McCarthy Samuel Perez, Jr. Myrtle Beach AFB. SC
Edwin W. Merkel Oklahoma City, OK Holla. MO Mayaguex. PUERTO RICO
Wichita. KS Hollis Nichols
William B. Mills K. E. Nickle Roy Radford Shinglehouse, PA
Fred Ibsh Thomasville. NC Toronto, Ontario Phoenix, AZ
Wayzata, MN
James L. Peters
Larry Moore CANADA Philip W. Ragsdale Ontonagon. Ml
Edmund A. Neill Lafayette, IN Joseph Papp
S. Hudley. MA
Little Rock, AR Robert Pruess, Jr. &
John Nicolaci South Bend. IN John D. Redmond Robert Pruess. Ill
Mike Nichols New Bedford, MA George Pasternak
Indianapolis, IN Robert N. Patrick
Baton Rouge. LA Milwaukee. Wl
Wilhston, ND William Rees M. E. Rasmtissen
Ernest E. Nicolls Milwaukee. Wl Dan Patch Franklin, IL
Diamond Springs. CA Bear Valley. CA
Donald E. Paul San Diego, CA James C. Reilly R. F. Rautenstrauch
Hugh J. O'Doonell Muncie. IN R. A. Patterson
Campbell River, B.C.
Sayville. NY Cuyahoga Falls, OH
Neal D. Patton Alexandria. VA Leonard C. Rennie. Jr.
CANADA Clearwater. FL Robert L. Reinsch
Andrew Petrovich Cheverly. MO Tempe, AZ
John M. Patterson Paul Pechura Trenton. Ml Forrest E. Rice Max W. Ripley
Lemngton. KY Middlefield. OH William W. Phelps Glasgow. KY Oaksdale, WA
David B Perry Welch Pepples. Jr. N. Springfield. VA Barry L. Richardson Charles R. Rizen
Mars. PA Morrow. GA Bob Phillips Marston, MO Parma Heights. OH
Richard Perry James A. Pieratt Enfield, IL
Schoolcraft. Ml
Byron LaCounte Jon Roodfeldt
Rio Linda. CA Edward A. Phillips Anaheim, CA
Soottvon Phumiruk Jerry Poole
Roseville, MN
Detroit. Ml J. K. Miller F. E. Rogers
Skokie. IL Santa Rosa, CA Bruce Pickering Redwood City, CA
C. B. Loftsgard
Paw Paw. IL
Gray Pratt Beloit, Wl Walter Montag
Postville, IA New Caste. IN Parma. OH

SPORT AVIATION 15
 What Our Members

This is the 4th plans built Bakeng Duce to fly. Built by Joe B. Spencer (EAA 26866), 1410 Poplar,
Grenada, Mississippi. N-88914 was flown initially on December 28, 1974 after 3 years of con-
struction time. It is powered by a 115 hp Lycoming and cruises at 100 mph. Climb is approxi-
mately 1400 fpm, take-off roll is 250 ft. with no flaps and landing is in 300 ft. without flaps. This
Duce was built according to the plans except for the J-3 Cub gear, modified windshields and
elevator trim tab. Joe reports the aircraft to be a nice flying bird and that a Super Acro Sport
is now occupying the Spencer shop.

One of our hard working Designees, John Archibald

of Miami has just finished this Stits Playmate after 7 !
years of building time. Final inspection was on Decem-
ber 23, 1974 and it is now flying.

Over the years E. M. "Squeek" Hepler (EAA 1662),

985 Parma-Hilton Rd., Hilton, N. Y. 14468 has built
3 homebuilts and has helped friends on 31 others.
His latest is this Baby Ace D.

The VP-2s are now beginning to be completed in

good numbers. N-300RB was built by Richard N.
Bohls, Sr. (EAA 70732), Box 130, RR 2, Olathe,
Kansas 66061 and was licensed on 7-11-74. It
now has about 25 hours of flying time.
Right Dennis Rader (EAA 80459), P. 0. Box
229. Greencastle, Indiana 46135 has now flown
off the restrictions on his slick little Sonerai
I. He completed it just prior to Oshkosh 74 and
had it there as a static display. Dennis credits
his friend Dale Wells (EAA 11281) for alot of
help and inspiration in the building of N-8965.

(Photo by Dale Gloar)

Left CF-QLE was the first Pitts to be com-
pleted in Canada and licensed for aerobatics.
It is powered by a 200 hp Lycoming 10-360. It
is owned by Jack Armstrong (honest!) of Cal-
gary, Alberta.

Right N-2065 is a Stits Skycoupe completed on September 16,

1974 bv Earl Damschroder (EAA 29502), 420 S. Gibson St., Gibson-
burg, Ohio 43431. It is powered by a Continental C-85-12F.

This very nice Piper PA-11 has just been completed by A. J. "Al" Nogard (EAA 63348), RD 8. Ballston
Spa, New York 12020. Al is also hard at work on a cabin Waco.

... Are Building SPORT AVIATION 17

 THE STORY OF THE
Scheutzow Bee
PART V
By Webb Scheutzow (EAA 84561)
451 Lynn Drive
Berea, Ohio 44017
-L HERE HAVE BEEN a number of inquiries from
readers of SPORT A VIATION asking for more information
about the Scheutzow FLEXHUB rotor. A good way to get
detailed knowledge of our rotor is to refer to Patent
3,231,222 of January 25, 1966 (available from the U.S.
Patent Office).
The main rotor component on Scheutzow BEE and
HAWK helicopters is unique; but we have not flouted
established principles, we have employed them in new
ways that result in a simplified design, fewer parts,
and improved vibration and handling qualities.
The rotor hub on the BEE and HAWK helicopters is
a two-bladed, offset hinge, fully articulated type. An
elastomeric cyclic and collective pitch bearing, mounted
in a suspension of laminated stainless steel tension-
torsion straps, is a new hub concept that was disclosed
in the patent. The tension straps provide a by-pass for
the large centrifugal forces generated by the rotating
blades. These forces are transferred around the hub from
blade-to-blade. The centrifugal load does not pass through
the pitch change bearing located on the flapping hinge,
midway between the straps. The pitch change bearing
carries only lift and torque loads and therefore can be a
relatively simple type of rubber bushing, and resulting
control forces are nominal.
Note the rubber bushings on the ends of the tension
straps. On our original BEE test bed we used rubber
bushings in this location on the flapping hinge. On the
larger production BEE which uses heavier blades, we
changed these bushings to full complement needle bear-
ings. There were no readily available bushings with the
desired size and capacity. The needle bearings also raise
the in-plane frequency of the blades; the in-plane fre-
quency should be at least 1.25 times rotor rpm; a factor
of 1.35 is better.
The FLEXHUB rotor includes some additional high
leverage ideas. We routed the cyclic and collective
controls through the center of the hub, using a large dia-
meter rotor shaft mounted on large bearings. A simple
uniball spherical bearing mounted on the upper end of
what we call the cyclic stem, provides the identical func-
tion of the typical gimballed swash plate; requiring many
fewer parts. We also use a directly coupled high inertia
18 MARCH 1975
gyro-bar mounted at the top of the cyclic stem, which pro-
vides rotor stability and control damping. (The language
in the 1966 patent refers to the cyclic stem and the central
portion of the gyro-bar as a "T-Control" device.)
The above described hub and control mechanisms are
combined with a V-belt transmission forming a single
major rotor component; this component is then mounted
on a simple tubular steel mast which functions as the sup-
porting structure and the vibration isolation system.
The patent shows the tail boom attachment made
through a cross-arm which is mounted on the mast. In
the production BEE we deleted this arrangement to save
weight. Another feature not shown in the patent but used
on the production BEE, is a fly-weight system for com-
pensating collective pitch forces. The tension links inter-
connecting the rotor blades introduce collective pitch
forces when they are displaced from a parallel position.
Fly-weights are often used in this manner in helicopter
rotors because both the compensation and the force being
compensated are proportional to rotor rpm; a very nice
match can be made, and the compensation is continuous
at all rpm's. We used an over-center spring mechanism,
sometimes called a "negative spring", for this purpose
on our test bed helicopter. The negative spring device
can provide exact compensation at one speed only.
An attractive safety factor which derives from the
elastomeric pitch change bearings in the hub, is an in-
herent cyclic stick centering force. With the helicopter
revving on the ground, when you displace the cyclic stick
from a neutral position and release it, the stick will auto-
matically return to a neutral position. You can warm up
the engine or allow the rotor to rev on the ground for
any reason, without being required to give constant
attention to the cyclic control. On most of the smaller
helicopters you don't dare release the cyclic stick with
the rotor turning because the rotor will quickly wander
off to a dangerous angle if not attended. Even though
cyclic friction devices or a cyclic stick lock may be pro-
vided, these can be overlooked.
In flight our rotor system is very stable. Even when
hovering in winds of five to seven knots, you can trim up
the cyclic and collective and take both hands off the
controls for periods approaching a minute. The mast vi-
bration isolation system functions beautifully. In forward
flight even in gusty crosswinds, there is none of the low
cycle "bump . . . bumpety-bump" commonly known as
the "Bell snuffle." Accelerating gradually from a hover
into forward flight shows barely noticeable transitional
roughness; and there is no fuselage tucking in a fast
acceleration. A gradual acceleration from a hover to
maximum forward speed of 100 mph shows no noticeable
build-up of two-per-rev.
 Another quality of our rotor that makes our helicopter
easier to learn to fly, is we have almost instantaneous
fuselage response to a control input. There is practically
no control lag, which is disconcerting in the learning stage,
and typical of teetering-hub rotors. The offset hinge pro-
vides solid, positive, handling qualities.
The FLEXHUB rotor allows the blades to lead and lag
as a set; that is the lag position changes with power
setting, but they are not free to lead and lag indepen-
dently. The blades are rigid-in-plane as a set. Therefore
there is no ground resonance, there are no lead-lag
dampers on the hub, and there is no requirement for
landing gear shock absorbers.
In the Type Certification program for the BEE we
completed 700 hours of operation on two prototypes;
testing included the standard 100 hour tie-down dur-
Jan. 25. 1966 W. J. SCHEUTZOW 3,231,222
ROTARY WING AIRCRAFT
Filed Slay 20. 1954
7727
INVENTOR
WILBLIfl J. SCHEUTZOW
ATTORNEYS
The Scheutzow rotor head as illustrated in U.S. Patent
No. 3,231,222.
ability test, most of the 100 hours at full power; we
recorded thousands of data points through all maneuvers
in a comprehensive flight strain-gage investigation; and
we have run the equivalent of thousands of hours of
operation on main rotor and tail rotor fatigue test ma-
chines to establish fatigue life. In helicopters this is the
kind of technical back up needed to bring the risk factor
down to tolerable levels.
Mr. X. B. Hunt, a well known Dallas oil man and now
the principal share-holder in Scheutzow Helicopter
Corporation, has flown in many different kinds of heli-
copters. Before he committed himself to the company he
took a check ride in the BEE. His comment afterward
was: "I'm certainly not a helicopter expert, but I can tell
you, this is the smoothest riding helicopter I've ever
flown in."
Jan. 25. 1966 W. J. SCHEUTZOW 3.231,222
ROTARY WING AIRCRAFT
filed May 20. 1934 4
27.
The Scheutzow helicopter as illustrated in U.S. Patent
No. 3,231,222.
SPORT AVIATION 19
 -''-S
WARNKE'S
WOODEN
WONDERS
' '*feiSsErr '-T v " 1 "-' "''-*'' "<>
U OHN MONNETT AND his
merry band of green-clad Sonerai
zealots roared into Oshkosh last sum-
mer bearing their usual bundles of
ingenious new aeronautical goodies.
Not one to shy away from the new or
even slightly bizarre . . . just as long
as it is light and works well . . . John's
big surprise for 1974 was an all-wood
ground adjustable propeller. The
shocker was the fact that even the
hub was made of wood.
Manufactured by Bernhard Warnke
(EAA 53019) of Tucson, the new pro-
peller was already producing some
significant performance increases
on John's Sonerai I and II and was
proving invaluable as a research tool
for determining the proper pitch for
various flight regimes. Before re-
ceiving the Warnke ground adjust-
able propeller, John had to buy or
borrow a new prop for every pitch
change he wanted to try . . . now it
was simply a matter of making a
blade adjustment and roaring off for
a climb test, or cruise, or whatever.
Shortly after Oshkosh, Ken Rand
also purchased a similar propeller for
his KR-2 (see article elsewhere in
this issue) and has told us he got an
instant performance increase just as
had John Monnett. So, we decided it
was high time SPORT AVIATION
readers heard more about the Warnke
propeller. An exchange of calls and
letters revealed that Bernie had the
first props ready for his customers
just about a month before Oshkosh
'74. Following are some excerpts
from our conversations and corre-
spondence:
20 MARCH 1975
..'.^-j:.^'^'.-"^ -v--J-. ^ V\ "^ ;;-v-
.,-*--
"Ken Allison (EAA 75871) has done
all the test flying of the VW props
here on his Teenie II. He is also the
one who designed and is now making
the retainer rings and outside clamps
that hold the props together. Besides
being a very fine machinest, he is
also an excellent pilot and a real
friend and helper to everyone in the
local Chapter 81 here in Tucson.
In building these props I had quite
a time getting the right tools to do the
job. It was most important to drill a
very precise hole in the end of each
prop hub, otherwise an off-balance
or off-track prop would result. After
going through quite a few different
wood bits, I eventually found one
that would do the job.
I had to turn the first prop blade
shanks on a wood lathe by hand. They
also had to be right on the money
just like the bore in the hub, other-
wise they would be too loose or too
tight. The whole principle here is
based on very precise components
that fit into each other just like gloves. An assembled Warnke hub. Note the
To make this prop as reasonable as exterior clamps and split hub.
possible for the homebuilder, I have
built myself a copy machine to carve
blades. Of course, the machine is
made of wood except for the wheel
bearings! I have a master blade for
each type of blade design I offer and
the copy machine copies this in the
rough I still have to do a lot of
carving and sanding before applying
the fiber-glass on the tips. The last
7-8 inches in from the tip are most
important because there is where all
the performance is.
All hubs are balanced separately
from the blades. All blades are bal-
anced on a master hub so, in case
anyone ever needs a new set of blades,
there is no worry about vibration due
to improper balance. Slowly, I am
getting set up for production. It
appears I am going to be very busy
as the orders are beginning to come
in rather steadily. At present I am
having to ask my customers to allow
a 30 to 40 day waiting period for This is about all there is to the
delivery of their propeller. Warnke propeller hub. Note the split
The changing tf the pitch of the retainer rings and elongated holes at
blades on my propellers is simple the shank of the prop blade for pitch
enough it takes maybe ten minutes change. The exterior clamps are not
or so after you have tried it a couple shown.

A variety of Warnke props. From left
to right: a 64" diameter prop for a
Lycoming or Continental; a 60" prop
for a small Continental; a 52" prop
for a VW; and a 42" prop for a BD-5.
Bernhard Warnke (EAA 53019)
checks one of his props for final
balance before disassembly and
shipping.
I t
;'.<(.:' ' ' : *'
*'-*r>- --"ftm;;
i' " --!>?./{.'n;
.. ,-,, ...-'M',,,^.;,!.^
..-,,
?, . ' , .'./**>
'
These two VW props are for entirely
different speed ranges. The wider
blade version at the left works best
on heavier, slower aircraft and the
narrow blade version at the right
works well on very clean, high speed
homebuilts like the Sonerais and
KRs.
of times. All you have to do is loosen
all the bolts that hold the prop on the
engine flange just enough to let the
blades rotate. (The outside clamp
must also be loosened to allow this
rotation.) Then you reset your pitch
and retighten the clamp and hub bolts.
John Monnett and his friends are
always full of good ideas and at Osh-
kosh they were using a little devil's
bevel to set the pitch. First, they put
the bevel on the trailing edge close to
the blade tip and set the blade at
level or zero degrees. Then they went
to the back or flat side of the prop
to measure the angle. This works
fine just as long as the blade angle
is measured at the same station on
.
each blade.
Once the pitch is reset and the hub : ' *f
and clamp are tightened again, the
engine is fired up and the maximum
static rpm is noted. It may not be
what you want on the first attempt,
but you do now have a known point
from which you can work to increase
or decrease the rpms. To obtain the
maximum performance from your
aircraft you must be able to turn
your engine because rpm means
horsepower.
21,.
;: :
I^/'H
P^, tl-yf / '*> '
 Inside the hub of a three blade prop
for a VW.

our
testing of different blades,
we have found that narrower blade
chords seem to work best on the faster
homebuilts like the KR-1 and 2 and
John Monnett's Sonerais. Both have
reported increases in overall perfor-
mance than with previously used
props. Everyone seems to agree that
the big advantage is in being able to
easily adjust pitch until a perfect
match of engine, airframe, loading,
etc. can be achieved.
I am now carving a master blade
for a 150 hp T-18 and another for a
180 hp Skybolt, so, as you can see,
I will soon be able to provide pro-
pellers for a wide variety of aircraft/
engine combinations.
John Monnett and Ken Allison
have been very helpful to me and
they deserve a lot of credit also
my wife and two daughters for being
so patient with me. I love them all
for this."
Bernie says that his customers are
coming up with all sorts of ideas
for utilization of his propeller. Since
any number of blades can be used
with the same hub, some are order-
ing a set of blades for normal opera-
tions and another for high speed
work, etc.
The Warnke ground adjustable
prop is made of select birch glued Ken Allison and his Teenie II pre-
with epoxy and has fiber-glass paring to test a three blade Warnke
tipping. They have high and low pitch propeller.
indication marks and are available
in pitch ranges of from 24 to 44
inches, 42 to 62 inches and 60 to 74
inches. You can order hubs that Believe it or not, this rig not only
accommodate two, three, four, five flies but is so smooth that Teenie II
or six blades and you can have left owner, Ken Allison, wants to keep it
or right hand versions, tractor or on his plane. The short blades are
pusher. Currently, props are being just conversation pieces . . . and an
made for VW, Continental and excercise in showing the lengths one
Lycoming engines and special orders can go in balancing blades.
for use on other engines will be ac-
cepted.
Due to the bulk of the hub, one
gets the initial impression that the
Warnke prop must be excessively
heavy, but like everything else
about the thing, you are in for a sur-
prise. A two blade, 52" diameter VW
prop weighs 8 pounds and a three
blade, 48" VW prop weighs just 10
pounds.
Current prices (subject to change
like everything else in our economy
these days) are $190.00 for a two
blade VW prop; $350.00 for a three
blade VW prop; $240.00 for a two
blade prop for a Continental or Ly- This lineup represents a portion of
coming and $390.00 for a three blader the master blades Bernie Warnke
for these engines. For further infor- has built up to allow him to provide
mation contact: Bernhard J. Warnke, props for a variety of engine/
P.O. Box 50762, Tucson, AZ 85705. airframe combinations.
22 MARCH 1975
It is hopefully anticipated that even the most experi-
enced reader will not object to an elementary review
and commentary on that 72 year old subject . . .

PUSHER versus TRACTOR

by
George B. Collinge
iEAA 67 Lifetime/
5037 Marlin Way
Oxnard, California 93030

(Illustrations by the Author)

w, HEN CONSIDERING A single-engined configura-

tion, many people think that a propeller at the back end,
rather than at the front end, is the better way to design
V^, :-:-:

an airplane. It is true that many of the very first experi-

mental airplanes were pushers and the first recognized
successful airplane in the world was a pusher. It is also
safe to say that early designers quite thoroughly investi-
gated the pusher layout, Figs. 1, 2 and 3.
Today, two points that continue to be espoused as FIG. 1 The 1911 Paulhan and Tatin Aero Torpedo
advantages are superior visibility and better aerody- achieved 88 mph utilizing a 20 ft. drive shaft from the
namics, the latter due to the propeller not having to "bat- amidship-mounted 50 hp Gnome, (ref. 1). It used wing-
ter" its slipstream over the entire fuselage, center sec- warping as Paulin was engaged in litigation with the
tion and tail group. The appeal of the pusher layout is not Wrights who were enforcing their aileron patent rights.
reserved for a relatively few present-day designers. Some
kids grow up through their modelling days feeling that
they should perhaps spend more time "developing" the
pusher because they have heard and read that it is sup-
posed to be "better". But somehow the pusher problems
always seem to get in the way. After he learns to fly,
though, he subsequently may do all his flying in trac-
tors, it is not uncommon to retain this latent affection
for the pushed airplane. This smoldering predilection is
often fanned into flame by persuasive claims by pusher
protagonists without the balancing opinions from those
who may not be so enthusiastic.
Early in World War I, pushers were reluctantly re- FIG. 2 Early designers were quick to experiment with
vived by the Allies to enable guns to be fired in a forward the aft-propeller airplane. This was the over 100 mph
arc. Since then, the proportion of pusher propellers to Galludet Bullet, built 1912 in Connecticut. It was powered
tractor propellers has been minute. This vast outnum- with a 14 cylinder Gnome, mounted at the front of the
bering by tractors does not necessarily prove that the fuselage.
pusher concept is wrong in any way, but it most certain-
ly indicates that when it comes down to the nitty gritty,
most designers go tractor.
As with canards (ref. 2) there is an occasional minor
resurgence of individual pusher types, but to date, BD-5
notwithstanding, there has been no overwhelming ac-
ceptance of its advantages, when compared squarely
with its disadvantages.

FIG. 3 Another experiment by the Galludets at their

factory on the Thames River, Connecticut. Built for the
Navy in 1916, it had two four-cylinder 100 hp Dusenbergs
geared to an internal rack to which the four propeller
blades were attached. To evade the Wright patents on
controls, the ailerons only moved up from neutral.
SPORT AVIATION 23
 VISIBILITY
The pusher's visibility can be as good as is possible
in any type of flying machine. If one wanted to really
look at the world from the air, this would seem an excel-
lent formula to follow. There are nevertheless, a few
types of tractors with narrow engines and/or well-placed
cockpits about which the visibility characteristics can
hardly be faulted, Fig. 4. If not precisely as good as the
ideal pusher, they are so close as to diminish to a great
degree one of its biggest potential advantages. Couple
the above mentioned tractor with an ultra smooth engine-
propeller combination and it can be a toss up as to which
type of airplane can have the more comfortable cockpit. FIG. 4 Forward and downward visibility was basic
design requirement on these two tractor airplanes, the
PERFORMANCE Short Seamew and the Morane Saulnier Epervier.
It is however in the matter of performance where there
is generally a great disparity between equally powered
and sophisticated tractors and pushers. When comparing
aircraft that do the same job, for example a pusher 2 or 4
place versus a tractor 2 or 4 place or an amphibian pusher
versus an amphibian tractor, superior all-round per-
formance has always consistently favored the tractor.
Probably the ultimate single-engined "pusher" is
the jet-powered airplane, where one can have perfect
visibility through a wide choice of cockpit locations with-
out the vexation of a rear propeller, Fig. 5. And this, the
rear propeller, is the crux of all the pusher advantages
and unfortunately, disadvantages. It is not a relatively
small jet orifice that can be easily engineered into the FIG. 5 Designed initially for jet propulsion, the ideal
conventional airplane fuselage shape, but rather a com- sport "pusher" need have few compromises to satisfy
paritively large-diameter fragile disc, whose purely ideal accepted aerodynamic and powerplant basics.
aerodynamic rear position is in direct conflict with where
it is usually forced to be placed, due to the fact that the
ground would otherwise get in the way! Or the water, as
the case may be.
It is often pointed out by pusher people that a tractor
propeller is very bad because it is destabilizing in pitch
and yaw. Well this is a fact. But so is everything else in
front of the center of gravity. The e.g. is a point of balance,
which automatically means that there has to be something
ahead of it, as well as behind it. The more the engine and
passenger weight is concentrated, the less bulk there is
ahead of the e.g. with a correspondingly lower require-
ment for vertical tail area, as for example, in many of the
early airplanes, Fig. 6.
In the yawing plane, as long as there is more effective
side area behind the e.g., there will be directional sta-
bility, of sorts. The greater the relative side area, the
stronger the stability, up to the yaw angle where the ver-
tical surface stalls. This is the reason that dorsal fins
and/or low aspect ratio fin/rudders are commonly used, FIG. 6 Vertical tail area compared on two different
that is, to increase the stalling angle or the maximum types of airplane, the Fokker E-2 and the Seabee pro-
angle of controlled sideslip. totype.
On the optimum pusher, the jet, in some extreme
cases and for various reasons, much structure is built in
front of the balance point. The directional stability de-
teriorates to the degree that even with large vertical tail
areas, black boxes are necessary to keep it pointed in the
right direction.
On the propellered pusher, the more the weight of the
engine, shafting and propeller is moved to the rear, the
more the disposable load is accordingly moved ahead of
the wing for balance. This is great for visibility but the
large destabilizing bulk up front, which in many pushers
is far greater than any tractor propeller could ever be,
requires greater fin/rudder area for compensation, even
if it is helped by the side area of the rear propeller.
In the pitching plane, this spreading of the weights
along the fuselage length will also require greater tail-
plane area for adequate control. Plus, if the fuselage FIG. 7 Super-cavitating tractor propellers projected
length behind the wing is reduced to alleviate the rota- by Grumman for this high-speed Navy Patrol Craft.
24 MARCH 1975

FIG. 8 Adjustable main-wing incidence to compen-
sate for minimum fuselage rotation. The PAR Special
and Chance Vought Crusader.
FIG. 9 In this airplane, application of power through
the elevated thrust line causes a nose-down tendency.
It is opposed by adding a down load on the stabilizer.
FIG. 10 Here the thrust load is directed through the
C.G. for zero or controlled trim change.
FIG. 11 The inclined fuselage is providing some nega-
tive lift, although inefficiently, with quite high drag
values, (ref. 20).
tion problem, an even larger tail-plane area is then need-
ed. The net effect of the larger tail surfaces is to increase
the drag and weight above that of a comparable tractor.
A windmilling tractor propeller may reduce the air
speed over parts of the tail by as much as 60 percent (ref.
3). For the pusher, the build up or braking of air in front
of the pump has the same effect and is especially noticea-
ble if the control surfaces are immediately forward of the
prop disc. So neither tractor or pusher is effected sub-
stantially more than the other in this respect.
The large nicely rounded forward fuselage shape of
the pusher sometimes tends to create unfavorable char-
acteristics in the autorotation mode. To reduce this effect,
its contour has to be adulterated by strakes or flattening
of some areas or making corners sharper, all resulting in
a consequent increase in drag during normal cruising
flight (ref. 4) (ref. 5).
Despite the destabilizing nature of the front-mounted
propeller, and the deleterious results of the rotating slip-
stream on control, the majority of tractors have good in-
air handling qualities. Some are very good. There is every
reason to believe that those of the pusher should be as
good, and in some respects, a little better. The neces-
sary qualification of course is that the pusher's take-
off and landing is most seriously compromised by the in-
ability to rotate the wing sufficiently, due to restrictive
ground clearance at the rear end, even with a reduced
diameter propeller. Configuration adjustments to pro-
vide adequate ground clearance contribute to reduced in-
air performance. Multi-engined aircraft with wing-
mounted pusher propellers do not suffer as much in this
regard, nevertheless they share most of the other per-
formance robbing features of the pusher.
SHIPS
Before further delineating some of the apparently
ineradicable pusher-propeller idiosyncratic peculiari-
ties, mention must be made of an argument that pusher
zealots always like to use. That is, "a ship does not have
its propeller on the front, to blow water back over its
hull and so impede its own progress". It is felt that this is
not a valid comparison and an examination of it is called
for. Old as well as current marine literature, without de-
tectable exception, reveals that the rear propeller posi-
tion is largely taken for granted, without discussion.
However, historically, it seems to have been practicality
which has dictated all major marine design trends. For
example, in very early boats and ships, a couple of oars
or paddles were used for steering, regardless of the motive
power used, either sail and/or oarsmen. These steering
oars were located, one on each side of the vessel, at the
rear, because it was found to be the best place from which
to control direction. Probably that's why feathers are at
the rear of an arrow and not at the front or in the middle.
Anyway, when docking or porting, the dock-side "steer
oar" or "board" ran the risk of damage so eventually only
one "steerboard" was used and it was on the right-hand
side. Hence, incidently, the term "starboard" as is used
today. The porting or portside was the side that did not
have the rudder. As time passed, the rudder migrated to
the center of the stern, both for better control on larger
vessels and to enable a ship to dock either side (ref. 6).
Up to the advent of steam, the design of a ship was
much a combination of tradition and art. When engines
were devised for ships, they were for practical reasons
situated in the center of the hull to coincide the centers
of gravity and buoyancy. Adaption of age-old paddles and
then paddle wheels were the original propulsion devices.
A paddle wheel on each side of the ship, enabled the use of
a short transmission line from the source of power. Un-
happily in rough water, with a rolling ship, thrust was
anything but equal, and great difficulty was experienced
in holding a steady course. Because of other problems with
side paddlewheels, such as ships being too wide for narrow
canals and locks, and because of the great risk of damage
whilst docking, the rear positioned paddlewheel became
popular. Besides, it was closer to the rolling center of the
ship. The rudder had already been there since the twelfth
century (ref. 6). Some rudders were even retractable, be-
cause of the necessity to operate in shoal water and for
the requirements of beaching.
Although screw proposals were submitted to the Eng-
lish Admiralty as early as 1681 by Hooks and 1738 by
Daniel Bernoulli, it was in 1836 that Francis Smith pa-
tented one of the first screw-propeller designs. His first
boat had the screw mounted forward of the stern post, in
SPORT AVIATION 25
deep water, so that it would stay submerged in rough seas
and to avoid shocks to the engine. This was the basic idea. KVftt FLOW
However in tests, half of the propeller promptly got broken
off, whereupon the boat immediately went faster. So with
much reduced blade area, the screw was subsequently
raised to a more protected position at the rear, where,
on full-sized ships it was still much less vulnerable to
enemy gun-fire than paddle wheels. Eventually the screw
was used universally although at first only as a back-up
to sail, as were early paddle wheels for that matter.
Some ships had adjustable pitch and even feathering
screws. Others lifted their propellers or paddle wheels
out of the water when under sail. The engines were used
mostly for harbor maneuvering and docking and the
rear-positioned screw was definitely found to be less
prone to damage.
As with modern military aircraft paving the way for
following commercial designs, so the navies of the world
influenced ship design. One important fact in this re-
gard was, for instance, that British battleships were FIG. 12 This is a facsimile of a 1936 illustration by
equipped with rams right up to the end of the 19th cen- Raoul J. Hoffman entitled "Flow of air thru propeller".
tury (ref. 7). Accurate long range guns and torpedoes
deleted this requirement. But up to this stage, bows of
naval vessels were designed to crash into other vessels.
Non-military ships were made to break ice, bump logs,
and a host of other equally strenuous duties. On fishing
vessels the rear screw location also minimized net foul-
ing. All in all, a propeller in the bow area was obviously
impractical.
When the change from paddle wheels to propellers
occurred, it was found that the accelerated water over
the rudder allowed a ship to turn very quickly and posi-
tively. Maneuverability was so good in fact that it has
become one of the main reasons for the rear position of
the screw (ref. 8). Tugs, which spend most of the time
moving barges, log rafts and other ships can maneuver
better if they can push rather than pull. This, because
the "powered" rudder is at the rear of the combination
whether it be a number of barges, log rafts or whatever.
As they do have to back up occasionally, some tugs have
an additional rudder(s) forward of the propeller(s) which
then comes into use for deflecting the reversed wake (ref.
9). FIG. 13 The PAR Special, the Lawrence Institute Spe-
So it would appear that the rear location of the screw cial (tandem-wheel version) and the Schroeder Dragon-
evolved more by force of circumstances than by any cut tail.
and dried calculation of thrust and drag. Therefore to
use its position on a ship as an argument against tractor-
mounted propellers on airplanes has to be unjustified.
Because it is so practical for ships, it has never really been
seriously challenged, even though difficulties with wave
action, hull design and thrust calculations may favor some
other location. Now with small planing hulls, a rear screw
position is the only placement possible, because at speed
it is the only part of the boat that is in the water. Again,
it is felt that no general comparison to aircraft is legiti-
mate.
FIG. 14 The very first twin-engined airplane was push-
FUTURE MARINE DESIGN pull, using two Gnome rotary engines. Produced by
Starting with the earliest screws, cavitation has been Shorts, Great Britain in 1911. (ref. 24).
a problem for the marine designer. Since about 1950,
hydrodynamicists and aerodynamicists have joined forces
to increase the speed of water-born near-surface vehicles. The apparent limit on size of ships using hydrofoils is
Hitherto building only airplanes, a number of aircraft approximately 2000 tons and 60 knots. As this article is
manufacturers began moving into the ship building field. being prepared the most promising design for heavier
With retractable screws and foils, Fig. 7, purposely de- ocean-going vessels up to 100 knots is the Surface Effect
signed to cavitate (super cavitating) tractor screw posi- Ship. It is air cushioned and twin-hulled, with a skirt at
tions started to appear (ref. 10). the front and one at the stern. A lift fan is used to provide
One can see a parallel to the furling of canvas on the a Captured Air Bubble. The propulsion will be super cavi-
old sailing ships with the retraction of these foils and tating propellers or another old invention, water jets
pods. A small auxiliary, usually at the rear, is used for (ref. 11). Where these power pods will finally be located
docking and low-speed navigation. in relation to the hulls, will be interesting to see.
26 MARCH 1975

