THE HOMEBUILDER'S

Corner
buPAULH.POBfREINY

IN THE PAST few months, we have received either personal comment or mail from the member-
ship that we, your officers and directors share some of the problems that confront the operation of
your organization.
The following correspondence was directed to each officer and director of the EAA and to each
officer and trustee of the EAA Air Museum Foundation, for their information, action and advice.
In no manner is the content of the correspondence meant to discredit any individual or committee
and we sincerely hope that within days, the decision will be reversed in favor of EAA.

May 15, 1975

Gentlemen:
I have enclosed several clippings of great importance to the Experimental Aircraft Association,
the Air Museum Foundation and our Annual Convention. It pertains to the use of a portion of
Wittman Field at Oshkosh, Wisconsin during the peak days of the Convention, August 1, 2 and 3,
Friday, Saturday and Sunday, for the use of an Airplane and Automobile Auction.
A little history . . . Approximately one month ago, a man identifying himself as Mr. "J", called me
and wanted to know if we had a tent large enough to put 50 antique airplanes in as they were going to
have an auction at Oshkosh during our EAA Convention. I queried the man regarding the aircraft,
where they were located, what type? It was soon apparent that the man had little knowledge of the
aircraft and that he had met a gentleman at an auction in Ohio who claimed he had them. I told him to
write to us and give us full particulars so that we can evaluate the situation, thinking it was just
another inquiry regarding renting exhibit space, etc.
This past Monday, May 12, I received a call from the same gentleman, asking if he could purchase
our EAA membership list and also wanted advertising rates for our magazine and program. I asked
him what he wanted it for. He stated that they had just leased 15 acres of land from the county to hold
an Airplane Auction during our Convention with approximately 50 aircraft already registered and that
they would also have some 200 antique automobiles. The area that the new Airport Manager, Mr.
Blair Conrad, and the Aviation Committee had arranged for was just northeast of the north-south
runway, right in our aerobatic air show zone and in our fly-by landing traffic pattern.
I immediately called Mr. Conrad, the Airport Manager, for details and he stated that the Aviation
Committee had given tentative approval to this, keeping in mind that Mr. Conrad has only been the
airport manager for a little over one month, has had no airport managing experience, is an ex-Captain,
pilot-type, just recently out of the Army. He has not seen our Annual Convention and has no concep-
tion of the problems.
I arranged for a meeting on Tuesday, May 13, with him to discuss the matter further. My wife,
Audrey, and I went to Oshkosh and learned that Mr. Wittman had already been to his office, bringing
the safety aspect of the proposed location of this activity to the Airport Manager's attention. Steve,
Audrey and I again met with the Airport Manager and had little success in presenting our problem.
We felt it was very unethical for the Airport Manager and the Aviation Committee to condone such
an operation during our Annual Convention.
As you note from the newspaper article, the reason for holding the auction is because of the great
number of fpeople that the EAA brings & to the area.
(Continued on Page 86)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International iflc.
An International Non-Profit Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION
INCORPORATED

JUNE 1975 VOL. 24 NO. 6

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

TABLE OF CONTENTS
Homebuilder's Corner . . . by Paul Poberezny ........................... 2
Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
At 100 Pounds and 15 Horsepower The Birdman . . . by Emmett Tally . 10
Women Organize Chapter's First Fly-In . . . by Lucile Hauck ............. 14
Return of the Z ... by Bill Turner ........ .^............................ 16 Page 16
In Memory of Dewey Bryan . . . by Peter J. Smith ....................... 18
Burt Rutan's VariEze . . . A Sneak Preview . . . by Jack Cox .............. 21
1975 EAA Convention Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
What Our Members Are Building . . . . . . . . . . . . . . . . " . . " . " . . " . . . . . . . . . . . . . . . . . 26
Women of EAA Forums at Oshkosh . . . by Jayne Schiek ................ 28
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Charring of Wood Propeller Hub Spacers ...byW.S. Evans ............ 34
Chapter 148's Pietenpol . . . by Dale Wolford ........................... 36
The Designee Corner . . . by Antoni Bingelis ............................ 38 Page 21
The Marquardt MA-5 The Happiness Machine . . . by Bill Turner ...... 40
The EAA Air Museum Foundation Showing The Way . . . . . . . . . . . . . . . . . 47
On To Oshkosh . . . The Great Adventure . . . by Jack Cox ............... 70
Testing The Mini-Imp . . . by M. B. "Molt" Taylor ........................ 74
A Wildcat Dream . . . by Jack Lenhardt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Directory of Aircraft Under Construction of Restoration . . . . . . . . . . . . . . . . . 91
The Care and Feeding of Tires and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Page 36

Paul H. Poberezny Jack Cox

ON THE COVER . . . The Marquardt Charger.
Publisher Editor-in-Chief (Photo by H. A Troxel)
Ray Scholler Bonnie Soucy Bernice Scholler
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 8:30 A.M. to 5:00 Sundays
and Holidays 11:00 to 5:00. It is closed on New Years, Easter,
Thanksgiving and Christmas.

EAA AVIATION MUSEUM FOUNDATION, INC.

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

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . inc. and is published monthly at Hales Corners. Wis Second Class Postage
paid at Random Lake. Wis 53075 and at Hales Corners. Wis 53130 Membership rates are $15 00 ($20 00 after February 1. 1975) per 12 month period
of which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES
Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY
The Experimental Aircraft Association. Inc cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas
The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will
be of help to the majority ADVERTISING EAA does not guarantee or endorse any product offered through our advertising We invite constructive
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measure can be taken

Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, 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
HALES CORNERS. WIS. 53130 RANDOM LAKE. WIS. 53075 MILWAUKEE. WIS. 53213 HALES CORNERS. WIS. 53130
DIRECTORS
HARRY ZEISLOFT ROBERT J. GYLLENSWAN GUSTAVE A. LIMBACH S. J. WITTMAN
2069 CRESTLINE DRIVE 1606 RONCEVALLES 2 EAST PLEASANT LAKE RD. BOX 2672
BURTON, MICH. 48509 ROCKFORD, ILL. 61107 ST. PAUL. MINN. 55110 OSHKOSH. WIS. 54901
RONALD G. SCOTT R. M. PURYEAR VAN WHITE
1005COPENHILL DR. 291 MARTIN RD. BOX 5255
WAUKESHA, WIS. 53186 SANTA CRUZ. CALIF. 95060 LUBBOCK, TEX. 79417

EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

DAVID SCOTT HERB CUNNINGHAM
1346 CONNECTICUT AVE.. S.W. 16 ACRE HEIGHTS CRESCENT
WASHINGTON. D. C. 20036 SCARBOROUGH, ONTARIO, CANADA

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

EAA INTERNATIONAL OFFICES ARE LOCATED AT 11311 W. FOREST HOME AVENUE, FRANKLIN, WISCONSIN.
A MILWAUKEE SUBURB. THE PHONE NUMBER IS AC 414/425-4860. PLEASE USE EAA'S MAILING ADDRESS
FOR ALL MEMBERSHIP, CHAPTER, AND GENERAL CORRESPONDENCE . . . WHICH IS:

EAA, BOX 229, HALES CORNERS, WISCONSIN 53130

EAA AVIATION MUSEUM FOUNDATION, INC.

OFFICERS
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H. POBEREZNY DAVE JAMESON DR. LYLE MC CULLOUGH THOMAS POBEREZNY
9711 W. FOREST PARK DRIVE 4322 BELLHAVEN LANE 11222 W. FOREST HOME AVE. 4075 S. 84TH ST.
HALES CORNERS, WIS. 53130 OSHKOSH, WIS. 54901 FRANKLIN, WIS. 53132 APARTMENT 8
GREENFIELD. WIS. 53228
TRUSTEES

JAMES BARTON, 262 CAYUGA AVE., ELMHURST, ILL. 60126
EVANDER M. BRITT. BOX 458. LUMBERTON, N. C. 28358
ROBERT H. FERGUS, 3060 OAKRIDGE RD., COLUMBUS. OHIO 43221
JIM C. GORMAN. 1885 MILLSBORO ROAD, MANSFIELD. OHIO 44906
E. E. HILBERT, 8102 LEECH RD., UNION, ILL. 60180
MORTON LESTER, P. O. BOX 3747, MARTINSVILLE, VA. 24112
JOHN PARISH, 209 WEST WARREN, TULLAHOMA, TENN. 37388
ROBERT PURYEAR. 291 MARTIN RD., SANTA CRUZ, CALIF. 95060
RAY SCHOLLER. 453 FIFTH STREET, RANDOM LAKE, WIS. 53075
RAY STITS. P. 0. BOX 3084, RIVERSIDE, CALIF. 92509
DICK STOUFFER, 65 MILLER ROAD, LAKE ZURICH, ILL. 60047
BILL TURNER. 4110 MARSTEN. BELMONT, CALIF. 94002
M. C. "KELLY" VIETS. RR 1. BOX 151, STILWELL. KS. 66085
GAR W. WILLIAMS, JR.. 9 S 135 AERO DR., RT. 1, NAPERVILLE. ILL. 60540
HARRY ZEISLOFT, 2069 CRESTLINE DR., BURTON. MICH. 48509

EAA DIVISIONS
ADDRESS ALL DIVISION MAIL TO: (NAME OF DIVISION), BOX 229, HALES CORNERS, WISC. 53130

I N T I N A T I 0 N A I. INTERNATIONAL WARBIRDS ANTIQUE

A E t O I A T I C CLUI
AEROBATIC OF AND
CLUB, INC. AMERICA, INC. CLASSIC
DIVISION

PRESIDENT PRESIDENT PRESIDENT

VERNE JOBST DON PLUMB ; E. E. HILBERT
1910 NORTH ORCHARD BEACH RD. 765 CHAMPLAIN CR. 8102 LEECH RD.
McHENRY. ILL. 60050 WINDSOR, ONT., CANADA UNION, ILL. 60180

VICE-PRESIDENT VICE-PRESIDENT VICE-PRESIDENT

W. L. GOODMAN RUDY FRASCA J. R. NIELANDER. JR.
P. O. BOX 444 805 SO. ELM P. O. BOX 2464
McHENRY, ILL. 60050 CHAMPAIGN. ILL. 61820 FT. LAUDERDALE, FLA. 33303

SECRETARY SECRETARY SECRETARY

SHARI JOBST LEN TANNER . RICHARD WAGNER
1910 NORTH ORCHARD BEACH RD. 55 DONAHUE RD, BOX 181
McHENRY, ILL. 60050 NO. GRANDY, CONN. 06060 LYONS. WISC. 53148

TREASURER TREASURER TREASURER

BOB DAVIS GUNTHER BALZ GAR W. WILLIAMS, JR.
910 WOODLAND DR. c/0 ROTO FINISH CO. 9 S 135 AERO DR.. RT. 1
WOODSTOCK. ILL. 60098 3900 MILHAM RD. NAPERVILLE, ILL. 60540
KALAMAZOO, MICH. 49103