FIG. 15 The Do 18 like most push-pull airplanes, was
appreciably faster on the rear engine than on the front.
FIG. 16 Push-pull propulsion pods on Boeing's U. S.
Navy PCH 110 ton Antisubmarine Patrol Craft.
FIG. 17 This was a Fokker private venture in 1938.
Only one of these twin-boom D-23 fighters was built and
it was destroyed in the bombing of Schiphol in 1940.
FIG. 18 The XV-11A or MARVEL (Mississippi Aero-
physics Research Vehicle with Extended Range) first
flew in December 1965.
AIRPLANE EVOLUTION
Although many early pioneers in the struggle for a
successful flying machine had propellers all over their
designs, the Wrights used pusher propellers and an aft
mounted rudder, ship style. Not quite in bird tradition
was their forward mounted elevator or "vertical rudder"
as they called it, for pitch control. After they learned the
hard way (Selfridge killed and Orville hurt, Ft. Meyer,
Sept. 17, 1908) they changed to a rear elevator or tail
plane (ref. 12). The birds had a good thing going for them
after all.
Airplanes gradually evolved from rear engines and
pusher propellers to forward mounted engines and trac-
tor propellers, perhaps like ship history, because of prac-
ticality. Not necessarily from any great breakthrough in
aerodynamics. The popular rotary engine cooled well in
most any location, because of course the whole thing re-
volved. But tractor propellers created enough slipstream
so that cooling was therefore easier. Rotaries then gradu-
ally went out of fashion, although they stayed long enough
to mess up the handling qualities of a number of tractors,
as well as pushers. Certainly the pilot now had a buffeting
slipstream over him and this probably hastened cockpit
enclosure.
In comparison to the rear-mounted engines, which
characteristically moved forward d u r i n g sudden stops
or crashes, the now forward mounted engine absorbed
much of the kinetic energy and a more crashworthy cock-
pit structure was possible. Propellers lasted longer, both
for land and seaplanes. Less debris or water passed
through the propeller disk, enhancing its longevity.
While tractor landing gears were shorter, this change
could be argued as a step backward from the tricycle gear
of the pusher. Nevertheless, and above all, the tractors
performed better, but not just because they were lighter
and more compact. Why?
PROPELLERS
As has been known since the beginning of powered
flight, the pitch selection of a propeller is critical for top
performance. In fact, it should be constantly adjusted in
very slight amounts for greatest efficiency during a com-
plete flight. The correct and precise angle of attack of the
entire propeller blade can only be achieved at one air-
speed and a given rpm. A true adjustable-pitch propeller
would be one where the actual blade would progressively
articulate or distort, to alter the angle by different
amounts, along the complete length of the blade. Clearly
this would be an engineering miracle although at least
one such propeller was so designed and constructed by an
Italian, named Benozzi, in 1932 (ref. 13K
The ability to rotate a rigid blade about its own axis,
a few degrees either side of true pitch, even though not
theoretically perfect, can increase overall performance
to a very great extent. Hence the almost total acceptance
of the modern "adjustable-pitch" propeller. It is this fine
balance between angle of attack of the blades, the air-
speed and the power produced by the engine, that has such
a very large influence on ultimate performance. Let this
pitch angle be even one degree off optimum and a reduc-
tion in performance results. Off a couple of degrees and
performance degenerates considerably.
In most cases, maximum propeller thrust is exerted
when an aircraft is stationary, gradually diminishing
with speed (ref. 14). Therefore, the generated thrust
should be greater with a rear mounted propeller because,
like a ship, its working medium is slowed by the hull or
airframe. But water is roughly 800 to 1000 times as dense
as air (ref. 15). Further, a ship's hull is a smooth overall
shape disturbed only by possible marine growths. The
water that flows through the aft propellers (especially
twin-mounted screws) is comparitively tranquil.
It just so happens that if the pusher fuselage is a de-
cent shape, the air should not be slowed by it very much in
the first place. But even so, over the rear portion of the
fuselage there is a lowered pressure and an increase in
velocity of the stream approaching the propeller (ref.
16). Acording to momentum theory, one half of the velocity
increase occurs in front of the disk (ref. 17). This, inci-
dentally, increases the pusher-fuselage drag in this area.
As a pump induces air into its disk from some dis-
tance ahead, up to about 15 degrees of yaw the flow
through a propeller can be considered parallel to its axis
of rotation (ref. 18), (ref. 19). Up to this angle, P factor is
mostly myth. The pusher propeller, unfortunately, does
not have unrestricted space in front of it and does not
SPORT AVIATION 27
 operate in a uniform and steady flow, as does the trac-
tor. The air has its direction and pressure changed by
various amounts all around the pusher fuselage, wing
and tail group and there is not enough distance for the
aligning characteristics of the propeller to appreciably
damp out these effects.
Therefore the pusher propeller has to work into differ-
ing angles of attack all the way around each revolution.
A pusher propeller can almost never have the optimum
angle of attack even on one section of its blade for a com-
plete revolution! Little wonder it makes a noise about it.
Most any pusher, including the B-36, has a distinctive
(some say distressed) "pusher sound" which denotes pro-
peller problems. The more noise, the less efficiency, ex-
cept with shrouds, about which more later.
So, while the pusher propeller may have the potential
to provide more thrust, it usually doesn't, due to the al-
most impossible situation of the variable flow going into
it. Aerodynamic texts allude to this but because of the
staggering difficulty of analysis do not go into it deeply.
ADJUSTMENTS
One solution would appear to be that of smoothing out
and stabilizing the flow as much as possible, before it
reaches the rear-mounted propeller, by providing a super
clean and/or long fuselage. This in turn creates one of the
biggest headaches in pusher design, that of ground clear-
ance for the propeller. It means that this type of airplane
can not be rotated to as high a lift coefficient as a trac-
tor, both on takeoff and landing, with consequently, much
longer time on the ground and higher speeds. One fix
would be to make the incidence of the main lifting surface
adjustable, Fig. 8. But this is added complication and
weight, and not all designers will go this route.
Another fix is to reduce the diameter of the propeller,
which in turn reduces static thrust. Another is to raise
the propeller to a higher position. This causes trim drag
because a nose-down couple is created, which in turn re-
quires a compensating or balancing download on the tail.
This is added weight to be carried by the main wing, Fig.
9.
Or, the high propeller can have its thrust line pointed
through the main mass of the structure, so that the addi-
tional download is supported directly by the wing but
without an appreciable change in trim force, Fig. 10.
The fuselage shape itself can be arranged to accom-
modate the high propeller position, but doing this de-
parts greatly from the best streamline shape. By the way,
according to P factor enthusiasts, the inclined propeller
should create a turning tendancy, but it does not, Fig. 11.
Anyway, whichever method is employed, it serves to sub-
tract from the pusher's performance.
TRACTOR DRAG
A large spinner on a tractor generally improves the
overall propeller efficiency because it deflects air from the
blunter and thicker blade sections and directs it into the
better shaped main portion of the blades. And this is why
cooling-air inlets in this area can then be smaller with
less drag (ref. 21).
The increase in the velocity of the slipstream of a
tractor may be as much as 100 percent or more, at low
speed. That is, the flow speed is twice that over parts out-
side the slipstream. The drag inside the slipstream sup-
posedly would be four times greater. This is quite high
drag. But it is at low speeds only! At high speed this dif-
ference diminishes to as little as ten percent with a cor-
respondingly lower drag factor for the fuselage (ref. 22).
The slipstream speed is not constant over the length of the
fuselage though, adding to the difficulty of calculating
the drag.
28 MARCH 1975
The following is a quote from "The Effect of the Slip-
stream" by Raoul J. Hoffman in Popular Aviation, Aug.
1936. Fig. 12 ... "shows the velocity increase of air pas-
sing through a propeller. This increase is the slip-stream
which gives us the required thrust. We notice an outer
zero line past which we find a small region of reversed
flow; the inner zero line passes through the 25 percent
of the diameter, past which we find a turbulent region.
Placing a body (fuselage) into this turbulent region the
efficiency naturally will increase."
The above might also help explain why some tractor
fuselage drags are not nearly as high as is sometimes
imagined, and further minimizes one more pusher advan-
tage. It additionally hints to the fact that the pusher
might benefit from a new kind of spinner, to help bring
its performance up a needed notch.
An absolute and direct comparison between pushers
and tractors is probably not achievable. But one oppor-
tunity for at least a good indication could be seen in three
pushers, Fig. 13, designed to the rigid requirements of
the midget-racer class. These aircraft had the same en-
gines, payload, wing-area restrictions, landing-gear
wheel size, etc., as did the competing tractors. Yet their
flight speeds were considerably lower (ref. 23).
PUSH PULL
The push-pull configuration warrants some atten-
tion if for no other reason than because half of it is a push-
er, Fig. 14. Apart from the ease of handling during flight
on one engine (compared to a conventional tractor or
pusher twin) an important justification for tandem-power
plants is the reduction in frontal drag. As an example,
research in 1936 showed that "a twin-motored fighter with
close-coupled tandem propellers would be 25 mph faster
than a normal twin-motored type with two nacelles" (ref.
25).
According to an April 1969 article by David Bierman,
President, Hartzell Propeller, Piqua, Ohio, "When both
propellers are operating, the efficiency of the rear propel-
ler is reduced because it is then operating in the slipstream
of the front propeller, although it still may have some
beneficial effect on drag", (bold mine, GBC).
Dornier had observed (ref. 26) that the DO18 was two
percent faster on just the rear engine than on just the
front, Fig. 15. In more recent times, the Cessna Skymaster
(for example) displayed similar characteristics. With its
rear propeller shut down, vortex generators notwith-
standing, the flow was separating badly around the blunt
rear of the fuselage. Shutting the front engine down and
flying on the rear only, resulted in a sort of king-sized
boundary-layer control. This reduced the drag of the
fuselage to the point where even though the rear pro-
peller was generating lots of noise, the airplane went
faster. Hence many mistakenly thought that this was
proof that a pusher was "more efficient". Normal single-
engined tractors are not penalized by such unstream-
lined after bodies, so should not be compared to this type
of design.
It is interesting to note that back in 1962, projected
ship designs for the U. S. Navy (ref. 27) included push-
pull propulsion pods, Fig. 16.
BALLAST
Superior visibility of the pusher has already been re-
affirmed. It is difficult to criticize the pusher on this. Once
a pilot accommodates himself to possibly less reference
nose in front of him, the appeal of the unhindered view
is undeniable. But to carry passengers, and provide the
same quality of view for them, presents another knotty
point. Two people, let alone four, in front of the wing im-
plies an exceedingly wide travel of the center of gravity,
which the normal tractor does not have, as its disposable
load is located on or near the correct e.g. position. How is
this condition balanced in the pusher? Again, a larger
than normal tail plane is required for trim and/or an ad-
justable ballast can be used, which to make a practical
airplane, has to be carried at all times to be readily availa-
ble for any particular load configuration. Either direc-
tion takes the pusher down the performance ladder.
SO FAR
Up to this point it has been suggested that pushers
tend to be heavier, due to drive train, vibration atten-
uators and ballast, if carried. There is some power loss
due to the distance between the engine and propeller.
Pushers may fly nicely in the air but suffer longer take-
off and landing distances. The center of gravity-balance
trim drag may be higher than a tractor and the thrust-
line trim drag is higher and/or there is an increased ap-
parent weight due to the inclined thrust line. Propeller
erosion is a big factor although the degree varies between
designs and is modified by the type of operating surface
such as grass, dirt, macadam, asphalt or concrete.
ESCAPE
There is another facet to the pusher/tractor picture,
this one from the pilot's point of view, as opposed to a
strictly engineering stance. For some military-turned-
civilian pilots, it is a personal preference to continue to
use that great safety aid, the parachute. Not just for
aerobatics but for so called normal flying as well. Once
airborne, a well fitted and comfortable chute can instil
much confidence.
The fear, however remote, of structural failure during
severe turbulence, can gnaw at even the most seasoned
pilot. Perhaps sailplane pilots who use chutes do so be-
cause they see considerably more structural flexing than
does the average lightplane pilot, and this gets to them.
When wearing a chute, it is not unnatural to be concerned
that egress from the cockpit during an emergency, be
unimpeded. Especially if, conceivably, the airplane is
girating wildly. One can appreciate why a tractor low-
wing has been the accepted norm for nearly all pre-ejec-
tion-seat military airplanes. Certain high-winged types
might make it a grim fight for the pilot or crew to get past
all of the structure, doors and struts. But to do all this and,
as in a pusher, still have the added hazard of a vertible
buzz-saw a few feet behind, can be cause for some grave
speculation. Some podded tractor designs are particularly
menacing in this regard.
A war-time English publication (ref. 28) states that
"There are a number of pusher installations which pro-
vide a good view forward but make the bailing out a game
of dodge the prop, with odds on the propeller". Also, with
a picture of a Fokker D-23, Fig. 17, this article allowed
that while the tandem arrangement was neat, " . . . pilot
trouble was acute, because the rear screw would act as
a mincer, topping and tailing any unfortunate who sprang
from his cockpit through its blades".
For successful escape, the farther the propeller is from
the cockpit, the better. Also, having lots of tail surfaces
in front of the propeller would seem to offer more protec-
tion. The war-time push-pull DO-335 not only had ejection
seats, but the vertical tail as well as the propeller itself
were designed to be jettisoned for escape purposes (ref.
29).
POWER PLANTS
The advent of the compact and smoothly running Wan-
kel engine looked as though it could be eminently suited
for pusher or aft-mounted tractor installations. That is, if
it was made of light metals. However even a light Wankel
has a high fuel consumption. Given a nominal endurance,
the total weight of the rotary-engined package is high
compared to one with a reciprocating high-compression
engine. The present iron Japanese liquid-cooled rotary
automobile engine is heavy. This has deterred most,
though not a l l , amateur experimentation for aircraft
utilization. There are several lightplanes now flying with
Wankels embedded mid-fuselage and using ducted fan
concepts. The trade-offs are interesting, but hard and pre-
cise performance figures are not readily available.
DUCTED FANS
Primarily as a noise reduction program, Hamilton
Standard Division of United Aircraft has studied "Q-
Fans" using reciprocating and rotary engines (ref. 30).
The shrouded propeller or ducted fan produces higher
static thrust than a free propeller for the same diameter
and power input (ref. 31). However, while any propulsion
system designed for reduced noise suffers from weight
penalties, in the shroud application there also appears to
be a reduction in available cruise thrust.
The U. S. Army Aviation Digest, regarding the Marvel
Research Aircraft, notes that its "shrouded propeller in-
creases static thrust by 90 percent over a similar open
propeller, and provides thrust augmentation up to 100
mph. Above this speed, shroud drag overcomes any thrust
increase", (ref. 32). Control surfaces were designed into
the ring to help justify its weight and drag. As a matter of
interest, the low speed efficiency of a shroud is greatest
with a well-rounded lip which prevents inlet separation
but which in turn adds even greater drag at high speeds
(ref. 33).
Referring again to the Marvel used for Army evalua-
tion, Fig. 18, the weight of the glass-fiber shroud, with a
diameter of 66 inches, was 68 pounds. Even at this rather
high weight, there was great difficulty in maintaining
rigidity and optimum propeller tip/shroud clearance, due
mostly to vibration. It prevented the use of more than 45
percent of the available turbine power. Curiously, this
unwanted vibration did have one mitigating feature, it
decreased in flight, the annoyingly large static breakout
forces of the shroud-mounted control surfaces (ref. 34).
Control performance i power off and windmilling) is also
compromised by sizeable effects of air-flow blockage in
the annulus. Alas, it seems that the shroud is not with-
out its drawbacks and is not generally considered a cure-
all for the pusher.
EPILOG
New pusher-propeller airplanes are always turning
up. An onlooker armed with the knowledge of some of the
difficulties of its design, might find it enlightening to
assess each pusher trade off and compromise.
Presenting a definite point of view can sometimes run
the risk of discord with those who do not share that view.
There is one fact however, that could very well be indis-
putable, and that is that those who have endeavored in
the past and those who are currently endeavoring to im-
prove the pusher-propeller concept, deserve special ap-
preciation. Aeronautical history is and will be richer be-
cause of them.
REFERENCES
1 Flight. England. Feb. 17. 1912
2 Elevator First and Tandem Wing Airplanes, G. B.
Collinge. pages 12, 13 Sept., pages 22, 23, 30 Nov., Sport
Aviation, EAA, 1959
SPORT AVIATION 29
 3 Jahrbuch, der Deutschen L u f t f a h r t f o r s c h u n g ,
Dornier, R. Oldenbourg, Munich & Berlin, 1937
4 NACA Models Seek Critical Spin Answers. Evert
Clark, page 52, Aviation Week, March 25, 1957
5 Anatomy of Spinning, page 418. Flight International,
March 23. 1972
6 Sailing Ships. Bjorn Landstrom, page 77, Double- By Jack Cox
day, Garden City. 1969
7 Steam at Sea, K. T. Rowland, page 94. Praeger Pub-
lishers, New York, 1970
8 Yacht Designing and Planning, H. I. Chapelle,
page 192. W. W. Norton, New York. 1971
9 Skene's Elements of Yacht Design, F. S. Kinney,
page 157, Dodd. Mead & Company, New York, 1973
10 Major Aviation Firms Survey Hydrofoil Potential,
J. S. Butz. Jr.. page 81, Aviation Week, Feb. 22. 1960
11 Crossing the Ocean at 80 Knots, Rolf Boehe, Ad-
miral, German Navy Reserve, Aerospace International,
Gross-Talmon Verlag, Munich, July/Aug. 1974
12 Mr. Alec Ogilvie's Wright, page 66. Flight, Eng-
land, Jan. 28, 1911
13 An Italian Variable Pitch Propeller, Popular Avia-
tion, June 1932
G, I EORGE RICHTER (EAA 64328) of Los Angeles
has made several test flights in the radical new aircraft-
14 Mechanics of Flight Vol. 1, A. C. Kermode, page
pictured above which he has named the Ric Jet 4.
189, Sir Isaac Pitman & Sons. London 1942
15 Hydrofoil Ships, Ford Parke, page 31, Interna- While the flights made to date have been restricted
tional Science and Technology, March 1962
to straight runs down the Mojave, California airport at
16 Slipstream Effect in Pushers, E. P. Warner, page altitudes of about 12 feet (see photo), the test program
525, Performance, McGraw-Hill, New York 1936 is reasonably on schedule . . . which is to say it is pro-
17 The Propeller, Dommasch Sherby & Connolly, ceeding slowly and deliberately. This cautious approach
page 214, Airplane Aerodynamics, Pitman, New York is only prudent because the Ric Jet is one of the most
1967
innovative homebuilt aircraft ever built.
18 Propellers in Yaw, E. P. Warner, page 531. Per- First, the Ric Jet is not jet powered although at
formance, McGraw-Hill, New York 1936
first glance the appearance is reminiscent of some of
19 Is It Really Torque?, G. B. Collinge. page 37, Sport
the early "X" series NASA research aircraft. Rather,
Aviation, EAA. May 1969
the aft portion of the fuselage is an integral duct contain-
20 Fuselages in Yaw or Pitch, E. P. Warner, page 383,
ing a Mazda RX 2 rotary engine driving a two blade
Performance, McGraw-Hill, New York 1936
wooden propeller that is 40 inches in diameter. The pro-
21 Drag and Cooling of Air-Cooled Engines, P. E.
peller is ahead of the engine and is not geared it is a
Mercier, La Science Aerinne, Sept./Oct. 1938
direct drive system with the propeller bolted to an alumi-
num adapter which takes the place of the flywheel on the
22 Mechanics of Flight Vol. 1, A. C. Kermode, page
engine. As the pictures indicate, the rotary engine is
193, Sir Isaac Pitman & Sons, London 1942
enclosed in a streamlined pod within the fuselage/duct,
23 Performances reported in various publications:
supported by a member which also serves as an air flow
Flight, Oct. 6, 1949; Homemade Racers Flying, Gloria
straightener and carrier of the tail section.
Heath, Flying, Dec. 1949; Air Trails Pictorial, Apr. 1950;
The 18' wing has pronounced sweep back and an-
Midgets at the Races, M.A.N., Nov. 1951; Air Trails, Jan.
hedral and has full span slotted flaps. Spoilers are utilized
1952, etc.
for lateral control. The high mounted tail section is one
24 Power Planting, page 252. 254, Flight, Illife & Sons,
of the more conventional parts of the aircraft.
London, March 19, 1942
The tri-cycle landing gear is retractable, but is
25 Jahrbuch, der Deutschen Luftfahrtforschung,
Weinig, R. Oldenbourg, Munich & Berlin 1937
locked in the down position for early test work. The nose
gear will fold backward and upward in the usual manner,
26 Power Plant Arrangement, page 4, Aircraft Recog-
but the main gear is somewhat unique in that it rotates
nition, Ministry of Aircraft Production, H. M. Stationary
Office, London 1942
forward and into the fuselage.
Again referring to the photographs, the forward half
27 Hydrofoil Ships, Ford Parke, page 33, Interna-
of the fuselage is a sailplane-like pod that obviously
tional Science and Technology, March 1962
28 Power Plant Arrangement, page 3, Aircraft Recog-
provides superb visibility. It pinches in, wasp-like, at the
midwing juncture to provide an unobstructed flow of air
nition, Ministry of Aircraft Production, H. M. Stationary
Office, London 1942
into the large duct. The cockpit is wide and long enough
29 German Combat Planes, Wagner & Nowarra,
to provide a lot of pilot comfort.
The airframe is of all-metal construction and utilizes
page 267, Doubleday, Garden City 1971
30 Q-Fan Use on Business Aircraft Studied, E. J.
tube, channel and sheet as is appropriate for various
Bulban, pages 65, 66 and 67, Aviation Week, April 23,
components.
The Ric Jet 4 is the outgrowth of a ducted fan research
1973 project initiated a number of years ago by George Richter.
31 Aerodynamics of Propulsion, D. Kucheman & J.
Available literature and reports on the few aircraft that
Weber, McGraw-Hill, New York 1953 have actually flown with ducted or shrouded propellers
32 XV-IIA (Marvel) STOL Research Aircraft, George
left a lot of unanswered questions, so George eventually
Zuments, U. S. Army Aviation Digest, June 1968
struck out on his own by building progressively more
33 Shrouded Propellers and Their Application, R. K.
sophisticated flying models. By trying all sorts of con-
Watson, Jr. and V. O. Hoehne, page 59, Aero/Space
figurations, engine and propeller locations, duct sizes,
Engineering, July 1959
etc., he ultimately struck a combination that resulted
34 Modified XV-IIA Studied for Wing Tests, B. K.
in unexpectedly good performance performance
Thomas, Jr., Aviation Week, July 15, 1968
30 MARCH 1975
 (Photo by George Uveges)
George Richter and his Ric Jet 4.

that exceeded by a considerable margin what the text

books .say a ducted prop should provide. A '/B scale
radio controlled model of a proposed full scale aircraft
was so successful that the decision was made to start
cutting metal on what was to become the Ric Jet 4.
Although George prefers not to divulge all the details
of the propulsive system of his aircraft, he maintains
that it is different in concept from anything tried before.
He does not, in fact, even consider his set-up to be a
ducted fan in what is the conventional sense of the term.
He instead refers to his prop as a "confined propeller".
A number of people have examined the engine/duct area

(Photo Courtesy of George Richter)

Yes, it does fly.

(Photo by George Richter)

This view up the tailpipe shows how the engine is
mounted and faired within the fuselage/duct. Note also (Photo by George Richter)
the pronounced anhedral of the wings. It looks like Mach 2 even without the wing skin!
SPORT AVIATION 31
of the Ric Jet and have expressed dismay at the nearly
one inch clearance of the prop from the duct wall. Con-
ventional ducted fan theory states that the prop tip must
nearly touch the walls of the duct, creating a near-
continuous end plate effect, to have any advantage over
a normally exposed propeller. George counters this with
the statement that in his Ric Jet system the propeller is
just a single part of a carefully thought out propulsive
unit and that, as such, is not that critical as far as prop
tip clearances are concerned. Other factors are also
involved, such as utilizing the heat from the engine's
cooling system to augment the total thrust.
It is interesting to note that George Richter is not
alone in believing that text book theory on ducted props
is lacking in some respects. The late Dr. August Raspet
was most vociferous in his claims that ducted props
offered greater efficiency that theory would seem to
indicate, and Jim Bede believes he proved this to be true
in his experiments with the twin engine XBD-1 that is now
a part of the EAA Museum collection (and was on display
at Oshkosh last summer).
Although a very ambitious project, technically, the Ric (Photo by George Richter)
Jet has been financed on the same sort of shoestring The Ric Jet's power package with the front upper
that most homebuilt aircraft are. This situation has re- cowling removed. The Mazda RX 2 is positioned within
sulted in some compromises that have both slowed the the fuselage/duct as you see it here with the prop ahead
building and adversely affected the performance of the of the engine.
aircraft. The Mazda rotary, for instance, is a completely
stock engine that could easily be removed from the Ric
Jet and reinstalled in an auto. George is using this engine
initially because the cost of modifying it to make it churn
out more power is simply too expensive at this point in
the development of the aircraft. Further, only one prop
has been used to date a 40 inch wooden propeller with
a 42" pitch. It only allows the engine to turn about 4400
rpm static and no more than about 4700 on take off.
Mazda rates the engine at 130 hp at around 7,000 rpms
so George figures he is only getting about 80 hp for
take off. An ideal situation would be one in which a
number of propellers were available so that the best com-
bination could be arrived at ... but, again, this costs
money that is not available. George, of course, is fully
even painfully aware of all this and has made the
(Photo by George Uveges)
decision to go ahead with what he knows is inadequate
power so as to be able to check out what other facets of The Ric Jet 3, a radio controlled model of a powered
the design he can until such time as a more powerful glider utilizing the Ric Jet propulsion system.
engine can be obtained. One of the big question marks
was the use of spoilers for lateral control, but flights in
ground effect have proven them to work well. Things like
wheel shimmy, tracking of the landing gear, general
ground handling, etc. have been pretty well worked out
and the determination has been made that the C.G. is
"right on" for safe operation . . . so that the tests with
the stock RX 2 have definitely been worthwhile and haye

(Photo by George Uveges)

(Photo by George Richter)
George Richter and the Ric Jet in July of 1973. The Model
On to Mojave! led to the development of the real thing.
32 MARCH 1975
 moved the project forward so that when more power is
available, full flight testing can proceed with alot of
"knowns" rather than everything being truly experi-
mental.
George says that the Mojave airport is both a good and
a bad place to test a new aircraft. The long runways and
distance from congested areas are advantages as is the
fact that a lot of highly qualified help is usually standing
around on weekends should he need some assistance
in ministering to a balky engine or whatnot. Mojave is
the favorite testing spot for homebuilts from the Los
Angeles area and the place is never lacking for home-
builders on weekends. The fact that Burt Rutan has taken
up residence at Mojave and has his VariViggen opera-
tion at the airport is another plus. George does admit
getting a little put out occasionally, however, at the spec-
tators who expect him to go roaring out like someone
who has just completed the 500th T-18 or 5,000th Fly
Baby. He tries to explain that the Ric Jet 4 is an experiment
an experiment still in its very early stages and that a
lot of work and many possible changes lie ahead . . . all
of which call for methodical testing and not acts of Hol-
lywood-style derring-do.
George notes with some amusement the reaction to the
appearance of the Ric Jet to various age groups. Older pi-
lots seem to have a mixed reaction all the way from
thinking it to be downright wicked looking to those who
admire it as a rakish, ultra modern airplane. Young people,
however those who were born after the advent of the jet
airplane are wild about it. (What does this tell you about
yourself, fellow EAAer?)
As of this writing (late January) testing of the Ric Jet
is still proceeding. George has promised to keep us up to
date on his progress and follow-up reports will be pre-
sented on these pages from time to time.

(Photo by George Uveges)

Inflight shot of one of the successful models that led to
the building of the Ric Jet 4.

(Photo by George Richter)

An artistic shot of the tail structure of the Ric Jet.

SPORT AVIATION 33
 plastics for

WORKING WITH ABS

A Versatile Plastic Material
For The Homebuilt Craftsman

The suitability of ABS material for light aircraft com-

ponents is indicated by this typical array of parts which
have been used on various Cessna models. All items
shown were thermoformed from Borg-Warner's Cycolac
ABS sheet stock. Parts illustrated include fairings, wing
tips, instrument panel overlays, air ducts, cowl panels homebuilding
and battery boxes.
 By
Val Wright (EAA 81831)
516 Wrightwood Terrace
Libertyuille, Illinois 60048
A PLASTIC MATERIAL tough enough for making
football helmets, small boats and bodies for snowmobiles,
campers, trailers, and rugged ATVs (all-terrain vehicles).
A versatile, durable polymeric material whose most
familiar application in today's home or office is the
handsomely styled color telephone.
This is ABS one of the new breed of engineering
plastics. Already being used extensively in commercial
aircraft, it appears certain to play an increasingly impor-
tant role in homebuilt aircraft construction. For once
they become familiar with this easily fabricated plastic,
innovative EAA builders are going to find many logical
applications for it.
ABS is a carefully tailored combination of three basic
monomers acrylonitrile, butadiene and styrene. Each
contributes specific desirable properties to the finished
material. By varying the blend of these components, the
polymer chemist and material supplier can formulate ABS
to meet a broad spectrum of performance requirements.
This balance of properties has made ABS one of the
fastest growing types of plastics in recent years, in such
demanding areas as building products, automobiles,
public transportation vehicles, packaging, appliances
and recreational products.
As a material for light aircraft construction, ABS is
less familiar to most builders than such old standbys as
acrylic and glass reinforced polyester (fiber-glass). How-
ever, it merits the homebuilder's attention because it
represents one of the best of the high-performance type
plastics introduced since World War II.
In many commercial applications (pipe and fittings,
automobile grilles and interior trim, toys, shoe heels,
furniture, etc.), ABS is converted to finished product by
extrusion, injection molding or other high volume manu-
facturing techniques. But fortunately for the EAA builder,
ABS (along with many other types of plastics) is also
available in the form of easily fabricated sheets, rods,
tubing, blocks and miscellaneous stock shapes. Thus, the
same basic properties found in commercially made ABS
products are now available to the homebuilt craftsman in
convenient form.
Once a builder determines, after reviewing the pro-
perties of the material, that ABS meets his requirements
for a specific component or group of components, he must
next decide how they can best be fabricated. Later in
this article, we've included useful data on working with
this material, using tools and equipment available to most
builders. Since EAA builders are, on the average, quite
ingenious in solving their production problems, fabricat-
ing suitable parts from ABS probably won't stump them
too often.
Before taking on a finished part, it's a good idea to
familiarize yourself with ABS by experimenting with
some small pieces of the material. Try sawing, drilling,
cementing and heat welding them. Heat some small strips
and form them into simple shapes. Once you get the feel
of the material and how to work with it, you're ready to
begin making ABS aircraft parts in earnest.
Since you'll probably be working with sheet stock in
most cases, it's encouraging to know that many commer-
cial products made of ABS are also formed from sheet.
Some prime examples include refrigerator cabinet liners,
many types of small boats, and large body components
for automotive campers and trailers, as well as such light
aircraft parts as instrument panel overlays, inner door
panels and wing tips. Many of these units are made on
large commercial type equipment, but if the EAA builder
holds himself to realistic design parameters, he can
achieve some outstanding results right in his own work-
shop.
BASIC MATERIAL PROPERTIES
ABS has been aptly described as a "tough, hard, rigid
thermoplastic that resists stains, shock, rust, extreme
temperatures, peeling and chipping." It's particularly
suitable for components in which toughness and rigidity
are required over a wide temperature range, and where
hardness and dimensional stability must not vary appre-
ciably.
In evaluating ABS (or any other plastics) for light air-
craft parts, here are some of the principal criteria EAA
builders should consider:
Strength requirements: Impact, flexural modulus,
tensile strength and fatigue resistance (stress load in psi,
cycle rate and number of cycles to failure).
Temperature range: Maximum and minimum tem-
peratures (constant or intermittent) to which the parts
will be subjected, as well as the normal working range.
Electrical requirements, if any.
Exposure to chemical agents (fuels, lubricants, clean-
ers, finishes, etc.).
Weathering properties: Resistance to ultraviolet in
sunlight, etc.
Flame resistance: Standard grades of ABS are class-
ified as slow-burning, presenting no greater fire hazard
than wood. Specially formulated self-extinguishing grades
are also available.
The specific gravity of ABS polymers ranges from
about 0.99 to 1.10. Specific volume (cubic inches per
pound) runs from approximately 25 to 28 for various
formulations. Tensile strength ranges from 2500 to 9000
psi (ASTM test method D 638-D 651). Flexural strength
range (ASTM D 790) is from 3600 to 13500 psi. Rockwell
hardness (ASTM D 785) ranges from R 30 to R 118. Im-
pact strength (D 256) runs from 0.7 to 12 ft.-lbs. per inch
of notch C/2 by '/i in. notched bar). Resistance to con-
tinuous heat ranges from 140 to 250 F; heat distortion
temperature range is 165-225 F. Special grades of ABS
offer properties well beyond some of these generalized
figures.
Data supplied by Borg-Warner Chemicals, a principal
supplier of ABS resins, indicates that these materials
are almost completely resistant to attack by the following
types of reagents in any concentration, at both room and
elevated temperatures, as tested by ASTM D-543-65:
Inorganic salt solutions, alkalis, and mineral acids,
excepting strong oxidizing acids. Low KB solvents and
mineral, vegetable or animal oils produce insignificant
changes.
On the basis of 7-day immersion tests, some materials
often used as cleaning agents (carbon tetrachloride, for
example) are unsatisfactory for prolonged contact with
ABS resins. The same is true of benzene, methanol,
toluene and gasoline. Occasional short-term contact with
aviation gasoline presents no particular problem, but
prolonged direct exposure is to be avoided.
WEATHERABILITY OF ABS
All plastics vary in their ability to withstand direct
exposure to the elements. This factor should be kept in
mind when utilizing aircraft components of ABS, par-
ticularly on exterior parts. In general, prolonged exposure
to direct sunlight produces significant changes in the
appearance and physical properties of ABS. However,
these effects can be minimized, as indicated below.
In weathering, ABS tends to lose gloss and shift
toward yellow in color tones. Surface crazing may develop
SPORT AVIATION 35
FIGURE 1
Closeup of electric strip heater with small sheet of VB in.
ABS material in heating position. A heating period of
about 10-12 minutes brought the material up to forming
temperature.
in areas of high strain. The material eventually loses
much of its original impact resistance and ductibility,
particularly at low temperatures. Tensile and flexural
strength values are maintained at normal temperatures,
but drop appreciably at lower temperatures or high strain
rates. Modulus and hardness properties are not severely
affected. These changes are due to formation of a very
thin brittle layer of the exposed surface. Any load suf-
ficient to crack this veneer can, by "notch effect", cause
propagation of the crack into the ductile core of the ma-
terial.
The fact that ABS (along with most plastic and non-
plastic materialsl is adversely affected by long-term
weather exposure should not in any way discourage the
EAA builder from utilizing this excellent material.
Thousands of motor cars, pleasure boats, campers, trailers,
snowmobiles and other recreational vehicles incorporating
exterior components of ABS make it clear that manufac-
turers haven't found weathering a severe handicap in
working with the material.
As general guide lines when evaluating ABS for out-
door application, Borg-Warner Chemicals lists these
points: (1) Is it an appearance part, or must it carry me-
chanical or thermal stresses? (2) Is the part likely to be
subjected to fatigue stresses? (3) What will the storage
and end-use environmental exposures be? (4) What is the
required service life of the part? The company re-
commends that ABS end-use products requiring exterior
long-range retention of color, gloss and abuse resistance
should have the surface protected by one of several
available systems.
Pigmented ABS has somewhat better weathering re-
sistance than the natural unpigmented grades, both in
appearance and physical properties. Where integral ABS
colors are used, the earthen tones are usually most satis-
factory.
Specially compounded paint systems, based upon
weather-resistant resins having sufficient flexibility to
avoid brittle veneer effects, can also minimize weather
degradation of ABS plastics. Among suppliers of such
coatings are Service Coatings, Inc., 15600 Lathrop St.,
Harvey, IL 60426, and Hughson Chemical Co. Div. of
Lord Corp., 2000 W. Grandview Blvd., Erie, PA 16509.
The most widely used method of improving the
weathering properties of ABS sheet stock is through
the use of a pigmented layer of Rohm & Haas Co.'s
Korad acrylic film, permanently laminated to the ABS
sheet immediately following extrusion. Test exposures of
up to four years in Arizona, reports Borg-Warner Chem-
icals, "have shown this method to be extremely effective
36 MARCH 1975
FIGURE 2
Softened along the heated area, the thermoplastic ma-
terial is easily bent over a wooden block to produce the
desired 90 deg. bend. Forming a part in one piece pro-
vides a sturdy, attractive component requiring no assem-
bly operations.
in protecting against both color shift and loss of gloss.
In addition to providing excellent retention of aesthetic
properties, Korad film has proven to be an effective means
of reducing the rate of degradation of physical pro-
perties."
ABS sheet stock with a 3-mil layer of the protective
acrylic film is now used by many manufacturers of
trailers, campers, boats and recreational vehicles con-
tinuously exposed to the elements. EAA members
interested in obtaining ABS sheet stock having this im-
proved weathering resistance (as well as standard grades
of the material) should contact local service facilities
and warehouses of such diversified plastics distributors
as Cadillac Plastic and Chemical Co. and Commercial
Plastics and Supply Corp. Among the sheet extruders
from which both types of ABS material are available is
Portage Industries Corp., Portage, Wl 53901.
MACHINING AND FABRICATING
The machining properties of ABS are generally
similar to those of non-ferrous metals. Conventional wood
and metal working tools are usually satisfactory. The
material can be cut, turned, bored, drilled, milled, tapped
and machine-finished, including all common filing,
grinding, sanding, buffing and polishing techniques.
As with other plastics, frictional heat buildup must
be controlled when machining ABS stock. Tool modifi-
cation to provide adequate clearances is one useful
approach. Heating may also be minimized through use
of coolants whenever possible (water is generally satis-
factory). A compressed air jet to clear chips before they
fuse is also recommended. Tools may be operated at
relatively high speeds, with low pressure and light cut.
In drilling ABS, the most important factor is removal
of chips by the drill, since they tend to pack in the flutes
and fuse together due to frictional heat. Fusion can be
reduced through use of highly polished flutes with a slow
helix and generous side relief, plus use of coolants.
Frictional heat buildup is rarely a problem in working
with thin ABS stock.
All common types of cutting operations can be used
with ABS material. In addition to sawing with band saws,
circular saws and jig saws, other cutting techniques in-
clude die cutting or blanking with steel rule dies, punch
dies and clicker dies. Band sawing is generally preferred
in fabricating ABS slabs, blocks, sheets, rod and pipe
because heat build-up can be easily dissipated by this
method. Flat stock and parts with straight edges can be
cut with a circular saw; a band saw is ideal for curved

FIGURE 3
contours. When other approaches are not practical, jig
saws may be used for cutting closed holes or small radii
in thin stock. Hacksaws or other fine-toothed hand saws
are useful for many small cutting jobs.
THERMOFORMING PROCEDURES
Since ABS is thermoplastic, it can be heated and
shaped with relatively simple equipment and techniques.
The maximum sheet thickness which can be successfully
formed is limited mainly by available heating facilities,
which may range from heat lamps, hot air guns and small
strip heaters to various types of gas or electric ovens.
Forming temperatures for ABS are in the range of 270-
300 F. Parts should be allowed to cool to about 150 F
before removal from the mold or forming fixture.
Accompanying photos illustrate use of a small (120
volt, 56 watt) electric strip heater in forming a 90-deg.
bend in a piece of '/H in. ABS sheet stock. The heater,
(Figure 1) which reaches a maximum 280 deg. tempera-
ture, is particularly useful when the fabricator wishes to
heat a narrow section of the material prior to forming.
In this instance, time required to reach forming tempera-
ture was about 10 to 12 minutes. Since the material cools
rapidly when removed from the heater, forming must
proceed immediately. (Figures 2 and 3). If necessary,
additional heating can be applied until the desired bend
or fold has been obtained.
By forming sheet ABS, some types of light aircraft
components can be made in one piece, e l i m i n a t i n g
assembly operations. A pair of armrests, for example,
could be produced by forming pre-cut blanks to a 90 deg.
angle and drilling mounting holes in the lower flanges
for attachment to the fuselage structure.
Simple curves are relatively easy to form, provided
that sheets of the size required can be heated evenly to
forming temperature. Compound curves (unless quite
shallow) generally require more elaborate tooling or
fixtures, plus a means of applying mechanical pressure,
vacuum or air pressure to shape the softened material.
A later article in this series will provide more details on
thermoforming various plastics, including types of tools
and heating equipment which can be used and how to
provide the necessary vacuum or air pressure.
Even without specialized equipment, ingenious EAA
members have already accomplished some interesting
results with sheet forming. One such individual is B. John
Shinn ( E A A 17774). Ormond Beach. FL, who utilized
FIGURE 4
FIGURE 5
ABS sheet stock to thermoform streamlined cuffs for
covering landing gear-fuselage joints on his Thorp T-18.
After m a k i n g forms from water base modeling clay,
John shaped the cuffs by hand directly over the forms,
heating the plastic material with an infrared heat lamp.
Flannel gloves were worn to facilitate handling the heated
stock. A photo of this thermoformed part appeared in
February, 1974 SPORT AVIATION, page 46.
PUTTING IT ALL TOGETHER
When it comes to parts assembly, ABS wins a high
rating. Components made of this material can be joined
to ABS and other materials in many ways. Mechanical
fasteners, adhesives and thermal welding are the basic
techniques available.
Mechanical fastening often deserves consideration
because of the variety of fasteners that can be used.
Women's shoe heels molded of ABS, for example, are
usually attached to the shoe body with a nailing machine.
Various types of threaded fasteners (machine screws, self-
tapping screws, drive screws and self-drilling screws) can
be used successfully to join ABS to metals or other plastics.
Fasteners made of suitable plastic materials are useful
in applications involving sealing, corrosion resistance,
color matching and protection of painted or finished sur-
faces. However, they should not be used if service tem-
peratures exceed 190 F, or if the joint will be subjected
to stresses exceeding the rivet strength.
Though self-tapping screws may create a notch effect
in an ABS part, this is not critical if the area around the
tapped hole is sufficient to absorb the strain of threading.
SPORT AVIATION 37
There should be material of uniform thickness, for three
times the hole diameter, surrounding the screw hole.
Because the stripping strength of ABS varies directly
with engagement depth, a minimum formulation is:
2 x screw diameter = depth of screw engagement.
The ductility of ABS permits wire stitching and stapling
to be used in fastening thin ABS parts. Spring clip type
(Tinnermanl fasteners are often used where a protruding
lug is present to hold the clip in position. Riveting also
provides a variety of applications in assembling ABS
components to themselves and other materials. Semi-
tubular rivets are the most commonly used. Self-piercing
types can be used with flexible ABS sheet because of
the low clinching pressure required.
BONDING AND CEMENTING
In many cases, the use of adhesives can reduce the
weight and cost of an assembly or provide longer service
life. The effectiveness of the joint design (butt, "V", lap,
tongue and groove, scarfed, etc.) depends largely on the
tensile and shear forces exerted on the assembled parts
in actual service. Usually, a joint combining both tensile
and shear strength is most effective.
Both solvent cementing and modified epoxy bonding
can be used with ABS materials. The solvents recom-
mended include methyl ethyl ketone (MEK), methyl
isobutyl ketone (MIBK), tetrahydrofuran (THF) and
methylene chloride. A thin layer of solvent cement,
applied as evenly as possible to one or both ABS surfaces
and joined under pressure, provides the best bond
strenth. Recommended cure time (12 to 24 hours at room
temperature) can be reduced by curing at 130-150 F. A
solvent based cement, made by dissolving ABS chips in a
solvent up to 25*^ solids content, provides very strong
bonds and virtually eliminates the dripping problem ex-
perienced when using a solvent alone.
Modified epoxy bonding systems have outstanding
adhesive properties and will adhere ABS to practically
any substrate, including wood, steel and other plastic
materials. The basic components of these adhesives are
made up of resins and hardener which interact chemically
with the base material, forming a solid cross-linked bond
equalling the strength of the ABS itself. In using these
systems, be sure to follow the manufacturer's instructions
carefully on mixing and method of use.
WELDING ABS WITH HEAT
Thermal welding provides still another means for per-
manently joining ABS parts. One of its chief appeals is
the time saving involved as soon as the joint cools,
it's ready to use. Although various techniques may be
used, in each system portions of both mating surfaces are
melted, then solidified to form the weld. Time, tempera-
ture and pressure combinations that soften and hold the
ABS parts in contact during cooling are very important.
Over-heating can cause excessive melt flow or even resin
degradation, while insufficient heating produces weak
joints.
In spin welding, one ABS piece is rotated against a
stationary piece, under sufficient pressure and speed to
produce frictional heat and melt the contacting surfaces.
Rotation is then stopped and the parts brought firmly
together until the surfaces fuse and cool. Drill presses
and lathes are typical pieces of shop equipment which
can be used in this type of thermal welding.
In hot plate welding, ABS components to be joined
are brought into contact with a heated surface until
molten, then held together under pressure until cooled.
This technique yields exceptionally strong bonds and
is ideally suited to straight, flat welds. It may also be
adapted to curved or angular joints if a properly shaped
tool is devised to provide uniform heat to the mating sur-
38 MARCH 1975
faces. Recommended temperatures for this assembly
method range from 430 to 550 F. Lower temperatures
cause the material to stick to the hot plate; those above
550 F increase the risk of polymer degradation.
When using the hot plate system, the pre-heated sur-
faces should be brought carefully and quickly together,
then held with minimum pressure. Too much pressure
forces the molten material from the weld area, resulting
in reduced bond strength and poor appearance. In addition
to a hot plate surface, strip heaters, blow torches and
soldering irons (Figures 4 and 5) can be used for ther-
mally welding ABS and other thermoplastics. The latter
are useful in sealing small cracks or breaks in plastic
components.
Hot gas welding, used in many commercial applica-
tions, requires special equipment such as a welding gun
and welding tips, compressed air supply and regulator,
ABS welding rods and cutting tools. Also involving
specialized equipment are induction welding, in which a
metal insert is placed between the plastic parts and ener-
gized with an electro-magnetic field to produce almost
instantaneous heating, and ultransonic welding, in which
the plastic parts are heated by high intensity ultrasonics.
By rapidly vibrating the parts against each other in a
holding fixture, sufficient frictional heat is generated to
create a high-strength weld. This technique lends itself
ideally to automation for volume applications.
FINISHING AND DECORATING
In many instances, the EAA builder may prefer to
leave ABS components in their natural integral color,
particularly if they are non-appearance parts. However,
excellent finishes, fully compatible with the plastic ma-
terial, are available from such suppliers as Bee Chemical
Co., Lansing, IL, and Red Spot Paint & Varnish Co.,
Evansville, IN.
If the builder decides to dress up an ABS instrument
panel overlay, door panel or other interior trim with a
realistic wood grain finish, he can achieve excellent re-
sults with some of the attractive "vinyl veneer" materials
now available from Borden Chemical Co., Columbus,
Ohio, 3 M Co., St. Paul, MN, Phillips Films Co., Cin-
cinnati, Ohio, Tyco/Coating Products, Inc., Englewood
Cliffs, NJ, and other suppliers. The materials, supplied
with pressure-sensitive adhesive backings, are easily cut
and applied to any firm, non-porous surface. The patterns
are immune to scuffing or scratching because they are
reverse printed on the under side of the flexible vinyl film.
Acknowledgement: Our special thanks to Cadillac Plastic
and Chemical Co., Detroit, MI 48232, and Borg-Warner
Chemicals, Washington, WV 26181, for their cooperation
in supplying information incorporated in this article.

By
Jack Cox
IN A RECENT phone conversation with one of our EAA
Designees, I asked, "What's hot in your area?"
"Foam!" was the reply.
"Foam", of course, translates into "KR-1" in home-
built aircraft circles . . . at least this year. Nearly 5000
sets of plans have been sold for this tiny monoplane, which
puts it into the company of the Bensen Gyrocopter, Jean-
ies Teenie, VP-1 and BD-5 as the all-time sales leaders in
the build-it-yourself portion of the aviation world. De-
signer Ken Rand estimates around 100 are flying through-
out the world with word of newly completed and flown
examples coming in everyday.
The KR-1 is also extremely popular in nations other
than the U. S. Approximately 1,000 sets of plans have
been sold in Canada, which is amazing when one con-
siders that as of the January mailing of SPORT AVIATION
there were 2577 Canadian members of EAA. South Africa
(Photo by Jack Cox)
is also a hot bed of KR-1 activity and, proportionally,
builders there are completing and flying theirs faster
than anyone. Ken says of the 100 flying (as of mid-Janu-
ary), about 14 of these are in South Africa.
The reasons for the worldwide appeal of the KR-1 are
rather obvious: its basic structure is wood, the nearest
thing to a universally available building material; it is
powered by the VW engine, the nearest thing to a univer-
sally available powerplant; its foam/Dynel/epoxy secon-
dary structure is novel and a relatively easy medium with
which to work; the KR-1 is tiny and is pretty in a cocky,
fighter-like way characteristics that seem to have uni-
versal appeal; and it is a fast little airplane for the power.
Last, and perhaps most significant, the KR-1 apparently
can be built for one of the smallest outlays of cash of al-
most any aircraft flying. Certainly, it has few rivals in
the miles per hour per dollar derby.
With the phenomenal sales of KR-1 plans and materi-
als kits, it was only a matter of time until a two place
version came along. The KR-1 was first brought to Osh-
kosh in 1972 and was back again in 1973. Shortly before
the 1973 event, Ken and his partner, Stuart Robinson,
completed the design and stress analyses on a two place
bird and immediately upon Ken's return from Oshkosh,
started construction of the KR-2 prototype.
The KR-2 was originally designed for the 1600cc VW,
but because of the example of so many KR-1 builders go-
ing to larger and larger engines (from the KR-l's origi-
SPORT AVIATION 39
 nal 1200cc engine), Ken and Stu decided to go right to one
of the largest VWs available to them, Revmaster's 1834cc
mill; the reasoning being that if they built the prototype
to take that engine, it would be more than adequately
stressed for the smaller 1600 and 1700cc VWs.
The KR-2 is in every way an enlarged KR-1. The tail
is, in fact, the same on both aircraft, as are the landing
gear legs, wheels and brakes. The basic, all-wood primary
structure is essentially the same and the foam/Dynel/
epoxy secondary structure is identical in its application
to that of the earlier single placer. The changes consist
largely of a widening and a five inch lengthening of the
portion of the fuselage aft of the firewall to accommodate
two people sitting side-by-side. A tandem seating arrange-
ment would have resulted in less frontal area, but on such
a tiny airplane the weight and balance problems would
have been horrendous. The cabin is 38.5 inches in width
at its widest point O. K. for two average sized persons,
but tight for a couple of members of the Pittsburgh Steel -
er's front four.
The structural members in the KR-2 are the same
thickness as in the KR-1, which means that owing to
slightly greater lengths of longerons, spars, etc. the KR-2
is not quite as strong as the single placer. The KR-1 is
(Photo by Lee Fray)
calculated to safely withstand 12 Gs and the KR-2 figures
The author, holding canopy, and Ken Rand fit in the
to take nine . . . at the 800 pound gross weight of the pro-
prototype KR-2 with ease. However, your editor is 5' 9"
totype (empty weight of N-4KR is 430 pounds).
and weighs 150 pounds and Ken is shorter and lighter.
The unique Rand-Robinson landing gear set-up (see 200 pounders are advised to bring a large shoehorn.
drawings) is unchanged except that the spring bar is a foot
wider and has a third hinge point.
The KR-2 wing has a span of 20 feet 8 inches and em-
ploys the rather thick RAF 48 air foil . . . which is to say
it is a slightly larger version of the KR-l's 17 foot 2 inch
wing. The construction technique is the same . . . the wings
are built up right on the airframe, then the outer panels
are simply sawed off. And from these panels the ailerons
are sawed out and reinstalled after '/t" spars have been
bonded in place and piano hinges have been attached.
The KR-2 has an effective wing area of 78 square feet so
that at a gross weight of 800 pounds the wing loading is
just a shade over 10 pounds per square feet . . . about the
same as a Cessna 150. The KR-2, however, is a much faster
and very much cleaner airplane than a 150 . . . and this
makes one wonder if the slippery little dude needs flaps
of some sort. Conversations at Oshkosh with Ken and the
fellows from Wicks Organ who built the second KR-2
seemed to indicate that the -2 is a real floater in ground
effect. They said that even when you had the bird as slow
as you dared on final it would still get down to the last
couple of feet'and just float . . . and float. The broad wing
and broad flat bottom of the fuselage are allowed to get
so close to the runway surface by the ultra short landing
gear legs that the ground effect is really accentuated. It
would probably be desirable at this point of the landing (Photo by Lee Fray)
to be able to hang something out in the breeze to create Ken Rand, holding canopy, shows the cockpit of the
a little drag, but it's hard to say what. That short landing KR-2 to several EAAers. The plane is in the Synthetics
gear leaves the trailing edge of the wing so close to the Workshop at Oshkosh for repairs.
ground that conventional flaps even a belly flap
would be making expensive, abrasive noises on every The prototype KR-2, N-4KR, is powered by an 1834cc
landing. I'm sure Ken and Stu consider the omission of Revmaster, which is an otherwise stock IGOOcc VW with
flaps, spoilers or whatnot to be thoroughly in keeping 99mm cylinders. This particular engine is a single igni-
with the concept of making the KR series as mechanically tion version it has a Bendix mag and derives liquid
simple and light as possible. And it can be argued that sustenance through a Posa injector. Revmaster gives the
with a stall speed of 42 mph the floating is going to be engine a continuous rating of 60 hp at 3000 rpms, which
more of a nuisance than a hazard of any sort. KR-2 pilots is on the conservative side. With the props that have been
are simply going to have to be more precise on speed tried thus far, Ken has been cruising the engine at around
control on their landing approaches than when they are 3200 rpms and figures it is cranking out around 70 hp at
in dirtier airplanes. It does seem reasonable, however, that setting. The KR-2 is presently equipped with a Bern-
to advise KR-2 builders to make their first half a dozen or hard Warnke ground adjustable propeller (see article
so landings on long runways until they perfect their elsewhere in this issue) and some excellent performance
technique. figures are being obtained . . . like 180 mph at 3200 rpms
40 MARCH 1975
at low altitude and true airspeeds around 200 at higher
levels. This is significantly higher than with earlier fixed
pitch propellers.
Climb rates depend on the usual variables; the pitch
at which the Warnke prop is set, take-ofT weight and at-
mospherics. Ken says to expect about 800 fpm with a
standard prop, gross weight and a standard day. When he
wants to show off, he can get 2,000 fpm with just him-
.self aboard, 5 gallons of fuel and a climb prop. Ken was
getting this during those steep climb-outs at Oshkosh
last August.
The KR-2 plans show an integral, foam and Dynel fuel
tank ahead of the instrument panel with a capacity of 10
to 12 gallons it's going to vary depending on just how
it is built. N-4KR's fuselage tank holds 10'i; gallons and
before Oshkosh a second tank was built into the root of
the right outer wing panel j u s t Dynel and epoxied up
a foot or two of the cavity between the two spars. This aux
tank proved to have a capacity of 14 gallons, so a total of
244 gallons were available for the flight from LA to Witt-
man Field. With a break from the winds, the range figured
to be over 900 miles! This set-up proved to be N-4KR's
Achilles heel.
The prototype was completed in late May of 1974 and
the first flight was made by Frank Bay lor on June 1. Ken
and Stu made the next flights. With Baylor hired part
time to fly the KR-2 and Ken and Stu ready to take oc-
casional turns at the stick, the required 75 hours were
flown off in a period of just three weeks and the restrictions
were removed by FAA. Then it was time to plan for Osh-
kosh.
It was at this point that the decision was made to add
the wing tank and a radio in order to fly the plane to Osh-
kosh rather than truck it as had been done with the KR-1
the two previous years. A major stumbling block was the
fact that the plane was not equipped with an electrical
system and power to run the radio and transfer fuel from
the wing tank to the fuselage main had to come from some-
where. Masters at improvisation that they are, Ken and
Stu finally came up with a battery set up which, on paper,
(Photo by Jack Cox)
would allow transfer of the 14 gallons and intermittent
use of the radio . . . like an occasional omni heading and The KR-2 is one slick little airplane as this rear shot
a couple of minutes of tower communication. A trickle clearly shows.
charger was taken along to recharge the battery at night.
Frank Baylor roared out of Meadowlark Airport head-
ed eastward in the KR-2 and Ken headed out in his car. activity was the revelation that, guess who, of all the
Everything went as planned until Baylor found a cloud people in this world today, is allergic to epoxy resin??
area over Kansas forecast to be widely scattered going That's right, Mr. Foam and Dynel. himself'. . . Ken Rand!
solid under him. This resulted in excessive use of the After a couple of days of patching up the KR-2, his hands
radio for navigation so that when it came time for fuel looked like they had been run through a sausage grind-
transfer, the battery was found to have pooped out. A let- er. So, take it from the fellow with the scars, KR and
down through the cloud deck was successful . . . right W.A.R. builders, WEAR RUBBER GLOVES.'}
over a ranch airstrip some 20 miles south of Topeka, The trip back to Los Angeles was made using only
Kansas! To make a painful story short, the pilot overshot the main fuselage tank and was uneventful. As of mid-
the strip and plunged down a 10 foot embankment, wip- January N-4KR had 132 hours TT and had been flown by
ing out the gear. The only consolation was confirmation a number of pilots.
of the engineering data on the gear legs . . . they broke off With the tremendous number of KR-1 plans sold, Ken
exactly where calculations predicted they would when and Stu were in a position to come up with a rather elab-
subjected to between 470 and 500 pounds of force. A size- orate set of instructions for building the KR-2. What one
able hole was also made in the foam/Dynel skin on the top gets for $45.00 is a 64 page plans booklet rather than the
of the left center section and, of course, the prop was brok- usual sheets of engineering type drawings. The text is
en. N-4KR made it the rest of the way to Oshkosh via broken down into short, numbered paragraphs that lead
trailer. the builder step-by-step through the construction of his
Once at Wittman Field the battered little bird was KR-2. 25 drawings and 81 photographs are keyed to the
immediately taken to the synthetics workshop shed where individual paragraphs. What you have here is very simi-
Ken and various volunteer helpers turned misfortune lar to what educators call "programmed learning". It's
into an excellent "for real" class in foam/Dynel/epoxy ap- principal advantages are the logical and proper sequenc-
plication and repair. After a day and a long night's work, ing of the building steps and the breaking down of work
the plane was ready to fly again . . . and did. A taxi acci- into small and relatively easy to accomplish tasks. The
dent into, of all things, an FAA car, required another long drawings contain the usual dimensions and also are fre-
night of patching up, but, again, the plane was flying the quently accompanied by a cutaway or isometric view to
following day. (An interesting footnote to this frantic aid the builder in visualizing how the parts are supposed
SPORT AVIATION 41
to fit together. The pictures are especially valuable, par-
ticularly in showing how the foam and Dynel is applied.
This section, incidentally, is covered in the greatest de-
tail of anything in the booklet . . . the result, according
to Ken, of all the questions they have been asked on how
to apply the foam and Dynel and attain a good, smooth
finish.
The KR-2 building manual contains drawings for two
types of engine mounts, a wiring diagram, including the
installation of VOR and communications antennae, a list
of sources of materials, a listing of all the KR-2 materi-
als kits and a couple of pages of Revmaster engine info.
The nine materials kits available from Rand-Robin-
son include the aluminum extrusions (main gear, bell-
cranks, pulley brackets, control hinges, etc.), the 4130
steel parts, wheels and brakes, axles, tires and tubes, tail
wheel, canopy, A/N bolts, Slick magnetos and a large
breakdown drawing to hang in your workshop for inspira-
tion while you are building.
A number of firms now offer spruce kits for the KR-2
and several also offer with the package the necessary
plywood, Styrofoam and epoxy. The Styrofoam call-out
in the plans booklet is for: 12 pieces of W x 2' x 4'; 12
pieces of 1" x 2" x 4"; and 9 pieces of 2" x 2' x 4' foam. 30
yards of 48" wide Dynel cloth are needed and seven gal-
lons of epoxy laminating resin are required . . . just to
give you some idea of the quantities of this new building
medium that go into an airframe the size of a KR-2. The
total cost of these kits has been running well under a
thousand dollars, which means that even after adding in
the price of an engine, a prop, instruments, cables, paint,
radios, etc., the total is still going to be quite reasonable
when you consider that we are talking about a two place
airplane capable of cruising up to around 180 mph, depend-
ing on the engine used.
The low cost and short construction time required to
build a KR-1 or KR-2 (or several other of the less com-
plex homebuilt designs) brings up a point that needs some
airing on the pages of SPORT AVIATION. There is a de-
gree of criticism of these more basic aircraft and not
just from our friend and critic, Peter Garrison. There are
EAA members who feel that the low cost and building
ease of these aircraft attract persons who do not possess
the knowledge, skills and pride in craftsmanship to con-
struct a safe flying machine. There are those who flatly
state that such aircraft "ought to be banned" . . . although
we haven't heard any constructive suggestions as to how
or by whom this would be accomplished. Personally, I
believe these are negative arguments and are not ade-
quately thought through. The fact is that shoddy work-
manship is not confined to any particular design or level
of complexity. EAA has received Designee reports over
the years detailing isolated examples of poor workman-
ship found in almost any homebuilt design you can call to
mind. It has not been our experience that craftsmanship
is the exclusive province of the affluent. Conversely, in
fact, some of the finest workmanship ever lavished on a
homebuilt airplane has been on VP-ls, Fly Babies, Jeanies
Teenies and the like. Would any of you have stood at the
gate at Oshkosh in 1973 denying entrance to Fred Kel-
ler's superb KR-1, an airplane that was strongly in the
running for the Grand Champion award eventually won
by Jim Butler's fantastic Midget Mustang . . . just be-
cause the KR-1 is quick and relatively easy to build?
In my opinion this matter should be approached posi-
tively. EAA does its best to promote high standards of
craftsmanship, maintenance and pilot performance. We
want to see every builder of every homebuilt and every
restorer of an antique, classic or Warbird educate and disci-
pline himself so as to produce an aircraft that is soundly
constructed, aesthetically appealing and safe to operate.
(More Illustrations on Page 44, Text continued on Page 49)
42 MARCH 1975
THE WICKS ORGAN KR-2
One of the surprises and wonders of Osh-
kosh 74 was the KR-2 built in 74 days by the Wicks
Organ Company of Highland, Illinois. Constructed
as a commercial venture to promote their materials
kits for the KR-1 and KR-2, the tiny tan two-seater
was started on May 16, 1974 and was flown for the
first time on July 27 (although at Oshkosh a sign
on the aircraft listed July 28 as the completion
date). Wicks Organ employees Richard A. Haase
(EAA 58611) and Mel Smith did the actual construc-
tion work and George H. Gibbons, company vice-
president, did the initial test flight (and, due to in-
surance restrictions, has been the only one to fly
the 100 or so hours the little bird has accumulated
as of early February, 1975). It was flown to Osh-
kosh on a strict "there and back only" waiver to its
previously prescribed operating limitations . . . thus
giving Convention goers the unique opportunity to
see two examples of a new design in its national de-
but rather than the far more common routine of the-
prototype-this-year-and-a-plans-built-copy-three-
to-five-years-later.
The Wicks' KR-2 also gave EAAers the oppor-
tunity to see an example of the design that un-
doubtedly will prove to be more representative of
what builders will do with their own projects than
Ken Rand's prototype. Prototypes are often cut and
fit affairs intended to prove out the accuracy of the
plans and are not noted for Grand Champion caliber
finishes and interior appointments. More often than
not, they also turn out to be the lightest examples
of the design ever to be produced. Ken's N-4KR fits
both descriptions.
Wicks' N-100MW was both more carefully fin-
ished and heavier than the prototype, the former at
least partially responsible for the latter. A larger,
heavier engine with a full electrical system, a sim-
ple but tasteful interior, heel brakes (rather than
the prototype's rudimentary "grab the cable and
pull" set-up), a slick exterior finish and craftsman-
ship worthy of the makers of fine pipe organs all
contributed to an empty weight of 555 pounds an
increase of 125 pounds over the prototype. A major
weight producer was the substitution of a built up
seat bottom rather than the canvas sling used in
Ken's N-4KR. The gross weight of N-100 MW has
been upped to 1000 pounds.
If past history means anything, the 555 pounds
empty weight of the Wicks Organ KR-2 is closer to
what most of you builders are going to come up with
than the 430 pounds of Ken Rand's prototype, no
matter how much Ken implores you to "keep it
light". Therefore, you better be prepared to go to the
bigger engines available if you expect to get any-
thing near the performance Ken gets with his feath-
erweight. Wicks uses the 2100cc Revmaster which
cranks out 80 hp while consuming about 4 gallons
per hour. George Gibbons reports that he is getting a
cruise speed of 140 mph and a balls-to-the-wall top
of 165. Rate of climb is in the 800 to 900 fpm range.
Significantly, this has been with the originally
fitted propeller no experimentation has been
done to date, so, undoubtedly, some improvement
can be expected with an optimum propeller. At least

this seems to have been the case with almost all
other homebuilts. At near gross weight the landing
speed is 70 mph.
Pilot Gibbons says their KR-2 flies nicely and
that operational and maintenance problems have
been virtually nil. He does point out, however, that
the engine has been equipped with a Corvair oil
cooler and that the valves are adjusted every 25
hours. The oil is changed at this time also. Through-
out its first 100 hours, the engine has functioned
perfectly.
The Wicks Organ experience to date provides
some clear lessons for KR-2 builders:
* A super plus, trophy-taking version of the KR-2
is going to be heavier than the Rand-Robinson
prototype, so ...
* Top and cruise speeds are going to be down from
Ken Rand's figures, stall and landing speeds up,
so ...
(Photo by Jack Cox)
* To compensate for top end performance, plan to
go the 2100cc engine. Be realistic, don't go cry-
ing to Ken Rand if your KR-2 weighs 500 pounds
empty, is powered by a stock 1600cc VW and
cruises at 125-130 mph. There's nothing about
the design of the KR-2 that alters the basic laws
of physics . . . you gotta be light to go!
* Keep that VW cool and the valves constantly in
adjustment if you are interested in durability.
Wicks Organ Company, Highland, Illinois 62249
markets the spruce, plywood, foam, Dynel, epoxy
and Aerolite glue necessary to build a KR-2. Inci-
dentally, they provide polyurethane foam rather
than polystyrene because they believe the former
to be superior for this application.
Jack Cox
SPORT AVIATION 43
 (Photos by Lee Fray)
A comparison of the cockpits of Ken Rand's prototype, left, and the Wicks Organ KR-2, right. Major
difference is plywood seat bottoms in Wicks aircraft instead of prototype's canvas sling seats.

- mike button

LANDING GEAR, CONTROL AND BRAKE ASSEMBLIES

(Drawing by Stan Pisakov'

44 MARCH 1975
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1975 EAA
CONVENTION
GUIDE
GENERAL ADMISSION
$2.50 - Adults
$1.25 - Students - Age 12 to 18
Children under age 12 admitted free
when accompanied by an adult.
1. EAA MEMBERS AND IMMEDI-
ATE FAMILY ONLY will be ad-
mitted through the general admis-
sion gate without charge upon
presentation of valid member-
ship card.
2. Members of all other aviation or-
ganizations must pay required en-
trance fee.
3. Non-member pilots and general
public must pay required entrance
fee.
4. General admission allows individ-
ual access to the general Conven-
tion area only which includes the
workshops, exhibits, forums and
meetings, and viewing of daily air
show. It does not include entrance
to the flight line area. Flight line
area is reserved for EAA members,
members of related aviation organ-
izations, pilots and holders of any
type airman's certificate upon pre-
sentation of valid membership card
or certificate, and payment of ad-
ditional registration fee at Conven-
tion Registration Building. General
Admission fee will be credited to-
ward Convention registration fee
upon presentation of admission
ticket.
CONVENTION REGISTRATION
1. Convention registration fee entitles
EAA member to flight line privi-
leges.
Registration Fees
(a) Weekly . . . . . . . . . . . . . . $20.00
(b) D a i l y . . . . . . . . . . . . . . . . 4.00
(c) Children under 14 admitted
free when accompanied by a
registered adult.
2. Above registration for EAA MEM-
BERS ONLY includes members of
his or her immediate family. (Daily
registrations included.)
3. Flight Line Privileges will be ex-
tended, upon donating $4.00 per
person per day or $20.00 per per-
son for the full Convention, to the
EAA Air Museum Foundation (tax
deductible), to the following:
46 MARCH 1975
(a) Guests of EAA members other
than immediate family.
(b) Members of other bonafide
aviation organizations and
their guests (valid membership
card must be presented).
(c) Pilots and/or individuals hold-
ing a valid airman's certificate
of any type upon presentation
of said certificate.
4. Convention program is provided
free to each registered EAA mem-
ber.
5. All guests and public will be re-
quired to pay for programs.
6. Children under 14 years old will
not be permitted on flight line
without a registered adult.
7. Membership in the EAA can be
purchased at the Convention Reg-
istration Building.
CAMPSITE REGISTRATION
1. ONLY EAA MEMBERS WILL BE
ALLOWED TO CAMP IN EAA
CAMPGROUNDS.
(a) Facilities to join or renew
membership in the EAA will be
available at the Camper Regis-
tration Building.
(b) Convention Registration Fee
must be paid with Campsite
Registration Fee.
2. REGISTRATION:
(a) A camping unit is any tent,
tent-trailer, bus, aircraft.
(b) Daily campground registration
fee is $4.00 per unit.
1. This fee is payable in
advance starting with the
day the unit is set up
(even though unoccupied)
through the end of the
Convention. (This rule
was made because of the
many requests by campers
who came many miles to
find unoccupied units
parked in choice spots
ahead of time.)
2. A refund of $4.00 per day
will be given to those units
departing early.
3. Refunds will be given at the
Camper Registration Build-
ing as tenant is leaving the
area and surrenders camp-
site tenant credentials.
4. Checkout time is 2:00 P.M.
5. Units leaving after 2:00
P.M. will be charged for an
additional day.
3. CONVENTION REGISTRATION
(a) Convention registration fee en-
titles flight line privileges.
Registration Fees
1. Weekly . . . . . . . . . . . $20.00
2. Daily . . . . . . . . . . . . . 4.00
3. Children under 14 admitted
free when accompanied by
a registered adult. (NO RE-
FUNDS ON CONVEN-
TION REGISTRATION)
(b) Above registration includes
members of his or her immedi-
ate family. This pertains to
both weekly and daily registra-
tions.
4. All units must have proper identi-
fication to remain in campground.
5. Campsite Chairmen will direct the
parking of camping units so as to
make the best use of available
space.
6. Camp area must be kept neat and
clean.
(a) All garbage bagged and secure-
ly wrapped and placed in gar-
bage barrels.
(b) Garbage barrels must not be
moved. (They are strategically
placed to aid pick up by gar-
bage truck.)
7. Cars to be parked next to your
camping unit only.
8. No electrical outlets available in
campground in 1975.
9. Absolutely no parking in fire
lanes.
10. AIRCRAFT CAMPERS: $4.00 per
day fee and all of the above rules
apply to Aircraft Campers.
OSHKOSH (WITTMAN FIELD)
From City: 2.5 mi. SSW
Elevation: 795 feet
Lights: 18-36 (6700 ft.) and 9-27 (6100 ft.)
Runways not lighted: 13-31 (3400 ft.) and
4-22 (3700 ft.)
Beacon: Yes
Communications: Unicom: 123.0 Tower: 118.5
Nav Aid Osh VOR: 111.8
FLY-IN PROGRAM
The official opening of the Conven-
tion will be Tuesday, July 29. The
daily schedule will include numerous
forums, fly-bys, and "how-to" demon-
strations in the special EAA Work-
shops. Each evening a special fly-by of 3600'
Warbird aircraft will be held from
4:00 to 4:45. At 4:45 sharp the even-
ing Air Show will start. The show will
run until 6:45. The airport will be S
o
closed to air traffic (except airlines) o
from 4:45 to 6:45.