4 JUNE 1975
 LETTERS
TO THE
EDITOR
Dear Paul:
Please renew my membership in the EAA
The arrival of SPORT AVIATION each month
is greatly looked forward to. I read it and
enjoy it thoroughly. However I would like
to express some opinions relating to SPORT
AVIATION and the EAA.
Why is the attractive female usually
pictured with Burt Rutan s aircraft always
left unnamed while you devote a full page
to last years Oshkosh 'beauty queens. It
seems that your treatment of women as
persons making worthy contributions to
aviation is neglected while their treatment
as sex objects flourishes.
How many beauty Kings of Oshkosh
have you had?
Sincerely.
Dan I. Carpenter. EAA 85073
Box 487
Koror. Palau
Pacific Islands 96940
Dear Jack:
It was certainly gratifying to read Dale
Olson's kind comments on the Pober Pixie
plans in the February 1975 issue of SPORT
AVIATION. He is evidently familiar with the
effort involved by a draftsman
Too few people realize that the finished
set of plans they see represents only about
35 per cent of the actual work The other
65 per cent consists of scores of layouts,
construction lines, scaling, erasing, re-
drawing, sketches, blood, sweat and tears.
Sometimes if the time is available you even
get to think a little. But usually the time is
not there and a crash effort to get the plans
out results These are only a few reasons
why a draftsman walks around talking to
himself after a day on the drawing board.
To Dale Olson out in Rapid City, S.D., a
heartfelt thanks.
Sincerely,
Bill Blake
1103 Madison
St. Charles. Mo. 63301
Dear Mr. Hardie:
A friend of mine gave me a SPORT
AVIATION copy in which was a story written
by you entitled "A Mystery Is Solved
I happen to be the Bruce Hendershott
that was mentioned in the article. It was a
thrilling sensation to see a picture of the
airplane that Ward and I had built. I was
17 years old at the time and Ward was 26. We
built it in the attic of our home on 5th
Avenue in Sioux City, Iowa
We started building the plane in 1927. We
had to take the frame out of two windows
to get it out. then lower it onto the roof of a
porch and then to the ground It was a low
tapered wing which had two different air-
foils. Next to the fuselage it was a thick
slow section and at the tip it was a thin
fast curve. The reason for that was in landing.
as it decreased in speed, the lift was de-
creased inward, eliminating possibility of a
stall. We had never seen a low wing airplane
only in a picture
The wing spread was over 20 feet, with a
wing chord of 5 feet next to the fuselage and
3 feet at the tip Overall length of the plane
from spinner to tip of rudder was 15 feet.
The engine we were converting was a Har-
ley Davidson Model 74 from a motorcycle.
We had to have the propeller built. It was
made of laminated walnut I still have it
hanging in my room The wheels were 20
inch wheels with 4 inch tires.
In converting the engine we moved the
magneto from the mount on the side of the
cylinder and mounted it on the firewall side
of the engine. I have no idea what happened
to the engine as we did not sell it with the
plane. The landing gear on the plane is the
original There was a wood fairing on the
trailing edge of the gear The fairing was
temporarily held by screws through the
tubes. It was to have been covered with
fabric.
My brother Ward was killed while instruct-
ing a student in August. 1947. We left Sioux
City in 1931 and moved to Illinois I still have
a pilot's license. The last airplane I had part
ownership in with two other men from Pekm
was a 235 Cherokee
I certainly enjoyed your article.
Yours truly,
Bruce Hendershott
1214 Black Street
Pekin, III. 61554
Dear President Paul
I have just finished reading Dan Rosen's
article. 'Paul Poberezny: A Profile In Suc-
cess" in the April issue of Air Progress. I had
mixed feelings about the article. For that
reason, I thought that I would like to drop
you a few lines in order to convey my re-
actions to you.
First and foremost, you and our able
Board of Directors are doing one whale of
a job not only for the homebuilders but. in
my opinion, for the whole of general aviation.
I admire the drive, energy and dedication
which you are providing to our movement
and can only say inadequately, bless you and
your like for the leadership you are pro-
viding.
The second thing that I want to comment on
is that you very correctly perceive that things
do not just happen. Somebody has to make
things happen It is our great fortune in the
movement to enjoy your presence and your
ability to make good things happen.
Finally, I'd like to recount a "lament"
expressed by the past chairman of our organi-
zation. He was commenting on the difficulties
we "enjoy" with the press. They don't present
things to the public quite the way they are
or quite the way they happen On the other
hand they don't exactly lie. As our chairman
put it. the nub of the problem is epitomized
by a story.
It seems that a mule ran amok on a farm and
got into the truck garden. When the farmer's
wife tried to drive the mule out of the garden,
the mule knocked her down and was tram-
pling her when the farmer attracted by her
screams arrived in time to drive the mule
off. A young reporter got wind of the story,
investigated, wrote it up and submitted it
to the editor The editor thought it was
newsworthy and asked the reporter what
caption he felt should be put on the story
The reporter suggested, "How about farmer
rescues wife from mad mule''" "No", the
editor replied, "That will never sell news-
papers I have the perfect caption Farmer
Beats Ass Off Wife "
I think the foregoing remarks place in
perspective for you my appreciation of your
efforts and my reaction to Rosen's article.
Keep up the excellent work.
Fred J Kee, EAA 45752
102 Bonnyview Dr.
Toronto. Ont.. Canada
Dear Mr. Poberezny:
I've now had a chance to review status
reports on our Alpha Project and note Dan
McGrogan s mention of the invaluable assis-
tance provided by you and other EAA
volunteers at Burlington March 8. Dan has
indicated that were it not for extraordinary
efforts by you. Gene Soucy. Austin Theobald
and the "Smith boys" (Charlie and Bob), he'd
still be up there fighting the cold
While I've not yet had the opportunity to
meet you and your staff. I do want to extend
TWA's most sincere thanks for your help and
encouragement on what promises to be a very
exciting and challenging mission
Once the project is solidly underway, most
likely mid-May or June, we'd be pleased if
you and as many EAAers as might want to
could visit the restoration site at our Tech
Services Center in Kansas City. Mo Dan will
be in touch later with specific arrangements
Again, on behalf of all of us at TWA, thanks
for the support.
Sincerely,
B. F Wiksten
Vice-President, Public Relations
Trans World Airlines
605 Third Ave.
New York. N.Y. 10016
Dear Paul:
I thought you might enjoy reading my letter
which I wrote to my Congressmen in response
to your March "Homebuilders Corner."
The user charges must go
I have shed my cloak of apathy and silence.
The Spirit of '76 is upon me and the "Shot
Heard 'Round the World" two hundred years
ago from next Friday (April 19) is ringing in
my ears! Taxation without representation.
Don't tread on me. Give me liberty or give
me a free transponder I have had it Dis-
crimination, overcontrol, wasteful spending,
and higher taxation by the DOT and the FAA
must cease NOW
I hope my fellow EAA members, fellow
pilots, and fellow Americans will join in our
peaceful but loud revolt 1 We have not yet
begun to fight
William A. Palmer. EAA 61033
Box 26123
Tempe. Ariz 85282
Dear Sir:
In the course of scanning through a recent
issue of our excellent publication I encoun-
tered my name mentioned in connection
with the Rand KR-2 and its flight from Cali-
fornia to Oshkosh last year.
In the account by editor Jack Cox it was
stated that the aircraft was damaged by the
pilot overshooting the runway on land'ng in
Kansas. Kindly advise Mr Cox and your
readers that the incident mentioned
developed from a disconnected left rudder
cable and not pilot error as implied. With
or without the benefit of rudder control this
pilot has never overshot any runway either
here or in Southeast Asia in over 9000 hours
m all types of aircraft.
As for the taxiing incident in Oshkosh
where an FAA vehicle was struck by the
KR-2 while making a turn I would like it
understood that the ground controllers in-
sistant demands with the flags that I turn
off the taxiway toward the vehicle were
against my violent negative signals from the
cockpit.
Understandably enough, we do not expect
a ground controller to be able to judge the
limited turning radius of a particular air-
craft in all situations but I do feel it only fair
to expect a far more accurate accounting
of events from such worthy editors as Mr. Cox.
Respectfully.
Frank Baylor
Dear Paul:
When I joined EAA last fall I asked for
info on man-powered aircraft projects and
you were most helpful.
(Continued on Pag* 107)
SPORT AVIATION 5
 MEDICAL COVERAGE PLANNED FOR FLY-IN
Dr. Marion Wagnon, EAA 816, is requesting his fel-
low physicians attending the 1975 EAA Fly-In at Osh-
kosh, Wis. to register with him for emergency service on
any of the days July 29 through August 4.
A schedule will be prepared to afford the doctor
as much freedom as possible, probably being on call only
a half day during the entire Fly-In. He will be provided
with a telephone pager and a golf cart to provide
mobility.
It is not the intention to provide a "free clinic" but
rather emergency care for the thousands of members
and guests attending.
Doctors available for this service should contact
Dr. M. C. Wagnon, 4335 SE 15, Del City, Oklahoma
73115. Complete details will be sent.
BACK COVER PAINTING
This month's back cover painting is a beautiful and
spectacular action scene of Don Fairbank's well known
Knight Twister rounding a pylon . . . from an angle that
no photograph could ever capture. The original work
was done in acrylics by artist Clark Pester (EAA 77407),
7533 Juler Ave., Cincinnati, Ohio 45243. Clark was
born and educated in Michigan and worked for 9 years
with North American in Columbus before going with
Campbell-Turner and Associates in Cincinnati as a
commercial artist. He is a member of EAA's Antique-
Classic Division and is presently restoring a Waco
AGC-8 (NC2312). He is available for work on a com-
mission basis.
The aircraft in the painting is the "White Knight",
which first flew in June of 1970 and has been entered,
to date, in 13 Biplane Class races. It has finished first
5 times, has had 1 second, 4 thirds, 2 fourths and 1 fifth.
It was at Oshkosh in 1970, '71 and '72. Owner Don Fair-
banks (EAA 80407) heads PRPA's Sport Biplane racing
division.
OSHKOSH BUS SERVICE
Bus service will be available again this year from the
University of Wisconsin-Oshkosh dorms to the EAA fly-
in site at Wittman Field. This special service will com-
mence the day before the official opening of the Con-
vention, Monday, July 28, at 12 noon and the last bus
will run at 9:00 p.m. For the remainder of the Fly-In,
Tuesday, July 29 through Monday, August 4, the first
bus will leave the dorms at 7:30 a.m. and run every hour
on the half hour thereafter throughout the day. The last
bus of the day will leave the dorms at 9:30 p.m. and will
depart Wittman Field around 10:00-10:30 depending
on the schedule of events of the evening programs. An
announcement of the leaving of the "last bus" is made
over the PA system.
6 JUNE 1975
AMATEUR BUILT AIRCRAFT REGISTRATION
The number of active amateur built aircraft on FAA's
registration lists continues to rise slowly. (The FAA
records an airplane as "active" if it flew at least one hour
during the previous calendar year.) The latest figures
are for the quarter ending March 31, 1975 and are
shown here with past quarterly figures for an indication
of the growth rate.
September 1974 December 1974 March 1975
Amateur Built 4387 4582 4636
Exhibition 741 747 740
Racing 152 174 187
The FAA claims a total of 153,500 active aircraft in
the civil aviation fleet as of the end of 1974.
SUPER SOLUTION RESTORATION
In cooperation with the EAA, the Smithsonian's Air
and Space Museum and famed designer Matty Laird,
the Flordia Sport Aviation Antique and Classic Associa-
tion has taken on the project of restoring the Laird Super
Solution racer, winner of the 1931 transcontinental
Bendix Trophy race. With Jimmy Doolittle at the con-
trols, the Los Angeles to Cleveland course was covered
at a record speed of 223 mph and after refueling, the tiny
green and yellow biplane sped on to Newark, clipping
1 hour and 8 minutes off Frank Hawk's transcontinental
record. Doolittle's average speed for the 2450 mile
coast-to-coast flight was 217 mph.
Spearheaded by its president, Ed Escallon, the
FSAACA has retrieved the remains of the Super Solu-
tion from the Smithsonian and has placed various
components in the hands of willing volunteers around
the state of Florida and several other areas. The aircraft
will be restored to flying condition and put on display
in the EAA Air Museum. Work will progress under the
guidance of designer and original test pilot, Matty Laird,
since no plans were ever drawn up for the Super Solu-
tion or its immediate predecessor, the Laird Solution,
winner of the 1930 Thompson Trophy. The latter aircraft
is now owned by the Connecticut Aviation Historical
Society and is also being restored. It contains some parts
of the Super Solution, and these will be measured and
photographed so they can be copied for use on the
FSAACA restoration. Anyone wishing to contribute to
the project or help in any way in the restoration should
contact: Ed Escallon, President, Florida Sport Aviation
Antique and Classic Association, 335 Milford Dr., Mer-
ritt Island, Fla. 32925.
 (Photo by Lee Fray)
The Nesterov Trophy
AEROBATIC TROPHIES AT EAA MUSEUM
The two most coveted trophies in the world are on
display in the EAA Museum . . . providing you are an
aerobatic pilot. The Nesterov Trophy that goes to the
winning national team during world aerobatic competi-
tions is well known to U.S. aerobatic afficionados since
it has been "owned" by the U.S. team since the 1970
contest held in England. It was won again in 1972 in
France and since no contests have been held subsequent-
ly, it is still in U.S. hands. Less familiar is the Aresti
Trophy that is awarded to the Men's World Aerobatic
Champion. This huge and elaborate trophy was won in
1972 by Charlie Hillard of Fort Worth. Until recently,
both trophies were on display in the Smithsonian in
Washington but both now have honored spots in the
EAA Headquarters lobby area.
AIR MUSEUM SWEEPSTAKES
Everyone is reminded that the closing date for enter-
ing the 1975 EAA Air Museum Sweepstakes is close to
hand. Official Entry Coupons included in your March
issue of SPORT AVIATION must be mailed to EAA
Sweepstakes, P.O. Box 738, Rockford, 111. 61105,
postmarked no later than July 20, 1975 and received no
later than August 4, 1975. One has the option of en-
closing a donation to the EAA Air Museum Foundation
with the coupons or not in either case all coupons
returned are potential winners of a freshly restored
Taylorcraft BC-12D, an ARC Encoding Altimeter, an
EBC-302VR ELT, a set of Champion platinum spark
plugs, an AC Recording Tachourmeter or a case of
Pennzoil. If you haven't done so, mail your coupons
today . . . and include a donation to the EAA Air Muse-
um. It's tax deductible, you know.
EAA SOUND EVALUATION TRAILS
Aircraft sound evaluation trials will be held again this
year in connection with the 1975 Oshkosh Fly-In Con-
vention. Dr. Bill Ribbens and his assistants, James and
Anne Alien of the University of Michigan, will conduct
the tests aided this year by sound expert J. B. McCul-
lough and his assistant, Arthur A. Heavener, of the FAA.
The trials will again be conducted at Brennand Field,
located 10 miles north of Wittman Field. The date is Fri-
day, August 1 with Saturday, August 2, as a rain or high
wind alternate date.
Anyone wishing to learn just how quiet (or noisy)
their aircraft is under the controlled conditions and with
(Photo by Lee Fray)
The Aresti Trophy. This ornate cup is 46 inches tall and
contains gold coins from winning nations and the em-
blems of various national aero clubs.
the scientific equipment now required by FAA for new
aircraft, should be at Brennand Field by 10:00 a.m. All
types of aircraft are eligible, including Warbirds. Any
Warbird pilot wishing to participate but unable to Fand
on the 2200 foot runway at Brennand Field, can make
prior arrangements to make fly-by runs over the test
equipment. Contact "EAA Sound Evaluation", EAA, Box
229, Hales Corners, Wisconsin 53130 for further infor-
mation.
We would like to see as many different types of
homebuilts as possible participating in the trials. Under
present FAA regulations, homebuilts are exempted from
the sound level requirements, however, there is no
assurance this will always be the case. If at some future
time the government or some environmental group de-
cides homebuilts should be included in the regulations,
EAA will be better equipped to combat such a move if
it has documentation of the noise levels of most home-
built types. Most homebuilts tested last year were in
the acceptable sound level range. We would like to see
someone show up for the trials with a muffler similar to
the one described this month in Tony Bingelis' Designee
Corner.
OH, TO BE A GYPSY!
Every EAAer who has attended a fly-in at Rockford
or Oshkosh has a great deal of admiration for the FAA
controllers who are sent from various towers around the
country to help make our Conventions as safe as possible.
Known as the Gypsy Controllers, these men are also
held in high esteem by their peers within FAA . . . as
evidenced by the fact that over 300 requests have been
filed for the 18 positions open for the 1975 Convention!
OREGON SPORT AIRCRAFT DIRECTORY
The Eugene, Oregon Chapter 31 is printing a di-
rectory of all sport aircraft in the state of Oregon. Copies
of the Oregon Sport Aircraft Directory will be available
at the First Annual Oregon State EAA Fly-In, to be held
July 12 and 13 at Chiloquin state airport. Any sport
aircraft builder, owner or plans owner not already con-
tacted wishing to have their project listed please write:
EAA Chapter 31, 1770 E. 25th, Eugene, Oregon 97403.
All kinds of sport aircraft are welcome.
SPORT AVIATION 7
 EAA COOK BOOK
Chapter 243, the Wisconsin Northwoods Chapter,
has come up with an idea to help the long suffering wives
of airplane builders and the EAA Air Museum Founda-
tion. They point out that airplanes are not built of 4130,
aluminum, dope and fabric alone, but also with gallons
and gallons of coffee and enormous amounts of yum-
mies for the tummy. In order to make easier the task of
the providers of these goodies, Chapter 243 is preparing
an EAA International Cook Book. Everyone who has a
favorite recipe that wows the wood butchers, tin cutters
and dope daubers is encouraged to send a copy to:
Mrs. Marland Malzahn, Route One, Antigo, Wis. 54409.
Your name and recipe will be included in the cook book.
Profits from the sale of the book will go to the EAA Air
Museum Foundation . . . and you great cooks will be
immortalized in the hearts and tummies of homebuilders
the world over!
TRAILER RENTAL
Add the following to the list of businesses that will
rent trailers for use at Oshkosh '75.
Hoppman's Camping Center
Hwy 41, West Frontage Road
Fond du Lac, Wis. 54935
414/922-7300
Greg's Trailer Rental
Highway 67
Lomira, Wis. 53048
414/269-4478
IS YOUR PROJECT COVERED BY
HOMEOWNER'S INSURANCE?
One of our members had a garage fire recently
which, very unfortunately, also destroyed his nearly
complete Cassutt project. In checking with his home-
owners insurance company, he found the project was
not insured. It seems some state's laws provide for such
coverage, however, most do not, in which case one would
have to obtain a separate policy from a marine or avia-
tion insurer. It would be advisable for builders to check
with their insurance agents to determine if their pro-
jects are covered in case of fire, explosion, natural
disaster, etc.
OSHKOSH CAB SERVICE
Cab service is available at Oshkosh during the EAA
Fly-In Convention on a 24 hour a day basis. Oshkosh
City Cab Company taxi rates are:
To and from EAA Convention Site & University of
Wisconsin-Oshkosh dorms 1 to & including 5
passengers $3.00
6th and 7th passengers 60c each
No more than 7 passengers per car.
Oshkosh City Cab says they are ready to go any-
where, anytime. Their phone number is 414/235-7000.
SMITHSONIAN FORD TRIMOTOR NEEDS
Robert B. Meyer, Jr., Curator of Aero Propulsion of
the Smithsonian's National Air and Space Museum is
looking for three 425 Pratt & Whitney Wasp Series B
or C engines and three Hamilton Standard ground
adjustable propellers. They are needed to complete for
display a Ford 5AT-B given the Smithsonian by
American Airlines. The engines do not have to be
runable some or all internal parts can be missing as
long as the exterior is complete. The prop for the center
8 JUNE 1975
engine should be 10 feet in diameter and those for the
outboard engines should have a diameter of 9 feet 6
inches. Mr. Meyer states that the Smithsonian would be
willing to trade Wasp Jrs. in cans or certain other
antique engines and propellers for the above. Contact:
Robert B. Meyer, Jr., Curator of Aero Propulsion,
National Air and Space Museum, Smithsonian Insti-
tution, Washington, D.C. 20560.
EAA MUSEUM VOLUNTEERS
Bob Ladd reports that 130 hours of volunteer work-
ing time was expended on various EAA Air Museum
projects during the month of April by the following:
Dave Nelson of Racine, Wisconsin; Cliff Gould, Mil-
waukee; Jim Stulac, Racine; Chuck Scheffner, New
Berlin, Wisconsin; Bob Smith, Franklin, Wisconsin;
Philippe Van Pelt, Milwaukee; Bill Spellman, Milwau-
kee; Tom Ruplin, Greenfield, Wisconsin; Ken Lane, Elm
Grove, Wisconsin; Gene Soucy, Burlington, Wisconsin
and Dick Meis. Anyone wishing to participate in this
volunteer work/learning program should contact: Bob
Ladd, EAA Air Museum, telephone 414/425-4860.
GASOLINE COLORS
Many older aircraft have engines designed for 80-87
and 91-93 octane ratings and these are specified in the
owners manuals. In 1968 ASTM Specification D 910
for 91 octane gasoline was discontinued and now this
octane is no longer being sold within the United States.
It is still available in some foreign countries. 91 octane
aviation gasoline was colored blue. The new low lead
100 octane aviation gasoline is now colored blue so
owners should realize that gasoline tinted blue is low
lead 100 octane and not 91. The table of color codes for
aviation gasoline now sold within the United States is
as follows:
Octane Old Color New Color
80-87 Red Red
91-93 Blue Not Available
100 low lead Not Available Blue
100-115 Green Green
115-145 Purple Purple
BABY ACE ANNIVERSARY
EAAer Bruce Hutton of Davis, West Virginia points
out that 1975 is the 20th anniversary of the 1955 Me-
chanix Illustrated article on the construction of a Baby
Ace the article that gave EAA its first wide spread
publicity and really got the organization off the ground.
In commemoration of this anniversary a special display
line will be set aside at Oshkosh this year for Baby Aces
and a number of special awards for them will be spon-
sored by Paul Poberezny. All you Baby Ace owners
should make a special effort to make it to Oshkosh this
year to share in the honors.
ADAP AND ENERGY CONSERVATION LEGISLATION
As of the closing date of this month's issue of SPORT
AVIATION, no real progress has been made in Wash-
ington on the Airport Development Aid Program
(ADAP) and Energy Conservation and Conversion Act
discussed in last month's Hot Line. A flood of protest
mail is being received by elected officials apparently
sufficient in volume and vehemence to cause some sec-
ond thoughts on various provisions of the two legislative
proposals. The 20% tax on new general aviation aircraft
and accessories has been dropped, for instance, and an
easing of the fuel tax schedules is reported to be in the
works. It does pay to write your Senators and Congress-
men . . . so keep the pressure on.
 13TH ANNUAL AC SPARK PLUG FLIGHT RALLY
This year marks the 13th running of the popular AC
Flight Rally. Starting points will be Flint, Michigan,
Kansas City, Minneapolis, Dayton, St. Louis and
Omaha. The Rally involves estimating one's airspeed
and fuel consumption and then flying the course as
close to estimates as possible. As in the past there are
two categories all homebuilts and factory built air-
craft manufactured prior to August 1, 1955. First prize
in each category is $250. 2nd and 3rd place finishes
also are rewarded for their efforts. An entry fee of $5.00
is charged and this goes to the EAA Air Museum. The
AC Rally is a fun way to come to Oshkosh . . . and the
chance to win $250. 1975 AC Rally Entry forms are
available from B. J. Artrip, AC Spark Plug Div., CMC,
1300 N. Dort Highway, Flint, Michigan 48556 (phone
313/766-4739). Entry forms and entry fee must be mail-
ed no later than July 24, 1975.
(U.S. Air Force Photo)
EAAer Evan McCombs of Colorado Springs and his
CLASSIC PRE-REGISTRAT10N REMINDER modified Baby Ace in an authorized fly-by of the Air
Force Academy.
As in past years, notice is hereby given of the need
for pre-registration of Classic aircraft in order to park
in the Antique-Classic display area. EAA defines AIR FORCE ACADEMY GETS HOMEBUILT FLY-BY
Classic aircraft as factory-built aircraft of any nation
constructed not less than 20 and not more than 30 years On a recent Friday the 4,000 plus Cadet Wing of the
ago. Pre-registration is necessary due to the large num- Air Force Academy at Colorado Springs got a surprise
ber of aircraft in this age category. aerial visit while standing for their noon meal forma-
To pre-register your Classic, write Gar W. Williams, tion. Three homebuilt biplanes and a Baby Ace made two
Jr., 9 S. 135 Aero Dr., Rt. 1, Naperville, 111. 60540, giving passes over the astonished cadets who cheered them
him your complete mailing address, airplane type and on the second time around! While a surprise to the
N-number. Include a stamped, self-addressed envelope cadets, this was no illegal buzz job all was with the
with your request. Due to the limited space available, advance knowledge and approval of Academy Super-
owners of "show" quality aircraft ONLY are requested intendent, Major General James R. Alien. The pilots
to pre-register for Classic parking. were Colorado Springs Chapter 72 members Bruce
McCombs and his son Evan, J. D. McDonald (Lt. Col.,
SPORT AVIATION SPECIAL ISSUE USAF Ret.) and Lt. Col. W. S. Christian, Jr. Instigator
of the fly-bys was Cadet First Class Mike McClendon of
This month's SPORT AVIATION is a special issue the Cadet Wing staff, a private pilot who flies out of
containing an extra 24 page section on the EAA Air Meadowlake Airport east of Colorado Springs, home
Museum. This material will also be printed separately base of local EAAers.
as a booklet to be made available to visitors to the Mu-
seum. (Continued on Page 25)