PUBLIC CAMPGROUNDS
There is a public campground lo-
cated two miles south of Wittman
Field. Anyone interested can obtain
details by writing to Circle "R" Camp-
ground at 5703 Knapp Street in Osh- FOND DU LAC APPLETON
kosh, Wisconsin 54901. FOND DU LAC COUNTY AIRPORT APPLETON (OUTAGAMIE COUNTY AIRPORT)
From City 1 mi west From City: 3 mi. west
COUNTRY STORE Elevation: 860 feet Elevation: 918 leet
Lights 36-18 (5000 ft.) and 9-27 (3600 ft.) Lights: 11-29 (5200 ft.) and 02-20 (7000 ft.)
As in previous years, a well-stocked Beacon: Yes Beacon: Yes
"country store" will be in operation Communications: Unicom: 122.8 Communications Unicom: 123 0 Tower: 119.6
Radio Beacon: 248kh FLD Radio Beacon: 407 kh FXV
in the EAA Campgrounds as a service
to the members.
YOUTH PROGRAM
CHAMBERS OF COMMERCE
Once again, the EAA is presenting
a well-rounded program of crafts, (All Area Codes-414)
games, recreation, entertainment and OSHKOSH AREA CHAMBER OF COMMERCE Fond du Lac Chamber of Commerce
other activities designed to occupy the 27A Washington St. 207 North Main St
Oshkosh. Wisconsin 54901 Fond du Lac, Wisconsin 54935
children of EAA members. 235-3000 921-9500
Chamber of Commerce of Neenah-Menetha Apptoton Area Chamber of Commerce
NON-RADIO AIRCRAFT 214 Washington St. North Oneida St
Neenah. Wisconsin 54956 P O Box 955
Non-radio aircraft may land at the 722-7758 Appleton. Wisconsin 54911
tower-controlled Wittman Field dur- 734-1491

ing the Convention by applying for a

waiver in advance to the Fly-In. Cards
are available from the FAA Tower at
Wittman Field in Oshkosh, Wisconsin
54901, Attention: James Norcutt,
Tower Chief. The cards must be filled MOTELS
out and returned directly to the Con-
trol Tower prior to the Fly-In so that OSHKOSH APPLETON - 54901
the cards will be on file. (Within 20-25 minutes north of
THE PIONEER INN (Filled)
on Lake Winnebago Oshkosh)
TIE-DOWNS 1000 Pioneer Drive
233-1980- Mikelgnat AMERICAN MOTOR INN
There is no charge to tie down your HOWARD JOHNSON'S MOTOR LODGE (Filled) 1032 South Westland
airplane in the EAA Fly-In area if you 1919 Omro Road (Hwy 41 & 21) 733-7351
MICHIEL'S SHERWOOD INN
bring your own tie-downs. Tie-downs 233-1200
HOLIDAY INN - OSHKOSH (Filled) Hwy 114 & 55. Sherwood. Wise
are available from the Aircraft Park- Hwy 41 at Ninth Avenue 989-1232
ing Committee and can be purchased 233-1511 - Robert Thompson BLOOMER'S MOTEL
2603 North Richmond
TOWN MOTEL (Filled)
for $10.00, $5.00 of which will be re- 215 Division 739-3189
funded if tie-downs are returned. ALL 233-0610 Jeanette Bacon CONWAY MOTOR HOTEL
LAKELAND MOTEL (Filled) 128 North Oneida
aircraft must be tied down. Each own- Hwy 41 near 21 734-2611
er/pilot is responsible for the tie-down 235-2290 - Howard Berendson DREAMLAND MOTEL APARTMENTS
918 South Westland
of his own aircraft. It is stressed . . . VALLEY MOTEL (Filled)
5181 N. Jackson Hwy. 41 & 45 733-3577
PLEASE BRING YOUR OWN TIE- 231-8090- Phil & Ruth Brill EL RANCHO MOTEL
DOWNS. HILLTOP MOTEL (Filled) 138 East Northland Avenue
4607 Fond du Lac Road 733-5260
231-4821 John Siebold EMBASSY MOTOR LODGE
HEADQUARTERS AND MUSEUM STONEY BEACH MOTEL (Filled) 3913 West Prospect
739-6351
3 Stoney Beach Road
TO REMAIN OPEN 231-6770- E. D Hensel GALAXY MOTEL
EAA Headquarters and the Air Edu- ROYAL MOTEL (Will Accept Full Week Only) 2525 West College Ave.
2849 Fond du Lac Road 739-3156
cation Museum will be open for busi- 231-9177 - Fred Reno GUEST HOUSE INN
ness and to the visiting member and PICASSO PLAZA MOTOR INN 3930 West College Ave.
public during the entire week of the 530 North Mam 734-9851
235-5300 - Dr Lester Schwartz HOLIDAY INN - APPLETON
Fly-In. Hopefully bus tours will be ar- JOSEFS MOTOR LODGE (Filled) 2000 Holly Road
ranged for those wishing to travel 4645 Fond du Lac Road 734-9872
231-9350 KAHLER'S INN TOWNE
there from Oshkosh, and details of BUDGETEL MOTOR INN (Will Accept Full Week Only) 3730 W College Ave
these tours will be available at the Fly- 1950 Omro Road 734-9231
In Information Booth. 233-4190
SPORT AVIATION 47
SKY-VU MOTEL STRETCH MOTEL Two pull-out beds can be used as sofas
Highways 45 & 10 Highway 41
757-5446 921-2181
with the upholstered bolsters. The
SNUG INN MOTEL SUNSET MOTEL daily rate includes pillows and linens.
Highways 41 & 47 Route 3 The EAAer will provide his own blan-
734-5758 922-2433
TOWER MOTEL VALLEY MOTEL kets, cribs, extra cots and towels.
420 W. Northland Ave. Route 1 The dormitory buildings provide
733-4936 921-3732
WESTGATE MOTEL TWIN POINT RESORT desk service, laundry rooms, snack
Highway 10 7098 Fond du Lac Road bars, lounges, T.V. rooms, vending
739-1236 LAKESIDE RESORT & MOTEL
MIDWAY MOTOR LODGE 7856 Fond du Lac Road
machines and free parking.
3033 W. College Avenue The daily room rates will be:
731-4141
ROADSTAR (8) MOTEL WINNECONNE - 54986 Single room - $7.00 per person,
3623 W. College Ave
(Within 9 minutes west of Oshkosh) per night
739-4901
Double room - $5.00 per person,
BLUE WING RESORT per night
230 Wentzel Road
582-4867 Meals will be available on an a la
NEENAH - 54956
BRIGGS RESORT carte basis Monday through Friday.
806 Millow
(within 9 minutes north of Oshkosh) 582-4402 Send reservation requests to:
COTTONWOOD VILLA University of Wisconsin -
14 North 1st Avenue
INDIAN TRAIL MOTEL
582-4574
Oshkosh
G reen Bay Road
725-4524 ELM TREE INN Housing Office - Jeff Massoff
NEEVIN MOTEL 400 South 1st Ave. ATTN: EAA
582-4473
R. R. 1 & U. S. 41
722-4281
NIERMAN'S LAKELAND RESORT Oshkosh, Wis. 54901
PARKWAY MOTEL
265 North 7th Ave. Information on rooms available at
582-4450
1181 Gillingham Road Ripon College is available by con-
725-3244 PINECREST COTTAGES & MOTEL
TWIN CITY MOTEL 205 North 6th tacting:
582-4477
375 Green Bay Road
TERRACE LAWN MOTEL & RESORT Ripon College, Richard J. Ronn
725-3951
RAMADA INN 112 South 1st Avenue Director of Summer Conferences
105 Walnut WOLF RIVER HOUSE RESORT Ripon, Wisconsin 54971
725-8441 17 North 1st Avenue
582-9993 Telephone 748-8164
These rooms are $3.15 per night per
GREEN LAKE - 54941 person and include pillow, blanket
FOND DU LAC - 54935 (Within 30 miles west of Oshkosh) and towels. Breakfast ($1.10), lunch
(Within 20 minutes south of Oshkosh) ($2.20) and dinner ($3.25) will be
GREEN LAKE MOTEL 4 COTTAGES
DARTMOOR MOTOR INN 459 Lake St. available. All prices plus tax.
Highway 41 Forest Avenue 294-3363 Ripon College is located 19 miles
922-6030 LAKESIDE MOTEL
FONDY MOTEL 488 SOUTH ST.
from Oshkosh - Wittman Field. Trans-
2320 So. Main St. 294-3318 portation will not be provided this
921-5820
IMPERIAL 400 MOTEL
HEIDL HOUSE LODGE
Illinois Avenue
year.
9 West Scott St. 294-3341
921-0072 BEL-AIR SUPPER CLUB & MOTEL WE REMIND ALL INTERESTED
LAKE AIRE MOTEL & SUPPER CLUB 294-3401
2316 Lakeshore Drive PARTIES THAT THEY WILL HAVE
921-5889 TO MAKE THEIR OWN MOTEL,
LAKE VU MOTEL MOTELS IN AREA
HOTEL OR COLLEGE DORMI-
4220 Lakeshore Drive (35 miles west of Oshkosh) TORY RESERVATIONS. EAA
922-5072
LEDGEVIEW MOTEL & CAFE BEND MOTEL HEADQUARTERS WILL NOT BE
Highway 151 - North Princeton, Wise. 54968
921-9473 295-3109 ABLE TO PROVIDE THIS SERVICE.
LITTLE SANDS MOTEL BARNEKOW'S MOTEL
Highway 41 PRINCETON. WISC. 54968
922-7073 295-6533 CONVENTION SPECIAL
HOWARD JOHNSON'S OF FOND DU LAC RIVER SIDE MOTEL
Hwy. 41 & So. Main St. 223 Water St.
FEATURES...
923-0223 - Leonard Davis Berlin, Wise. 54923 NATIONALLY KNOWN guest
HOLIDAY INN
Highway 41
361-2383
KELNORR MOTEL
speakers will highlight the evening
MOTEL 6 Ripon, Wise. 54971 (20 miles west) programs for the 1975 Convention.
738 W. Johnson St.
923-1990
748-2713 See SPORT AVIATION for more de-
OMRO MOTEL
1014 S. Main tails.
MENASHA - 54952 Omro, Wise. (15 Miles west) THE VERY POPULAR OSHKOSH
685-5049 WORKSHOPS WILL AGAIN be held
(Within 9 minutes north of Oshkosh) HOTEL OMRO
207 W. Main daily. Members will be permitted to
ALMARDO'S WOODLAND MOTEL
Route 2
Omro. Wise. 54963 try their hand at such arts as welding,
685-2066
733-2020 sheet metal work, wood work, syn-
HOTEL MENASHA
177 Main St.
COLLEGE DORMITORY thetics (including plexiglass, fiber-
722-1545 ACCOMMODATIONS glass and polyvinyl) and application of
In addition to the many fine motels fabric. Don't miss these!
and hotels in the Oshkosh area, hous- . . . AND DON'T MISS THE DAILY
VAN DYNE - 54979 ing will be available again this year at FORUMS. Each year the forums pro-
(Between Oshkosh and Fond du Lac) the University of Wisconsin - Oshkosh vide EAA members and aviation en-
NORTHWAY MOTEL
and Ripon College, Ripon, Wisconsin. thusiasts with valuable information
Highway 41 & Grove St. This year, 2,500 rooms will be made regarding their special field of inter-
921-7975 available to Convention goers by the est.
RESTWEL MOTEL
Highways 41 & Forest Ave. University of Wisconsin - Oshkosh.
922-5140 The rooms have plenty of storage SEE THE PAGES OF FUTURE IS-
RETLAW MOTEL
One North Main St. space, two desks, book shelves, two SUES OF SPORT AVIATION FOR
921-4400 bolsters, two dressers and two closets. FURTHER INFORMATION.
48 MARCH 1975
 (Drawing by Stan PisakovJ
THE KR-2 . . .
(Continued from Page 42)
There will always be an ocasional, isolated case of
inferior workmanship, but this should not be used as justi-
fication to universally condemn a particular design or
class of designs. I believe that if we concentrate on im-
proving the minds and hands of the builder, we won't
have to worry about the aircraft they produce. End of
sermon.
And speaking of people, as opposed to machines, what
about these fellows Rand and Robinson? Who are they?
How did they get where they are today?
Ken Rand is, of course, the more widely known of
the two. He serves as president of Rand Robinson Engi-
neering, Inc., the company formed to market the KR-1
and KR-2 plans and materials kits. An extrovert's extro-
vert, Ken is the firm's spokesman, its PR man. He is an
electronics engineer by training, having taken his de-
gree from the University of Illinois in 1958. The big deal
in employment in those days was aerospace, so Ken moved
west to Los Angeles to work for Douglas. He remained
with this firm until the big aerospace slump of the early
70s when he went with Zerox, his present employer. An
airplane nut since childhood, Ken was an avid RC modeler
for many years and evolved the foam and Dynel process
from his models. He is a low time pilot, with a total of about
300 hours most of which have been in the KR-1. Ken
cites himself as proof that the KR-1 and 2 can be flown
by relatively inexperienced pilots.
Stuart Robinson is virtually the Invisible Man. In-
volved in the project now the business from the start,
he remains unknown beyond the Los Angeles area . . . by
choice. He prefers to let ebullient Ken do the talking.
Stuart is Vice President of Rand-Robinson and now works
full time handling the plans and materials kits sales.
He was also previously employed by Douglas. Stu gradu-
ated from the Northrop Institute of Technology with a
degree in aeronautical engineering and is an A&P. Also
a pilot, he has about 500 hours.
Ken and Stu are involved in several experimental pro-
jects such as:
* The KR-1A, an improved version of the KR-1. It will
be beefed up to take the 1834 Revmaster, which punches
out nearly twice the horsepower that was available on
the original KR, the balanced ailerons of the KR-2 and
16 gallons of fuel in each wing. If this bird has the speed
and range Ken thinks it will, then some F.A.I, records
are going to be in jeopardy.
* A long winged KR-1 . . . 37 foot span, in fact. This is
intended to be the homebuilder's alternative to the RF-4
powered sailplane. The high aspect ratio outer wing
panels could be retrofitted to existing KR-ls. A larger
rudder will probably be required, however.
* An amphibian, probably to be designated the KR-3
and . . .
* A VW twin.
* A 720 channel VHF transceiver with push button
selection of frequencies and digital readout . . . fully
FAA and FCC approved and selling for hundreds of
dollars less than anything comparable on the market
today.
What hath Foam wrought?
SPORT AVIATION 49
 THE RESURRECTION OF A SPARTAN
By Jack Cox
(Photos by the Author)
(Reprinted from Vintage Magazine)
"Restoration" is perhaps a more technically accurate
term to describe the process some antique airplane en-
thusiasts go through to put their old birds back in flying
condition, but in a few cases the amount and extent of the
work is such that a stronger word seems necessary to more
fully describe the blood, sweat and tears that have been
expended on a pile of near junk to make it fly again. This
is the story of such a project, one that might be called "The
Resurrection of a Spartan" for it was quite literally
brought back from the dead.
N-17614 was Serial Number 13 of the Spartan 7W Execu-
tives to come off the production line in Tulsa and for a good
part of its existence it appeared this mystical (to some)
number was, indeed, an omen of bad luck. For too many
years the aircraft sat on the Martinsburg, West Virginia
airport gradually deteriorating and probably would have
been scrap aluminum today except for the interest and de-
termination of Spartan buff Pete Bryce (EAA 86354). At
least once or twice a year Pete would look in on the old
girl, turn the engine over, see the door was closed and
whatever else he could do to stave off the ravages of the
elements. All the while he was attempting to buy the
Executive, but to no avail.
N-17614 had a special appeal to Pete because in addi-
tion to being the 6th oldest Executive left on FAA's records
(it was built in 1938), this one was by far the lowest time
7W left.
As time passed Pete Bryce acquired several Spartan
Executives, including his present one, N-111PB, Serial
50 MARCH 1975
Number 14 (that's the striking blue and green machine
recently featured in Alumigrip ads). Thus it was that when
in late 1972 he was finally able to buy N-17614, it was sur-
plus to his needs but, at least, he had been successful
in saving it from the scrap pile and could insure that ol'
Serial Number 13 would end up in the hands of someone
who would give it the TLC such a magnificent old bird so
richly deserved.
That someone turned out to be Pat Hartness (EAA
27545) of Greenville, South Carolina.
Already an avid homebuilder with one of the first plans-
built Volksplanes to his credit, Pat was looking for a new
and more challenging project. He found it in an unusually
common manner Pete Bryce's ad in Trade-A-Plane. The
remains were purchased, brought to South Carolina and
were shortly laid out in a vacant corner of Pat's Pepsi
bottling plant awaiting the ministering hand that would
bring on the resurrection. Pat has a very comprehensive
scrapbook and slide collection today to show how N-17614
was quite literally taken apart down to the last castle nut
and put back together again with new parts and materials
where needed. There are no exaggerations intended here
the engine, prop and complete airframe were literally re-
manufactured, so that for all practical purposes the Spar-
tan emerged as a new airplane.
Since it was to be used as an Executive was originally
intended to be used, as an ultra plush piece of private
transportation, the aircraft was changed and added to in
order to make it just as up to date from an equipment point
of view and as plush by today's standards as the aircraft
was in the world of 1938 when it was first built. For in-
stance, Cessna 310 wheels and disc brakes were substi-
tuted for the originals to make ground handling in cross-
winds a little less exhilarating. A completely new instru-
ment panel was fabricated and filled with every electronic
goodie commonly used today in executive aircraft with the
exception of radar (see picture). It even has a stereo tape
deck for music loving passengers.
When it came time to do the upholstery, the Exec was
turned over to Stevens Aviation of Greenville. This outfit is
more accustomed to fitting custom threads in the likes of
tears and Gulfstreams, but they spared no effort in fitting
N-17614 with one of the most beautiful interiors ever put in
a single engine airplane.
The final touch was the paint. It had been hoped that
the skin could be polished out but the years of neglect
had taken their toll and it just wasn't possible to attain a
polish that was up to the standard of the rest of the restora-
tion. Instead, it was decided to paint the entire airplane a
silver gray and trim it in a red and yellow factory trim de-
sign. Pat has some humorous stories to tell regarding the
paint job. Briefly, it was painted at least three separate
times using some well known super finishes, but they
simply weren't good enough to suit Pat. Each time the paint
was stripped off and a new start was made using another
brand. Finally, a specially formulated acrylic paint was
used that proved to be satisfactory. The resulting finish is
one of those that always looks wet and about an inch deep
. . . really stunning.
Eat your hearts out, Bonanza owners!
t
As the Executive neared completion, a new N-number
was applied for. The Serial Number 13 had never held any
terror for Pat Hartness in fact he looked up on it as a
talisman of sorts. He was born on the 13th of the month and
always considered it his lucky number. When he heard the
serial number of N-17614, he knew this was meant to be his
airplane. It will come as a surprise to exactly no one to
learn that the new registration number is N-13PH. The
fuselage also contains the logo of Hartness Engineering,
another of Pat's business ventures, which adds an element
of authenticity to the appearance of the plane since most
Executives were purchased new for corporate use.
After all the little detail items and a few mechanical
bugs were worked out and the Exec was flying nicely, Pat
and his wife Jo (who, incidentally, was selected Mrs. EAA
during the 1971 Oshkosh Fly-In) decided the plane should
have a coming out party. Invitations were sent to various
friends, owners of all the remaining Spartan Executives
and well known Spartan enthusiasts. They even ordered
good weather . . . and got it!
On Friday, October 11, four of the 16 or so Spartan 7W
Executives still on FAA's records landed at the Greenville
Downtown Airport and taxied up to Thermal Belt Avia-
tion's large hangar, which had been emptied out, scrubbed
and polished for the big occasion. Sitting right in the mid-
dle of the vast open space in pristine splendor was Pat
and Jo's N-13PH, flanked by two beribboned Bird-of-Para-
dise arrangements on tall stands . . . an impressive setting
for an impressive airplane.
SPORT AVIATION 51
 The Executives flying in were: Peter Bryce of Bryce's
Mountain Resort (Ski Bryce), Basye, Virginia in N-111PB
(Serial Number 14); Colgate Darden III of Cayce, S. C. in
NC-17633 (Serial Number 21); Floyd Duncan of Burbank,
California in N-17658 (Serial Number 27); and George Men-
nen of Morristown, N. J. in N-34SE (Serial Number 34).
That evening a champagne buffet was enjoyed by a
large number of local and out of town guests right in
the hangar around the flood lighted Spartan. A special
ramp had been put in place so everyone could walk up
over the wing and admire the cabin.
It goes without saying that Spartan gab sessions went
on until the wee hours of morning, however, all the owners
rousted out early the following day for pictures and some
buddy hopping. Five Spartan Executives may not sound
Pat and Jo Hartness hosts for
debut of Spartan N-13PH.
52 MARCH 1975
like many, but so spread out around the country are the
planes that these five constituted the largest gathering of
the Model 7W any of the owners could recall probably
since the factory days. An invitation was extended to all to
attend Oshkosh '75, so perhaps an even larger number will
be there next summer.
A lot of nautical terms and customs have been carried
over into aviation. New boats and ships have been chris-
tened before their initial launch as far back as there are
any records. Most of us in the EAA world fly for fun and
the social side of aviation is important to us. We think it's
a great idea to have a christening or send off party for
new and just-restored aircraft. Why should those boat nuts
have all the fun??
This close-up shows a lot of the tre-
mendous work that went into the
rebuilding of this Executive. Few
aircraft have had such a glorious
send off the graceful floral stands
are topped with Bird of Paradise
arrangements.
 Pete Bryce Coke Garden his Spartan is said to be the most origi-
nal of those flying.

A once-in-a-generation photo 5 Spartan Executives

and their owners. Left to right, George Mennen, Floyd
Duncan, Pete Bryce, Coke Darden and Pat Hartness.

Floyd Duncan George Mennen

 Editor's Note - It is becoming increasingly popular
today for model airplane builders to choose homebuilts
to model, so turn about is fair play, as they say. El Gringo
is a VW powered homebuilt that is a scaled up version of
a very successful radio controlled model of the same
name. El Gringo is also significant in that it is still another
development in the rapidly expanding field of
foamlDynel/epoxy construction . . . this time with a steel
tube primary structure.

By Cletus Brow (EAA 82110)

2022 N. Acoma
Hobbs, New Mexico 88240

Cletus Brow of Hobbs, New Mexico and his foam/Dynel/

steel tube El Gringo. Powered by a 1700cc VW with the
complete Monnett conversion kit.

\ OR TWENTY YEARS, I have wanted to build my
own airplane. My local Chapter (#215 Hobbs, New
Mexico) has been directly responsible for this dream be-
coming a reality. I was also influenced by a lot of good
ideas from Ken Rand and John Monnett, along with good
information I gathered from SPORT AVIATION.
I've been designing, building and flying radio control
airplanes for 14 years and I figured that a larger model
shouldn't be too difficult. The model I chose to enlarge
was El Gringo, which was designed and built in New
Mexico by the time honored trial and error method . . . is
there any other way? This model did such a fine job of
stunt flying that it was flown in the national R. C. compe-
tition for several years.
Most people think of scaling an airplane down, but
since mine was already small, I had to make this one
bigger since I wanted to ride in it. By enlarging the wings
and fuselage three times, it was just right. I'm more than
pleased with the results.
Since my construction method is different from that of
most current homebuilts, I would like to share my ex-
periences with my fellow members in EAA. I have been
in the auto paint and repair business for several years and
my experience in this field contributed greatly toward
achieving the super smooth finish and paint job.
AIRCRAFT CONSTRUCTION
The airplane has a welded airframe and wing spars of
4130 aircraft tubing. The wing ribs are cut from Vs" ply-
wood. Next, white Styrofoam is contact glued between the
ribs, in all the flying surfaces and the fuselage, starting
with the larger areas and working down. The reason for
this is that the scrap cut from the large areas can be glued
together with 3M brand trim cement (Part #8074) and
used to fill the smaller areas. Just spray a light coat on
both pieces to be joined, wait about 3 minutes and push
them together. I used only 4 blocks measuring
17" x 34" x 48". This Styrofoam can be purchased from
the factory, Insul Bead, Inc., Gravette, Arkansas.
The foam is cut to shape by means of a hot wire hooked
up to a toy train transformer. I have built model planes
this way for a long time. This method of cutting leaves
the foam very smooth and it works really fast. Just fasten
a template or straight edge to both sides of the block to be
cut and pull the hot wire along the templates smoothly.
Just like that, you have the job done with little or no
sanding necessary. It is very important to get the edges
of the templates smooth so that the wire will not hang
up in any nicks and burn the foam too deeply. As stated
before, the wire must be kept moving smoothly.
The covering process comes next. I chose to use Dynel
cloth and epoxy resin one layer of cloth and three coats
of epoxy. Start off by having the foam as smooth as poss-
ible. Stretch the cloth tight and tape the edges to hold it.
Apply the first coat of epoxy heavily enough to saturate
the cloth. After it sets, usually in 12 to 24 hours, scrape
the surface with a paint scraper. This will remove the
rough top and this starts the leveling process. Some epoxy
resins leave a gooey film on the surface after setting and
the scraper is the best way to remove this film. Sand
paper would be poor to use because it would clog up
and you wouldn't get much work done with it.
Now apply 2 or more coats of epoxy, scraping the
surface after each coat, if necessary. After the third coat
has set and has been scraped, the surface may be block
sanded with 80 grit open coat paper. The block sanding
is to help bring out the low places that may need a little
more work. Use a rubber sanding block which can be
purchased at any store that handles paint and related
materials.
I built the engine cowling the same way by gluing
foam blocks around the engine and cutting and sanding
to shape. The cowling is the only area from which the
foam is removed after the Dynel and epoxy is applied
and hardened. This is done by lifting off the cowling
and cutting the foam out. You can pour lacquer thinner
on the foam and melt it out if you like.
You now have an epoxy resin airplane with a welded
tubing airframe. I don't think you can make one any
stronger or lighter.
The finish is done completely with Dupont Centari
Acrylic Enamel. After painting cars for several years, I
have tried several brands and Centari is my choice. It
needs no sealer or primer, therefore, it will adhere to al-
most anything. It can be painted over whenever you like
and it won't wrinkle or peel. It won't wrinkle if you get it
too thick like some others will. You can sand and polish it
if necessary. It can be used for spot painting and it won't
get hard in the container after the reducer has been
added. Best of all, it dries fast with a beautiful self polish-
ing shine.
Spray one coat of Centari on the surface to be finished.
Let it dry for at least two days for best results. Then
squeegee on a thin layer of 3M Brand #5960 acrylic
spot putty, following directions on the tube. This putty
is designed to fill small holes and sanding scratches, not
dents and low places. Allow the putty to dry over night.
Then with 100 grit sanding paper and sanding block,
sand all of the putty off, leaving only the holes and
scratches filled.
Now you should be ready for 2 good coats of paint,
letting it dry for a couple of days. You probably need
the rest anyway. This coat of paint is to be sanded with
a folded half sheet of 360 wet dry paper, using water to
keep the paper cutting at its best. After this good sanding
job has been done, the airplane should be as smooth as
you want it. Paint doesn't hide or cover dents and
scratches, so the smoothing job must be done before you
paint.
Now you are ready for the last 2 gloss coats of paint.
Put the first coat on medium thin, mixing about % paint
and '/:> reducer. Use the reducer recommended for the
temperature of your paint area. Allow this coat to dry
to a light touch; usually this will be about 10 minutes, or
by the time you get the second side painted, the first
side will be ready.
For the last coat, mix the paint half and half with
the reducer. Spray this coat a little faster and hold the
spray gun a little farther from the surface. Acrylic enamel
will run if you shoot it too thick or overlap the spray
El Gringo showing the application of Styrofoam over the
steel tube structure.
SPORT AVIATION 55
pattern too much. I found that by adding more reducer
and speeding up the movement and holding the spray gun
a little farther away would make a nicer looking paint
job and cut down on runs. If you do make some small
runs, don't worry about them. They can be polished out
after the paint dries a few days. The best way is not to
make runs.
Acrylic enamel tends to flow out and get wetter about
five seconds after it has been shot, unlike the old enamels
that you could shoot and watch it get wet under the gun
and then move on. Keeping this in mind, move the spray
gun fast enough to keep ahead of this wet look for a run
free paint job.
It is a lot of work, but you should have a smooth
enough finish job to show anybody and be proud of it.
El Gringo has an adjustable seat and an adjustable
horizontal stabilizer. A trim screw raises and lowers the
leading edge of the horizontal stab by means of a small Cockpit of El Gringo. Notice the tubular front and rear
chain and hand crank in the cockpit. Elevator trim makes spar carrythroughs and the super light seat.
flying very comfortable, as the plane will maintain almost
exactly any elevation and speed setting you wish to fly.
That is, as long as you are satisfied to fly at 140 mph or
less. Above this speed everything is downhill.
The wings are removable and are held in place with
four tapered pins in the center section. The pins can be
reached easily by lifting the seat. When removed, the
wings are mounted on the sides of the fuselage for easy
hauling. With a trailer hitch fastened to the rear of the
plane, it can be towed like a trailer at highway speeds.
Assembly time to remove the trailer hitch, install the
wings, hook up the aileron push rods and check out for
flying is about 15 minutes.