(Dept. of Transportation Photo)

EAA President Paul Poberezny, left, is congratulated by
Dick Scully, FAA's Directory of Flight Standards, after
Paul was presented an "FAA Safety Pin" for his work
over the years in promoting aviation safety. The occa-
sion was a day long meeting in Washington in which
President Paul met with FAA officials to discuss the
(Photo by Chapter 143)
Custom Category and small numbers NPRM's that are
HALL OF FAMERS Pictured are the 1974 inductees in
still pending and with 0MB on a survey you will hear
the OX-5 Hall of Fame. Left to right, Tony LeVier, Jack
more about in the immediate future. Paul later address-
Irwin, Al Meyers, Dr. Paul Garber, Matty Laird and EAA
ed more than 100 FAA and other aviation officials and
Director Steve Wittman. Congratulations, gentlemen!
presented the film "Dream of the Eagle".
SPORT AVIATION 9
AT 100 POUNDS AND 15
HORSEPOWER . . .

By Emmett M. Tally, III (EAA 58965)

President. Birdman Aircraft
P.O. Box 1861
1280 Wildcat St. (Airport)
Daytona Beach, Fla. 32015

Birdman Background

V,ERY OFTEN WHEN I was growing up I would

dream of flying. Flying to me was the most exhilarating
possible experience. I had a dream of just being able to
strap on a set of wings and fly off over the hills and roof-
tops. As soon as I was old enough I began learning to fly
in aircraft; Piper J-3, Cessna 150, Piper Colts. I dug
ditches and scrubbed floors all the next two years to earn
my Private pilot's wings. It was fun and exciting and I was
pleased with my progress, but it was very complicated.
I hardly had time to look at the houses and trees. After
unsuccessfully trying to get the military to pick up my bill
for flying (bad eyes), I continued on to get my Commer- The Birdman off and flying. This is the prototype . . .
cial the same way as every struggling young student the version offered to builders will have a V-tail and a
four guys in a four place airplane, everybody logging wing with a straight center section and outboard panels
pilot-in-command time. I flew every kind of airplane, with dihedral.

10 JUNE 1975
I could get my hands on. I flew over 130 different air-
craft; I had 25 jobs in 15 years of professional flying . . .
but still I had the dream. I flew sailplanes, helicopters
and parachutes and it still was not the same.
Blasting along at 500 miles an hour ground speed in
a Lear Jet was fun, but it was not my dream. I still
kept having the dream to fly; to fly like a bird, to be
pulled by some mysterious force up from the ground, to
levitate.
I spent six years in school studying engineering. I
even helped design and build some of the fantastic home-
grown aircraft that are made possible by the freedoms we
have in this country that are so closely guarded by the
Experimental Aircraft Association. I designed and
sketched over 400 airplanes. All the conventional data told
me that you couldn't build a wing light enough to fly
slowly enough to simulate the flight of birds. Then one
day almost six years ago while buying materials for a The Birdman minus landing gear.
medel of still another new design, I came across a new
material, a thin plastic film of incredible lightness and high
strength. This, in conjunction with a tiny but powerful
engine that I was already working with, would make the
dream of birdlike flight possible. There is only one way to
fly slowly and that is to have a really big wing that weighs
very little. Here was my chance to do it.
We evaluated hundreds of designs and finally settled
on the configuration we thought best. The most critical
component would be the wing leading edge and spar called
the "D" cell. After several tries we built one we thought
was right. It weighed 3.72 pounds and was six feet long.
We bolted it to the wall and began loading it with sand
bags, carefully measuring deflections so that we could
predict ultimate failure. We added bag after bag of sand
in 25 pound bundles; 2G's, 3G's, 3.5G's . . . we simulated
the equivalent forces of flight at better than 5G's, over
300 pounds of sand. There was a loud crack and the wing
settled to its support. To our amazement we found the
wall had broken, but the "D" section was still intact!
We were elated. We had built the structural part of a
wing with the highest strength to weight ratio of any ever
built.
That was almost three years ago. Since then, we have
designed and redesigned, built and rebuilt all the other
components to compliment that wing section and made a
complete aircraft. The whole engine concept we started
with was scrapped and replaced three separate times. We
became members of NASAD, The National Association of Cockpit of the Birdman. There are light airplanes . . .
Sports Aircraft Designers. This is the first aircraft to be and then there's the Birdman!
developed under their guidelines. There was no publicity,
no sales kits, no materials or plans sold before we had
successfully flown the prototype and obtained certain
basic performance requirements.
On our first flight on 25 January 1975, my dream came
true. I could do what I wanted to do for so many years.
Even people who are not familiar with the project or its
name said that it looked as though it were flying like a
soaring bird; the movements were the same. It still was
not over. We had some 19 changes in the landing gear
alone, over 75 changes in all to perfect this new way of
flying. Now we have it. We have an airplane that will
fly and is controllable at speeds as slow as a man can
run. I realize I was presumptuous in calling this one
airplane "The Birdman," but I feel the aircraft justifies
its name.

Structure of the prototype Birdman in its early form

Full span flaps have since been found to be unnecessary
and will not be on the plans. The T-tail will be replaced
by a simpler, lighter V-tail.
SPORT AVIATION 11
 DESCRIPTION AND SPECIFICATIONS
The Birdman is a basically overgrown model airplane.
There is even some balsa wood in the prototype, though
there will be none in the production plane. We discover-
ed early on in the project that for the most part conven-
tional aircraft hardware was just not designed for truly
small aircraft. We borrowed parts, techniques and tech-
nology from the model airplane builders, racing bicyclists,
go-carters, motorcyclists, and even the sailors of small
boats, all of whom are very much concerned with light
weight.
The construction method consists of a laminated
spruce-birch plywood-Epoxy, taper "I" beam spar, plus
built-up ribs from the spar to the trailing edge (a new,
easy method of rib building we will show at Oshkosh)
and a premolded leading edge that comes nearly ready
for installation. The entire wing is self-jigging. The pilot
seat and engine mount supports are welded aluminum
tubing and the whole airplane is covered with a Mylar
film which can be applied in two or three evenings. The
outcome was an airplane with as much wing area as a
Cessna 140 that only weighs 100 pounds. Yet with all
this lightness, we were able to stress the Birdman to
6G's. We have kept the wing loading less than two pounds
per square foot in order to simulate the flight of birds.
This not only gives us the short take-off run of about 75
feet, but amazing bird-like arrivals with energy absorb-
ing stall and a ground run of as little as 10 feet. All this
is done with no wind.
The big problem, of course, once you can build a struc-
ture this light is controlling such a vehicle in gusty winds.
This boils down to having good inherent aircraft stabil-
3-View of the V-Tailed "production" Birdman.
r - ll't -
L-1--J
12 JUNE 1975
ity plus very large and very effective controls. All yaw and
roll control of The Birdman is done with sequentially-
activated spoilers. With these, we can spoil over 70 per
cent of the lift of either wing. Sequentially-activated spoil-
ers are not only more effective at our speed ranges, but
are actually easier to build than conventional ailerons.
We also have lift control spoilers for glide path control
much like a sailplane. We had flaps on the prototype,
but these proved ineffective in our performance envelope
and were later sealed off. Although the prototype has a
T-tail, we have already built the structural components,
run wind tunnel and model tests with a V-tail for the pro-
duction model. It is not only lighter and more effective,
but it is a great deal easier to build.
We have always considered the Birdman fairly conven-
tional, except for its light construction. However, when
asked recently to list all the unusual features of the air-
craft, it became apparent we had overlooked a few things.
There are, after all, 7 patents either awarded, applied
for, or pending on this aircraft and its construction.
Two unique features that are apparent right away are
that this is the lightest powered winged aircraft ever
built and that it flies more slowly than any other fixed
wing aircraft. The spoiler control system is unusual for
light aircraft and the V-tails are unusual in that there is
no rudder action. The landing gear is unusual in that the
pilot's feet are available directly to assist in ground handl-
ing, but are not required for take-off and landing. Having
the tailboom and outboard wing panels detachable leaving
the wing center section intact is not the standard way to
disassemble an airplane although there are obvious ad-
vantages. The fact that it is such a large airplane and
yet still can fold up and fit on the roof of a car is
BIRDMAN TL-
50 SCALE BAC HO
//" - -] 2' -
2'8'
-\
14
r V
certainly unusual. Outboard wing panel dihedral is not
very often seen on American designs.
The tiny propeller diameter came about because we
were able to clear up all sorts of problems and developed
gliches with a direct drive propeller. Yet this small 9000
R.P.M. prop gave us only a very small penalty in per-
formance over the complicated, costly, heavy, and often
unreliable geared methods. (We tried four different ones).
Two-cycle engines are unusual also. However, our 15
horsepower unit has proved to be extremely reliable in
over 150 hours of test stand and flying work with no
engine failures at all. A pusher propeller is unusual, but
was necessitated by our wanting to preserve the feel of
natural flying. We also wanted to keep all the engine
noise and 120 mph propeller slip-stream behind the pilot.
The welded aluminum seat supports and steel engine
mount give the pilot considerable protection, particular-
ly when you consider the slow speeds of the airplane.
Perhaps the most unusual feature is the 'CG" seat
which allows this lightest of ultra-lights to carry pilots
from 120 to 240 Ibs. (sorry, you really slender gals will
just have to carry some lead weight as you do in sail-
planes). The "CG" seat also allows the pilot to fly either How do you get an airplane with a 30 foot wing to weigh
erect, almost standing, or reclining as in a high perfor- 100 pounds? This model airplane derived structure tells
mance sailplane. part of the secret. The rectangular panels just behind the
Speaking of sailplanes, as a glider, the Birdman TL-1 landing edge are spoilers. They are sequentially actuated
will stay up longer than many medium-performance sail- the more the stick is moved, the more panels pop up.
planes (sink rate 2.4 feet per second) and has an L/D
or glide ratio of 14 to 1, which will put many, if not
most, general aviation aircraft to shame.
Another unique feature is the completeness of the kit.
Not only do we supply all the materials (many of them
prefabricated), but instruments, engine, propeller, fuel
tank, glues, paint, complete instructions, and even a spe-
cial tool kit. All this for $1395. Marketing of the Birdman
is also unique. Because of a complete development pro-
gram and no preliminary information release, we can start
delivering parts within less than 60 days of the time the
deposit is placed with us. We feel this is important and
sorely needed in the area of custom built aircraft.
But the most unusual feature of the Birdman remains
the way it flys. Getting out of areas smaller than the
best STOL's . . . Making 360 turns inside the barnyard . . .
literally soaring with eagles . . . landing in impossibly
small spaces . . . the feel of a flying machine that
weighs less than you do ... your own wings. It's
great!

Designer Tally adjusts the 15 h.p. 2 cycle Birdman engine.

Notice the prop extension. 3-blade prop is one of many
that have been tried.

Emmett Tally, designer of the Birdman.

SPORT AVIATION 13
 WOMEN ORGANIZE
CHAPTER'S FIRST FLY-IN
*.!*.
A portion of the flight line at Chapter 442's fly-in.
By Lucile Hauck
1112 Polk St.
Wichita Falls, Texas 76309
From the beginning of our forming an EAA chapter our
president, Delmar Ebert, urged members to volunteer to
organize a fly-in. However, no one was interested in taking
on such a project as most were business men who did a
great deal of flying and were often not even in town for
monthly meetings.
In early 1974 Chapter 422 was two years old and still
no fly-in. One day I said to my husband, Tom, "I would
like to try and have a fly-in this fall."
"You are crazy," said Tom. So that subject was dropped
in the family conversation. Later, we had a group of home-
builders for dinner and I said, "I wanted to chair a fly-
in but Tom thought I was crazy."
Mona McKee said, "I'll help you. Let's both be crazy."
That was all that was needed and next meeting we told of
our desire to chair a fly-in picnic. The men reluctantly
agreed for us to be the first to try since we had the time and
they didn't. They said they would help us in any way they
could.
Mona and I sent for the "EAA Air Show and Fly-
In Manual" telling us step by step what to do and soon we
were making work assignments and extracting promises of
help. Tom Danaher, a member of our chapter, said he
would be happy to have the fly-in picnic at Lake Wichita
Airport with Joe Coleman and Landon Cullum agreeing to
help us at the airport. Delmar said he would get the name
tags. Leroy Lakey said he would see that the local news-
paper had an article about EAA and would also inform the
local radio to spot the fly-in. Mona McKee would engage
the mobile unit for food. I would do any typing and cor-
respondence that needed to be done. Mona and I would
also make appointments for Joe Coleman and Landon Cul-
lum to be interviewed on local TV stations. Everyone
seemed happy but skeptical that we could organize a fly-
in. Even other chapter members told us not to be dis-
couraged if we didn't have many attend for the first two
or three fly-ins. We believed them as women did not join
our chapter until our second year and we went to Oshkosh
14 JUNE 1975
(Photo by Col. David R. Eby)
and saw how many wives belonged with their husbands.
Mr. Antoni Bingelis, writer of "The Designee Corner"
in SPORT AVIATION, spoke to us in June of 1973 and
urged members to bring their wives to the meetings. I had
always gone to the meetings with Tom as I found them
interesting. Mona had gotten her private pilots license
and she began to come with Sam. Faye Ebert occasion-
ally came with Delmar. She comes regularly now. Jane
Brown was taking flying lessons and she came with Don-
ald. Four women and thirty-five men members and we
were going to have a family fly-in picnic in October.
There was an Aero Technical School, Cooks Flying School
and Shepherd Air Force Base in Wichita Falls so many
aviation interested people were in the area.
Mona did the drawings and I did the typing on our
flyers sent with the newsletter "Hangar Talk" two months
in advance to the twenty-two EAA Chapters in Texas and
four chapters in southern Oklahoma. We sent in the
announcement to SPORT AVIATION. We talked EAA
fly-in picnic to all we came in contact with as many in this
area had never heard about EAA. Chapter 138 Boy Scouts
said they would help as they wanted to work toward
Scout badges. They wanted to see homebuilts from sheets
of metal to a flying plane.
God gave us a good flying day. It was thrilling as planes
began arriving from surrounding areas. Our women were
all dressed in EAA blue and white with our EAA emblem
for Chapter 422 of Wichita Falls, Texas. Tuwana McKee,
Miss EAA, worked all day with Edna Coleman registering
visitors. Our local TV station took some nice pictures of
Tuwana and the homebuilts. Tom Hauck had his BD-4 on
display almost ready to fly for the second time. He had
pictures from the time he had driven in from Newton,
Kansas with boxes of sheets of metal. Sam McKee had
his Pazmany PL-2 displayed and talked to several Paz-
many builders. Delmar Ebert proudly showed his Teenie
Two. The Jay Carter families, engineers, had their orange
colored fiber-glass gyrocopter on the front row. Leroy
Lakey was out flying around in his Baby Ace and Pat
O'Neil was in the air with his Starduster Too. Jerry
Johnson and J. B. Riley were polishing the Spider and
Jim Higgins was answering on his gyrocopter. Landon
Cullum was flying his powered glider as was Pat O'Neil
his sailplane. The radio controlled model airplane group
had their planes flying in a designated area. Later, Landon
Cullum thrilled the crowd with the roar of his World War
II P-51 and Dean Moller came in his Stearman PT-17
but was flying friends around in the McKee Ercoupe.
Pat Eby was lining Boy Scouts up for Col. Eby and Jerry
Johnson to take them for a free ride. The Scouts had
plenty to tell their friends about their ride with the Colonel.
Our historian, Larry Rippetoe, had the big book on dis-
play with pictures of members and their projects and all
the interesting programs members had given this year in
our monthly meetings.
Everyone was excited with the exceptionally good avi-
ation minded group turn out. Some of our members had not
displayed their handiworks as they didn't think it worth
their effort. They have already said they will be bringing
their project next year. Those from a distance asked if
they might join us next year with their homebuilts. The
mobile lunch wagon didn't show but Mona contacted
Underwood's Barbeque and they were there at quarter
after twelve. The gassing of the airplanes was slow, but
we will remedy those two weak points next year. More
women have joined and we are already planning a bigger,
(Photo by Jack Cox)
Solar Energy for Lightplanes? This is the first example
we have seen of the use of solar energy in light aircraft.
It is a solar cell taped to the fuselage of a Fournier
RF4D for charging the battery during flight. The man
responsible for this clever little item is Charles Webber
(EAA 75822), 4130 Mennes St., Riverside, Calif. 92509.
He and friend, John Buckner,flewtheirRF4DstoOshkosh
last summer from their homes in the Los Angeles area
and exchanged batteries on different legs of the trip for
solar charging.
better fly-in with a program next year. We have the local
talent and planes in our small Wichita Falls Chapter 422
for instance, we hope we can talk Tom Danaher into
flying his Grumman Goose next show time and maybe
the Carters will have something sensational by that time.
Plan to come to Wichita Falls, Texas in October of 1975
to our EAA fly-in. The women can put it all together with
the help of our professional men
(Photo by Col. David R. Eby)
Now here is an interesting shot. The aircraft on the left
is "The Spider" (formerly PDQ-1) by Jerry Johnson and
J. B. Riley of Burkburnett, Texas. The sleek job in the
center with the shrouded prop is a gyrocopter by Jay
Carter Sr. and Jay Carter Jr., also of Burkburnett. It
features a filament wound fiber-glass prop shroud and
landing gear legs, and will have fiber-glass rotor blades.
The engine is a 100 h.p. 6 cylinder outboard engine with
belt reduction to the pusher propeller. The rotor blades
will have a pre-rotation device and brakes. The Carters
have also developed a very promising steam auto.
SPORT AVIATION 15
 RETURN OF THE

"You're building a what? You've

gotta be kidding!" . . . "You're some
kinda nut." . . . "None of those air-
planes were flyable." . . . "You must
have a death wish." . . . "All of the
Gee Bees eventually crashed and
killed their pilots."
This is the kind of encouragement
I get from some of the people who
hear about my desire to build and
fly the 1931 Gee Bee Model Z, "City
of Springfield," but not being too
bright anyway, I have pushed the
project along toward completion. I
have noted that those with real knowl-
edge of Gee Bee history are not quite
as pessimistic in their outlook. Bob
Granville, one of the two remaining
brothers from that illustrious five man
team which comprised the Granville
Brothers Aircraft Company of Spring-
field, Massachusetts, has been most
helpful. A particularly encouraging
point was stressed by Bob in a letter
to me some time back in our steady
stream of correspondence, "It will be
hard to believe, after all you have
read, but to my knowledge no one
ever was killed in a Gee Bee for any
reason which should be blamed on the
ship."
Bob went on to list the causes of
several of the more spectacular
crashes, and sure enough, each one
By Bill Turner EAA 26489
4110 Marsten Rd.
Belmont, Calif. 94002
(Photos Courtesy The Author)
is attributable to poor pilot judgment
or strokes of fate such as a loose gas
cap on the Model Z or a chamois
adrift in the fuel tank of the QED.
Whatever the prognosis for survival
may be, I am propelled onward
toward realizing a life long desire to
return a Gee Bee to the skies. The
same process to fulfill this ambition
is being used as in the building of the

The Model Z Gee Bee, winner of the

1931 Thompson Trophy Race well
on the road toward being reincar-
nated by the author, Bill Turner.
1934 Brown B-2, "Miss Los Angeles."
Simply stated it is that Ed Marquart
of Fla-Bob Airport, Riverside, Califor-
nia, does all the work and I claim all
the credit! Well, maybe it's not quite
that bad, but Ed does do the thinking
and major construction while I hack
out the parts per his drawings sketch-
ed on old wrapping paper or "de-
tailed" in sawdust on top of a work
bench. I do enough of the physical
labor to satisfy Big Brother in
Oklahoma City on the 51r4 bit, but
without Ed, the master, nothing would
happen and I would still be without
flying reproductions of a Brown and a
Gee Bee.
After the "City of Springfield" has
been flown for a while, and, assum-
ing that I am still around to perform
the function, I have promised Editor
Cox an article on the ship's history
and flying characteristics. This effort
you are now reading is a plea for
assistance in accurately reproducing
the Model Z in every detail. It was
a milestone airplane that had far
reaching influence on aircraft design Bill Turner in his Gee Bee replica.
and military aerial strategy. It should The outline of the rudder and fin are
resemble the original as closely as unmistakable.
Imagine a fully cowled P&W R-985,
possible and I seek the aid of all who two huge tear drop shaped wheel
have knowledge, photographs, draw- pants and . . . suddenly its 1931.
ings, etc. of "Number 4", as Bob
Granville refers to it. I will be more
than happy to cover any costs involv-
ed if you have copies made of your
materials, or, if you trust me, I can
make d u p l i c a t e s and r e t u r n the
originals to you with many thanks.
The accompanying photographs
show progress up to March of this
year. Anything fellow EAA members
can supply to help assure authen-
ticity, such as a Curtiss Reed pro-
peller, 55503, TC186, will be greatly
appreciated.

The close rib spacing and huge tube

sizes utilized in the stub wing/center
section are indications of the "hell
for stout" construction of the Gee
Bee.