AIRCRAFT DATA
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19' 4"
Wing Chord . . . . . . . . . . . . . 4' at the fuselage and evenly
tapered to 3' at the tips
Wing Airfoil . . . . . . . . . . . . . . . . . . RAF 48 (same as KR-1) El Gringo with wing wings folded. It takes about 15
Wing Loading . . . . . . . . . . . . . . . . Under 10 lbs. per sq. ft. minutes to ready the plane for flight.
Airplane Length . . . . . . . . . . . . 15' 4" (including spinner)
Airplane Height . . . . . 48" with tailwheel on the ground
Propeller . . . . . . . . . Hegy, wood, 50" length and 40 pitch
Engine . . . . . . . . . . . . 1700cc VW with complete Monnett
conversion kit
Empty Weight . . . . . . . . . . . . . . . . . . . . . . 460 lbs. (with oil)
Flying Weight . . . . . 650 lbs. (including 135 lb. designer/
builder/pilot and 9 gals, fuel)
Total Cost . . . . . . . . . . . . . . . . . . . Approximately $2300.00

PERFORMANCE DATA
Take Off Speed . . . . . . . . . . . . . . . . . . . . . . . . . . 50 mph IAS
Landing Speed . . . . . . . . . . . . . . . . . . 40 mph IAS (3 point)
50 to 60 mph IAS (level or main gear only)
Stalling Speed . . . . . . . . . . . . . . . . . . . 40 mph IAS at 5000'
Rate of Climb . . . . . . 1500 fpm at full power and 80 IAS
1300 fpm at 65 IAS
Cruise Speed . . . . . . . . . . . . . . . . . . . 130 mph at 3600 rpm The Dynel/epoxy cowling was built up right over the
Engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static 3200 engine. After curing, it was split, removed and the
With a climb rate of 1500 fpm and Styrofoam was dissolved from the inside with lacquer
80 IAS 3500 RPM thinner. This is the only place on El Gringo where foam
Full Power at 5000' 4000 RPM was removed after application of the Dynel cloth.
Top Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 IAS

It flies at 45 IAS very well with half power. The stall
is sudden but it doesn't try to fall off either wing, for
which I am very thankful.
Ground handling is excellent, although rudder control
is very fast. With the average take off load, the axles
are level with the ground and the wheels both have a
VK" toe out. This is one of the secrets to a good handling
taildragger. Another secret to good ground handling is
the location of the CG over the main landing gear. The
56 MARCH 1975
more weight the tailwheel has to carry, the harder the
plane is to handle. That is why most taildraggers are
easier to handle after the tail has been raised. When the
tail is level, the weight mass is shifted forward, lightening
the tail, and therefore making the plane easier to handle.
My many years with model airplanes has taught me a lot
about wheel location and balance.
El Gringo balances exactly on the main spar with me
in the driver's seat at 135 lbs. and 3 gallons of fuel. With
a 200 lb. pilot, the CG is 3" behind the main spar. This
figures to be 34r* , well within the limits of a good airfoil.
Adding more fuel moves the CG forward.
I haven't built the wheel pants or the landing gear
fairings yet, but I'm hoping these will give me a little
faster cruise speed. Also, I am considering trying a prop
with n little more pitch, however, I like the power for
climb and I don't want to cut my rpm very much.
I have flown at 175 IAS and there was no indication
of flutter. The cockpit is almost air tight and there is
no wind noise at any speed. I have climbed as high as
12,500 ft. with real ease and it feels as if you can go
right on up if you like. Cruise speed at this altitude is
about 115 IAS at % power.
Construction started in October, 1973 and the Air-
worthiness Certificate was issued on October 31, 1974.
As of December 29, 1974, I have logged 20 hours in the The low frontal area of El Gringo is obvious here.
air and alot more taxi time, all of which was very enjoy-
able.
ELECTRIC TRAIN
TRANSFORMER

5
/32
MUSIC
WIRE

WOOD
DOWELS
FOR
HOLDING

HOT WIRE CUTTING BOW TEMPLATES

AT EACH END

HOT WIRE CUTTING BOW

For best results in cutting Styrofoam, adjust the voltage as low as you can and still be able to cut.
Experiment on a scrap piece.
Measure and mark increments on the templates as indicated on the drawing. For cutting rounded
pieces, always start at the top or leading edge. This will help avoid a concave "dishing out" between
templates, as the wire drags behind a little in the center.
Nichrome wire can be bought from a shop that repairs small electric heaters. Buy a replacement
coil of wire approximately the diameter of the average straight pin. Insert a shaft into the coil and pull
off enough to fit your needs. This size wire requires about 18 volts to heat 3 feet to the correct cutting
temperature.
Two people can work together, one calling his number and the other staying even with that
number on the other template.
SPORT AVIATION 57
 (0. ARIVIGGEN
By Jack Cox
IGNETTE
S, > INCE MOVING TO Mojave, California to pursue
work on his VariViggen on a full time basis, designer
Burt Rutan has been delving into a number of new and
exciting areas of aircraft construction and design and
the results for homebuilders are just beginning to emerge.
Perhaps most significant has been Burt's experimen-
tation with a new construction method involving the
use of urethane foam and hand lay up of unidirectional
glass fiber. This process is different from Ken Rand's use
of foam and Dynel for secondary structure over a pri-
mary wood structure. The Rutan method involves no
wood or metal and can be used for building up primary
structure such as wing spars. Burt makes up a tapered
spar by merely laying up layers of unidirectional glass
over both sides of foam previously cut to the desired shape.
The remainder of the wing is carved out of foam, using
just three rib templates, after which all is covered with
two crossed layers of unidirectional cloth. The advantages
are light weight and impressive strength, the fact that
no special tools are required and, best of all, only about
V4 of the manhours required to build a comparable metal
structure. Here, at last, we may have the long-awaited
breakthrough in small aircraft construction a way to
construct an entire airframe consisting of no more than
a dozen or so parts, using simple hand tools like a pair of
scissors, carving knife and a paint brush.
The first application of Burt's new construction method
will be in building a set of higher aspect ratio wings for
his prototype VariViggen, N-27VV. These new out-
board panels, which can be retrofitted on any plans-built
VariViggen in the future, will increase the overall span
from the present 19 feet to 23.7 feet (25% increase) and
will taper sharply to a small squared-off tip. The wing
area will be increased from 119 square feet to 125 (5% in-
crease); and there will be a 20% decrease in the span
loading from 89.5 pounds to 71.83. The aspect ratio
increase is a whopping 477r from 3.03 to 4.47
and is responsible for much of the performance increase
expected from the new wing. Burt's calculations promise
a 25% increase in rate of climb at gross weight and a five
to seven mph increase in cruise speed. This is about what
would be expected by going from a 150 to a 180 hp engine
in the VariViggen.
Provision will also be made for a 15 gallon increase
in internal fuel capacity of the VariViggen gained by
building in a 7.5 gallon tank in each of the new wing
panels.
Of special interest is the fact that the Wortmann
FX60-126 airfoil is to be used in the new wing panels,
plus Dr. Whitcomb's newly developed NASA "winglets",
which are supposed to markedly increase the rate of
climb.
If this "special performance" wing works out as Burt
thinks it will, the VariViggen will become highly compe-
titive with similarly powered homebuilts in the speed and
rate of climb departments. If it also retains its already
superior stall and handling characteristics, plans and
materials will eventually be made available to builders.
Rudders will also be made using the new foam and glass
fiber building method, thus taking aluminum construc-
tion completely out of the VariViggen.
Then, racing hot on the heels of the VariViggen modi-
fications is the REAL mind boggier a completely new
design, constructed entirely using the new foam and glass
58 MARCH 1975
X
(Photo Courtesy Burt Rutan)
Model of the VariEze ("very easy"), the latest from Burt
Rutan.
fiber method. Shown in car-top "wind tunnel" model form
in the photograph accompanying this article, this new
aircraft is to be called the VariEze (pronounced "very
easy"). It will be powered by a 1834cc VW and will seat
two in tandem. Roll and pitch control will be via elevens
on the canard, a feature which, according to Burt, greatly
simplifies the control system.
After the VariEze is fully tested, a turbocharger will
be installed and an all-out assault will be made on Pro-
fessor Ed Lesher's speed records made in his Teal. An at-
tempt will also be made to capture the absolute distance
record in the under 500 kg weight class.
The VariEze model shown above has been thoroughly
tested on Burt's car top "wind tunnel", a refinement of
the device he developed a few years ago to test his theories
that eventually led to the highly successful VariViggen.
As time permits, Burt plans to draw up a set of plans for
the car top test equipment and write a texi book on how to
use it so that homebuilders, at long last, can have most
of the advantages of a wind tunnel without the cost of time
in a government or university facility if it were availa-
ble. This may prove to be the most significant develop-
ment ever in the advancement of small aircraft design
because it would put in the hands of the independent de-
signer the most vital tool needed to investigate really new
concepts a tool that heretofore has been unavailable
to most.
Burt also reports that 150 VariViggens are well along
in construction and plans for many more have been pur-
chased. Further, his success with the canard configura-
tion has inspired a number of other builder/designers to
start development of their own aircraft based on the Vari-
Viggen formula. It would appear that interest in aircraft
with superior stall/spin and safe handling characteris-
tics is far more widespread than has been generally recog-
nized in the past.
A final note the VariViggen will become a movie
star soon. It seems the producers of the film, which depicts
events in the 1990s, needed a futuristic appearing air-
craft which would strafe and bomb an equally futuristic
auto racing through a desert canyon area. Eventually
the aircraft crashes done with a model, of course!

INSTRUMENTATION
FOR THE VFR
HOMEBUILT
ON, JE THING CAN be said about
the instrument panels in homebuilts.
They are frequently quite different
from the usual run-of-the-mill instal-
lations. A few are so different that
only the builder knows where to look
to find his readings. One reason for
this unique display of individuality
can be traced to the typical nature of
the builder. Building an airplane
takes a long time, in whatever rela-
tive terms you want to measure time.
During this period the builder is con-
tinuously on the hunt for materials
and equipment for his project. He
acquires all sorts of wonderful gad-
gets and goodies that he could use . . .
will use.
The time arrives for developing the
instrument panel layout and sudden-
ly he realizes that he has more instru-
ments than he really needs. He hates
to discard anything and often installs
several extra instruments merely be-
cause he has them. For one thing an
instrument panel that is "loaded"
does look impressive, doesn't it? So,
why not? If the extra weight is not
critical and you have the space, you
might find it quite pleasureable to
give in to your own special need to
be just a bit different. It is a lot bet-
ter to relieve this impulse to be dif-
ferent and experiment with differ-
ent panel instrumentations than it
is to change any of the structure that
the designer has carefully worked out
and proof tested to assure a safe air-
plane.
If you are not particularly interest-
ed in cluttering an instrument panel
with goodies, you can simply install
the m i n i m u m of instruments neces-
sary to get your little sport plane air-
borne . . . legally. You know, I'm sure,
that there is a m i n i m u m of instru-
mentation that is acceptable by the
FAA.
When an aircraft is first granted
its airworthiness certificate, the
FAA inspector issues a document
known as the Operating Limitations.
This document details exactly what
that airplane will be permitted to
do, where, when and how. This paper
also states whether the airplane is
to be operated in other than VFR,
THE
DESIGNEE
CORNER
By Antoni (Tony) Bingelis
EAA Designee Co-Chairman
DAY ONLY flight conditions. It is
likewise possible to obtain certifica-
tion for VFR DAY or NIGHT, or IFR.
Regardless of your preference for
the type of operating limitations you
want approved, the type of flight con-
ditions your aircraft will be permit-
ted to operate under will, essentially,
be determined by the type of instru-
mentation and equipment installed.
Of course, the inspector also has to be
convinced that the aircraft is capable
of performing under the conditions
designated.
In other words the FAA stipulates
what instrumentation and equipment
is necessary for your aircraft under
different flight conditions. Just in-
stalling a bunch of instruments will
not automatically qualify your air-
craft for IFR ... or VFR Night Opera-
tions . . . or even plain old VFR, Day
Only, if you don't have the right in-
struments and equipment.
FAR Part 91 only speaks of the
instrumentation required of stand-
ard category aircraft and is silent on
the subject of amateur built aircraft.
Nevertheless, Advisory Circular AC
20-27A suggests that your amateur
built aircraft be equipped in con-
formance with the applicable para-
graphs of FAR Part 91, Section 91.33
as follows:
VFR DAY ONLY (This is the minimum
instrumentation for any aircraft.!
AIRSPEED INDICATOR
ALTIMETER
MAGNETIC DIRECTION
INDICATOR (Compass!
TACHOMETER (For each engine)
OIL PRESSURE GAUGE (For each
engine using an oil pressure sys-
tem. I
OIL TEMPERATURE GAUGE
(For each air-cooled engine.)
TEMPERATURE GAUGE
(For each liquid cooled engine.)
FUEL GAUGE INDICATING THE
QUANTITY OF FUEL IN EACH
TANK
LANDING GEAR POSITION IN-
DICATOR (For retractables.)
8509 Greenflint Lane
Austin, Texas 78759
Incidentally, the FAA inspector
usually lists the above instruments
as necessary for VFR operations so,
in effect, FAR Part 91.33 does apply
to the homebuilt, too.
THE AIRSPEED INDICATOR
This ordinarily, is a store-bought
instrument weighing somewhat less
than one pound and fits a 3'/" hole
in the instrument panel. It can be ob-
tained to read in k i l o m e t e r s per
hour, miles per hour, knots, or a
combination of mph and Kts. For
that matter, you can even make your
own airspeed device and calibrate
it in yards per hour if you want. The
rule requirement is for an airspeed
indicator. Most builders are q u i t e
content with the usual store-bought
gauges.
C e r t a i n l y an airspeed indicator
should be capable of indicating the
m a x i m u m d i v i n g speed which the
aircraft is capable of reaching safely.
However, I think it should also be
obvious that an airspeed indicator
that reads 0 to 140 mph is more ap-
propriate for a slow sport plane than
one that reads 0 to 700 mph. Sensi-
tivity in the lower speed range of
the scale is more important than a
conversation piece.
THE ALTIMETER
The regular a l t i m e t e r also fits
into a 3'/K" hole. It is usually cali-
brated to read in feet. For our pur-
pose altimeters are divided into two
basic kinds, the sensitive altimeter
and the non-sensitive type. Take the
sensitive type if you can get it. Not
because it is more expensive but be-
cause it is far better suited to the
light plane. A sensitive altimeter will
register even a modest change in al-
titude while the non-sensitive alti-
meter will not even move its stubborn
hands until you have gained or lost
many, many feet of altitude.
SPORT AVIATION 59
The stark simplicity of the minimum
VFR panel is startling at first sight.
Note visual fuel gauge, panel center.
THE MAGNETIC DIRECTION
INDICATOR
A regular aircraft magnetic com-
pass will take care of the requirement
for a magnetic direction indicator.
Homebuilders seem to prefer the
small Airpath Compass (C 2300 ser-
ies) rather than the larger variety,
including the WW II surplus stuff.
Although I have seen automotive
and boat compasses installed in air-
craft, I personally think that is poor
economy, if indeed, they are cheaper
than serviceable aircraft units.
Most FAA inspectors will not per-
mit their use as the primary magnetic
direction indicator.
A compass cannot be installed just
any place there happens to be space.
Finding a good location can present a
problem . . . especially since it must
be located where it can be seen and
still be least affected by the magnetic
influences of the aircraft's steel
structure.
If you have a galvanized fuel tank
behind your panel, it will affect the
compass. If you happen to have a bi-
plane, all of that tubing, cabane
struts, and wires could generate
enough magnetic activity to cause
the compass to whirl and gyrate about
like a tired belly dancer. Because of
this, some builders are locating their
compass in the top wing cut-out di-
rectly overhead as this is a good loca-
tion for biplanes. In other designs, it
seems best to locate the compass on
top of the instrument panel just be-
hind the windshield. Perhaps the
all-wood aircraft builder enjoys the
easiest time of it when it comes to in-
stalling the compass in a magnetic
free location.
THE TACHOMETER
Consider installing a tachour-
meter, or a "recording tach" as it is
often called, rather than a plain tach-
ometer. In addition to showing the en-
60 MARCH 1975
gine revolutions per minute that you
need to know, it also logs, automati-
cally, the engine hours.
The FAA approves of this method
of logging engine hours, as without
a doubt it does much for the accuracy
of maintenance and flight records.
People do forget to log their flight
time regularly and accurately, and
as a result many an engine or aircraft
is older than the records indicate.
That advertised, "only 1245 hours
since new" engine might really be
closer to 2000 hours since new . . .
how can you tell? Incidentally, be
sure that you obtain the right kind of
a tachourmeter for your engine. Some
are right hand rotation and others
are counter-clockwise. So, always
give the engine type and dash num-
ber when ordering the instrument.
For example, a C-85-12F will take a
different tach than will a C-85-8.
PRESSURE AND TEMPERATURE
GAUGES
These are usually of the automo-
tive variety. The thing to remember
if you are going to use automotive
type gauges is that they are slightly
smaller than the standard small air-
craft gauges. The automotive gauge
fits into a 2" hole in the panel . . .
not a 2'/4" hole.
THE FUEL GAUGE
Any type of fuel gauge will be suf-
ficient to satisfy the requirement if
it indicates the quantity of fuel in
each tank. This means, of course,
that the time honored wire and cork
float gauge is acceptable. Fuel gauges
vary more in style, design and instal-
lation than any other instrument
found on aircraft. Whatever type you
use, be sure it has a reasonable de-
gree of reliability and accuracy. If
you plan to use a clear plastic or
glass tube in the cockpit which shows
the level of fuel remaining, I would
The minimum VFR panel.
suggest you first check with your FAA
inspector as he may not approve of
such an arrangement in the cockpit
area because of the possibility of fuel
leakage.
THE LANDING GEAR INDICATOR
Although it is hard to visualize an
airplane sophisticated enough to have
a retractable gear being matched up
to minimum instrumentation, it is
possible. So, in keeping with that
concept, all that would be necessary
is just a simple wire or indicator which
would show the gear's position.
OPTIONAL INSTRUMENTS
If you want a panel with a bit more
utility than the bare minimum VFR
instrument requirements consider
adding a turn-slip (turn-bank) indi-
cator. Of course, if you add a turn-
slip indicator you will have to install
a venturi or a vacuum pump.
High on my priority list of option-
al instruments are a cylinder head
temperature gauge, a 0 to 2000' verti-
cal velocity indicator (rate of climb)
and a "G" meter. The cylinder head
temperature gauge, during the early
testing stages helps reassure you
that your cowling, baffles and cool-
ing system are doing their job effec-
tively. The rate of climb is a nice de-
luxe item and the "G" meter is very
important during the testing period.
NIGHT FLYING REQUIREMENTS
For VFR flight at night, the follow-
ing equipment must be added to the
minimum VFR, DAY ONLY instru-
ments and e q u i p m e n t previously
listed:
Approved position lights.
ANTI-COLLISION LIGHT
SYSTEM
An adequate source of electrical
energy for all installed electrical
and radio equipment.
 One spare set of fuses, or three
spare fuses of each kind required.

Note: A landing light is not required

except for aircraft used for hire. (Ama-
teur aircraft, of course, cannot be Nicely arranged panel on a Buecker
used for that purpose.) Jungman. Note that the flight instru-
ments are grouped for quick scan-
FAA says nothing about cockpit ning.
lighting of the instruments yet, ob-
viously, some provision must be
made for that sort of thing. It should
also be apparent that to be approved
for night operations, virtually re-
quires the installation of a complete
electrical system to include a bat-
tery, generator and voltage regula-
tor. Since you are going that far, why
not include a starter too? The whole
package will mean an additional 40-
60 pounds to the aircraft's weight.
Would you fly at night often enough A well equipped panel on a tiny sin-
to make it worth carrying all that gle sealer. Efficient utilization of
weight around permanently? space.

DESIGNEE NEWSLETTER
SUBSCRIPTIONS
In addition to Tony Bingelis'
monthly column, THE DESIG-
NEE CORNER, EAA Headquar-
ters publishes a monthly Des-
ignee Newsletter containing
even more "How To" material,
a compendium of the previous
month's Designee inspections
and a summary of all homebuilt
accidents occurring around
the nation the previous 30
days.
Any EAA member can sub-
scribe to the Designee News-
letter for $7.00 per year. Make
your check payable to: Another single seater with a well An aesthetically pleasing panel ar-
equipped display of instruments for rangement for a side-by-side instal-
EAA VFR flying. Note the completely un- lation. Such an arrangement would
P. 0. Box 229 related grouping of the instruments permit the grouping of flight instru-
Hales Corners, Wise. among photos illustrated. ments on the left and the engine and
53130 other instruments on the right.

COMPASS
ALTIMETER TACHOMETER

AIRSPEED OIL PRESSURE

OIL TEMPERATURE

tt tt_
I FLIGHT INFO I
SWITCHES, ETC ENGINE INFO Individuality? Yes sir. Well equipped
panel with a couple of options not
BASIC VFR INSTRUMENTS exercised yet. Slanting of the instru-
ments left and right is puzzling.

SPORT AVIATION 61

The Interstate
Odyssey
A 1942 Interstate 'Cadet" owned and restored by the
author.
FLY-INS AN aircraft will appear occassionally
that seems vaguely familiar but no one is able to correctly
identify it. This is often the fate of the Interstate "Cadet".
Of all the tandem trainers built prior to World War II
names like Piper, Aeronca, Taylorcraft, Porterfield, and
Rearwin come to mind readily but few remember the
Cadet. In a recent AOPA Pilot article fellow EAAer Pete
Bowers described the plight of the Cadet so very aptly
as an airplane suffering from an "identity crisis". I have
indeed found this to be very true when taking my Cadet
to fly-ins as no one seems to know much about it and
very few can identify it.
The Cadet was built by Interstate Aircraft and Engi-
neering Corporation in El Segundo, California, and one
story is told that the Cadet design was formulated by
averaging the pertinent dimensions and areas of the other
tandem trainers. Regardless, the Cadet benefitted from
past experiences of other similar aircraft and the result
was superior performance. The first model S-1 Cadet was
introduced in 1940 but with only the 50 hp Continental
A-50 engine for power it must have been somewhat
underpowered despite optimistic factory specifica-
tions. I do not know if any 50 hp models were ever sold.
The model S-IA with a 65 hp Continental A-65-8 engine
was soon introduced, received its type certificate (ATC
737), and became the mainstay of factory production.
Externally, the only modifications made to the Cadet
62 MARCH 1975
By
Timothv L. Talen (EAA 86151
Rt. 1, Box 437
Chicago, California 95926
(Photos Courtesy of the Author)
(Photo by Timothy L. Talen)
during its production were larger rear windows, and a
larger balanced rudder. Franklin engines were also used
for power and were designated as models S-1A-65F, -85 F,
and -90 F with 65, 85, and 90 horsepower respectively.
There is also reference made to an S-1A-J model but I
have no information on it. The distinguishing factor that
marked the 85- and 90-hp models was the use of balanced
ailerons a simple weighted tube was bolted to the
leading edge of the surfaces.
A total of 322 serial numbers were issued at the factory
but it is not known if the last few aircraft were completed
as production ceased in 1942. With the war in progress
most Cadets went directly to the Civilian Pilot Training
Program schools and were basically used for pilot training,
obscured from public view. At this time Interstate began
production of an improved version of the Cadet for the
military this was the L-6. Though the L-6 had large
flaps, additional wing tanks, and the typical greenhouse
windows of other liaison aircraft its overall desirability
was lost with the use of a geared 113 hp Franklin engine.
It seemed to be a poor combination and few L-6's were
built.
After the war the production rights were sold by
Interstate and at one point were held by Max Harlow,
designer of the progressive Harlow PJC aircraft. For five
thousand dollars the rights and leftover tooling and spare
parts were sold to the Call brothers in Afton, Wyoming.
I do not know how many, or if, in fact, any post-war
Cadets were ever built, but the model S-IB, a civilianized
version of the L-6 was produced. They also maintained
a parts service for the early Cadets and completed
several STC's including an adaption to the Continental
C-90 engine, modification to a conventional leaf-spring
tailwheel, and the addition of wing tanks. Several years
ago the Interstate rights were sold again to an Anchor-
age, Alaska firm, Arctic Aircraft, who further improved
the basic design to a high-performance, fully aerobatic,
bush plane powered by a 150 hp Lycoming engine. Thus
the Cadet lives on much like the modern day counter-
parts developed from the Piper and Aeronca tandem
trainers of thirty years ago.
I found my Cadet, registered N37459, and bearing
serial number 307 in a hangar in Salinas, California.
The fuselage and tail surfaces were in pretty good shape
but the wings needed a complete rebuild and I spent
several months replacing spar attach plates and several (Photo by Timothy L Talen)
ribs, priming all the metal parts, and revarnishing the The Cadet was a clean design with an advertised cruise
spars. The wings were covered and finished through of 100 mph much faster than others in its class.
silver as I hoped to paint the ship in its original factory
colors. The fuselage and tail surfaces were cleaned up,
new cables installed, new engine bafflings added, and
the engine cleaned and test-run. With a local fly-in only
two days away, the Cadet was hauled to the airport,
carefully assembled, a new annual inspection completed,
and with everything checked one more time, the first
flight in almost five years for a 32 year old Cadet was
successfully completed. I was delighted with the flight
characteristics of this little known trainer what an
amazing airplane! I made the fly-in and several gatherings
after that in my multi-colored Cadet but it became very
evident that a complete new paint job with the original
scheme and colors was the only way to give the Cadet its
own identity.
The original paint scheme was determined with the
help of George Hardie of the EAA Museum staff. This
gentleman was kind enough to research various source
materials for information and pictures of the Cadet. Help
from historians John Underwood and Pete Bowers yielded
factory original colors Interstate Blue and Canary
Yellow and an accurate match with currently available (Photo by Timothy L Talen)
paints. Almost a year after I had first flown the Cadet it The Cadet lines up with other antiques and classics on
sat resplendent with fresh paint in the striking blue and their way to the Evergreen Fly-in.
yellow combination so popular with military trainers of
that era.
It only seemed right that with the Cadet in complete
readiness, a good cross-country trip would be in order and
I could combine a visit with my parents in Idaho with an
antique aircraft fly-in held annually at Evergreen Air-
park, in Vancouver, Washington. For several years the
California antiquers, in conjunction with the Evergreen
Fly-in, have organized a liesurely trip through California
and Oregon to the Fly-in, starting in Southern California
on a Wednesday, with an overnight stop in the San Jose
area, on to Redding, California Thursday night, then to
Evergreen on Friday. So with sleeping bag and tent,
extra clothes, and tiedowns. my wife, Barb, and I bid
farewell to Chico and headed the Cadet up the Sacra-
mento Valley for 55 miles to Redding Sky Ranch to join
with other antique enthusiasts and begin an adventurous
week of flying fun.
Redding's EAA Chapter 157 treated the gathered
antiquers to a fine barbecue and the enthusiasm was
really contagious as we began meeting others in the group
heading to Evergreen. After a short night's rest we loaded
up the Cadet and headed for the first stop of the day at
Medford, Oregon. The 140 mile flight took us past the
imposing Mount Shasta, a 14,000 foot extinct volcano (Photo by Bruce D Kirk)
that serves area pilots as a beautiful and dramatic naviga- The Cadet was endowed with a generous wing area and
tional landmark. The Medford tower, having been fore- featured the 23012 airfoil.
SPORT AVIATION 63
warned of the arrival of numerous nonradio aircraft,
quickly gave us the green light and we brought the Cadet
in to join the other antiques already on the ramp.
After a light brunch we were on our way to the next
stop at Cottage Grove where we landed to find the group
all assembled. After lunch we again took to the air,
heading for Aurora State, an airport 30 miles south of
Portland which would serve as our final rendezous point
for the mass flight to the fly-in. What a sight awaited us
when we arrived lined up along the runway were
several dozen antiques, warbirds, classics, and even a
few modern factory jobs. I only have time to get things
shut down and take a picture for posterity when the word
came down the line, "fire up, slow ones off first, fly at
2500 feet straight over Portland International, then direct
to Evergreen and the fly-in!" With a lead plane ahead of
us to call the flight through the busy Portland area we
headed for our final destination in a mass formation of
27 aircraft! Past Portland, over the Columbia River, and
into the beehive of activity at Evergreen we flew. We
gave them several good passes in the Cadet then made
our way down final for a smooth wheel landing and a very
happy arrival. We had covered the 450 miles from Chico
to Evergreen in just over five hours of flying time not
bad for our 65 hp Cadet.
Needless to say the northwest antiquers were some of
the friendliest people we had met on the fly-in circuit and
what a wonderful program they had for us. It was simply
a great weekend of flying fun lots of talk, lots of food,
lots of activities, great airshow, and a banquet featuring
baked salmon. We even won the Merced Pilots Associa-
tion Trophy with the Cadet for which I was very surprised
and pleased. It was just an experience I cannot relate
adequately and I plan on returning as often as possible.
Leaving Evergreen on Sunday, we flew east, heading
up the beautiful Columbia River Gorge toward our desti-
nation of Pierce, Idaho to visit my parents. Good tailwinds
aided our groundspeed in fact at one gas stop made at
Hermiston, Oregon the winds were so strong that the
airspeed indicated 40 mph sitting still! After another
gas stop at Lewiston, Idaho we headed up the Clear-
water River and landed at a dairy farmer's grass strip,
the closest landing sight to Pierce.
After a few days of relaxation and a visit to Spokane's
World's Fair we began the final part of our journey that
would bring us back to Chico. Our first leg took us up
the rugged Salmon River Canyon, across a high plateau,
and on to Ontario, Oregon. A quick stop and we were off
in a westerly direction toward the center of Oregon and
the next stop at Burns. With the tank filled, a little lunch,
and some good advice from the "locals" on where to find
some thermals to help the rate of climb, we were off for
Lakeview, Oregon. Sure enough, with the density altitude
near 6000 feet and the Cadet loaded almost to gross
weight, a few good midday "boomers" got us up to
altitude much easier. In fact the 140 mile flight to Lake-
view seemed like a giant rollercoaster ride and the
big-winged Cadet seemed to ride the ups and downs with
more enthusiasm than I could muster up.
At Lakeview we were treated to some wonderful
hospitality by longtime EAAer Myron Buswell and his
family. We spent several enjoyable hours listening as he
recalled his early days with the homebuilt movement in
Oregon and his adventures with an Interstate Cadet just
before the war. We still had miles to cover though, so
reluctantly bid farewell to our hosts and headed for
Chester, California.
Headwinds slowed our groundspeed and late afternoon
thermals thumped and bumped us along. I reviewed my
California geography as we flew past Goose Lake and
down the west slope of the Warner Mountains into the
forested regions surrounding the 10,457 foot Lassen
64 MARCH 1975
fc*
(Photo by Bruce D. Kirk)
Fun-flying down the Sacramento River.
Peak. The on-rush of population has had little effect on
these desolate areas of northeast California and I again
was reminded of the pleasure of flight over open terrain
instead of over the urban congestion in other areas of
the state.
A quick gas stop at Chester and we were airborne
again for the short 50 mile flight to Chico. From the 4500
foot elevation of Chester I slowly climbed the Cadet over
the last remaining ridge to gaze out on the Sacramento
Valley and a hundred miles beyond to the Coastal Range.
I gently eased the nose of the Cadet into a gradual
descent and headed for the near sea level elevation of
the valley floor and Chico. The Cadet had taken us over
1400 miles in less than 16 hours flying time and it was to
me a dramatic realization of what conveniences an antique
airplane could still provide in the seventies.
In all my travellings with the Cadet I have found that
there are two distinct groups of people in relating to the
Cadet they have either flown one and loved it or they
have never heard of them. If you're in that second group
I hope you will get acquainted with a Cadet soon. They
are not seen that often but perhaps it will be easier to
recognize one now. And you Cadet owners howabout
fixing the bird up a little and start appearing at more
fly-ins? There is an Interstate Club now so let's hear
from you and start resolving the Cadet's identity crisis
right now.
About The Author
Timothy L. Talen (EAA 8615) has been an EAA
member since the early 1960's when he initially
joined as a junior member. He and his father built
a Corben Baby Ace which first flew in 1966. His
father has since completed a Beds BD-4 and
Timothy is in the process of building his own ver-
sion of the S A 105 Cavalier - the Super Cavalier.
One of the founders of Chapter 427 in Chico,
California, Timothy served as its president in 1974.
He has an MA in History from California State
University at Chico and is a member of the Ameri-
can Aviation Historical Society.
Interstate Cadet owners who want an original
Cadet decal should contact Timothy as he has
obtained an original and is having it reproduced.
Anyone interested in more Interstate info should
contact: Interstate Club, Bruce F. Mitchell, Chair-
man, 5420 N.E. 43rd St., Kansas City, MO 64117.

D< 'OGGONE IF YOU don't find homebuilt airplanes
going together in some of the darndest places. Back in
the hollow down here in Missouri, we have one of the
slickest jobs being built since Bede came out with the -5.
Hang on to your hats it's a four place canard obviously
inspired by Burt Rutan's VariViggen.
Wayne Koch (pronounced Cook) really doesn't live
back in the hollow but he does live out in the country in
a house he designed expressly for one purpose. To build
an airplane in. The basement was designed large enough
to accommodate the entire aircraft wing and then some.
Built into the east wall is a garage door to remove the bird
when construction is complete and the entire basement is
free of posts. Since Cookie is an ex-race car designer/
builder/racer, there is also a shop with tools of all kinds,
including a homebuilt bandsaw and belt sander.
Don't get me wrong though, all this equipment is not
required to build the Mark 4, although it can make the
job easier and faster to build. The airframe basically, is
of standard wood construction and very little welding is
required. Only the landing gear and some of the control
system use steel tubing. We will take a detailed look at the
construction in a minute, but let's take a look at the air-
plane and specs first.
The 3-view and illustration show what the Mark 4 will
look like when completed really sleek, eh? The forward
fuselage has room to seat four people in comfort in a semi-
reclining position. This is a holdover from Cookie's old
race car days. He thinks you should almost lie down in a
seat to drive, or fly. I guess he could be right. We went to
Oshkosh in 1973 "flying" his Capri automobile with me
hanging on for dear life while he LAY there driving and
puffing his pipe. The only thing that beat us was an Ozark
DC-9 and he gave up at Milwaukee!
The fuselage of the Mark 4 consists of plywood bulk-
heads with four main longerons of built-up construction.
Solid spruce makes up the rest of the stringers and the en-
tire fuselage is then covered with plywood. The main fuel
tank is behind the rear seat bulkhead and two more tanks
are in the leading edge of the inboard wings. The area aft
of the fuel tank to the firewall is the baggage compart-
By Bill Blake (EAA 23072)
1103 Madison
St. Charles, Mo. 63301
(Photos by the Author)
ment and can accommodate four full size suitcases along
with smaller bags.
Up in the cockpit proper things are pretty standard.
A central control stick pops out of the floor between the
pilot and co-pilot and is available to either and also con-
tains the switch that controls the angle of the reflex trail-
ing edge. Naturally each occupant of the front seat has
his own set of rudder pedals. Two throttle knobs protrude
from the instrument panel, one in the center and one at
the left for those who like to fly with the right hand and
work the go-lever with the left. A full IFR panel is planned
as well as a full oxygen system since the Mark 4 will have
a turbocharger installed at a later date for high altitude
cross-country work.
The center section of the wing has one main spar of box
construction, a secondary spar of "C" section and plywood
ribs. The entire center wing is covered with metal bonded
to the wood structure. As we mentioned before, the main
spar is a box section, solid upper and lower caps, internal
stiffeners and covered with plywood, plus, two more caps
on the forward and rear sides. The main spar is designed
to carry all loads and would probably win out in a collision
with a Greyhound bus.
The outer wing panels have an "I" section main spar
and a secondary spar to hang the combination ailerons/
reflex trailing edge on. The root and tip ribs are cut from
plywood with foam ribs in between and the entire panel
is then covered with a bonded inplace aluminum skin.
The twin fins follow the same practice and the rudders
are all metal. The forward placed canard control sur-
faces utilize spruce spars, plywood and foam ribs and
plywood covering.
The fully retractable landing gear is electrically oper-
ated as are the reflex trailing edges. All other control
surfaces operate via the standard cable/push tube method.
Flush fitting doors completely enclose the main and nose
landing gear.
Well, hey, you say! What's it gonna cost to build this
dream ship? $5,000? $7,000? $10,000? Nope. To date,
Cookie has spent a wild $3,700 including a 180 hp engine
from a storm damaged Mooney, all instruments, wheels,
SPORT AVIATION 65
 Front 3/4 view of the Koch MARK 4.
metal, and to top it all off, he paid more for the spruce
than he would have had to. Cookie is a fairly good scroung-
er and a guy that is a whiz at the noble art of scrounging
could probably do even better.
The Mark 4 will be stall and spin proof and this is an
important factor to the man wanting a safe cross-country
family airplane. In the event marginal weather is en-
countered the slow-flying capabilities of this type air-
plane come shining forth. It can be slowed down to a mere
walk without falling from the sky and make a 180 degree
turn at the same speed.
Since yours truly will be doing the construction plans
and manual on the Mark 4, many after-supper trips are
made out to Cookie's "skunk works" to gather data for
the prints. The progress of the airplane is amazing when
you realize the design effort that is going on simultane-
66 MARCH 1975
ously with construction. In less than 110 hours of con-
struction time the following was accomplished: the sim-
ple construction jig was built, all formers and ribs laid out
full size and cut out, built-up longerons cut and built,
bulkheads and formers erected, stringers attached, spars
fabricated and installed and construction started on the
main gear. With this kind of progress, it looks like the
target date for test flight in the summer of '75 may not be
too far off, and all this has been accomplished with vir-
tually no help.
If enough interest is shown, construction plans will
be made available. Anyone who has been waiting for a
four place airplane with a good cruise speed, yet simple
and safe that you won't have to mortgage the house to
build should drop a line to Koch Aircraft, 3443 Frontier
Drive, St. Charles, Mo. 63301.
Rear % view. The wing center section is integral with
the fuselage.
 21.2'
20-0'
6.8'
175 mph
165 mph
LANDING SPEED____50 mph
GROSS WEIGHT 2500 lbs
EMPTY WEIGHT_____1100 Ibs.
BAGGAGE CAPACITY__160 Ibs.