SPORT AVIATION 17

The Dewey Bryan Awards
We, EAA Chapter 384 of Brighton, Michigan,
of which Dewey Bryan was a member, wish to
keep the memory of Leland D. Bryan (Dewey)
alive. To do this, we are offering two awards to be
given at the EAA Conventions in Oshkosh.
The first, to be called the "Dewey Bryan Road-
able Memorial Award", will be given to a person
or group of persons who design and build a "road-
able" aircraft with the primary function of a
practical airplane and a secondary function of a
licensed motor vehicle. It shall have fulfilled the
FAA requirements for an experimental aircraft
and have flown out its flight limitation time, in
addition to being, or eligible to be, licensed to
operate on the public highways. This vehicle
should not have been constructed by a company
or corporation for sale and profit. This award will
go to the person, or group, who have successfully
In Memory Of Dewey Bryan
By Peter J. Smith, EAA 71213
Pontiac, Michigan 48054
I
T WAS ON the morning of Friday, August 2, 1974
that the life of Leland D. (Dewey) Bryan came to a
close. He was at Oshkosh, flying the Readable in the
Fly-by. When the wing collapsed, whatever the cause,
aviation lost a pioneer.
Dewey Bryan, EAA 1220, was Born July 27, 1923
in Williamsburg, Indiana and moved to Michigan when
he was three years old. He lived a typical life until, with
one year of school remaining, he joined the Navy July
7, 1941. He received his Boot training at Grosse He and
was later stationed at Norfolk, Virginia.
Dewey spent five years and twenty days in the Navy
in training and maintenance of PBY's and later B-26's.
He worked up to Aviation Machinist Mate, first class.
Most of Dewey's Navy life was spent in and
around the States, going to Puerto Rico, Cuba, Trini-
dad and Barbados, to name a few. Even though Dewey
was fascinated with airplanes as a child, his real love
affair with aviation started at Grosse He in 1941.
Dewey was discharged from the Navy on his twenty-
third birthday in 1946 and went to live and work with
his father as an automobile mechanic in Bryan's Garage,
Service Station and Restaurant in Williamsburg, Indi-
ana. Later Dewey worked as a plumber's helper for the
Harold Walker Plumbing business in Williamsburg. It
was during this time he started taking flying lessons at
Richmond, Indiana using his GI Bill and completed his
Private license in 1947.
Dewey married his wife, Marie, in Indiana and, after
converting an old truck into what he called a "House-
car" (possibly the forerunner to the modern Recreational
Vehicle), moved to Michigan in 1948. They settled in
18 JUNE 1975
completed the requirements, in the opinion of
the Award Committee.
The second award will be called the "Dewey
Bryan Youth Achievement Award" and will be
given annually at the EAA Conventions. The re-
cipient will be selected by the Dewey Bryan
Award Committee from youths nominated by
EAA chapters. Requirements for this award are:
the nominee must be under 19 years old, and a
member of both EAA National and a local chapter.
The nominee must have participated actively in
restoring or building an aircraft OR in chapter
activities which promote Sport Aviation in the
community (writing about aviation activities for
the local paper, working responsibly on a Dawn
Patrol or Fly-in, or bring aviation to the attention
of a school population are examples). The no-
minating chapter will send some verification of
the nominee's activities.
Nominations for both awards should be sub-
mitted to:
The Dewey Bryan Awards Committee
EAA Chapter 384
665 Barker Road
Whitmore Lake, Michigan 48189
5647 Cruse
the Highland Area, buying their present home near
Highland in 1949.
Dewey went to work for the Buick Division at the
General Motors Proving Grounds near Milford in 1948.
He had completed nearly twenty-six years in their
employ at the time of his death.
Dewey and his brother, Max, bought a Corbin Baby
Ace (No. 12) for $35, as is, and rebuilt it, using wings
from a T-craft they bought for the parts. The Corbin was
first flown in 1950 from nearby farmers' fields, after the
test work was done, and in the winter off the ice of
Woodruffs Lake, where Dewey lived.
Dewey's neighbors and friends began calling him and
Max the "Wright Brothers" along with some other
names.
After thoroughly enjoying two years flying the Corbin
and feeling the inconvenience of getting the plane to a
strip to fly it, the idea of a plane which could be kept in
his own garage and driven on the road to the airport
to be flown was born.
Dewey's idea was, since both the airplane and car
had wheels, brakes, steering and a powerplant, why not
combine the systems and make a "Readable Aircraft".
By this time my dad, Earl Smith, Plant Protection
at the Proving Grounds, and Dewey had become good
friends and both were interested in flying. After my
dad's glider interest passed and Dewey's Readable idea
was moving toward reality, proving quite practical,
they combined forces. Using an open-skeleton-type
frame, the wings off my dad's broken Brieglieb primary
glider, and a Crosley automobile engine for power, he
came up with his Bryan Special. Dewey made a yoke to
fit over the fuselage and hung the wings on the sides.
Adding lights and signals to meet the highway code,
he was able to get a license to drive on the roads. Thus,
he could drive it to the airport, then attach the wings
(which took about thirty-five minutes) and fly. Then,
detaching and placing the wings on the side again, he
drove it home and into its garage.
After 500 road miles and about 30 hours of flying,
the Crosley crankshaft broke. A little more power was
needed so Dewey installed a 40 hp Continental. He was
flying and experimenting and enjoying his own Read-
able Aircraft. The Bryan Special was retired and donated
to the EAA Museum where it is waiting restoration.
With what he had learned, Dewey started on another
aircraft, this one to be better and to be called the Bryan
II. This was a low-wing, pusher plane with a 75 Con-
tinental engine and twin booms supporting the tail. The
basic fuselage was an Ercoupe center section extended
twenty inches and changed to a single place. The craft
flew exceptionally well after its completion in early
1957. These flights had only airworthiness in mind.
Dewey then modified the wings so they could be
(Photo by Robert F Pauley, 1957)
folded manually. He installed the necessary signalling
The Bryan II ready to roll off to the highway. Notice
systems and lights to conform to the Michigan Vehicle the commercial plate and how the wings form a pro-
Code. He was issued a commercial plate and could now tective arch over the propeller.
travel any road and could attain speeds of 65 mph on
smooth roads. This Roadable took first place in the
Spot Landing Contest at the 1957 Rockford Convention
and first place in Outstanding Design.
After 82 hours of flying and 4000 miles on wheels,
the Bryan II was slightly damaged in an automobile
accident while being towed home from an exhibition.
Many parts were salvaged for the next Roadable.
During the next few years Dewey designed and built
the Bryan III, a special Roadable. This was a much more
sophisticated craft then those before. It had a folding
delta wing, a Ranger engine and used the twin tail
booms from the Bryan II. A Corvair convertible top
actuating mechanism was incorporated in the plane to
raise and lower the wings from inside the cockpit.
While working on the Bryan I I I , Dewey designed
some toys, all involving aircraft. His idea was to inspire
the young people, making them aware of aviation and
the world of flying. He wanted people to have family
fun while learning what made airplanes fly.
His pet toy was a styrofoam tail-dragger plane (Photo by Pete Smith. 1955)
mounted on a wire which was pivotted on a pylon and The first Bryan Roadable. It took nearly an hour to
counterbalanced by a slot-car motor, with a speedo- attach and detach the wings at the airport.
meter cable transmitting power to the model. The plane
could actually be flown about the pylon by controlling
the motor speed with a hand-held rheostat.
Dewey also designed a twin-rotor helicopter model
that could hover and fly forwards, backwards and ver-
tically. It was shown to many toy manufacturers after it
was patented, but was never produced. You can see
such helicopter toys in many arcades now; I wonder
where they got the idea!
The Bryan Special Roadable III was a much heavier
and faster plane than its predecessors. It was test flown
from the Pontiac Municipal Airport and many surround-
ing airports in early 1972. Several TV stations and news-
papers ran stories of its progress while the restrictive
hours were flown off. At Oshkosh 1972, in its brand-new
coats of color, the Bryan III was on static display only
because the restrictions had not been flown off and the
FAA would not issue a waiver. Demonstrations were
limited to 80 mph taxi runs and several trips through
downtown Oshkosh.
Over 70 hours were flown in the skies over Michigan (Photo by Pete Smith. 1955)
and Ohio and another thousand miles were accumulated The Bryan Special with its wings on. It is in front of the
on the highways in the following year. Among these special garage, designed and built by Dewey Bryan for
miles were included satisfying a request from the Chair- building airplanes, never for cars.
SPORT AVIATION 19
man of the Boy Scouts to exhibit and demonstrate the
Readable at the Boy Scout Convention which was held
at the Richmond, Indiana Airport where Dewey had
taken his first flying lessons.
Dewey was well along in the planning stages of
building his next Readable when he took the Bryan III
to the 1974 EAA Convention. He planned to base the
new one on Burt Rutan's VariViggen, making it of
metal, and incorporating his Readable features. He also
had a four-place Readable in the planning stages.
On that tragic Friday morning EAA and the world
of aviation lost one of its most dedicated and futuristic
designers.
Dewey had a dream . . . an aircraft with the ver-
satility to allow it to be driven to and from the landing
field, removing the need for a second vehicle, and the _ K M O I G ry, v j c ' O ' c j e Beaugrand. 1957)
expense of a hangar or tie-down at the airport. An added The Bryan II at Rockford. When ready to fly, the vehicle
safety feature would be the ability to land and complete license plate was removed.
the trip by road in deteriorating weather. Dewey viewed
the readable aircraft as a certainty and was trying to
hasten its development.
SPECIAL NOTE: Marie Bryan has asked me to
inform the people who have written for information
and/or plans for the Readable that she is unable to help
them. There is no technical data available as Dewey
did not leave his records in such state that she can use
them. Marie thanks everyone who had indicated interest
in the Readable and wishes them well.

About the author: Pete J. Smith is an EAA Lifetime

member, 71213. He has been a friend of Dewey Bryan
since he was a boy, and his father helped on Dewey's
projects. Peter is the 1975 President of EAA Chapter
194 of the Pontiac area and an active member of EAA
Chapter 384 of the Brighton area. He is also very active
in the Waterford Jaycees. He and his wife fly a Cessna (Photo by Margaret Uemona,
140. They expect to be at the 1975 Convention and will Bryan III in its flying form.
represent their chapter.

(Photo by Margaret Demond)

Dewey Bryan with his pride and joy, the Bryan III at
Sport Aviation's Mecca in 1972. The removable wing
tips protect the propeller.
20 JUNE 1975
 BURT RUTAN'S VARIEZE A SNEAK PREVIEW
By Jack Cox Burt and Carolyn Rutan hold the wing in place so we can get an idea what
their spectacular new VariEze will look like when completed. Burt is holding
(Photos by the Author) the top half of a Whitcomb Winglet a smaller fin attached at the leading
edge will extend below the wing. The wing is so light Carolyn can handle it
Shown here are some of the first with ease. All the pictures shown here were taken at the Rutan Shop on the
pictures of Hurt Rutan's new a i r - Mojave, California airport.
plane, the VW powered, two place
VariEze ("very easy").
A canard somewhat similar in engine, the pilot cranks the nose up, use them also as directional control
layout to Hurt's earlier VariViggen, taxis out and flies away. In flight surfaces.
the new, smaller VariEze is, never- the nose gear retracts, but the main The prototype w i l l be powered
theless, different in many respects. gear is fixed to avoid the weight and with an 1834cc VW converted by
It is built by means of an entirely complication of a retraction system. Ted Barker. Burt isn't talking about
new construction method utilizing Burt's calculations show that little performance u n t i l the plane has
urethane foam and unidirectional speed is lost if the wheels are closely flown, but a mischievous twinkle
fiber-glass cloth. Practically no wood faired. The VariEze will be one of appears in his eyes whenever the
or metal is used . . . even the wing the first aircraft to fly with the Whit- subject is broached. Suffice it to
spar is built of foam and glass. The comb "Winglets" the very first to say that if the VariEze flies well,
materials cost is about the same as
for metal but the building time is
incredibly short a wing can be
built in two days, most of which is
drying time.
The VariEze's wing is prefectly
clean no flaps or control surfaces.
The moveable surfaces of the high
aspect ratio canard serve as eleva-
tors and ailerons. This allows for a
control linkage mechanisim that is
less than two feet in length from the
pilot's hand to the surface, itself.
Rudder/brake cables and the throt-
tle linkage are the only controls, in
fact, that run out of the front cock-
pit.
The little bird abounds in ingen-
uous features: the nose gear will
manually retract, "kneeling" to al-
low the pilot and his passenger to
enter or exit more easily, plus
serving to chock the plane in such
a manner that it can be easily pre-
flighted and will not go anywhere The VariEze is a marvel of people packaging efficiently. The canard con-
in gusty breezes. After starting the figuration results in a 7 inch CG range!
SPORT AVIATION 21
Burt plans to go after the distance
and speed records in the little can-
ard's weight class records current-
ly held by Ed Lesher.
By the time you are reading this,
the VariEze should have been com-
pleted and flown. If all goes well,
as is expected, Burt will write an
article for SPORT AVIATION which
reveals the airplane's performance
and handling as well as details of
the construction method. At this
point he is t a k i n g an extremely
cautious approach toward saying
anything about how the plane is
built up. The method is very easy
(pun intended) and super quick and,
thus, will send shock waves rever-
berating throughout the homebuilt
world. HOWEVER, one must know
what he is doing, must understand
the method and follow certain pro-
cedures exactly to come up with a
safe airframe. For this reason Burt
plans to write a book on the method Burt and Carolyn Rutan demonstrate the roominess of the tiny VariEze.
for use by builders and, particularly, The rear seat passenger's feet do not overlap the pilot up front.
designers who would use the Rutan
process. Already he has had quite
a number of inquiries from designers
who are interested, but Burt is ask-
ing everyone to give him time to
complete the airplane and get some
time on it. He points out that he is
still learning himself and is dis-
covering easier and better ways of
doing things as he goes along. He
definitely plans to share the new
construction technique with all of
us ... but only after he is satisfied
with it in his own mind.
Burt plans to have both the Vari-
Viggen and VariEze flying at Osh-
kosh . . . just one more reason why
no one should miss this year's fly-in.

(Editor's Note: At presstime Burt

Rutan informed EAA that the Vari-
Eze made its first flights on May
21, 1975.)
Nose gear problem? No, just cranking it down to the 'kneel" position to
ease getting out of the cockpits. Someone has already asked Burt if he was
going to call the bird a "Camel."

After you, Alphonse.

Burt Rutan and his VariEze, minus

wings. The canard is 12 feet long.
Wing span is 24 feet.

22 JUNE 1975
Mounting details of the 1834cc Ted Barker VW. Cooling air comes through
the air scoop on the belly of the fuselage, over the mags, down through the
cylinders and out the rear of the cowling. The engine does not have an
electrical system or starter.

Burt holds up the VariEze s nose so we can see the retracted nose gear and
the engine air scoop at the rear of the fuselage.

1975 EAA

!e<si of

Miss Barbara Hutton of Charles-

ton, West Virginia poses with the
sash and the Miss EAA Trophy that
w i l l be awarded to the new Miss
EAA on Friday n i g h t , August 1,
8:00 p.m. d u r i n g the 1975 EAA
Convention. A crown w i l l also be
awarded the winner.
This is the eighth consecutive
presentation of the Pageant. There
will be six trophies in all presented
for Miss and Mrs. Photogenic.
C o n g e n i a l i t y , T h i r d . Second, and
First Runner-up and the new Miss
and Mrs. EAA.
Pageant Director Bruce Hutton
will be at the announcer's stand at
1:00 p.m. daily with applications and
information sheets if you desire to
enter.
SPORT AVIATION 23

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:
24 JUNE 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 It.)
Runways not lighted 13-31 (3400 ft.) and
4-22 (3700 ft.)
Beacon: Yes
Communications: Unicom: 1230 Tower: 118.5
Nav Aid Osh VOR: 111.8
 HOT UNE . . .
(Continued from Pag* 9)
NOTICE OF ANNUAL BUSINESS
MEETING TO THE MEMBERS

In accordance with the Constitution and By-

Laws of the Experimental Aircraft Association,
Inc.: "Notice of the annual meeting of the mem-
bers shall be given by notice published in the
official publication of the Association at least
twenty (20) days before such meeting."
Notice is hereby given that an annual business
meeting of the members will be held on Monday, Joe Zacko, (EAA 73251), 13201 Hathaway Dr., Silver
August 4, 1975 at 1:00 p.m. (Central Daylight Spring, Maryland 20906, has had an interested (and
Time), at the 23rd Annual Convention of the Ex- interesting) observer throughout the construction of his
perimental Aircraft Association, Inc., Wittman Pitts Special, N1JZ . . . none other than John H. Reed,
Field, Oshkosh, Wisconsin. Chairman of the National Transportation Safety Board.
Notice is hereby further given that the annual The Pitts is completed and has about 60 hours flying
election will be held from noon until one o'clock time to date. Fly carefully, Joe!
p.m., Monday, August 4, 1975 at the site of the
annual meeting, Wittman Field, Oshkosh, Wiscon-
sin.
Four Class I directors (three year terms), one
Class II director (unexpired one year term), one
Class III director (unexpired two year term) and
one Class IV director (one year term) shall be
elected.
The nominating committee has submitted the
following candidates:
Class I Directors for three year terms:
Paul H. Poberezny, 9711 W. Forest Park
Drive, Hales Corners, Wis.
Ray Scholler, 453 Fifth St., Random
Lake, Wis. 53075.
S. H. Schmid, 2359 Lefeber Ave., M i l -
waukee, Wis. 53213. RUTAN GOES HOLLYWOOD! "DEATH RACE 2000" is
Arthur Kilps, 10205 Kay Parkway, Hales the title of a new Hollywood futuristic thriller movie
Corners, Wis. 53130. starring Kung Fu star, David Carradine. Of special
Chester R. Wellman, 5375 Kilburn Ave., interest to EAAers is the fact that Burt Rutan was hired
Rockford, 111. 61103. to fly his VariViggen in the flick. The plot centers
Class II Director for unexpired one year around the government sponsored national pastime of
term: the year 2,000, an auto race . . . to the death. Seems
David C. Yeoman, RFD 1, Toddville, football and ice hockey are supposed to be too tame by
Iowa 52341. then. Anyway, some righteous souls decide to put a stop
Gerald L. Walbrun, 3412 Cambria Dr., to all the gore . . . by strafing the race cars with the Vari-
Charlotte, N.C. 28210. Viggen??? The movie was filmed in a small valley
Class III Director for unexpired two year . . . Jawbone Canyon . . . in California's Sierra Nevadas
term: and Burt was called on to operate from a narrow road-
Joel E. Confair, 9661 Rocky Mountain, way. The VariViggen's maneuverability was put to the
Dr., Huntington Beach, Cal. 92646. test as he turned and twisted around the hills for the
Herb C u n n i n g h a m , 16 Acre Heights camera. An 18th scale model of the VariViggen was
Crescent, Scarborough, Ont, Canada. blown up near the end to simulate a fiery crash. Burt's
W. J. "Bill" E h l e n , Rt. 8, Box 506, only reservation about the film is the fact that it is
Tampa, Fla. 33618. "R" rated. Use your own discretion in taking the kid-
Class IV Director for a term of one year: dies to see it.
S. J. "Steve" Wittman, Box 2672, Osh-
kosh, Wis. 54901
S. H. Schmid
Secretary
Experimental Aircraft Association

(TWA Photo)
Strange bedfellows, indeed, these two TWA aircraft,
separated by over four decades of time and aero-
nautical development. In the foreground is the North-
rop Alpha obtained from the EAA Air Museum Founda-
tion. TWA will restore this aircraft and the Smith-
sonian's Air and Space Museum will put it on display
in its new building in Washington next year. The Alpha
was a part of the rather complicated arrangement
which sent the XP-51 to the EAA Air Museum.
t SPORT AVIATION 25
 What Our Members
"Hawkeye" Is the name of this Pitts Special,
N11GC. It was built, painted and flown by
its owner, George A. Compton (EAA 41166),
23210 S. E. 312th St., Kent, Washington
98031. This is a four aileron Pitts powered
by a 180 Lycoming. The paint job was con-
ceived by Howard Jorgenson and the aerial
photo was by Sky Eye Aerial Photos.

R o b e r t Murfin (EAA 71398), P. O. Box 274,

Cold water, Michigan 49036 and his Bensen gyro-
copter.

Marland "Blackie" Malzahn (EAA 13413) of Antigo,

Wisconsin taxis out for take-off in his Model F-10.
Construction time was six years. Powered by a 65
h.p. Continental.

George Mann (EAA 49496), 576 Ducharme Ave.,

Windsor, Ontario flew his VP-1 for the first time
on September 10, 1974 after 4-1/2 years of spare
time work. He estimates the total cost at $2200.
The turtleback, headrest and cockpit coaming
appear to be very well done and add to the looks of
the little bird.

26 JUNE 1975
 C-GNKH is the first Canadian ACRO SPORT to fly.
Built by Donald R. Hardwick, 1954 River Road,
R. R. No. 4, Sarnia, Ont., Canada, the plane is
equipped with a Lycoming 0-235 of 115 h.p. (mak-
ing it the lowest power Aero Sport yet to fly).
Donald reports the Aero flew wing level on the first
flight and required no rigging changes. He also
states that his early work on the plane went much
faster due to the clear and easy to read plans.
Construction started in June of 1973 and the first
flight was March 24, 1975.

N8585 is a Corben Junior Ace built in 6-1/2

years by Clair C. Worch (EAA 1064), 2235
Duchess Ave., West Mifflin, Penna. 15122.

This trim little bird belongs to A. E. Griffin

(EAA 2426), 2567 Bradford Ave., Hayward, * '
Calif. 94545. It is a modified Smith Miniplane
powered by a Lycoming 0-290G, has an adjust- (Photo by John HMIJ
able stabilizer, spring steel gear and I struts. This Wittman Tailwind was completed in February of 1975 by Robert J.
Hing (EAA 2540), 539 Wakeman Ave.. Wheaton, III. 60187. Powered by a
Continental 0-200.

N6A8S5\

... Are Building SPORT AVIATION 27

 WOMEN OF E.A.A.
FORUMS AT OSHKOSH
By Jayne A. Schiek (EAA 99999) Forum Moderator
1341 Parkview Drive
Macomb, Illinois 61455

"I love airplanes and my husband is an enthusiast.
Also we love camping and we think this EAA Convention
is fabulous. This is my first time here although my husband
has been three times. I hope I can come back every year.
I am so glad for all the ingenious people in the world and
here at Oshkosh. People who are like me would still be in
covered wagons! I really admire women flyers . . . and
I've come to love aviation. I'm just thrilled to be here." This
was just one of the many enthusiastic answers to the ques-
tion, "Why did you come to Oshkosh?" on the over 300
questionaires which were filled in at the Women of EAA
Forum on Thursday at Oshkosh '74.
Others wrote: "I came because I had the choice to come
or stay home. I didn't think I would be that interested in
what was going on. I'll be back next year if I can" . . .
"I wouldn't stay away even if my husband didn't come.
This is really great and I love to hear all the forums and
get a little more knowledge to help my husband or under-
stand him better." . . . "This is my first year. I am impress-
ed with and excited by the magnitude of this whole affair.
My husband is really 'turned on' by all the homebuilts,
and I'm trying to share his enthusiasm. By next year, we
may be building!"
A pilot wrote: "We come every year as a family vaca-
tion. Our sons now 6 and 4 love it as much as we do.
This is our third year and I would feel cheated if we didn't
come. I am a private pilot and just as a comment, my son
felt I wasn't smart until I learned to fly. When I got my
license three years ago, my oldest son said, 'mom is smart
now!'
And from a student pilot we hear, "After four years of
trying to get things squared away so I could fly, I'm finally
doing it. Ray puts up with an awful lot of teasing at the
airport when I'm flying, but boy! is he proud that his wife
really shares his love of flying. All of our kids (there are
seven of them) are becoming airport bums! Sometimes we
eat breakfast or supper on the tailgate of our stationwagon
at the airport while we work on the aircraft. The older
girls won't talk to boys who don't talk 'airplane'!"
No doubt about it. Summer vacations at Oshkosh have
became a way of life. And the enthusiasm shown at the
Women of EAA Forums grows with each year.
to get laundry and other errands done. Baby sitting was
set up. Teen-age activities were planned. Coffee sessions
made this tent a most popular gathering place. It's prox-
imity to the Women's Auxiliary Trailer, managed by Jenny
Dyke encouraged the women to volunteer their time to
help in the many tasks which make the EAA Convention
the greatest aviation event in the country . . . and the
nicest. But . . . all this is done with YOUR help. Please
don't be hesitant about offering your abilities and your
ideas. This is what makes it fun. And this is where you
really get to meet someone besides the person in the next
tent over.
FORUMS FOR 75
What's on for '75? Plans are bigger than ever, we
hope! There will be just one Women of EAA Forum as
such but it will be held in the Main Pavilion on Saturday
afternoon from 1:00 p.m. to 3:45 p.m. (a double session).
The Forum will feature those speakers whom you have
indicated in the past you really wanted to hear. As always,
we are planning a few surprises. Ann Pellegreno will be
helping me with this. A series of "get-acquainted" coffees
will be held at the Women's Activity Tent which will again
be managed by Caroline Wojcicki. (She'll have a new
helper, her seven-month old daughter, Kelly Sarah, along!)
In response to your requests for activities early in the
week, these coffees will be held beginning the first day

THE WOMEN'S ACTIVITY TENT

Last year we had another attraction . . . a Women's

Activity Tent. Located in the campground area next to the
Women's Auxiliary Trailer and managed by our inimitable
Irish import and newly-wed, Carolyn Wojcicki, the tent
became a focal point for the increasing interests of the
Women of EAA. What happens at the Women's Activity
Tent? Whatever you want to happen. Last year tours into
town were arranged. A two session ground school was
taught by Lana Newlin, assisted by Bette Bach, to an over-
flow crowd. Craft workshops were held. Women, who had (Photo by Rosemary Haus)
a means of transportation, shared it with those who didn't Monti Cole delights the audience with her flying stories.
28 JUNE 1975
of the convention. (Well, the first day may be a little
hectic . . . but come down and help us get started!)
And be sure to check the bulletin board at the Activity
Tent daily for times and announcements of tours and other
events for women. In addition, as already announced in
the May issue, the AOPA Pinch Hitter ground school will
be offered on Thursday and Friday mornings in Forum
Tent II with William Stanberry, executive vice-president of
the AOPA Safety Foundation, giving the course. This is
in direct answer to your query about what to do if your
husband should become incapacitated in the airplane, as
well as your interest in learning more about the basics of
flying. Don't miss this opportunity to learn in a basic
ground school designed JUST FOR YOU. The four-hour
ground school is free of charge including manuals. (Any-
where else, the full eight hour course which also includes
4 hours of flight instruction is $70.00).
Many of the suggestions which you gave in your ques-
tionaires last year have been turned into headquarters. If
it is possible, they are usually heeded and acted upon. But
remember that EAA is a VOLUNTEER organization. If
you see something you think can be done better, perhaps (Photo by Rosemary Haus)
you will offer to help in making your suggestions come Are the women's forums popular? Need you ask?
true.