Koch MARK 4
SPORT AVIATION 67
 HOMEBUILDER'S CORNER . . .
(Continued from Page 2)
It is time we recognize that it is no crime to own an
airplane for pleasure whether it was constructed in a
factory or in one's garage. The airplane has opened many
doors for many people, but the ultimate door it has opened
is to allow one access to the fun and love of flying. As I
have stated on so many occasions in so many parts of the
nation, there are approximately 135,000 active aircraft
in the U. S. This includes some 2,300 airline aircraft,
approximately 32,000 aircraft that are used for business
transportation, cargo and special purposes, such as agri-
cultural work .. . leaving about 100,000 personally owned
sport/general aviation aircraft. This latter group includes
the 5,000 homebuilt aircraft that are active. GAMA says
most of these 100,000 aircraft are used by their owners for
"personal transportation". "Personal transportation" to
where? For what purpose? For the past 18 years I have
made it a. practice to observe aircraft owners and ask them
questions about their flying. Typical questions and an-
swers are: "Why did you purchase your airplane?" "I love
to fly." Is it an economical investment?" "No." "Do you
use it as a transportation tool?" "Once in a while." "What
is the purpose of most of your flights?" "Fun." It may be
"personal transportation" when a pilot flies his family to
Florida for their vacation he could have driven his car
instead but I say the main purpose of that trip was fun
. . . and I say this is the principal use of the 100,000 per-
sonally owned U. S. aircraft.
I would like to invite representatives of industry to
Oshkosh '75. Send qualified people prepared to seek out
the real reason most of us purchase your products. Ask
the owner how you might improve your product to better
suit his needs, likes and dislikes. A lot can be learned.
There will be some 5,000 factory-built aircraft in and out
of Wittman Field July 29 through August 4. We all need
each other.
Quite frequently these days we read FAA and National
Transportation Safety Board (NTSB) reports in our local
newspapers that would lead the average citizen to believe
that sport/general aviation is really dangerous, that many
pilots fly under the influence of dangerous amounts of
alcohol, etc. Many pilots feel this is a great injustice to
aviation.
tw m
68 MARCH 1975
Where does such information originate? Do statistics
really show sport/general aviation is dangerous? I asked
these questions recently while attending an Aviation
Safety Review Conference at FAA's fine Aeronautical
Center in Oklahoma City.
I was pretty sure we have been guessing, statistical-
ly, regarding accidents all these years, since the Wright
Brothers didn't leave us with a bench mark from which
we can judge what is an acceptable level of accidents. True,
we always have had last year's rate or raw total for com-
parison with this year's accidents, but what are we really
dealing with? One attending FAA gentleman stated FAA
and NTSB figures are based on the accident rate per
hundred thousand flying hours. Alright... but who knows
how many hours were flown in any given year by sport/
general aviation who REALLY knows?? FAA admits
they don't have any way of knowing every time some
rancher in West Texas takes his Super Cub out to check
his herd their figures are, at best, educated guesses.
So, how can we really say what is an improved, accepta-
ble or bad accident RATE?
Some say a check of pilot's log books could provide a
better estimate of the total hours flown each year, and,
thus, a more accurate basis for computing accident rates
per hours flown . . . but this is a hopeless case, also. I am
sure most of you have long heard the statement, "I've
been flying for X number of years and I don't keep a log
book any more." It seems this has been a prestige thing
in some circles, but it doesn't necessarily reflect a pilot's
true ability or currency. (One might say here, we could
all review our bookkeeping methods relating to aircraft
and engine logs as well as our personal logs.)
Here at EAA Headquarters we have monitored ama-
teur built accidents since 1953. For a number of years we
have been subscribing to a weekly accident reporting
service that covers all civil aviation accidents. Soon I will
report some of our observations which look a little dif-
ferent from what we have been led to believe.
I was at the Oshkosh Convention site yesterday (Feb-
ruary 20). The place is buried under snow. We will have a
lot of work facing us as fly-in time is just around the cor-
ner. The building of a complete new campground is near
the top of our job list. Come early, camp out and help out.
(Photo by Lee Fray)
For all you Bourke engine enthusi-
asts, here is a peek at the innards of
a 30 cubic inch Bourke. This is one
of several Bourkes in the posses-
sion of the EAA Museum some
of which are on display. We have one
EAA member who wants to build a
Bourke 30 for installation in his
BD-5.
 CALENDAR OF EVENTS
Items to appear in Calendar of Events in SPORT AVIA-
TION must be in EAA Headquarters office by the 5th of
the month preceding publication date.
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.
APRIL 10-13 APPLE VALLEY, CALIFORNIA 1st Annual 49er Gold
Cup Aerobatic Contest sponsored by IAC Chapter 49. Four category
contest. Apple Valley Resort Airport (80 miles NE of Los Angeles).
Contact Jim Rossi. 18558 Mayall St.. North ridge. California 91324,
(213)886-7297
MAY 3-4 CORONA, CALIFORNIA Southern California Regional EAA
Fly-In sponsored by EAA Chapters 7. 11. 92 and 494. For informa-
tion contact Joel Confair, 9661 Rocky Mountain Dr., Huntington
Beach, California 92646.
MAY 17-18 HARVARD. ILLINOIS Dacy Chapter Antique Airplane
Association Annual Fly-In. Dacy Airport. Contact Loel H. Crawford.
608 Old Orchard Road. Harvard, III 60033.
MAY 17-18 ENID. OKLAHOMA 3rd Annual EAA Chapter 455 Fly-In
and Air Show. Dinner and Awards, Saturday; breakfast and air show,
Sunday. Contact: Ray Cunningham, 2225 E. Ash, Enid, Okla. 73701.
Telephone 405/234-3014 or Chuck Dulaney, 1735 Pawhuska, Enid,
Okla. 73701. Telephone 405/234-1401
MAY 18 QUINCY. FLORIDA 3rd Annual EAA Fun Fly-In. Spon-
sored by EAA Chapter 445. Contact: Charles G. Smith, 2065 Eden-
field Rd.. Tallahassee. Fla. 32303.
MAY 18 LOCKPORT, ILLINOIS 4th Annual EAA Chapter 15 Fly-In
Breakfast. Lewis-Lockport Airport. 8 'til noon. Rain date May 25.
See first complete "V" Star of 12 under construction. Contact:
Richard Fry, 8610 W. 92nd St., Hickory Hills, III. 60457.
MAY 23-26 WATSONVILLE. CALIFORNIA 11th Annual West Coast
Antique Aircraft Fly-In. Antique, Vintage, Classic and Amateur-
Built aircraft Static displays, flying events, air show, trophies, Fri-
day and Saturday night get-acquainted parties. Sunday Awards
Banquet. Contact: W. B. Richards, 2490 Greer Rd.. Palo Alto. Calif.
94303.
MAY 29-31 ORMOND BEACH. FLORIDA 1st Annual Coquina Auto
and Air Show. Static displays, aerobatics, air oriented celebrities.
Plaques for all entries, awards luncheon. Contact William A. John-
son, Air Show Coordinator, Box 2153, Ormond Beach, Fla. 32074.
MAY 31 - JUNE 1 CAMBRIDGE. MARYLAND Potomac Antique
Aero Squadron Annual Fly-In. Horn Point Airport located on the
Frank DuPont estate, WSW of Cambridge. Beautiful grass runways,
no registration fees, free camping just a super fun fly-in. Con-
tact Sam Huntington, Fly-In Coordinator. Avery Road, Shady Side.
Maryland 20867. Telephone 301/261-5190.
JUNE 1 BEND, OREGON 2nd Annual Fly-In. Sponsored by Ore-
gon Pilots Association. Contact Sonny Kline. Rt. 3. Box 883. Bend.
Oregon 97701.
JUNE 1 EARLVILLE, ILLINOIS 1st Annual Fly-In Lunch. Spon-
sored by EAA Chapter 263. Contact Randy Novak. R & R Airport.
Earlville, III. 60518 - 815/246-9870.
WE SHALL REMEMBER THEM
C. B. AYCOCK (EAA 11934), Orangeburg, South
Carolina. October 1974. Life Member of EAA
Chapter 242.
LEROY PENHALL (EAA 61358), Balboa, California.
Warbird Member 258. January 2, 1975.
JUNE 6-8 ORANGEBURG. SOUTH CAROLINA 6th Annual Old
South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.
JUNE 8 CANTON. OHIO Fly-In and Air Show sponsored by EAA
Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave.,
S f... Canton, Ohio 44711.
JUNE 14-15 FREDERICKSBURG, VIRGINIA 8th Annual Antique
Aircraft Fly-In. Shannon Airport. Awards Banquet. Contact John
B. Maas. Jr., Shannon Airport, Box 509, Fredericksburg, Va. 22401.
JUNE 14-15 PORTERVILLE, CALIFORNIA 26th Annual Moonlight
Fly-In and Air Show. Static displays, aerobatics, sky diving and
flying antiques. Contact PAPA. 1893 S. Newcomb, Porterville Air-
port. Porterville. Calif. 93257.
JUNE 15 WEEDSPORT. NEW YORK 2nd Antique-Classic and Home-
built Fly-In/Pancake Breakfast. Trophies. Sponsored by EAA Chap-
ter 486. Whitfords Airport. Contact Dick Forger, 204 Woodspath Rd..
Liverpool, N. Y. 13088.
JUNE 20-22 PAULS VALLEY, OKLAHOMA Greater Oklahoma City
Antique Airplane Association Fly-In. Contact Jerry Horn, 2008
Nail Parkway, Moore. Okla. 73160.
JUNE 21 MIDDLETON. WISCONSIN Wisconsin 99 Proficiency
Air Derby. Morey Airport. P.I.C. must be female. Co-pilot required
- male or female (need not be a pilot). Send $2.00 for race kit. Pat
Weir. R. 5. Box 162, Marshfield, Wise. 54449.
JUNE 21-22 SALEM. ILLINOIS Fly-In. Salem-Leckrone Airport.
Sponsored by EAA Chapter 16. Contact Robert E. Tarrant, Box 474,
Effingham. 111.62401.
JUNE 22 ELKHART. INDIANA Fly-In and Air Show. Sponsored
by EAA Chapter 132 and Mishawaka Pilot Club. Breakfast at 6:00
A.M.
JULY 23-27 MINNEAPOLIS, MINNESOTA Annual American Bonan-
za Society Convention. Headquarters: Radisson South Hotel. Con-
tact Ralph G. Haesloop, Chemung County Airport, Horseheads,
N. Y. 14845. Telephone 607/739-5515.
JULY 26-31 FOND DU LAC. WISCONSIN 10th Annual EAA/IAC
International Aerobatic Championships Sponsored by Interna-
tional Aerobatic Club. Practice Days July 26. 27. Contest Days
July 28, 29. 30. Rain Date July 31. Contact Sam Huntington,
Contest Chairman, Avery Road. Shady Side. MD 20867.
JULY 29 - AUGUST 4 OSHKOSH, WISCONSIN 23rd Annual EAA
EAA International Ry-ln Convention.
AUGUST 24 WEEDSPORT, NEW YORK Air Show and Fly-In Break-
fast sponsored by EAA Chapter 486. Whitfords Airport. Contact
Dick Forger, 204 Woodspath Rd.. Liverpool, N. Y. 13088.
SEPTEMBER 5-7 GALESBURG, ILLINOIS 4th National Stearman
Fly-In Galesburg Municipal Airport. Contact Jim Leahy, 445 N.
Whitesboro. Galesburg. III. 61401 or Tom Lowe, 823 Kingston Lane,
Crystal Lake. III. 60014.
SEPTEMBER 19-21 KERRVILLE, TEXAS Southwest Regional
Fly-In. Contact Bill Haskell. Box 1235. Kerrville. Texas 78028. (512)
995-2791
PERCY COSMAN (EAA 50874), Brantford, On-
tario, Canada. December 1974. Past Secretary/
Treasurer of EAA Chapter 115.
JOHN W. GANZ, Severna Park, Maryland. Janu-
ary 19, 1975.
SPORT AVIATION 69
 SPECIAL EAA OFFER!
(EWELRY
Brooch - yellow gold sunburst with EAA emblem . $ 6.80
Charm - on white gold plate or yellow gold plate $ 4.8

Earrings - regular . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 9.80

L THE WAY!
Earrings - pierced, post-type .................... $11.25
Wire type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.25
Lapel Pin/Tie Tac (blue and gold)................ $ 3.00
Lapel Pin/Tie Tac (white and gold)............... $ 3.25
Tie Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.55

JACKETS & BLAZERS

New EAA Jackets in our traditional blue with double white stripes. EAA Patch
over stripes. The new Antique Airplane Jacket is the same style as the EAA Jacket but
made of same material as 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
^^^^^Bfc
^Qp
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, N) 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
These jumpsuits are tailored and fit beautifully no __ Custom Aircraft Building Tips, Vol. 1
__ 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
EAA Embroidered SPECIAL EAA OFFER! __ Tips on Aircraft Fatigue
Cloth Patches __ Welding
EAA JACKET REDUCED __ Wood, Volume 1
EAA - Small (cap size)......... $ .75
The EAA Jacket (not shown) with __ Wood, Volume 2
EAA - Medium O'/z" x 4'/i".. $1.95
the triangular white panel is being __ Wood Aircraft Building Techniques
EAA - Large (5" x 6") .......... $2.25
closed out. Save on the unlined
EAA Wings........................ $1.50
version.
Aircraft Builder.................. $1.75
Antique/Classic Division ..... $1.75 Unlined medium and large 75
I.A.C. Division................... $1.95 only . . . . . . . . . . . . . . . . . . . $12.95
Lined x-small, small, medium,
EAA Vinyl Decals
large .................. $19.95
EAA Standard (round)......... $ .50 Each special offer item, enclose Add 30c postage first publication, 10c each
EAA Winged...................... $. 50 additional manual.
$1.50 additional for postage and
Antique/Classic Division ..... $ .50 handling.
I.A.C. Division................... $ .50
Other How to Build the Acro Sport ... $4.50
Metal Aircraft Placards........ $2.50 Plans CAM-18....................... $4.30
Flight Bags (14" x 5" x IW) $7.50 EAA Acro Sport................ $60.00 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
Garment Bags (1 suiter) ...... $2.25 Super Acro Sport Wing EAA Air Show and Fly-In Manual $2.80
EAA CAPS Drawings...................... $15.00 Golden Age of Air Racing ...... $2.80
Aerosport Info Kit........... $ 4.00 Wings of Memory . . . . . . . . . . . . . $2.80
EAA (white mesh,
EAA BiPlane P-2................ $27.00 Air Pictorial ................... $2.30
blue visor) . . . . . . . . . . . . . $3.50
Men's sizes . . . small, medium, large Pober Pixie . . . . . . . . . . . . . . $40.00 Flying Manual, 1929............ $2.30
x-large Farm Type Hangar............ $ 5.00 Flying & Glider Manual, 1932 ... $2.30
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
Skool . . . . . . . . . . . . . . . . . . . . $3.95 Knit pull over types with zipper at Theory of Wing Sections ....... $5.50
(knit cap, navy and gold) neck. EAA emblem. Sharp in red Hang Gliding (by Dan Poynter) . $5.25
Miscellaneous or blue! Specify color. Small,
EAA Lucite Key Chain .........$ 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 71
 W. Martin Jones (EAA 84604), Box 773, South Boston,
Va. 24592 and his A-65 Continental powered Bowers
Fly Baby.

PAINTING EXHAUST PIPES

You want to know the best way to do it? Joe Locasto

(EAA 14,778) used to have a Header Shop in Anaheim,
California and he explains it this way.
Use the VHT (very high temperature) paint. It comes
in the regular spray cans and can be obtained from most
any auto supply house.
First, paint the header (that's the exhaust pipe, son).
Then while the paint is still wet, run the flame of a torch
FINISH through the pipe as the exhaust would do when the engine
is running . .. not too much and not too close, or the paint
YOUR will burn.
The heating action really sets the paint which then
seems to become part of the metal. Of course, it is a devil
ANTIQUE or of a job to weld later, if a crack should develop.
This method is much more effective than painting a
HOME-BUILT pre-heated pipe as in doing so, the paint tends to dry on
contact. That, in effect, would cause the paint to be ap-
AIHPLANE with plied dried and therefore, it couldn't possibly last very
long in use. So: Spray it first and then heat the pipe for a
long lasting paint job.
Tony Bingelis
, Flight Proven
AIRCRAFT FINISRES PL-2
THE ONLY AIRPLANE
DESIGNED FOR AMATEURS
ALSO USED AS A TRAINER
More than 90 standard colors BY THE AIR FORCES OF
available for fabric or metal aircraft, plus custom TAIHAN, SOUTH VIETNAM,
SO. KOREA AND NO* BY
colors matched to your choice. INDONESIA AND CEYLON

POLYURETHANE BUTYRATE NITRATE
ACRYLIC EPOXY ENAMELS PRIMERS
Contact Randolph Products Company,
for name of nearest distributor.
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 TQ NASAO'S STANDARDS OF QUALITY
INTRODUCTORY PACKAGE RATED FOR CONSTRUCTION BY AVERAGE AMATEURS

21 PAGF. BHOCHURE WITH PHOTOS DRAINGS S1SO.OO

3 VIEWS - AIRPLANE DESCRIPTION
. FFtOD_ICTS GO. PERFORMANCE AND PHYSICAL DATA
BUILDERS ARTICLES - LIST OF DRAWINGS
DEPT. S.A., CARLSTADT, N. J. 07072 AND ONE FULL SIZE SAMPLE DRAW NG
53.00
Specialist in Aircraft Finishes.
CONST. MANUAL 'Light Auplane Constinction) 59.00
SOME PRE-FAB PARTS AVAILABLE
PAZMANY AIRCRAFT CORPORATION
BOX 80051S -SAN DIEGO-CALIF. 92138

HAWKER HURRICANE
5/8 SCALE
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
All wood designed for the amateur build-
in both Stainless and Cadmium Plated Carbon Steel. Fork ends available e r . . . . Easy to fly-Full stress analysis--
for all three thread types. We stock wires for: Pitts, Starduster Too, Meets F. A. R. Part 23 - 438 sq. ft. of
DH82A Tiger Moth, Great Lakes, Jungmann, etc. Write for quotation professional drawings-Excellent reference
material for your own project.
and price list. Retractable Landing Gear Plans - $15.00
CADMIUM PLATED CARBON STEEL WIRES 15% LESS 40 page Brochure $5.00 Plans $115.00

AVITARA CORPORATION SINDLINGER AIRCRAFT

5923 9th St. N. W.
P. O. BOX 624 TULLAHOMA, TENN. 37388 PUYALLUP, WASH. 98371

72 MARCH 1975
 to
^BIRCH & MAHOGANY PLYWOOD *"
-f-Certified spar quality Spruce +
AN & NAS HARDWARE
Wing Kits, Fuselage Kits, Fuel T a n k s , C o v e r i n g Materials
ACROSPORT SKYBOIT P I T T S SPL
ACRODUSTER KR1-KR2 VARIVIGGEN MOONEY MITE PLANS
COOT VPI-VPJ STOIP"V-STAR" luild your own M 18 X now?

Kit and component prices on request. CATAIOG S 2.00 Might timt It ,1 a rira<toW o*or, lo* wing, iing't itat aircraft that hoi or-
n*d voriturttom* pilot) from th ioutSt'nmott tip of South Amtrie To North of
AEROBOND 2 1 7 8 (The best adhesive we know of) S 9.50 qt . lb* Arttx f irci*

it it e iup*rb oirplon* that t iptd and dittont* rtcordt ctrtifita' by fht F.A I.

Art Air Aviation Iti obielutt <iling ii oimott $000 f**t highr Ition the htghnt movnlOHi On tht
North American Cortmtot (75.100 fl (tiling)
East San Carlos Avenue San Carlos, California 94070 A CUSTOWfR (OMMINrS

( 415) 591 - 2 2 2 9 days, or 355-8076 evenings MM Th*rv, Bu'benk Cot if or mo tort "I fl* MitM wh*i th*y vr n#w and
hovf alMayi nod 0 high ngord for th*m I coniidt' tht Mil* to b o tlan< dtitgri
and 01 IS* pr. I paid for tht plant. I <0u<d not p}| up tht OPP^rKmty of own

f S Whm tilt (en you gt' Ml ntKh ^ntp^rtd dti.gn for to Mtlt moooyT1'

OROIIt NOW
SfND IS fO' your .riormot.on POtktt or Order tht plor>i lor 0 nik frtt intp(
'.on with our 3C DAY UNCONDIUCNAl MOM" BACK CUAIANtff (INCIUOINC
POSIACf! You can chorg* ,t to MASHRCHARGE or BANK AMI RlCARD Includ* card
typ*. nurnbt'. and ipirotion dt*.

IASIC Ploni for M 18K (J7! dran>ng) o

ASSCMBIY MANUAL M 18 X J'8 95
HATZ CB-1 F.rnh end P'o:*u $9<ificatiant JJ.OO

A new, light, straight wing,

two-place, biplane. LJ
Good performance on 85 H.P. 150 H.P. Add 13 p
max. Landing at 45 M.P.H. 90 M.P.H.
cruise (with 100 H.P.). MOONEY MITE AIRCRAFT CORPORATIOM
Over 450 hours of flight testing. BOX 3999, DEPT XI 375, CHARLOTTESVILLE, VA. 22903
Conventional tube, wood and fabric.
Complete plans, 24 sheets, $125.00.
Three-view and color photo $1.00.
Material kits available.
AOOWIS ....
Write: DUDLEY KELLY FROM PLEASURE TO PLANS
Rt. 4, Versailles, Ky. 40383 Now you can build a Hatz CB-1. C'TY... ......

LOWEST COST-MOST FUN

AND NOW NMP TO MAKE IT
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Enjoy the purest torm of flying

Bensen's NEW MATERIAL PACKAGES let
you build your own sporty one-man Gyro
with a small set of hand tools. Time-
proven parts available. NASAD approved
building Plans $35. ...
VW POWERE SED FLT. TESTED Colorful Info Packet
just $5 (Copter) or $3
(Glider). Send now.
BENSEN AIRCRAR CORP., Dept. SA 35
RDU Airport, P.O. Box 2746. Raleigh. N.C. 27602

SPORT AVIATION 73
 SWAGE-IT
YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated: "SWAGE-IT"* TOOLS
fi KS". 12 for $1; %,', 10 for $1
!/.". 2 0 c e a . ; V- 25c ea. #2 for K.", %" & V."
Ki", 50c ea.; %", 75c ea.
Nicopress Oval Sleeves $12.50
Slainless Steel Thimbles:
) AN 100 C3 (V & Hj"> 8 f o r $1; #3 for Vi", %", ^6" and 1A"
f AN 100-C4 (!/,") 6 for $1; Nicopress Oval Sleeves $27.50
AN 100-C5 %") 20c ea.
AN 100-C6 (V) 30cea.______ Tightening bolts applies swaging pres-
sure. Will hold full rated strength of
Galvanized Cable MIL-W-1511A: cable. 'trademark
77, ytt". lie ft.; Hi". 14cft.;
7x19, '/8". 19cft.; H2". 2 1 c f t . ; 13th Year Nationally Advertised
K,". 25c ft.
S & F TOOL CO.
Send check or M.O. with order. -E-Box 1546 Costa Mesa, Calif. 92626
Calif, residents add 6% Sales Tax.
Orders postpaid in U.S.A.- Foreign Orders Add 10%.

SPAN . . . . . .20'2" TOP SPEED . .

. . . . 1 2 U.S. GAL
. . . . 150 M P.M.
BARKER
EMPTY WEIGHT
GROSS WEIGHT
420 LBS
800 LBS
CRUISE SPEED
STALL SPEED
. . . . . . 140M.P.H
. . . . . . . 4 2 M.P.H
VW Engines - Ports - Fitf ings
ENGINE . . . . . . VW 1600 SEATS . . . . . . . . .2. SIDE BY SIDE

Ted Barker
Experimental Engines
Palomar Airport - Bldg. SE
FREE INFORMATION Carlsbad, California 92008
(Send stamped, self addressed envelope! Telephone (714) 729-9468 ot 729-9033
RAND/ROBINSON ENG., INC
6171 CORNELL DRIVE ALL NEW (including case)
HUNT1NGTON BEACH. CA 92647
HAND BUILT ENGINES VW
5 5 - 1 0 3 H. P. Ready to install.
DETAILED PLANS & INSTRUCTIONS '45.00
Construction Km 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 MARCH 1975
 YOU ASKED FOR IT!
Dorothy Aiksnoras of our EAA Aviation Museum staff tank. The conversion of the regulator involves
more widely known to Oshkosh Convention goers as changing the inlet and outlet fittings to left hand
"Carrot Top" conducted one of the welding workshops fuel fittings.
during last summer's Convention. As always she was Q. What size welding tip should be used for welding
asked a zillion questions and patiently attempted to aluminum?
answer all of them. Below in a question and answer form A. Use a tip that is three times larger than that you'd
are the most frequent quiries: use for 4130. Example: A No. 1 tip for 4130, .050
thick, alum, of .050 use No. 4 tip.
ALUMINUM WELDING
(Questions and Answers) 4130 WELDING
Q. What alloys are weldable? (Questions and Answers)
A. 1100, 3003, 3004, 5052, 6061 and 6063 are weldable Q. Material being used.
aluminum alloys. A. 4130 Chromoly steel.
Q. What kind of rod should you use? Q. What type and size welding rod?
A. 1100 rod for 1100 material and 4043 rod for all other A. Mild steel, mostly 1/16 diameter, such as airco or ox-
alloys. weld.
Q What flux should you use? Q. Should any completed welds be made before fuselage
A. Antiborax Co. No. 5 is for cast and sheet aluminum, frame is all completely assembled?
but No. 8 is best for sheet aluminum. A. NO!!!
Q. At what temperature does aluminum melt? Q. What is the best procedure for finish welding?
A. Pure aluminum melts at 1220.4 F., but alloys melt A. You should completely weld one cluster at a time;
at a lower temperature. Aluminum oxide melts at weld in a circular direction towards the tail and
a considerably higher heat than aluminum and stress relieve all the clusters.
must be removed before welding. It must also be
inhibited during welding. Of interest to "Carrot Top's" many welding students
Q. What equipment is needed to weld aluminum? at Oshkosh is the fact that she recently received FAA's
A. You need one oxygen regulator and tank and one oxy- approval for cover on her Continental 0-200 powered Acro
gen regulator converted for use on the hydrogen Sport.

KIT AVIONICS
Build your own Audio Panel,
Marker Rcvr, Test Equip. & more.
FREE CATALOG

RST POB23233B San Diego, CA 92123

(714) 277-1917

1975 WARBIRD CALENDAR

(Photo by Paul S. Trask)
The latest addition to the antique
airplane collection owned by Richard
"Dick" Jackson (EAA 794 - Lifetime)
is this side-by-side Waco UBA,
N-13041, Ser. No. 3595. Dick's air-
craft are housed at his museum/
airport at Rochester, New Hampshire.
CUSTOM GRAFTED WOOD KITS
A C SPRUCE, PLYWOOD & SUPPLIES
Wood kits for most homebuilts with parts
cut. sanded, ready to assemble. Spar kits
with spars beveled and tapered. Acro
Sport milled wing kit $398.39.
TRIMCRAFT AERO
4839 Janet Rd. Sylvania, OH 43560
419-882-6943______Catalog 25c
6 beautiful 11 x 14 color in-
flight photos taken at Oshkosh.
Included are F6F, P-51, FM2,
P-38, P-40 and AT-6.
Order From
WARBIRDS OF AMERICA
P. 0. Box 229
Hales Corners, Wls. 53130
Only $2.50 including postage

DISCONTINUED
INVENTORY SALE
4130 Tubing, Hardware many
parts and accessories at 1973 Specialty Hardware
prices. Write or call for free available
Phonj ( 7 1 6 1 745 9b44 Engineered For Safety And
illustrated inventory listing. Simplicity VW Powered
STITS AIRCRAFT SUPPLIES Brochure . . . . . . . . . . . . . . . . . .$3.00
P. 0. Box 3084 Plans (168 sq. ft.) . . . . . . . . . .$75.00
Riverside, California 92509 MocDonald Aircraft Co.
(714) 684-4280 P. 0. Box 543-S Sonoma, CA 95476

SPORT AVIATION 75
 AIRCRAFT SPRUCE AND PLYWOOD
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
Round tubing - square tubing - stream- * Surfaced either two or four sides.
line tubing - bushing stocks - steel sheets * Plywood and spruce in stock for
aluminum sheets, immediate delivery.
* Dynel Fabric
.25c FOR PRICE SHEET Polyurethane Foam and
CLASSIC Al R Epoxy Resins for KR-1 Aircraft.
(813) 686-1285 WICKS ORGAN COMPANY
723-S Saratoga Ave. Lakeland, Fla. 33801 Madison County Highland, III. 62249
BUILD THE LITTLE D-8 SAILPLANE: 618/654-2191 No Collect Calls, Please
* All Metal
* Easy to build for beginner and NEED A & P RATING BUILD 18 IN. BAND SAW FROM KIT
veterans alike Guaranteed to pass written, oral, Practi- Precision crowned aluminum wheels,
* Plans only $39.00 cal. All Three Exams in 5 to 14 days. ball bearing drive and blade guides.
* Brochure $1.00 Very Moderate Tuition. Examiner on Staff ALSO KITS for 12 in. Band Saw, 10

r
PACIFIC AIRCRAFT For Full Information Call or Write: in. Tilt Arbor Saw. 6x48 Belt Sander,
FEDERAL EXAMS '" Wood Shaper, Comb. Drill Press Lathe
P. 0. Box 2191 5602 N. Rockwell, Okla. City, OK 73008 Kits from $23.99 to $69.99.
La Jolla, California 92037 405/787-6183 Send $2.00 each for Plans or 25c for
Western Division catalog.
4137 Donald Douglas Dr., Long Beach Apt. GILLIOM MFG. CO. Dept. SA 1,
______St Charles. MO 63301
Long Beach, Calif. 90808 213/429-3315

Sport Aviation Suppy Ltd.

1104 Cambie Rd., Richmond Vancouver,
B. C., Canada V6X 1L2 604/273-8501

1st Finished. ART CHARD, Bronson, Mich.

CERTIFIED AIRCRAFT BIRCH PLYWOOD

VAN'S RV-3 In stock in thicknesses from ,6mm 3-ply

thru 6.0 mm 5 ply. Various size sheets.
1973 8. 1974 EAA Flight Efficiency Winner NOW IN STOCK
The total perfomance homebuilt, Tops BABY "LAKES- AIRCRAFT SITKA SPRUCE (MIL 6070S)
195 mph on 125 hp. Lands 48 mph. STOL.
PERFORMANCE-AEROBATICS-ECONOMY. W, 1" 2" x 6" dressed to 20' long.
Aerobatic. Aluminum structure. Easy to
Send S3 lor cutaway drawing and reports Plans $65
build and fly. 85 - 150 hp. Parts Avail- Complies with NASAD AA ' quality standards "New" HOMEBUILDERS SUPPLIES,
able. distributor tor Great Lakes sport trainers and certified AN, BALSA, AEROLITE GLUE
Brochure $2.00 Plans $75.00 parts Send for details. Write For Free Quarterly catalog
BARNEY OLDFIELD AIRCRAFT CO.
VAN'S AIRCRAFT BOX 5974, DEPT B. CLEVELAND OHIO 44101
22730 S. W. Francis, Beaverton, OR 97005
_
COMPLETE HARDWARE
SUPPLIES
Aqua Glider Kingfisher
Baby Ace Mustang
Baby Great Lakes Pazmany PL 1 & 2
ED-4 Sidewinder
Coot Starduster
Bakeng Duce Starlet
Dyke Delta T-18
Fly Baby Turner T-40
Heath Bantam
Others in Process
FIRST IN SPRUCE
Second to none in building supplies of all kinds including spruce kits, steel tubing EVERYTHING IN HARDWARE
kits, covering materials, instruments, accessories and hardware. SEND YOUR REQUIREMENTS
KILN DRIED SPRUCE TO SPEC. S-6073
Finished spars, stringers, capstrip All sizes available SPENCER AIRCRAFT
3,i" x 6" lengths 10-14' $1.65 lin. ft.____________ INDUSTRIES
AEROLITE* HUGHES FPL-16A 8410 DALLAS SEATTLE, WA. 98108
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.
MAKE BUILDING EASY
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'x8' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90 45 90* 45*
1/32" 3 ply 1.31 (poplar)
1/16" 3 ply 1.01 1.70 1.08 1.76
3/32" 3 ply 1.07 1.85 1.12
1/8" 3 ply 1.16 1.91 1.18 1.86
3/16" 3 ply 1.23 1.93 1.26 2.18
3/16" 5 ply 1.37 2.63 1.39 2.38
1/4" 5 ply 1,47 2.67 1.49 2.59
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available.
NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase) Plans & Brochures:
VOLMER A I R C R A F T
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 Bo* 5222. Dept. E
Glendale. CA 91201
1457 Armmta St , unit
Van Nuys. CA 91402

76 MARCH 1975
 TAYLOR MONOPLANE &
TAYLOR TITCH
Taylor Mono. The popular single-place
low wing, all wood, aerobatic model. 30
to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
$iu.OO. Taylor Inch. A super Single place
low wing aerobatic tourer/racer. Simple
to build wood construction for 40 to 95
H.P. engines Superb plans for this su-
perb airplane include full size rib sheets,
material list, and numerous advisory
notes. $40.00. Send $3.00 for details,
brochures and colored photo of both air-
planes. Construction pictures, per set
$2.50. These plans are obtainable only
from . . .

Mrs. John F. Taylor

25 Chesterfield Crescent
Leigh on-Sea, Essex, England

AT LAST! BE CONSPICUOUS
With combination tip lights and white anti-
collision lights

AT A PRICE ALL CAN AFFORD

$139.50 COMPLETE
Pre-production introductory offer ivan
A Picture
;
Made for us by an FAA Approved
Manufacturer
10 Times FAA Requirement
m worth A Thousand Dreams
STUDIOS
A unique new concept in sport aircraft construction drawings combining the precision
Flashes 52-62 Times per Minute
:
Excellent Haze Penetration detailing of a master perspective draftsman with the artistic presentation of a graphic illustrator
;
Hemispherical Coverage This full color illustration is incredibly detailed and drawn to perspective scale directly from
1
Weighs only 12 ounces the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify
:
Two year Guarantee construction details of your aircraft project. Available now with highest quality color
Specify output of generator or alterna- reproduction on heavy weight coated matt white stock 18"x24'l nSTARDUSTER TOO
tor
DPITTS SIS CSTEPHENS AKRO Price including postage and sturdy mailing tube
is S12 for one drawing, $22 for two and S30 for the set of three. (Calif, residents add 6% tax)
Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118

310HP Lye. TIO-540-A2B Complete with

all accessories, turbo & wastegate.
1340TT, 340 STOH with new pistons,
rings valves & guides. Excellent.....
..................First $3595. Crated
180HP Lye. IO-360-B1E Xlnt Compression.
Using No Oil when removed. Pickled.
...............................$2595.
Hartzell HC922K-8D Constant Speed
Prop from 180 Commanche, Recent
Overhaul ...................... 550.
160HP Lye. 0-320-A2D, Late Eng. Good
History ....................... 1695.
150HP Lye. 0-320-E2A 1/2" Valves, Wide
Deck - 1770TT on a 2500 hr. eng with
access Xlnt ................... 1595.
125HP Lye. 0-290-G w/Late Cyls... 395.
65HP Cont. ZERO SMOH w/Acess.. 1295.
Send large self addressed, stamped (20c)
envelope for FREE CATALOG of the follow,
ing: Engines. Carburetors, Fuel Pumps,
Air Boxes, Magnetos, Oil Coolers, Vacu-
um pumps & Drives, Propeller Gover-
nors & Drives, Alternators, Generators,
Starters, Wheels, Brakes, Tailwheels,
Tires, Seat Belts, Shoulder Harnesses &
Reels, Parachutes, Helmets, Fuel Valves,
Gascolators, Solenoids, Sparkplugs, Prim-
ers, Circuit Breakers, Flying Wires, In-
struments, Engine Gauges, Stick grips,
Throttle Quadrants, Strobes, etc., etc.
Most of the items needed to make your
airframe into an airplane.
WIL NEUBERT 'O'
2901 E. Spring St., Long Beach, CA 90606
213/427-4703
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 indefinitelyl Added to this SPECIAL are
SPORT AVIATION issues for 1972! Go through the following list, pick put any
12 issues and pay only $7.50 for them (instead of the usual $10.80). 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 90c each, as do all issues of 1973,
1974 and 1975. Back Issues Available are the following . . .
1960 July, September, October, November
1961 - July, August, October
1962 - May, June
1963 - September. October, November, December
1964 - 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, August, September, October, November, December
1973 - July, August, September, October, November
1974 - January, February. March, May, June, July, Aug., Sept., Oct., Nov. and Dec.
1975 - January, February
8 BACK ISSUES OF AMERICAN AIRMAN 1956 61 (Not All Available)
were .50 each NOW ONLY 25c ppd.
Make check or money orders payable to
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
P. O. BOX 229
HALES CORNERS, WISCONSIN 53130

SPORT AVIATION 77
 Limbach
MOTORENBAU
Distributed USA by WAG-AERO, Inc.

fc;.