PILOTS SPEAK AT '74 FORUM

What else happened at the Forum's last year? George

Economos, who had given five rides in his Breezy to
women at the 1973 convention, was given a WARM wel-
come by Carol Pemberton one of those riders. Carol had
admitted to coming to the convention under protest, had
never ridden in a homebuilt, and had HATED aviation and
all that went with it. She had come to the '73 Forum,
decided "if you can't beat 'em, join "em" and ended up hav-
ing a wonderful time. George, the winner of the 1974 A.C.
Spark Plug Rally, had offered a few more rides in his
Breezy and these were given to the three oldest women
present and the four youngest. Also six rides were given
in "Plane Jayne" with John Norcross doing the piloting
duties. (I was too weary to battle that traffic pattern!)
These rides were given to those who had never flown in
a homebuilt before. Louise Pfoutz gave two rides in her
BT-13 to two women who approximated Louise's size:
(tiny!)
Joan Moran, pilot of the purple Breezy from Washing-
ton, D.C. and her co-pilot, Ann Matthesius, had had an
(Photo by Rosemary Haus)
emergency landing on their way home from Oshkosh in
Louise Pfoutz ready to fire up her BT-13 to take Sonja
1973, but were back with the plane this year. In telling Kershaw for a ride.
of her experience Joan said, "I just couldn't believe it ...
the engine changed pitch and I looked down at my oil
pressure and it had started to go down so I turned around
and I looked at Ann. I didn't really know exactly what to
do other than the training I had been given as a student
pilot . . . and the way the oil pressure was reacting I
knew I would have to get down very fast. There was a
road under construction so I just lined up like it was a
regular landing . . . and landed. When I shut down the
engine, Ann jumped out of the airplane and said, "We
made it, we made it!" I wasn't scared. I thought I would
be, but even after it was over, I wasn't scared. The hardest
thing I had to do was to call my husband and tell him
what had happened!"
Judy Ehlers, from St. Paul Minnesota, told of coming to
Oshkosh last year with her husband and becoming so
enthusiastic about flying that this year she took a flying
course at college, as did her husband, and she is now a
Private Pilot with 100 hours. "The EAA was instrumental
in making me a pilot . . . I owe it all to the EAA. I came (Photo by Rosemary Haus)
out here knowing nothing got so enthusiastic and Tyri Schiek, left, and Jayne Schiek on an entertainment
here we are one year later both pilots! break during the forum.
SPORT AVIATION 29
 If those who were in attendance at Women of EAA
Forum No. 2 on Saturday didn't feel that they at least
wanted to take a whirl at learning to fly it wasn't
the fault of the speakers.
The first speaker was Dorothy Aiksnoras, better known
as "Carrot Top" from the EAA Museum Workshop. She
invited all the women present to come to the workshop
and learn about aluminum welding. Dorothy told of her
experience in getting this unusual job.("I couldn't get a
teaching job, so I hung around the airport a lot and pretty
soon they began letting me help!") (Her college train-
ing was in the realm of elementary education).
"I'm a good person to get others to fly," said Warbird
Pilot, Louise Pfoutz, who flies a BT 13. "They see me get
out of the airplane, feeling ten feet tall though I'm
barely five and they see that I'm not young and that I
don't have brawn, and they think, 'If she can do it, I can
do it!' " Louise started flying "at an age I am told when life
is supposed to begin!"
Julie Steichen was the youngest pilot present. She
earned her glider rating at 14, her private at 16. She talked
about flying like this: "The only reason to fly is because
you love flying . . . Anyone who doesn't fly should at
least start . . . and the reason for starting is to find out
if you love it ... and the best reason for keeping on is
because you love it."
Bette Bach returned to the Forum Panel after a year's
absence with tales of her latest adventures. She came to
Oshkosh this year in a bi-plane, a restored Tiger Moth.
Bette had a bit of a problem on her landing at Oshkosh.
It seems the plane didn't know that Bette was such an
excellent pilot and insisted on being true to itself . . .
which does not include being designed to land in a cross-
wind. Result: a slight wing-tip damage. But Bette had
learned well at previous EAA workshops and with help
from all the wonderful people who man the dope and fabric
tents, was able to accomplish the necessary repairs. There (Photo by Rosemary Haus)
is never a doubt about Bette's love of flying. "Whether Jayne Schiek, left, and Marsha Reuter. Marsha had a ride
you are up there with someone you love, or by yourself as in Jayne's airplane and loved it.
command pilot, you feel you can reach out and grab your
country by your hand and say it's yours . . . and you can
reach up and grab the sky and say it's yours. And it's a
very, very powerful feeling for man, woman or child. If
you haven't had one lesson, then your life hasn't begun.
You may never have lesson two, but unless you have
lesson one, you'll never know whether you love it or not."
Barbara Jenison, who has flown in over 10 "All Wo-
man's Transcontinental Air Races" (Powder Puff Derby)
told of her many experiences in these. Barbara has been
a member of the President's Women's Advisory Board on
Aviation, and is presently very active in Aerospace Educ-
tion. She explained that you don't have to be a "hot-
shot pilot" to enter, and that to race is one of the best ways
to really learn to know your airplane and to learn about
flying.
We had heard from the youngest pilot . . . and so now
we turned to the oldest student present. Monti Cole began
flying in 1973 at the age of 65 and had had 12 hours as
a student pilot. She said, "I'm warning you . . . you'll
get hooked no matter what the age is. My instructor (Photo by Rosemary Haus)
says she is going to make me the best oldest flyer there Carole Pemberton thanks George Economos for her ride
is!" in his AC Rally winning Breezy.
And who was her instructor? None other than the
beautiful and talented Claudia Greco of Las Vegas, youn-
gest helicopter instructor in the free world . . . among of my students are women. I see no difference in ability
many talents. Claudia told the audience that she learned to between women and men. I think it has to do with how
fly in order to fly her entertainment troupe about the much you want to learn to fly. Flying today is like riding
country and "pretty soon I found that I liked flying better a bicycle . . . You drive the family car, why shouldn't
than entertaining." Claudia is a full time instructor and you fly the family airplane?"
representative for Piper Aircraft who asked her to help This year, Sandi Pierce brought her husband, Walt, to
them with a nation-wide program to help women get into talk to us. Before he spoke, Sandi commented on her
the air. She said, "I love to teach women. Ninety percent newly acquired mechanic license. "I was never mechanic-
30 JUNE 1975
ally oriented at all. Girls didn't do things like that . . .
but I can do it now. I am capable of doing it, because
I wanted to do it and so I learned. And you can fly if
you want to. I hope you do want to and if you don't
after all these speeches today, you probably never will!"
Walt Pierce began by saying, "Everyone always com-
ments on the 'wonderful relationship' which Sandi and I
have. Well, it's too bad you weren't at Fond du Lac yes-
terday when we had to replace a fuel pump in Sandi's
Great Lakes. Sandi felt I had done it wrong and thought
we should tear the whole thing out and start over. I felt
it could be fixed in a different way. So we were out there
arguing and throwing wrenches at each other on the ramp,
and I said, 'Boy! I wish that some of those people that talk
about our wonderful relationship were standing here!' "
But Walt left no doubt about how he really felt about
Sandi as he recounted her many talents. "She does a lot
more than wing walk. First she flies the plane across
country, then she meets with the T.V. stations and the
press, then she does air formation aerobatics with me and
then a solo act and then, FINALLY, she rides the wing.
Sure she gripes. But she is always right there, flying on
my wing. Women have gotten conditioned. They have told
themselves they can't do what a guy can do for so many
years, that they are still saying, 'I can't do it,' even while
they are doing it!"
He concluded by saying, "There is no difference be-
tween what a guy and a girl can do, except the girl keeps
saying 'I can't do that!' and they do it at the same time!"
In concluding the Forum, Ann Pellegreno challenged
the women to take a more active role in the EAA. She
asked how many women were voting members of the
EAA? Just a few raised their hands. She explained that
a non-magazine membership was available to wives of
EAA members for $6.00 and that up until that morning,
she had always held an "A" card. Often the question has
been asked, "Why isn't there a woman on the EAA Board
of Directors?" Ann explained that until there was a voting
woman membership, there was not likely to be such rep-
resentation. That very morning Ann had become the proud
owner of EAA No. 111111, and as you can see by the top
of this article, Ann suggested that I become EAA No.
99999, and I did! Ann and I hope that many of you will
fill in the numbers in between!
Those were the Women's Forums of 1974. Now we are
looking forward to the 1975 Forum and to an ever in-
creasing interested participation by the Women of EAA.
Won't you come and take part?