THE MAGAZINE
Limbach TOOL COUPON
t FOR MECHANICS!'
AIRCRAFT ENGINES
Choice of three
horsepowers SUBSCRIBE o J!

AND SAVE
64 HP max rating. 58 HP continuous. 3200 rpm X U
Includes Slick magneto, high temperature har- o E f
ness, SAE-1 propeller hub. Bosch aircraft spark
plugs, Slromburg carburetor intake manifold
:8
with heat exchangers, air cooler, sending unit for
oil temperature, fuel pump drive
68 HP max 61 HP continuous. 3200 rpm Same
ONLY $5 00
accessories as above
75 HP max, 66 HP continuous. 3200 rpm Same per year
accessories as above Y e a r l y rates:
SPECIAL 5
5.00 one year
Available separately conversion parts starter, al-
ternator, voltage regulator ring gear kit. bosch *8.00 two years.
spark plugs, dual Cylinder head kit. oil cooter kit.
and tuei pump kit Become Q regular subscriber to the only trade magazine published
For more Information and FREE brochures
write . . .
exclusively (or aviation maintenance personnel - Receive a FREE GIFT.
loo! The A viation Mechanics Journal contains monthly maintenance tips, ill
WAG-AERO, INC.
Box 181, North Road
new product news, tool evaluations, parts information, job opportunities,
and much more! Don't miss an issue. Simply fill out the coupon Clip < Q =
z <u
and Mail. Subscribe today and so ve 50%!
LYONS, WISCONSIN 53148
"Otter limited to N EW subscnbers only

Read how Air Facts Evaluated

the Great Aircraft of 1939-47
When They Were New!
Pilots'reports of nearly 50 airplanes from 9 golden years of aircraft
design and production. Read about the WACO N, the Taylorcraft 65,
the Rearwin Ranger, the Funk, the Interstate Cadet, the Langley
Bi-Motor, the Culver V and other great birds. Get the feel of the times,
the dreams, the way the factory and pilots felt about the future of
these aircraft.
500 Air Facts size pages lifted from the files and assembled in a single
paperback. Written by men deeply concerned with aviation. Some, like
Leighton Collins, Robert Buck, and Wolfgang Langeweische are among
the most respected pilot opinion makers today.
See what they thought of your bird when it was new. Or, if you are
about to rebuild one, see what was said and thought about that
aircraft when it was new. Order from the coupon below.

tiKTHTH COMMUNICATING 110 East 42nd Street

jnwsMmw New York, New York 10017
Send me____copies of THE AIR FACTS READER at $7.95 each. New York
State residents please add 7% Sales Tax.
d Check Enclosed.
Q Bill me ($1 service charge added)
Name_____________________________________________
Address______________________________________________
City/State/Zip.
78 MARCH 1975
 U.S N. PATROL RAF. BARNSTORMERS A.A.H.S MUSEUMS OX5 COLLECTORS L.TA BUFFS HISTORIANS 99'ers STUDENIS A.T.C. EARLY BIRDS AIRLINE EX.

EAA MEMBERS AVAIL YOURSELVES |

OF I
THE LAST OF CHARLES H. HUBBELL'S ART MEMORABILIA |
"HISTORY IN ART FOR THE AERO ENTHUSIAST" i
LITHOGRAPHED PRINTS LITHOGRAPHED C A L E N D A R S (new) PANORAMA OF FLIGHT BOOK o
o LITHOGRAPHED CALENDARS (used) PAINTINGS S
< GOLDEN BOOK

Please send me complete information

u.

I NAME _____________
ADDRESS
24312 Ross Ave. Dearborn. Mich. 48124
CITY __ STATE ZIP.
'KOREAN WAR ARTISTS U.S. MARINE CORP OS's M.A.T.S. EARLY BIRDS U.S. NAVY (CARRIER) A.R.S. WW-2 WOMEN PILOTS WW-1 SILVER WINGS

A comprehensive works particularly (or the serious minded individual SPORT AVIATION SUPPLY
interested in designing and building light float sport aircraft 7 drawings
24 x 36 PROFUSELY I L L U S T R A T E D An exclusive f i r s t in the modern We Carry A Complete Line Of
method o1 technical presentationwhich could not be accomplished otherwise HOMEBUILT MATERIALS
m lesser torm A straight-forward approach to proper float aircraft design
practice (Finger tip float design engineer'ng data for light float aircraft from 4130 Tubing Sheet Steel Rods Aluminum
1 000 and less and up to and including gross weight of 2425 Ibs ) Highly Sheets Angles Flats Tubing Aircraft and
detailed, showing details, sub-assemniies and mam assemblies generously
detailed "Float Alrcrift Design Guide." S'9 SO postpaid m U S A and its Marine Plywoods Hardware Dopes Fabrics
possessions For airmail service add $2 00 Props Gerdes Wheels & Brakes Tires & Tubes
Outside of North America kindly use international money order payable We Specialize In The Smyth
m u S equivalent currency Add Ji 00 additional for postage or $300
tor airmail service Or send self-addressed stamped envelope for detailed
"SIDEWINDER"
float aircraft design guide information (Nine Different Kits)
MRS. STANLEY J. DZIK SEND FOR COMPLETE CATALOG $1.00
4079 NORTH 62nd STREET
MILWAUKEE. WISCONSIN 53216, U.S.A. FLIGHT LINE AIRCRAFT SUPPLY
1201 West 37th Ave., U. S. 6
HOBART, INDIANA 46342

BUILD YOUR OWN AMPHIBIAN INVERTED OIL SYSTEMS ............... .$107.50

Includes *0il changeover valve *0il Separator tank
"COOT"_t
Two-Place
PITTS
*Sump fittings
SKYBOLT ACRO SPORT
Folding Wings *Fuel Tanks Smoke Tanks *Dyna Focal Ring Kits
Towable *Flop Tubes - Win? Fittings *Dyna Focal Rings
Easy Construction "COOT-A with 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 *Pilcl Tubes
For Complete Listings and Prices
Construction Photot $25JQ^ r Specifications
Photo, 3-Views, Write Tc:
COMPLETE PLANS AVAILABV
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. (986:2) 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 i
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

SPORT AVIATION 79 i
 PLANS FOR ALL-WOOD FLY BABY

FOLDING-WING
SINGLE-SEATER

WINNER OF 1962
EAA DESIGN
CONTEST.

$25.00

Simplified step-by-step assembly drawings SEND $1.00

for literature,
and detailed printed instructions. 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, Stardustei, Sky-
plane for weekend and sparetime flying. bolt and others.
Marcel Jurea MJ-77
Plans are only $40.00. Mail your check to: (P-51 y4 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 CATALOG

Certified aircraft quality material LISTING
cut to blueprint sizes full
COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce, Pine, Douglas Fir, All Plywoods - Nails HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wing ribs fabricated | AN hardware packages are complete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to conform to plan dowp ,Q co,ter p|ns and a)| detgi|s
INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
AEROLITE 306* CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
ONE SHOP ONE STOP
4130 TUBING STRIPPER, REPAINTING & RECOVERING SUPPLIES.
PACKAGE
KITS MADE UP TO THE SPECS OF
AIRCRAFT YOU ARE BUILDING
Drag and Anti-drag wires with
fittings to your specs. POLY-FIBER AIRCRAFT COVERING PROCESS
V.W. Prop Flanges - Built by Butler SERVICE PROVEN, NON-BURNING
Full Machine Shop Facilities COMPLETE FABRIC COVERING SYSTEM USING
Modern facilities used for welded NEW MODERN MATERIALS
^components, fuselages, gears, etc.
Complete follow through
on your project. We are WRITE OR PHONE FOR CURRENT CATALOG AND STITS
a shop, not just a store! DISTRIBUTOR LIST
FAA Facility 1103-13

Quality materials and Craftsman-

Patronized by Particulsr Suiters ship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
STITS AIRCRAFT COATINGS
POST OFFICE BOX 3084S ^
RIVERSIDE, CALIFORNIA 92509 '
A.H. BUTLER, EAA 57353
R.D.2 Box 174 BLAIRSTOWN, NJ. 07825 PHONE 714-684-4280
AC/201-362-6333
80 MARCH 1975
WASHINGTON REPORT. . .
(Continued from Pag* 91)
fully extended can cause problems. Then there is the ques-
tion of fees at airports where air shows are being held.
If the $5.00 or $10.00 fee is charged there just won't be
any attendees. Will the $5.00 departure fee be charged at
airports where a temporary tower is being operated to take
care of a special event? And finally how are the depar-
ture fees to be collected? The FAA says this task will be
the responsibility of the airport operator. Who will stand
the cost of collecting and accounting for these fees?
8. The trust fund can be used to pay for maintenance
costs of facilities and equipment used for air traffic con-
trol. Formerly such costs came out of the regular FAA bud-
get.
9. The FAA proposes legislation that will permit them
to charge fees for licensing of aircraft and airmen. Up to
now the FAA has been reluctant to reveal specific data on
what these fees will be stating that once Congress has
authorized such fees then the public will be informed and
will have the opportunity to comment through the normal
process of rule making. But the time to oppose such fees
is when they are being considered by Congress and it
would be well to request the FAA to be more specific
now so that the aviation public can make their views
known to their elected representatives.
FUEL AVAILABILITY AND PRICES
On February 1, 1975 the President placed a fee of
$1.00 a barrel on all imported petroleum. This will be in-
creased to $2.00 a barrel on March 1, 1975 and to $3.00
Acrobatics
INTERNATIONAL
A E R O B A T I C CLUB
I. 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
a barrel on April 1, 1975 unless Congress prohibits the
President from levying such fees. The purpose of these
fees is to raise the price of petroleum products in order
to discourage their consumption. It is hoped that the im-
portation of petroleum products can be reduced from 7
million to 6 million barrels a day.
The additional cost of imported petroleum along with
a proposed lifting of the ceiling price on domestic crude
petroleum could mean an increase in gasoline prices of as
much as 19 cents a gallon. It may be thought that through
"cross loading" some petroleum products will be increased
in price more than others. For instance motor gasoline
may bear the brunt of price increases because this is where
the bulk of the savings can be made. Motor gasoline com-
prises about 50% of each barrel of crude with heating oils
and diesel fuel another 25% and all other petroleum pro-
ducts including jet fuel and aviation gasoline a final 25%.
In view of the price squeeze on the airlines and other
modes of public transportation jet fuel and aviation gaso-
line may experience smaller price rises than motor gaso-
line for the general public.
To sum up it appears that the proposed departure fees
are the biggest threat to general and sport aviation in
1975. By March we should know the specific Senate and
House bills that will be submitted to the appropriate com-
mittees for recommendations or denials. At that time
Sport Aviation's Hot Line or the Chapter President's letter
from Headquarters can identify these bills so EAA mem-
bers will be able to write their Congressmen on specific
legislation. This is the best way to influence legislation
that would have such a profound effect on sport aviation.
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!
m
W
SPORT AVIATION 81
 USATCOV'HIR WORLD"
Tool 4 Supply Catalog
Tools & Supplies for AIRCRAFT !
1974 Metol Work & Riveting
Fot your FRU cotolo9 wtite to- "AIR WORLD"
P.O. BOX 160 (Dept.R), NEW HYDE PARK, L.I.,
NEW YORK 11040 Phone: (516) 328-0660

AIR SKIMMER
Performance so intriguing the U. S. Navy
purchased these plans and the proto-
type! Folding wings-Cont. or VW, 60-90HP
The orginal plans by the design engineer.
Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear.
180
Iff ni xkJC Carmelo Drive (E)
Jfcl rLANi CARMICHAEU CA 95608

Solve Your Metal Cutting

Problems
Homebuilt 80-Inch Bandsaw
Build it in a few evenings (Photo by Richard Cooper Kelsey)
for about $100 using mater- Members of Chapter 498 of Cape
ials you can buy at the
lumberyard and hardware
Cod, Massachusetts take part in a
AIRCRAFT welding class held as a portion of
store. It also has a high
speed that zips through INTERCOM their chapter meeting not many
wood. members missed this one.
Plans and step-by-step in- Use with standard aircraft mikes and 600
structions $6,00 - check or ohm headphones. 12 V. Four new models
to choose from: Model 301-use w/o radio
money order. and hand mike, $39.95; Model 302-use w/o
HOMEBILT TOOL COMPANY radio & boom mike, $44.95; Model 303-use
Box 2136, West Lafayette, IN 47906 with radio & hand mike, $49.95; Model
304-use with radio & boom mike, $54.95. FLYING BOAT
Post paid. Satisfaction guaranteed. Mass,
res. add 3% tax A Challenge 1o The Home Builder/
MX CORPORATION
Box 47, N. Chelmsford, Ma. 01863
(formerly Max Meredith Assoc.)

FAN-TASTIC
Hovercraft skims over ice and snow, up
rapid rivers, along sandy beaches, planes Build and fly the boat that does
out a 250 pound payload on only 6 HP. not use or need ailerons, eleva-
Read about it in the September 1974 is-
sue of SPORT AVIATION. tor or rudder. Information free.
Complete Plans, Instructions $9.00
Free Information SPRATT CO., Inc.
PALMER AEROSYSTEMS BOX 351 MEDIA, PA. T9O63
"OSPREY 1" FLYING BOAT
P. O. Box 691 Wood Construction Folding Wings
Renton, WA 98055 60 to 100 H.P. Stores in Garage
250 ft. Takeoff
Easy to Fly Photo Brochure $3
Complete Plans $65
GEORGE PEREIRA, DESIGNER/BUILDER
STEEN SKYBOLT
NEW BIPLANE FROM WICHITA OSPREY AIRCRAFT The Ultimate Biplane!
3741 El Ricon, Dept. SA49
Sacramento, Calif. 95825

SMYTH SIDEWINDER
1969 EAA "OUTSTANDING DESIGN"

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 Javalln Aircraft Co. Inc.,
9175 Et Dougtat. Wichita, Kn* 67207
NA/AD
Wichawk has now b*n granted Claw
AA approval by the National Association
of Sport Aircraft Designers.
High performance, all metal, two-place
sportplane. Designed with the amateur
builder in mind. Three-view, specs, sam-
ple drawing, 15 page illustrated brochure
$2.00. 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 46750
Plans now available for the 4 aileron
symetrical 2 place aerobatic trainer and
competition bipe. 24' span suitable for 125
hp to 260 hp engine. Extreme ease of con-
struction with excellent drawings. Flight
tested and stressed for unlimited aero-
batic competition. Fuselage and wing kits
available. Color photo and info, pack,
$2.00. Drawings, $50.00.
STEEN AERO LAB
15623 DeGaulle Cir. - Brighton, Colo. 80601
303/659-7182

82 MARCH 1975
CORVAIR HI PERFORMANCE EQUIPMENT FIBERGLASS WHEEL FAIRINGS
OLTU-CKLH Ml Ml t HOCIM COVEIB MCKCR
COVE* MUTNIM UM. IKOIZE VALVE OWIEI 600x6 36x9x12
JUMI-FLOI 1 MO-FLOI Ml MWP MTI NMT
mmo. FUME HUD MT* OUICI MIFT (IT IIQ 1 Primed $50.00/pair
Mm HUD DtMETS CtT/tLOC FREE I ORDER FOR postpaid
H.P. lOOKHo* lo Hotrod COVIII EKGIIES M.H P. PO.
FOR REVISED '74 CATALOG
JOHN LINGWALL
741 Date AKron, Colorado 80720

Aerobatic
SE*I tl.M
BOX 3!I2 H SO EL KONTE. CA 91733

CERTIFIED
P
1/32"
1/16"
L Y
AIRCRAFT
W O
$8.40 3/32" $1360 3/16" $19.80
9.20 1/8" 15.00 1/4" 25.20
BIRCH
O D Adventure
with proven products from
FOB per 4x4' sheet. 20 or more 10%.
Cut in half, or smaller for prepaid parcel Christen Industries
post and faster service.
VIOLETTE PLYWOOD CORP.
CORONA MUNICIPAL AIRPORT P. 0. Box 141X LUNENBURG, MASS.
CORONA. CALIFORNIA 91720
(714) 7374860 SOUTH FLORIDA
FAA WELDING REPAIR Homebuilders Supplies, 4130 Sheet and
Tubing. All sizes, any length.
STATION #408-39
No minimum charge
SPECIALIZING IN Distributor for all STITS Products.
WELDED COMPONENTS AN Hardware, Etc.
KNAPP AVIATION
J-3 Alum. Tanks . . . . . . . . . $ 95.00 P. 0. Box 764, Miami, Fla. 33148
Lye. Cross Over Exhaust . . 150.00 305/688-6322___________305/887-9186
Molded Bucket Seats . . . . . 25.00 Christen 801 Series
Smoke Systems . . . . . . . . . . 150.00 Inverted Oil Systems for all direct-
FLY BABY SPECIALS READ THE CLASSIFIED ADS drive Lycoming aircraft engines
Fuel Tanks . . . . . . . . . . . . . . 72.00
Engine Mounts . . . . . . . . . . . 69.50
Landing Gear Axle Kits .. . 85.00 WHEELS AND BRAKES Christen Blue Max
2 Leaf Tail Wheel Springs 12.50 New, manufoctured to F.A.A. aircraft engine
Exhaust w/Heat Muff. . . . 59.95 Standards. Will fit sld. axles oil for engine
includes sealed bearing. protection
Add 5% Shipping (USA) 2.80/2.504 ....... 69.50
Calif. Residents Add 6% Tax 5.005 ...........................109.50 under conditions
6.00*4 ............................ 119.50 of high stress
MASTER BRAKE CYLINDERS and zero oil
Reservoir style with pork pressure
ing brake and sealed acrobatic type.
New. Mfg. for Cessna, Beech, Piper
A A.C. S ECT. .

THROTTLE QUADRANTS Christen 820 Seat

Push-pull controls, ignition switches, volvei, Belt/Harness System
primen, rudder pedals, control wheels, etc.
for
SIC YOU* DfSMIBuTO* fO positive
rnese PRODUCTS support
PRODUCTS CO., INC.
r. o. BOX 175
VANDAUA, OHIO 45377

ALCLAD 2024
ROLLED AIRCRAFT ALUMINUM
during unlimited-class
T3 .016 by 36' wide $1 60 per running foot
T3 .016 by 48' wide $2.15 per running foot competition aerobatic flight
T3 .020 by 48' wide $2.55 per running foot
T3 025 by 48' wide $2.75 per running foot
T3 .032 by 48' wide $3.50 per running foot
0 .020 by 36' wide $1.55 per running foot Christen 814
FORD V-8
0 .040 by 48' wide $2.95 per running foot flight goggles
0 .040 - 5052 34'/2" wide $1.95 per run- CONVERSION KITS
COMPLETE READY FOR INSTALLATION for wide angle
Add $3 cutting charge for less than 5 ft.
Add $2 cutting charge for less than 10 ft.
On 289-302-351-400 CID. Ford V-8. Now vision and
available for Chevy V-8's. Permits SCALE
BRAND NEW SHEET FASTENERS ! ! Fighter Replicas. Designed for installa- comfort during
tion of constant speed propeller. Custom open cockpit
3/32" or 1/8" 37c each - 36c each in engine building available. For illustrated
lots of 50 - 35c each in lots of 100. brochure, specs, price list, send $5.00. aerobatic flying
Sheet Holder Pliers used $2.75 pair.
RIVETS (GOOD AIRCRAFT) NOTICE
Lot #1 Mostly 3/32 mixed 95c per pound DEVELOPING TWO NEW ENGINES Write for free technical brochures
Lot Jr2 Mostly 1/8 mixed 75c per pound 2-1 Reduction
Lot it3 Mostly 5/32 mixed 50c per pound Pinto and Capri 4 cyl. (2000 cc and
and mail order information on
Be sure to include ample postage, ex- 2300 cc) these and other new products for
cess will be returned. 100% money back Capri and Mustang II V-6 aerobatic and sport flying.
customer satisfaction guaranteed, if re- (2600 cc and 2800 cc)
turned within 30 days. These engines could be installed in
Send 25c for brochure many popular homebuilts with improve-
Christen Industries, Inc.
AIRPARTS, INC. ment in performance and appearance. 1048 Santa Ana Valley Road
1430 South 33rd Street For further information contact us. Hollister, California 95023
KANSAS CITY, KANSAS 66106 GESCHWENDER AEROMOTIVE, INC. Telephone: (408) 637-7405
913/831-3903 Box 6043 Lincoln, Nebr. 68506
Quality products for sport aviation

JET ENGINE
REVOLUTIONARY! All who see it
marvel at its POWER, SIMPLICITY,
PUSH-BUTTON STARTING!
100%Throttleable CONTROL!
SAFE! RELIABLE! Clean Exhaust!
LIGHTWEIGHT. Never wears out!
POWER your Glider. Small Plane,
Ice-Sled, Boat. Go-Kart Test Stand. Etc.
EASY-TO-BUILO" CONSTRUCTION PLANS:
15-LB. THRUST JET-WT: 5-Lbs PLANS...S12.00
40-LB.THRUST.S16 00 * BO-LB....$19.95
For Complete INFORMATION Package:
including G8-2 Technical Handbook illlusuateot Graphs.
Curves Comparisons with other Jets and a Book on Uses
Inlormition Brochure! & dialogs: Plus Four 8x10'* Pholos
ElVKG ENGINEERING CO.
18518- ft SO. BROADWAY, GARDENA, CAL. 90248
Spottaize
BUILD THIS 2 - P L A C E SPORTPLANE
MATERIAL KITS A V A I L A B L E
I N F O $4.UU P L A N S $75.00
Construction Manual $5.00.
ROGERS A I R C R A F T CO. , 758 LIBBY DR.
RIVERSIDE, CALIF. 92507 (Tl| 682-6766
<Write its. 'Wfe'W Send details
84 MARCH 1975
Protective Coatings For
ASK THE PILOT
Sheet Metal
WHO OWNS ONE
When you communicate you'll Wings can be protected from work
be thankful for the depend- scratches, etc., with a sprayed on
ability of your MENTOR, prov- plastic film made by 3M and called
en in hundreds of sailplanes
"Scotehclad Strip Coating." When the
and crew cars around the part is complete the film is peeled
world and backed by a reputa- off easily. It can be pitched into the
tion for excellence - big in solvent and used again. The Turco
value and performance - small Company also markets such a pro-
in size and current drain. duct. These protective films are al-
most a "must" for metal aircraft
builders, as they protect against cor-
rosion, as well as scratches.
Alumigrip Paint
Optional
TR-12 1 to 10 A new applications guide and in-
from $368 Channels formation booklet on Alumigrip air-
craft coating system is available from
See your dealer or contact: U.S. Paint, Cacquer and Chemical
Company, 2101 Singleton Street, St.
Louis, Mo. 63103. Published primar-
MENTOR ily for private and commercial appli-
iii1_ cators of aircraft finishes, the book-
RADIO COMPANY let contains technical data and factory
1561 LOST NATION ROAD approved procedures for applying the
WILLQUGHBY.OHIO44O94 Alumigrip-Urethane system. It in-
PhoneC216) - 9 4 2 - 2Q25
cludes techniques for aircraft surface
preparation, as well as instructions
for mixing, priming, and storing
Alumigrip components. The booklet
is free.
AIRCRAFT QUALITY THE AMERICA COMPANY
HANG-GLIDERS FIBERGLAS SHEETS
Free Brochure Use like wood, approximately 50% stron-
ger than aircraft plywood. Send $1.00 for
CLOUDMEN GLIDERCRAFT COMPANY
specs and sample.
905 Church Street, Nashville, TN 37203
1521 Breezeland
Oconomowoc, Wl 53066
TERRA beats all radio manufacturers
three ways and one of them is why Art
Scholl choses to fly TERRA radios.
Art is the 1974 National Acrobatics
Champion, and the most important thing to
him is Reliability that is why he has
chosen to fly TERRA in all his aircraft
because TERRA is the most reliable radio
flying.
What other two ways are important to
you? Price and Extended Warranty. TERRA
sells direct passing the middleman's profit
back to you and is so sure of the
workmanship and quality that we offer a
two year extended warranty the first in
the industry check TERRA PRICES,
WARRANTY, AND RELIABILITY when
you want to fly the best, fly TERRA.
CORPORATION
3520 PAN AMERICAN FREEWAY
ALBUQUERQUE, NEW MEXICO
87107 (505)345-5621
 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 $5 001 (Rate covers one insertion one
issue) CLASSIFIED DISPLAY: S22 00 per inch |2V width column)
CASH WITH ORDER
Address advertising correspondence to
Box 229. Hales Corners Wisconsin 53130
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.
TAYLOR MONOPLANE 65 HP Lycoming,
custom interior, sliding bubble canopy, fold-
ing wings, hi-way towable, wheel fairings,
VHT-3, skis, extra engine. $2800.00 - or offer.
Ty Reed, 144 W. Klubertanz. Sun Prairie.
Wisconsin 53590.
SCORPION TOO "Wake Island Scorpion'
See January 1975 issue of Sport Aviation
Magazine. Has Airworthiness Certificate
and 15 hours flight time. $16,500. W. Klein-
bauer, 5539 West 142 Place, Hawthorne,
California 90250. 213/772-0643.
BO-SB 70 hp, kit <t>3705, long wings, tools.
$2300 plus opt. engine. Robert Thompson,
15431 Deering. Livonia. Michigan 48154.
313/427-5031.
EAA BIPLANE 150 TT. 125 hp Lycoming
GPU. PS5C Carb. Inverted oil and fuel, full
electric system and starter. $5000. Darrell
Box 2112, Paso Robles. California 93446
805/238-3908 or 238-2509.
PIPER L4J: C-65, 65 - SMOH ARMY obser-
vation aircraft, rebuilt from ground up August
1974. Irish linen cover, metal prop, glass
roof, stoddard 12 gallon wing tanks wired
for full electric. Very few L4J restored to
originality. $4250.00. 605/599-2305 - Cavour.
S.D.
Pltt Standard Wings bottom wings/ailer-
ons complete, top spar spliced/ribs fin-
ished, fittings included, outstanding work-
manship $400, Don Fowler, 703/978-5552.
FLY BABY, N3392. trophy winner, excellent
condition, always hangared. 68 hrs TT air-
frame; 73 hrs SMOH. A-65 Continental, $2200
A. DiStasi. R.D. 2 Merion Drive. Glen Mills,
Pennsylvania 19342.
BD5J OPTION WAIVER: $5000 or best offer
by March 1. Box 61, RD 2, Stroudsburg,
Pennsylvania 18360.
PIETENPOL PROJECT all wood and most
metal working complete - no engine or tanks
- quality workmanship. Dick Jablonski,
Robin Road. Burlington. Ct. 06085. 203/
673-5400 between 5 and 8 P.M.
GYROPLANE PROJECT approx. 60% com-
pleted - new Franklin 2A-120 engine, Mc-
Cauley prop, new Helicom rotor blades,
4130 fuselage, tricycle gear with 500x4
wheels. Ercoupe rudders. Vickers pump and
motor, plus many other items. Parts value
over $2600. Being transferred. D. Voland,
4704 W. Bonniwell Road, 136 N., Mequon,
Wl 53092.
THORP T-18 All airframe materials and ma-
chine parts. Ribs, bulkheads, formed Flaps,
ailerons and vertical stabilizer finished. 12
foot work table and miscellaneous tools.
$1500. Jim Hall. Dalhart, Texas 79022. 806/
249-4938.
ADVERTISING MANAGER SPORT AVIATION
VP-II PACKAGE 20% complete, everything
to finish, minus wheels, covering, engine,
prop. Jig table, drill press included. $1200.
Dave Toysa, 6522 Piedmont, Detroit, Ml
48228. 313/271-1720.
COUGAR 80% complete, tailwind gear,
metal wings, two cowls, no engine, excel-
lent workmanship. 2711 Felton St.. San
Diego, CA 714/280-7794.
PT-28 Exceptional high gloss finish, tint-
ed glass, good wood and engine. Dale
Young, 618/775-8861. before 8 A.M.
BABY ACE 0 PROJECT All ribs and ailerons
completed, also have most J-3 parts Ernest
McCormick. Beaver Brook 15G, New Castle.
Delaware 19720.
SMITH MINIPLANE Lye 125 TT 202 hrs.
Best workmanship. Black and white sun-
burst. $4250. G. Roe, 1629 N.E. Taylor, Rose-
burg, Oregon 97470. Evenings 503/672-8850.
1948 Cessna ragwing 170. 2525 TT 66 SMOH.
Shaft and jugs are standard size. Fully re-
built inside and out. Stits fabric, Imron paint.
All new Naugahyde interior. VHT-3, Mark 5
and ELT. Full panel. July annual. Cruise 120-
130. One of the best! $6500.00 firm. Ed Fow-
ler. 218 Meroyn Drive. Sandston. VA 23150.
804/737-1598.
PITTS PROJECT wings finished; fuselage,
tail gear, all welded. Wheels, brakes, fuel
tank, fittings, wheel pants, etc.. etc. Also
have 200 HP Lycoming 10-360. 117 TT, heavy
crank, etc. Evenings - 312/272-2762. Days -
312/398-1020.
Engines
PROFESSIONALLY ENGINEERED CONVER-
SION INSTRUCTIONS for VW engines to
use with incredible Vplksplane 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, La Jolla. California 92037.
CORVAIR propeller reduction box plans and
kits information $1.00 COUGAR tri-gear
plans $10.00. Bud Rinker, 169 El Sueno
Road. Santa Barbara, CA 93110.
ENGINES WANTED: 0-540 Lycoming engines,
all models, any condition, instant cash.
Write Panther Air Boats, 300 Wilson Avenue.
Cocoa, Florida 32922 or call 305/632-1722.
LYCOMING ENGINES Homebuilders see
or call us first. We build the best from 0-320
to 0-540. Call Dick or Gene 1-305/422-6595,
1325 W. Washington Bldg. A-6, Orlando.
Florida 32805. __________
Now Available! Brand new Continental R-
670, 240 HP, 7 cylinder radial* for home-
builder*. Weigh only 485 Ibs. Prop hub and
new design wood prop available. Contact
Chris Stoltzfus, Box 470, Coatesville. Penn-
sylvania 19320. 215/384-1145 - or - Ken
Stoltzfus. North Lawrence, Ohio 44666.
(216) 833-7265. No Sunday calls please.
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount, Slick magneto
for aircraft engine look and performance.
Fits type 3 VW blocks. No modification to
existing VW parts necessary! Available
completely machined or "do it yourself"
castings. Also new cast manifold system
for "dual port" heads and Posa Injector
carbs. Flight proven designs on the Son-
era i I & II. Introducing - ready to run con-
verted VW's 100% new parts. Monnett Con-
version, Posa Carbs, you add exhaust and
gasoline! 1600CC $1350. F.O.B. 1700cc
$1395. F.O.B. Send $1.00 for Sonerai infor-
mation. Monnett Experimental Aircraft, Inc.,
410 Adams, Elgin, Illinois 60120.
HELP, needed immediately: 4 cylinders for a
Lycoming 0-235-C engine. State condition.
Write S. C. Myers. 18 Mechanic St.. Pratts-
burg. NY 14873.
LYCOMING -125 GPU Zero time SMOH and
Conv. with all accessories. MA-3SPA Car-
buretor, $850.00. Bob Swetland, Box 293,
Fredonia, New York 14063. 716/366-6662.
115 LYCOMING 0-235. Starter, generator,
ring gear, carburetor, exhaust. No logs.
$400. Box 168, Addison. Texas 75001.
Small turbines, cost Navy $100,000, 100 HP,
190 lbs., 14 GPH, $675.00. Specs. $1.00. R.
V. Finch. 20 Rainbow Road, San Rafael,
Calif. 94903.
LYCOMING (K MOD) 0-540 will build up for
Steen Skybolt complete and ready to go,
$3500.00. Air Engines, Ltd., 1325 W. Wash-
ington, Orlando, Florida 32805. Bldg. A-6
or call Dick or Gene, 305/422-6595.
LYCOMING ENGINES Homebuilders see
or call us first for your next engine We build
the best from 0-320 to 0-540. Air Engines,
Ltd., 1325 W. Washington Bldg. A-6. Or-
lando. Florida 32805, or call Dick or Gene.
305/422-6595.
60 HP TWO CYLINDER FRANKLIN removed
from airworthy, licensed, and flying 1971
Bellanca Champ, for more H.P. - 106 hrs.
total time, since factory new. Model 2A-
120B. serial 10003-1, dry weight, 126 Ibs.
Complete, firewall forward, except cowl-
ing. Includes log book, engine mount, baf-
fles and propeller. All like new. $1200. 1405
Tampa Avenue. Cleveland. Ohio 44109. 2167
351-9407.
LYCOMING - 180 0-360/aV.a, "0" SCMOH.
all accessories, $2450 exchange. $3650 out-
right, matching governor and Hartzell prop
"0" SOH. $950.00. Call 813/849-1332.
CARR TWIN Ultra light opposed twin-cyl-
linder four stroke, built mostly from exist-
ing VW engine parts. See S.A. Jan. 1975. Pro-
fessionally drawn plans, $25.00. Info, $2.00.
Carr Conversions. P. 0. Box 671, Beaverton,
OR 97005.
VW CONVERSION booklet includes plans,
instrument markings, serial numbers VS
HP. ignition wiring diagram, step by step
instructions. $7.00 PP. VERTEX MAGNETO
List 206, EAA $174 PP inserts into dis-
tributor hole. TACHOMETER Electric
3" 5000 RPM, magneto actuated. INSTRU-
MENTS Engine and fuel. Catalog availa-
ble. BAC, 78 E. Stewart Avenue, Lansdowne,
PA 19050.
RUNOUTS LYCOMING ENGINES We carry
over 35 engines at all times. 0-320 to -540.
Air Engines. Ltd., 1325 W. Washington. Bldg.
A-6, Orlando, Florida 32805 or call Dick or
Gene. 305/422-6595.
NEW ENGINE IN FACTORY BOX Lycoming
0-360-A4A, 180 HP starter cost over $4.500,
lost my Pitts, will sacrifice, $3,800. Phone
day 414/673-3075. evening 414/644-5425.
Richard Lee. Rt. #2, Hartford. Wl 53027.
138SCC, 64mm x 83mm, 40 smoh, installed
on VP-1, $300 less prop and mags, K. C.
Alexander. 316/838-4042.
SPORT AVIATION 85

Propellers
PROPELLERS, Custom wood, epoxy dynel,
finish. R. Mende, Rt. 2, Quitman, Ark. 72131.
501/589-2672.
PROPELLERS Custom manufacture, plas-
tic leading edge, 2, 3, or 4 Blade Tractor
or pusher. Ted's Custom Props., Rt. 3,
9917 Airport Way, Snohomish, Wash. 98200.
206/568-6792.
GROUND ADJUSTABLE PROP for VW, Cont,
Lye., up to 125 HP. AM wood, lightweight,
VW prop - 8 lbs., mirror finish, 2, 3 and 4
blades. Bernard Warnke, Box 50762, Tuc-
son, Arizona 85705.
PROPELLERS 23 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P. O. 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., Corvair, Continental,
etc. H. A. Rehm, Dousman, Wisconsin 53118.
PROPELLER Sensenich M76EMMS - 6-68,
overhauled, $125.00. N. Hesterberg, P. O.
Box 242, Magnolia, DE 19962. 302/335-3528.
Antique propeller for Eaglet with steel taper
hub, $90.00. D. Corning, 597 Marshall Ave-
nue, Fond du Lac, Wisconsin 54935.
Hang Gliding
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. 0.
Box 246-E, Lomita, California 90717.
UNIVERSAL HANGLIDER CATALOG $1.00,
Box 1860-SA, Santa Monica, California
90406.
HANG GLIDING Designing/Building/Flying
handbook. 200 pages. New edition. $5.95
postpaid. Dan Poynter, Box 4232-A, Santa
Barbara, Calif. 93103.
KITTY HAWK HANG GLIDERS AND SKI
KITES Proven Rogallo design. Aircraft
materials. Heavy duty stabilized dacron
sail. Send .25c for catalogue or $5.00 for
plans and catalogue. KITTY HAWK, 230
W. McDaniel, Springfield, Missouri 65806
or KITTY HAWK, 3202 San Mateo, Albu-
querque, New Mexico 87110.
HANG GLIDING Designing/Building/Flying
handbook. 200 pages. New edition. $5.95
postpaid. Dan Poynter, 2431-304 Calle Al-
monte, Santa Barbara, Calif. 93109.
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.
Books for Aircraft Designers, Builders. Out-
of-print and current. List 25c John Roby,
3703T Nassau, San Diego, California 92115.
86 MARCH 1975
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.
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 60 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 All aircraft types. NACA Pub-
lications 1915-1958. Reports, Technical
Notes and Memorandums. Catalog, $2.50.
AER SOC PUBLICATIONS, 1823 N. Sierra
Bonita Avenue, Pasadena, Calif. 91104.
TECHNICAL REPORTS - NACA, NASA and
other. SASE to Glenn Morris, 10607 Lake
Haven Drive, Dallas, Texas 75238.
CORVAIR EXPERIMENTAL AIRCRAFT EN-
GINE TECHNICAL MANUAL, $3.00, AIR-
CRAFT PROPELLER MAKER'S TECHNICAL
HANDBOOK, how to design your own, in-
cluding two full size drawings, $4.00. R. G.
Huggins, 4915 South Detroit, Tulsa, Okla.
74105.
AIR MOTORS, ELGIN, IOWA 52141. The most
comprehensive collection of VW engine in-
formation yet compiled. Conversion & serv-
ice manual plus additional VW engine and
prop carving information. 50 pages. $8.50
postpaid.
PART-6, NEWBERY US Patent 2,218,922,
TUCKER US Patent 3,653,543 and GUILES
(Interesting) US Patent 2,295,209. (50c
per patent) from COMMISSIONER OF PA-
TENTS, WASHINGTON, D.C. 20231.
STARDUSTER TOO BUILDER'S MANUAL
CG data all engines. Hints, modifications,
illustrations, photos. $8.00 pd. Fred Meyer,
New Hartford, Conn. 06057.
Ballons
HOT AIR BALLON Semco factory has a
used, 3 place wicker basket Challenger for
sale. Envelope is red, white, black and blue
with stars. $4,100.00. Semco Ballon, Rt. 3,
Box 514, Griffin, GA 30223. 404-228-4005.
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.
NEW WOBBLE PUMPS united aircraft pro-
duct, AN4009 type 0-2 with handle, $48
each while they last. Javelin Aircraft Com-
pany, Inc., 4175 East Douglas, Wichita,
Kansas 67207.
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.
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, K 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 1975 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. 1975 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.
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.
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.
COMPLETE LINE OF CLEVELAND WHEEL
CONVERSIONS for Cessna, Beech, Na-
vion, Swift and Stinson. Write for quote.
Homebuilders 5.00 and 6.00 new magnesium
wheels, brakes, covers and bearings
$132.50 and $6.50 freight (USA) Amphibious
6.00 x 6 wheels and brakes $223.50 and $6.50
freight. Technical information available.
Barney Oldfield Aircraft, Box 5974, Cleveland,
Ohio 44101.
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation. 16" - 18" rim size, IVt' 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.
PROPELLERS to TAILWHEELS Instruments.
Engines, Accessories, Parts, Sparkplugs,
Helmets, Manuals. Tires, wheels, brakes
etc. Bass, R. D. 1, Toms River, New Jersey,
Gerdes Products Dealers Wanted.
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.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling. $50.00 postpaid Dick Ertel. RR
#7, Quincy. Illinois 62301.__________
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.. P.O.
Box 1000, Malton, Ontario. Canada.
CANADIAN KR ENTHUSIASTS Why pay
more Eliminate importation problems.
Write, phone or visit your ONE STOP KR
CENTER, for all your KR-1 and KR-2 building
needs. Wood. foam, epoxy, dynel. engines,
props, professional partswe have them all.
Free price list. CANADIAN RAND AVIATION.
Hangar #2, Toronto Island Airport, Toronto
M5V 1A1. Ontario. Canada
FLYTE BOND EPOXY A new, low viscosity,
high strength, epoxy. Specially formulated
for use in wood/foam/dynel aircraft struc-
tures. Does not soften polystyrene foam, or
become brittle on polyurethane foam. Low
toxicity. Use this one material as glue, fiiier,
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 ft. 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.
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. $2.95 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, IVi"
or 1Vi" flat, or %" round spring mounting.
$27.95 postage paid Free brochure. AVIA-
TION PRODUCTS INC., 114 Bryant, Ojai.
California 93023.
STITS covering materials in stock: polyfiber
yardage, polybrush. polyspray, tapes, etc.
Write for information. Call orders collect
EAA discount. We will also recover your
plane for you. Sugarbush Stits. Box 389.
Waitsfield. Vermont 05673. 802/496-2290.
NEW GOODYEAR amphibious 6.00 x 6 wheels
and brakes, tires and tubes. $230.00 post-
paid.
T-18 CANOPY and windshield. GREEN $160.
Shipping crate included. Robert Barnard,
848 South Lindley. Cuyahoga Falls, Ohio
44223.
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. Vi" stainless steel. $25.30/1000; W"
aluminum. $11 55/1000 G28 Hand Rivet
Tool for above plus 120 dimple die $22.00.
Send $1.00 for Sonerai information. Monnett
Experimental Aircraft. Inc.. 410 Adams. El-
gin. Illinois 60120.
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.
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.
BD-S BUILDERS ft. BUYERS Free club in-
formation. James. Box 151, Pasadena, Cali-
fornia 91102.
BUBBLE CANOPIES 15x44x11, 20x33x13 -
$50. 18x46x12-$60.20x46x14-$70. 23x46x15
- $80. 20x60x14 - $90. 23x60x16 - $100. 2/3
P-51, tandem 23x70x16 - $150 34x70x21 -
$200. Tandem drape 23x55x17, open both
ends. $100. Emeraude windshield and side
panels - $140, Others not listed. Prices in-
clude crating. Excellent optics. Custom
work, partial canopies, windshields. Send
stamped self-addressed envelope for com-
plete info. BOUWENS AEROSPACE. Twing
Road. LeRoy, NY 14482. 716/967-8215.
FUEL GAUGES P-51, FOKKER replicas,
antiques, homebuilts. Send 50c piece for
information. Ron Sands. RD1-341, Mertz-
town, PA 19539.
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.
$400.00 or best offer. 904/781-7731. John-
ny W. Bruce. 937 Crest Drive E., Jackson-
ville, Florida 32205.
PERSONALIZED AIRCRAFT PAINTINGS
From your photo or slides. William M.
Hasse. 1755 East 236 Street. Euclid. Ohio
44117.
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.
EARLY AEROPLANE ART PRINTSI We've
got wonderful color portraits of great old-
timers: Spads. Bleriots. Fokkers, more.
For illustrated catalog send 25c to: Aero-
print. 405 Monroe. Boonton, NJ 07005.
TAPE RECORDINGS 150. 1972 thru 1974
Oshkosh forums. Special interest and chap-
ter programs. Also that FANTASTIC FRI-
DAY Oshkosh Tower. SASE or 10c for list.
David Yeoman. R. 1, Toddville. Iowa 52341.
AIRPLANE CHECKLIST Increase your flight
safety! Excellent for all light aircraft. Covers
all phases of operation, including emergen-
cies. Items on landing gear, variable pitch
prop, IFR, radio frequencies, fuel manage-
ment. Simple version also provided. Fits
shirt pocket Protected in clear vinyl hold-
er SATISFACTION GUARANTEED! Price:
$4.80 each Wholesale, $3 60 each for 10 or
more. AWK Aviation, Attn: W. Kleinbauer,
5539 W. 142 Place. Hawthorne. Calif. 90250.
213/772-0643.
Aircraft woodworking guaranteed. Wings,
stabilizers and control surfaces. Send for
free quote. All drawings promptly returned.
Eric Jahnke. 509 54 St.. West Palm Beach.
Florida 33407.
% SCALE P-51 aluminum cowlings, belly
scoops, spinners, wing tips. Specialists
on compound curves in 2024 T3 aluminum.
Let us know your needs. Unlimited Simu-
lations, 33805 Viceroy, Sterling Heights,
Michigan 48077. 313/268-4627.
AIRCRAFT STEEL send for free catalog. Ma-
terials available for the Dyke Delta. Skybolt,
Wichawk and others. AIRCRAFT STEEL,
936 So. Joliet, Aurora. Colo 80012.
INERTIAL LEAD VERTICAL SPEED INDICA-
TOR Teledyne Avionics Type D 3 W E
$445 or best offer. A. J. Espinosa, Flem-
ington. NJ 08822.
WINGS: Pair J-3 clip wings. $200.00. Pair Lus-
combe 8-A wings. $200.00. Left 8-A wing,
$100.00. Left P A-18-150 wing (fits all flap
models). Fresh Grade "A". $550.00. Ron
Otto's Aeroplane Store, Box 206 - R-2, Clin-
tonville. Wisconsin 54929. 715/823-2802.
VP-1 MATERIALS All wood, bolts required
- all mahogany ribs completed. Plans, bench,
tools, lots more. $300. Kitchener, Ontario
519/576-2435.
SEND for free homebuilders engine and parts
catalog, complete prices on all engines.
Air Engines. Ltd.. 1325 W. Washington,
Bldg. A-6. Orlando. Florida 32805.
Precision metal and wood components made
to order for your homebuilt. Please enclose
legible blueprints or drawings. Kipp Aero
Workshop, Route 1 Box 64, Swannanoa,
N. C. 28778.
#2 URETHANE FOAM KR-1 kits available.
Lowest prices. Send stamped, addressed
envelope. Free sample, price list. Jim Sny-
der, Hesston. KS 67062.
LIGHT WEIGHT, COMPACT, FULLSIZE, FOLD-
ING MOTORSCOOTER U S Pat 3,710,833
seeks corporation to manufacture and dis-
tribute. Principals only. Rizzo. 97-15 72
Drive, New York 11375.
ALUMINUM BAR 2024 T-4 round - %" - W.
Low prices Stits SA3A wings, struts. De-
tails - SASE - Genevro, Box 295, Garden
Grove, Calif. 92642.
FOKKER DR-1 Fiber-glass cowls, fuel
gauges, partial drawing sets. Information
$1.00. Ron Sands, RD 1 - 341 - Mertztown,
Penna. 19539.
Steel Tub* Fabrication wood work, dope
and fabric, engine mounts, fuselages, land-
ing gears, etc. Specializing in custom built
aircraft. All work guaranteed. 30 years ex-
perience. 10% discount to EAA member.
Eugene Livingston, 4928 Eleanor Drive,
Charlotte. N. C. 28208. 704/392-5981.
MAG TIMER ft. SYNCHRONIZER Builder
your own with all parts available at Radio
Shack. Plans $2.00 includes plans for con-
denser tester. Giber. 68-B Surf Drive. New
Port Richey. Florida 33552.
DANDY DIMPLE DIE., 172 Boniface. Kitchen-
er. Ontario. Canada; stocks aircraft "One-
Sided/Hand" rivet dimple dies. 3/32". 7/64",
1/8" (100. 120); "lightening-hole" flang-
ing dies, cutters; (12 - sizes including "Ze-
nith"); monel "Pop" rivets, guns. Free
brochure(s). Free with orders: 4 - 7 ft. steel
bending brake drawing.
SPORT AVIATION 87
Cessna 150-172 brake master cylinders, re-
conditioned new seal $17.95 each. Nagel
Aircraft Sales, Torrance Airport, Torrance,
California 90505. 213/326-9303.
NEW! METRIC AVIATION. Are you ready?
Newsletter keeps you on top! $6/yr. Sam-
ples $1. Box 51A-10, Rt. 1, Fort Jones, Cali-
fornia 96032.
ALUMINUM OUR SPECIALTY send stamp for
list. BJG Aircraft, 40 Countryside Drive,
St. Peters, Mo. 63376.
PARTS, beautiful GPU, $425, MASPA 10-2848
Carb, $75.00, wind generator, $35.00, Mus-
tang II plans, $75.00, 2 Goodyear 6.00 x 6,
$75.00, 1 - 500 x 4 - $30.00. Cont. oil cooler,
$40.00. Bonanza wing tips, $20.00, Piper
Clipper, Wing tanks, $60.00, hour meter,
$25.00 new, Metal spars, $50.00. Jim Han-
sen, 608 Alameda Avenue, Salinas, Calif.
93901. 408/424-6050 No collect calls.
LYCOMING EXHAUSTS Stainless, cross-
over, Cabin/Carb heat muffs, used, $110.00.
515/285-7100.
KR-1 BUILDERS Packet containing color
photo, modifications with drawings, en-
gine specifications, plus helpful building
information on Fred Keller's Oshkosh award
winning KR-1. See January 1974 issue of
SPORT AVIATION, $5.00, 1200 W. Dimond
#1013, Anchorage, Alaska 99502.
PITTS WINGS and hardware. Complete, make
offer, call 303/989-114 or 216/777-4047.
SKIN CLAMPS for half the price of Clecos.
Vi dia - kit to make 50 clamps, $11.30, 100/
$20.64. Postpaid. Data .25c. Swenson Tool,
4018 S. 272nd St., Kent, Wash. 98031.
Parachutes
SURPLUS Seats Backs for aerobatics
Gliders Aircraft Pioneer thin back
$465.00. 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.
SAVE MONEY USE QUALITY RUBBER
STAMPS 3 line address stamp only $3.00.
Satisfaction guaranteed. Order yours now.
Great Circle Manufacturing Company, Box
173, Coloma, Wisconsin 54930.
NASA - GA(W) - 1 AIRFOIL PLOT Full scale
outline drawing of revolutionary new high
lift, low drag airfoil. Send desired chord
length dimension and $2.00 to George Cop-
land, Route 1, Box 345, Duncan, OK 73533.
LET US HELP BUILD THAT AIRPLANE! We
have facilities for welding 4130, aluminum,
and stainless. Sheetmetal working, dope
and fabric, painting, engine work, etc. All
work by A & P Mechanic. We will build any-
thing from the smallest part to an entire air-
frame. Write, call or drop by, T. Melsheimer
Co., Inc., 2206 Gladwick, Compton, Cali-
fornia 90220. 213/637-6725.
YOUR AIRCRAFT DESIGN ANALYZED for
free information on how we perform per-
formance, stability, and stress analysis
using your sketches and notes, write to:
Malo, 5 Kim Court, St. Peters, Missouri
63376.
88 MARCH 1975
BD-5 BUILDERS Structure and control modi-
fications by accredited Builder/Engineer/
Pilots. Photos and instructions. Second
Edition.
KR-1, The missing "HOW TO" plus Design
Review Index. Photo and slide list.
KR-2 Same. Send SSAE for Index. Specify
airplane. Gillespie Aero Services, 404 So.
Reese Place, Burbank, Calif. 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 TRIPLANE DR-1 Full size info
kit, $3.00, Plans $50.00. Redfern Replica,
W. W. Redfern, Rt. #1, Athol, Idaho 83801.
LITTLE TOOT PLANS Reduced to book
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-
SUPPLIES, 623 Markerville Rd., N.E., Cal-
perimental Aircraft Association, P. O. Box
229, Hales Corners, Wis. 53130.
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Cont.) over 150 mph at 5,000 ft. at 7054
power. Construction plans and photos
$125.00. Brochure $1.00. S. J. Wittman,
Box 276, Oshkosh, Wis. 54901.
BANTAM plans. Over 200 sq. ft. detailed
drawings. All metal construction. Fun to
fly. $55.00 for blueprints or $2.00 for
specs, and photos. Bill Warwick, 5726
Clearsite, Torrance, Calif. 90505.
CA-65 Two place sport plane with 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 "Mlnlplane" 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. O. 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. _________________
JET ENGINE PLANS and newsletters, in-
fo, .25c. Doyle, Box 310, Montclair, New
Jersey 07042.
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 sealer, all-wood: $75.
BERYL - fully aerobatic, tandem sealer:
$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. 0. 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.
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.
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.
R. L. 3 MONSOON, low wing 2 seats all wood
construction. Brochure $3.00, plans $75.00.
Wood kits available. WESTERN AIRCRAFT
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.
SONERAI I & II PLACE PLANS VW pow-
ered, all metal, folding wing, self-trailering.
I - $50.00, II - $75.00. II includes builders
manual. Components and kits available.
Send $1.00 for information. Monnett Ex-
perimental Aircraft, Inc., 410 Adams, Elgin,
Illinois 60120.
TEENIE TWO CANOPY Simple, inexpen-
sive, built from readily available materials,
$3.50. M. T. Pery, 307 Forrest, Baytown,
Texas 77520.
JL-4 four passenger, wood and foam con-
struction, engines to 25 HP, retractable.
STOL. 200 T cruise, information kits $2.00.
Jim Londo, Rt. 3, Box 83, Arlington, Wash-
ington 98223.
TRADE PL-4 plans "new" would like to
trade for new DSK Hawk plans or will sell
for $50.00. Richard Balzer, Rt. 4, Box 27B,
Washington, NC 27889.
ROSE PARAKEET (Hannaford Bee), Make
offer, 716/693-5490 weekends only.
ANDERSON KINGFISHER SPORT AMPHIBI-
AN Flight proven, simple and economi-
cal. Wooden construction, Piper Cub wings.
PLANS $150, information brochure $3.00.
Present builders note new address. Earl
W. Anderson, P. O. Box 422, Raymond, Maine
04071.
PL-4 PLANS unused, incl. construction
manual, newsletters and other information
$60.00. Larry Jones, 10857 Melbourne Ave-
nue, Alien Park, Michigan 48101.
VP-II plans and supplement, $45.00. Pioneer
II $105, both unused. James List, Gran-
ville, Iowa 51022.
SMALL HANGAR PLANS (24' x 24') (lor up to
21' wing span. 7' height) Engineered semi-
prefab, bolted wood structure. Designed
for SOpsf snow. 100 mph wind, seismic
zone 3. Completely detailed drawings for
the do-it-yourself man. Send $27.50 to: H.
W. Kellermann, 8192 Evelyne, Muntington
THANK
Beach. Calif. 92646.
YOU
BAKENG OUCE Plans and wood kit for
wing and fuselage Cessna 140 gear legs,
completed ribs for Duce Evenings - 314/
962-7490. The Dixie Fliers thank all who
attended the 1st Annual Sun'n
Fun. If you enjoyed it half
as much as we enjoyed hav-
WANTED ing you here, the event was a
great success.
WANTED: LYCOMING 0-290 through 10-720 Hope to see all of you at Osh- Elwood V . .'Juvjor-^ (EAA 7318), 7760
runout engines, any condition. Bent flange,
kosh and hope y'all come West 130th St., Cleveland, Ohio
busted cranks and cylinders, no problem. 44130 is nearing completion of his
Instant cash. Exact condition and best back to Lakeland next year
price first letter. Panther Air Boats. 300 Wil-
and bring a friend. Helicom helicopter. The project was
son Avenue, Cocoa, Florida 32922. 30S/ started in 1961.
632-1722 days.
Will purchase P & W R1340 and R985 engines.
Also Ham Std 2D30 and 12D40 propellers. EXPLOSION PROOF
Mid-Continent, Drawer L. Hayti. Missouri
63851. 314/359-0500.

NEED for Lye. 0-290: Carb, starter, ring gear,

vac pump with adapter. Must be reasonable
Norm Borgman, 5750 Keller Court. Rocklin,
Calif. 95677. 916/624-2117.

VOLMER VJ22/0-290-G ENGINE MOUNT

WANTED tractor, pusher, new or used. CRASH RESISTANT
Murray Randall. 97 Maple, Sherborn, Mass.
01770.

WANTED: PITTS S-1 FUSELAGE complete

FUEL CELLS
Any Shape or Capacity
as possible. I have wings and struts only. Sport, Stunt, Experimental
Send photo, details, firm price. R. Bohan - Aero Tec Labs Inc. Dept 23.HewsonAve
9532 Victoria Drive. Upper Marlboro, MD Waldwick. NJ 07463/201-444-6080
20870.

Experienced homebuilder to help complete

my BD-5 project here in Mallorca. Spain.
Will supply apartment, small salary or ex-
penses. Ideal for retired couple looking for High Intensity Strobes
extended vacation. Weather here similar
to Southern California. Expect project to
last 6 months to one year. All packages here DUAL WING TIP STROBE
except 70 HP motor, electrical and retrac- EAA Aeronautical Engineering 2 Model 429 strobe lamps.
table assemblies. For information write - Scholarships wiring, remote mounting, &
D. Chilcott, "El Pino", Esporlas. Mallorca, power pack.
Spain. Write EAA:
P. O Box 229
$189
WANTED HISSO ENGINE OR CRANKCASE
150 or 180 HP to complete a B E 2 project Hales Corners, Wisconsin 53130
Call Mark Spry, 201-327-7128. 22 Fabio drive.
Ramsey. NJ 07446.
DUAL FUSELAGE
KING KX-150B Nav/Com Radio and ELT Trans- STROBE
mitter. Send information to 1008 South 30th ADJUSTABLE PITCH PROPELLERS Flush mounted strobe
Avenue. Apt 2. Omaha, NB 68105 lamp assy., wiring,
Mt 6UII1 WO*M OUT
and remote power
BD-4 PROJECT wanted Any stage of comple- V W 1 ILAMi _ j ILADIt
1ILICTION
V W supply.
tion. Send description and lowest accepta- PLANETARY 10 H r TO J10 H P
V.RELT DRI>

ble price to BD-4- P. O. Box 119. Alexandria.

GEAR DRIVE ' MANUfACTUIID
$189
IN 46001
THREE LIGHT
STROBE SYSTEM
WARBIRDS Dual tip strobes plus
high intensity tail light
strobe, wiring and tt-
AIRCRAFT WANTED Bearcat - Hellcat - Cor- mote power supply.
sair John Mark. 5670 South Meadow Park
Drive. Hales Corners. Wisconsin 53130. $268
414/425-0205.

STROBE-NAV LIGHT COMBINATION

High intensity
SOARING strobe for left
and right wings,
SOARING magazine comes with SSA Associ- including left &
ate membership, only $12/yr. Or. send $1.50 right navigation
for sample copy plus literature. Soaring light plus tail
light, wiring &
Society of America, Box 66071-X, Los An- power pack
geles. Calif 90066.

NO INCiNI MODIfACTION IIOUIIID

VW. IILT
IILI 1TARTII IQUI'MD ALL INGIN11
IUIIO THIM TOUllltf MOM 1CALI f
DRIVES START
IUT TMfM COMPUTI . ilAOT TO INS A* LOW AS 1W
KAI

Ot INOrwiDUAL IT|M UNO (100 Ot INK)

FOi ALL ITlMt HHO It 00 fO INK) PACKIT
PHOTOS LAYOUTS iPICi DATA PR CIS
GTRODnUMC SYSTEMS WAG-AERO, INC.
SlND H 00 ( X T K A OUTSiDl U S A
r. o. tox u Dirr. .1*1 North Rd., lyons, Wl 53148 - 414-7639583
INO PACKCT KKI MUNDAU _ RIDLANOS. CALIF. 92373

SPORT AVIATION 89
 STOLP STARDUSTER CORP. PAPER AND
4301 TWINING
RIVERSIDE, CA. 92509
STICK MODELS
(714) 686-7943 Its here !
ZENITH
All Metal 85-160 HP

JII.S5
" WINGSPAN. .0** POWER. FO* RADIO
CONTROL UP TO THREE CHANNELS.
A MAfiMFrCEMT RENDITION OF AN ALL-TIME
FWfOHITE AIRCRAFT.

A TRUE CLASSIC PROM THE-GOLDEN EftA"

ACRODUSTER 1
RATE OF ROLL 240/SEC.
BROCHURE $5.00 AWARD WINNER 1973
COMPLETE KIT $4500.00 A safe economical 2 sealer. 26 MPG at
130 cruise on 100 HP. Short field per-
former. Professionally designed for min.
jigs. No air tools required. Building time
1000 hrs. NASAD quality seal for average
amateur. Plans $150.00; Info $3.00. Mater-
ials, Kits and Parts available.
$ 7.35
CHRIS HEINTZ 236 Richmond St. FLOWN FREE FLIOHT ON RUBBER.

Richmond Hill Ontario, Canada L4C 3Y8

KITS INCLUDE TOP QUALITY PRINTED
BALSA, DECALS AND SUPER DETAIL
PLANS.
STARDUSTER TOO POSTAGE & HANDLING $1.00
PLANS $60.00
ANTIQUE & AEROBATIC SEND 50c FOR CATALOG SHEETS & B R O -
AIRCRAFT PILOTS CHURES ON ALL PHASES OF MODEL
Leather Flying HELMEiS BUILDING INCLUDING R A D I O CONTROL.
New manfactire with lightweight C H A R G E C A R D S ACCEPTED.
suede lining. Lambswool ear cush-
ions, nd chin strap. Made from
the finest materials
a.aillble . . . . . . . . $23.95
Sizes: Sml.-med.-lrg.-eiilrg.
Stanton
Hobby Shop Ino.
Filly Lambswool lined ... $26.95
Suede lined helmet with earphone 4734 NORTH MILWAUKEE AVENUE
adaptors CHICAGO. ILLINOIS 6063O .
STARLET initallid......... $27.95 . ^ PHONE 3 1 2 / 2 B 3 - 6 4 4 6 J
PLANS $45.00 jjllj lambswool lined helmet with
BROCHURE $2.00 tarphoie adaptors
initallid......... $30.95
The new 510. The finest giggle

AIRFOILS
made. Curved Triplet safety
.glass. Soft leather lined mash.
Lightweight headband coiered
with nylon . . . . . . . . . . . . 118.95
Eitra smoked lini ...... $ 7.00
Extra clear lini........ I 5.00
NOW FROM EAA
Wide vision curved laminated
glass. Can be worn over glasses.
Stirdy lightweight strap. $13.95
VSTAR pr. Eitra smoked lenoes $4.00
PLANS $45.00 eitra head strap 5250
B R O C H U R E $2.00 limited Supply.

Mk9 RAF style goggles, English

lade with excellent visibility.
adjustable center piece. $11.50
pr. Entra tinted lenses $4.00
eitra headstrap $1.00.

Please write for Free Catalogue.

Styled after the Navy and THEORY OF WING SECTIONS

Army A2 flight jacket. Both By
ACRODUSTER TOO feature warm quilted lining,
2-SEATER Ira H. Abbott
and knit cuffs and waist
PLANS $60.00 bands. The A2 is made of and
B R O C H U R E $2.00 fine leather with leather Albert E. Von Doenhoff
collar. Navy Style is made
of fine goatskin with a The best single volume study available
Bi-swing back and fur like on subsonic wing sections. 693 paces
collar. Satisfaction guaran- include t h e o r y airfoil ordinates. etc.
teed! Sizes 36 to 50, brown $5.50
only.
Navy Style ........ S76.95 (Includes hook rate postage)
A2 Style . . . . . . . . . . $69.95 FROM
Sizes 48-50, add $8.00 EAA
Box 229
GLENN BEETS SPECIAL Enclose sufficient amount for postage. HALES CORNERS, WISC. 53130
PLANS S5C.OQ California Residents add 6% sales tax.
BROCHURE $5.00

LOWEST PRICES ON 4130
STEEL - 2024-T3 AL.
SPRUCE, PLYWOOD, HARDWARE, ETC.
CATALOG $2.00
90 MARCH 1975
AIRFOILS
Please write for Free Catalogue
SPLIT S. AVIATION
15320 Willow Drive
Los Gatos. California 95030

By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
AIRPORTS, FEES AND FUEL
xYS 1975 GETS under way there appears to be three
subjects that will dominate aviation news during the re-
maining months of the year airport aid, user fees or
charges and fuel supplies.
AIRPORT AID
The Administration in Washington has chosen to link
user charges with a revision of the Airport Development
Aid Program on the basis that the financing of airports is
directly tied in with the administration of the airport de-
velopment program. For the sake of clarity these will be
discussed as separate subjects.
The old ADAP program had a legislative life of three
years and it will expire on June 30, 1975. That is why new
legislation was imperative to continue the program. At
meetings during the closing months of 1974 with industry
representatives the FAA proposed several alternatives to
changing the ADAP program. One was to let the ADAP
die; one would continue it as is; and the third was to
modify it before June 30, 1975. Most industry representa-
tives at these meetings felt that a year's extension of the
present program was the best choice so that the new Con-
gress would have at least a year to study changes to the
program. The proposal to turn general aviation airport aid
over to the states and possibly to substitute government
guaranteed loans instead of direct grants were just two
possible changes that were considered.
In any event the Administration has now sent details
of its legislative proposals to Congress and they include
the following provisions:
1. The ADAP program will be extended to run until
June 30, 1978.
2. There will be a total appropriation of $350 million
a year divided into $260 million for air carrier and reliever
airports, $40 million for general aviation airports and $50
million for an air carrier/reliever airport discretionary
fund. This latter fund would include system funding and
would be used for important projects that would have spe-
cial priority.
3. Direct assistance would be given to air carrier air-
ports with a significant reduction of Federal review and
standards.
4. There would be full delegation within two years of
the general aviation airport development and master plan-
ning program to the individual states once they had quali-
fied to take on the administration of their portion of the
Federal airport aid program. The concept of turning over
to the states the administration of airport financing may
cause some problems. Some states have aeronautical com-
missions which are already staffed and qualified to take
on this additional work. Others will need to hire and train
new staffs to meet the strict FAA standards that will en-
able the states to qualify for this program. Some states
do not now have aeronautical commissions so they would
not be eligible for Federal airport money. Furthermore,
two years from now the Federal government expects the
states to raise their own funds for general aviation airport
aid through increased state fuel taxes. Finally, will local
politics dilute state aviation funds through mis-manage-
ment and waste?
5. Aid to air carrier airports will be distributed by the
Federal government directly to sponsors on the basis of
number of departures.
6. General aviation airports will receive aid through
the states on the basis of registered aircraft, state popu-
lation and state area formulas.
7. Aid will be given to air carrier airports for the pub-
lic use of terminal areas and land for environmental com-
patability. Under the present program terminal buildings
and auto parking areas are not eligible for Federal aid.
8. Only local approval will be needed to deviate from
Federal construction standards at air carrier/reliever air-
ports and state construction standards will be allowed for
general aviation airports. It is expected that these changes
will permit more economical construction of all airport
facilities.
9. Instead of a 50% participation by local sponsors for
large air carrier airports and 25% for general aviation
airports as at present, the Federal share will be 100%.
USER CHARGES AND FEES
To finance this airport aid program the present trust
fund would be continued but with major modifications for
its funding.
1. The airline ticket tax would be reduced from 8% to
7%.
2. The $3.00 tax on international airline tickets would
be increased to $5.00.
3. The 5% tax on air freight waybills would be con-
tinued.
4. The excise tax on aircraft tires and tubes would be
continued with no change.
5. The annual $25 minimum registration fee or one
cent per pound of gross weight for all aircraft grossing
over 2500 lbs. would be continued.
6. Beginning on July 1, 1977 the Federal aviation fuel
tax of 7 cents a gallon would be reduced to 2 cents a gal-
lon with the states expected to raise their local aviation
gasoline tax accordingly in order to take over the com-
plete funding of aid to general aviation airports.
7. There will be a fee of $5.00 for all general aviation
departures at airports with FAA control towers and a
$10.00 departure fee at airports with radar service. This
would not include touch and go landings and air taxi op-
erations. The FAA says that their studies show that there
would be no dramatic avoidance of FAA tower airports by
general aviation pilots and they would expect to raise $88
million from this source. As far as executive flying and a
sizeable proportion of business flying is concerned their
judgment of no drastic falling off in general aviation ac-
tivities at tower airports may be right but when it comes
to personal flying they are very wrong. If such fees are
adopted pilots will go to any length to avoid airports with
such fees. Considering that there are only some 380 civil
airports with FAA control towers and approximately
11,600 other landing facilities there will be alternatives in
most areas. The proposal is bad from the standpoint of
safety since the record of mid-airs is much better at air-
ports with control towers than at those with not. Also the
departure fee proposal could be a disaster economically
for many of the smaller airports used by the airlines as
the fixed base operators depend upon recreational flying
for income. The program will discourage the use of radar
for air traffic control and drop the traffic count at exist-
ing towers to the point where many airports can no longer
qualify for such facilities. Touch and go landings are
frowned upon by many instructors since many aircraft are
landed with full flaps and a go around with gear and flaps
(Continued on Pag* 81)