Thoughts On
Aircraft Tubing
By Robert B. Winter (EAA 9745)
26256 Hickory
Hayward, Cal. 94544
Most of todays homebuilders follow
blindly in the pathways set down
years, maybe even light years, ago in
the use of 4130 tubing for framework
construction. We have the freedom to
remain as close to the state of the
art as practical to our own purposes
without regard to the slow and tedious
grinding of the Washington paper
mill.
Consider that Federally sponsored
or acknowledged research into steel
tube structures ceased when military
and transport aircraft graduated to
a l u m i n u m monocoque structures.
That occurred mid-WWII. From that
time forward the light-plane manu-
facturers have gradually eased into
the same structural fold. Net result,
homebuilders are a significant portion
of the remaining 4130 market. The
major portion of the market is for rods
and billets to be machined into heat
treatable medium-high stressed parts.
Where 4130 is produced as tubing our
movement is probably a major portion
of the market. Good management
practice is not to invest in new tool-
ing in a diminishing market or spend
much for maintenance.
From all of this a good look at the
wall will reveal an engraved sign
SEEK A NEW ROUTE. Modern tech-
nology, luckily, has risen to the fore.
A recent development in low carbon
steel is called HSLA (High Strength
Low Alloy) steel. Machine Design,
Dec. 12, 1974 outlines recent devel-
opments in this material. The addi-
tion of rare earth metals to the alloy
has given the material two most im-
portant properties which affect it's use
in aircraft.
Two features of tube quality affect
design allowables to a greater extent
than the alloy in the tube. Effects due
to the heated zone of the weld and
perfection of the tube form. The
addition of the rare earths causes a
glittering action with the nonmetallic
impurities which are the culprit in
metal cracking. The nonmetals nor-
mally precipitate at the grain boun-
daries acting as wedges during ex-
pansion-contraction of heat cycles
and forming displacement. By plac-
ing these impurities in solution and
scattering them through the crystal-
line structure at random, this wedg-
ing action is prevented and cracking
is inhibited.
Weldability and formability are of
prime interest also when it comes to
perfection of tube form. B u l l e t i n
ERW-2E from Ohio Tube Division,
Copperweld Steel Co., Shelby, Ohio
vestment incentives. We can antici-
44875, outlines the differences be-
tween the form perfection of seam-
less tube and welded DOM (drawn
over mandrel) tube. The spiraling
eccentricity of wall and centerline
error of seamless cause it to be used
in design at maximum tolerance of
these errors. The result is useable
loading of only 40-60^ of book
values. Seldom w i l l a responsible
designer use a stress level of more
than 60 ksi for a tube which can be
placed in compression when the
material is 4130 seamless with 125
ksi ultimate.
Use of the perfection of welded
DOM tubing in existing structure can
result in reductions of weight in the
10-20<7r range. Full use of the im-
proved properties in new design can
result in equivalent structures of up to
4CW lower weight. Normalized weld-
ing DOM tubing is so uniform as to
preclude allowances for the weld. It
is metallurgically indistinguishable
from the parent metal.
The third factor is cost. Using 1010
low carbon steel as base, the cost of
HSLA steels is only a 25-357f
premium. Currently we pay upwards
of 100^ p r e m i u m for 4130. Con-
trary to seamless tube, welded DOM
tubing is an expanding industry with
high useage tooling and strong in-
pate lower relative costs and broad
selection of sections in this form.
SPORT AVIATION 31
 Jack Weber Don Snyder
Chillicothe, IL Flint. Ml
PROJECT CROSSROADS William Weigelt Darryl Stewart
Philmont, NY Kingston, Ont., CANADA
Edmund J. White Mike Strong
Seattle, WA Arlington, WA
Project Crossroads has now reached a total of R. A. White Lee R. Thompson
$110,534.44. Following is a list, in order of receipt, Orlando, FL Milwaukie. OR
of donors whose gifts were received between March 24 Frank A. Whitney Keith W. Tuplin
Algonac, Ml Clearbrook, B.C., CANADA
and April 30, 1975. Donations received prior to this Don Wicht 0. K. Tyler
period have beer listed in previous issues of SPORT Austin, TX Hinsdale, IL
AVIATION. James L. Wiedie William Uhl
Akron, OH Woodbury, NY
Ronald D. Wier Tom Visocan
DONATIONS TO PROJECT CROSSROADS San Diego, CA Raynesford, MT
Warren H. Wiggett Arnold Walter
March 24 through April 30 Pasadena. CA
Guy Wiley
Milwaukee, Wl
G. C. Waterman
Baltimore, OH Lakehills, TX
Joseph J. Coser Willard J. Stump Gary N. Thompson Fred H. Williams R. Waters
St. Louis. MO San Francisco. CA Santa Monica. CA Santa Maria, CA Orlando. FL
Will Lambert Arthur E. Swarnick Gary Thomson George T. Williams Douglas Watson
Pt. Pleasant Beach, NJ Ashtabula, OH Capreol, Ont. CANADA Portage. Wl Lindsay. Ont.. CANADA
Donald R. Morton Martin G. M. Swarts R. E. Toepfer Norman A. Petersen S. E. Weaver
Eureka. CA Lachine, P.O.. CANADA Los Gatos, CA St. James, MN Byron, MN
Piper Aircraft Corp. Phillip Thompson D. T. Van Houten John Rinehart Don J. Wickizer, Jr.
Lock Haven, PA Amarillo. TX Vienna, VA Marysville, PA Shelbyville, IN
Tom Poberezny Daniel R. Townsend Robert E. Vote Louis A. Snyder Dale F. Willcox
Greenfield, Wl High Point, NC Flint. Ml East Sound. WA Aurora. IL
Alfred H. Rosenhan Glenn Trommater Joe E. Waag C. B. Three! P. M. Wilier
Salt Lake City, UT Eagle. Ml San Jose, CA Cleveland, MS Southern Pines, NC
Jay L. Shatter Eugene L. Turner Thomas L. Walling, Jr. Donald E. Vincent Augustus . Williams
Indiana, PA Chelmsford, MA Minneapolis, MN Elkhorn, Wl Dallas, TX
Alien B. Smith Gary Vacin Don Walsh Richard H. Wagner Herman R. Williams
Shorewood, Wl Manhattan, KS Bourbonnais, IL Lyons, Wl Boulder, CO
Clair Snyder Ted Voortiees Robert V. Warren Melvin Weisser Paul L. Wood
Breinigsville, PA Delray Beach. FL Middleton. MA Northribge, CA Canon City, CO
Bernard W. Stack Donald R. Voss Mitchell Wawrzonek E. W. Wells R. F. Woolaway
Oromocto, N.B., CANADA Bowman, ND Sparta, NJ Anahola, HI Cassville, MO
R. E. Stanton Richard Wallrath Chapter 242 Dennis W. Willie James A. Currie
Dodge City, KS San Jose. CA Columbia, SC Hackensack, NJ McGuire AFB, NJ
Owen E. Stlegelmeier Sylvester L. Ward Jerry Friesner George B. Wilson David F. Freeman
Berea. OH Gurley, AL Cullowhee, NC Coon Rapids, MN Mulberry, FL
Raymond A. Stranik W. L. Ware Donald H. Fyock Gary J. Wirth North American Flyers
Linwood, NE Warner Robins, GA Johnstown, PA Milwaukee, Wl Brookfield, CT
James A. Sylling John Warren Dean Giacopassi John McLean George J. Ola
Spring Grove, MN Troy, Ml Windsor Locks, CT Ubly. Ml Arcadia, FL
Andrew L. Teigen Fred L. Fleming Larry Irvine Daniel M. Pattarini Randy Penner
Lakewood, CA Gastaic, CA Granger, LIT Glen Cove. NY Hudson, Wl
William Thumma Ralph A. King L. R. Milberger Al Reiter James C. Ranson
El wood, IN Peoria, IL Sacramento, CA Edmonton, Alta., CANADA Franklin, IL
Raymond Tirado Walt Leonhardt Bobby L. Shelton Robert A. Schroeder Oscar Ringgold
Cresskill, NJ Lawrence, MA San Antonio, TX Medford, Wl New Brighton, MN
William D. Todd, Jr. Lloyd C. Toll Richard L. Teaford John R. Stephenson Bud Rogers
Flemington, NJ Hazen, AR Valley Falls, KS Louisville, KY Madison, Wl
Wendell Trogdon Samuel T. Wade Orison A. Turner, Jr. Paul E. Sunday George H. Russell
Greensboro, NC Topsham, ME Riverside, CA Peru, IN Mt. Clemens, Ml
Spiro Tsiliacos George Wartield E. B. Van Scyoc Eugene W. Van Winsen Charles W. Schrader
Worthington, OH Audubon, NJ Augusta, KS Independence, MO Rochester, NY
R. C. Tytler Jewett Wasson William H. Vinton, Jr. Alvin G. Voigt Roy Sweatman
Syracuse, IN Toulon. IL Brattleboro, VT Ann Arbor, Ml Harborcreek, PA
John Van Noy Floyd Watts John G. Walton Thomas N. Waddell William K. Thomas
Las Cruces, NM Tenants Harbor. ME Neenah, Wl Aberdeen. WA Ft. Walton Ben., FL
Wayne Van Valkenburgh Gary G. Hornbeck Bert Watermann Edgar R. Weis Philip Thometz
Jasper. GA Maryland Hts., MO Elgin, IL Elmore. OH Rice. MN
Victor J. Verdev J. W. Reindl Bill Waugh Phil G. Weisser Gerald Utley
Grafton, Wl Leavenworth, KS Boise, ID Louisville, KY Carrollton, TX
Byron E. Voight Edward Shinn Charles B. Weiser Raymond Welder R. R. Van Dalsem
Pleasant Ridge. Ml Brick Town, NJ Lakewood, CO Eau Claire. Wl Loveland, Co
Karl M. Von Kaenel Gordon G. Smith John R. West Joseph Westen D. D. Van Sant
Clemson. SC Elgin, IL El Cajon, CA Sussex, Wl Hesperia, CA
Raymond E. Von Ruden Edward E. Stone A. D. Westover Dwight Whelchel Robert L. Van Treese
Owatonna. MN Riverdale, GA El Cerrito, CA Bexley, OH Monte Vista, CO
Harold R. Vroman J. C. Treager Frank L. Wetsig R. W. Whitehead Lou & Paula Villepigue
Midland, TX APO New York, NY Fairborn, OH Fairmount, IN Hawthorne, CA
Theodore H. N. Wales H. C. Utley Milton Lien Theron G. Wickham J. W. Vollrath
Westwood, MA Louisville. KY Columbus, Wl Hillsdale. Ml Ceylon, MN
Wayne Walker Jeffrey F. Voelz Martin H. Purvinas Ernest J. Wiedemann Mr. & Mrs. Stephen Walker
Blackfoot, ID Ft. Wayne, IN Gresham, OR Waco, TX Hamel, MN
Chapter 3 R. F. Whalen R. A. Serack John C. Wilkerson Nic J. Watry
Bethpage. NY La Salle, IL Fremont, CA Washington, DC Ft. Myers, FL
John W. Friend Grant Doman Victor P. Stevens Clarence E. Wilson Everett L. Weekley
S. Dartmouth, MA Lone Butte. B.C.. CANADA Etobicoke, Ont.. CANADA St. Cloud, MN Cedar Rapids. IA
Randle G. Jennings David More David L. Stits John Womack Donald J. Wellings
Renton, WA Montreal, P.O.. CANADA Riverside, CA lola, KS Logan, UT
Gene Nagle Harold T. Ray. Ill Robert E. Tree W. D. Wood Kenneth N. Wells
Santa Barbara, CA Richardson, TX Alma, Ml Wheeling. IL Aurora, CO
Tom M. Neilly Sy Skibinski Gerald E. Trump Roger B. Dowst Jack L. West
Bradford, PA Chicago, IL Monrovia, CA Ormond Beach, FL Costa Mesa. CA
Robert A. Sater Gerry Soucy James H. Turner Paul Drone Charles H. Wheeler
San Pedro, CA Hialeah, FL Gary, NC Carmi, IL Irvington, NY
Harry A. Seoolt Bruce W. Spicer Frank R. Tyers Ricardo Salcedo Jerome P. Whelan
Bettendorf, IA Alex. OK Bay Shore, NY Baton Rouge, LA West Allis, Wl
John G. Smith A. P. Teulon. Sr. R. Dan Walters Thomas Sherrard John C. W. Whistler
Ely, NV Ft. Lauderdale, FL Zanesville, OH Lomita, CA Hampton. VA
32 JUNE 1975
R. 0. Whitehead David A. Rosol Mr. and Mrs. Wm. F Schoen Edward A. Westbrook G R. Wood. Jr.
Eii/abethtown. PA La Grange Park, IL Denton, TX Croswell, Ml Mobile. Al
Charles R. Wiggms Meinolf Ruther Richard W. Smith Craig K. Wilkes Aileen Nicolls
Liberty. TX Glendale. AZ APO. NY Forest Park. GA Diamond Springs, CA
William E. Williams Edward B- Stemersen E. Sprancis James G. Williams John K. Hassay
Cypress. CA Manahawkin. NJ Vancouver, BC. CANADA Carrollton, TX Rockville. MD
Robert B. Wilson John S. Thorn Karl F. Stemmger Owen Wmdall Ralph F. Larsen
Iowa City. IA Quakertown, PA Oshawa. Ont.. CANADA Scotch Plains. NJ Kelseyville. CA
Bob Wmkler John 0, Toliver Charles E. Stewart Stevens E. Woodburn Henry J. Pruitt
Hendersonville. NC Detroit. Ml Coraopolis. PA Ft. Worth. TX Cottage Grove. OR
Mitchell S. Wiseman Rocco Vitale, Sr. Jim Stugart John W. Woodward Paul H. Sanderson
Lakeland, FL W. Hartford, CT Houston. TX Arlington Hts . IL Lake Dallas, TX
Don Wood Milton E. Whitley Barry A. Waldron John M. Yates Clarence J. P. Stem
Marlborougb. CT Huntsville, AL Sacramento. CA Scottsdale. AZ KuWown. PA
Lawrence A. Wood Val G Whitley Robert K. Wegge Jimmy P. York Laurence 0. Webster
Carlstadt, NJ Houston, TX Grayslake. IL Hamilton. OH Holly Hill. FL
Dick Wunderlich Royal Wielt Harvey B. Woodworth Gerald M. Young Robert L. Winkie
Lockport. IL Albany. NY Mesa. AZ Viola. IL Racine. Wl
James G Muir Wilfred Wilston Norman L. Wootan, Jr. Berna'd Zarem M J. Worner
Cumberland. MD Huntsville, Ont., CANADA APO. NY Wantagh. NY Highlands. TX
Carl T Rorabaugh William F Womack Vernon Yeich Clifford Zen; Michael Zelenock
Latrobe, PA Tucson, AZ White Hall. MD Dearborn. Ml Grosse He. Ml
Jerald G Smith Guy Wood Steven C Zandell Daniel L. Zioberek 0. E Zomers
Lancaster. PA Springfield. IL Auburn. WA Iowa City. IA Scarborough. Ont. CANADA
Frank C. Teal J. 0. Woods Robert D. Jones Wilfred J Cesanek Wm. Zubko
Pagosa Springs. CO Ypsilanti. Ml Tehran. IRAN Whitehall. PA Wallingford. PA
Patrick J. Treon Leon R Wosika Stanley J. Moskwa Joseph M. Gmanm Calvin A. Bugbee
Shelton. Cl San Diego. CA Anaheim, CA Chandler. AZ Issaquah. WA
Wendell A. Tweed Michael E Young Gary Owens Paul L. Gunter P. Richard Coughlm
Reseda. CA Cuyahoga Falls. OH Dowagiac. Ml Mobile. AL Syracuse, NY
Harry 0. Watkms Steven Zakem Harold S. Snow Dan Roth Randy McCoy
Seattle. WA Rockford, IL Peru, NY Ft. Wayne. IN Bishop. CA
Alien B. White C. A Zielinski Richard V. Van Dyke Richard V. Seather Robert McNabb
Laguna Hills, CA Lexington. MA Shelby, OH Cedar Falls. IA Racine. Wl
J. 0. White Richard Ziesmer Robert L Wall, Jr. Ted Smith David E. Neidert
Woodmville, WA Pittsburgh. PA Madison. NC Hollywood. FL Aurora, CO
Robert L. Wickwire Fred B. Payne Lee Ward Wm. R Stanberry Julian C. Prevatte
Branchville. NJ Fayettenlle. GA Merced. CA Bettiesda. MD Wilmington. NC
Howarth D. Williams. Jr. Francisco C. Rico Frank Wilkey. Jr. M. D Stone Steve B. Strom
Lyme. NH Foster City. CA Rochester. MN lone. WA Marana, AZ
Wesley T. Wise Wayne L Ross Bertis J. Winton, Jr. Scott Thomas W. Taliaferro
APO San Francisco. CA Phoenix. AZ Merrill Island. FL Virginia Beach. VA Ingelwood. CA
Robert Woolmg R. J. Rouse Matthew Yancik R M. Tweedie Norman L. Welker
Renick, WV Beaumont, TX Kimberton, PA San Jose. CA Greensboro. NC
Michael E. Wuest Southeastern EAA Sport Fred H. Yoshino M L Ward James M. Wickham
Oshkosh. Wl Aviation Sacramento. CA Inglewood. CA Seattle. WA
Walter W Wyckoff, II Council, Tampa, FL Barry N. Young M. D. Washburn J. B Wnght
Rosemont. IL Ken Stoops Stevensville. Ml Houston, TX Truth or Consequences, NM
John C. Yosl Anchorage, AL Al Learned Wm. Whisman C. A. Montgomery
Naperville. IL Robert H. Van Vranken Plamfield. IN Brick Town, NJ Oak Park, IL
Robert A. Gehrmg Suisun, CA James P Violette Munsil Williams JoeToth
Rubicon. Wl D Walsh Madawaska, ME Picket!, Wl Miami, FL
Mary H. Middendort New Liskeard. Ont.. CANADA Flavil H. Wallace Louis H. Winklemann W. L. Trimble
La Mesa, CA Wm. P. Wells Fresco. CA Kenosha. Wl Greene. ME
Cleve Miller Bloomfield Hills. Ml Mike Wenkman Wm. H. Wright. Jr. Merwyn C. Small
Hiddenite. NC Wayne S. Whitaker Wausau. Wl Tulsa. OK Anchorage. AK
Mace L. Miller Scotia, NY Larry J. Whitbeck Evert H. Young Jackson E. Turner
Green Lake, Wl R. W Whitehouse. Jr. Lincoln, NE Los Altos. CA Monona, IA
C. C. Mclntyre Hampton, VA Gary A. Wood George G. Edwards Ben Warenskiold
Genoa, IL John Whitman Tacoma. WA Cupertino, CA San Jose. CA
Richard G. Oliver Tahoe Vista, CA Eugene Darst Bill Marsh W. D. Wofford
Bottiell, WA Murray A. Wick Beaumont, TX Goleta. CA Houston. TX
Robert L Snyder San Diego. CA Keith Olson Dan F. Thomas John C. Yeagle
Piqua. OH Wilbur Wick Winnipeg. Mani. CANADA Dallas. TX S. Euclid, OH
Robert E. Speed Berlin, Wl Dick Polk Carter Twedt Conrad Sharpe
Vega. TX Wm. Kent Wiley. Jr. W. Haverstraw. NY Carson City, NV Upland. CA
Marv in J Lorraine Tiedens Tangent, OR L. P. Schlosser Robert W. Whitehead Chester C. Weage
Hugo. MN Barney R. Williams Ft. Mitchell, KY Fairmount. IN Niles, Ml
Guy Vaugn Kansas City. MO Donald Thurber Roy Wilcox Ralph Witchell
Alvin, TX Ronald J. Williams Hauppauge, NY Chatom, AL Omaha, NE
James A. Vliet Winchester. KY Paul L. Vogelsong Kenneth R. Williams
Red Bank. NJ R. E. Wiltsie Thornton, CO Portage. Wl
Frank W Walker Birmingham, AL Jack Wagner W. W. Wilson
Nashville. TN Marv Wines Euclid, OH Longwood. FL
C. G. Wheeber Eugene. OR Richard L. Warner Donald L Wood
Villas. NJ Ted Wolfenberger Alexandria Bay, NY Riverview. FL
F. J Wesselski. ill Spokane. WA Elvin M. Wilson Larry Woodbndge
Garwood. TX Clyde E. Zellers Topeka, KS Mission Vieio. CA
Grayden G. White Oak Lawn. IL Paul L. Wmberry Carl H. Zirngibl
Springfield. VA Pete Zettel Forest Hill. MD Rochester, NY
Earl R. Williams Sprmgerville. AZ Darrell J. Wiseman Wm. B. Lumley
Manitowoc, Wl Chicago Scalemasters Gilmore City. IA Delray Beach, FL
Samuel P. Wilson Elmhurst. IL Harry E. Woods Herman Robertson
Hialeah. Fl Jacques Codere Martins Ferry, OH Bay City. Ml
Don Winter Lennoxville. Que.. CANADA Bryan M Wysong Bradford Yanc
Miller Place. L.I.. NY Donald L. Getirke Collinsvilte. CT N. Randall. OH
R. L. York Oshkosh. Wl John S. Yansura Charles Yates
Datil. NM E. E. Hilbert Boonton NJ Poland. OH
Alfred K. Young, Sr. Union. IL Earl W. Thielkmg EAA Chapter 373
Oklahoma City, OK Floyd J Johnson Cincinnati. OH Richmond. IN
Roger A. Zilka Cumberland. MD Tommy Trotter Kmgsley A Doutt
Rockford, IL Don E Maclnnes Greenville. MS Alpena. Ml
Joseph D. Jones Hillsborough. CA Wm. Turpie Ken Tale
Concord, NH Norman 0. Poff Tustin. CA Lamed. KS
Keith A. Mansfield Roanoke. VA Edward A. Weddell Thomas N. Towle
Hanahan. SC Robb R. Satterfield Fairfield, CA Canton. OH
Midland, TX
SPORT AVIATION 33
 CHARRING OF WOOD
PROPELLER HUB SPACERS

By W. S. Evans (EAA 18974)

P. O. Box 744
La Jolla, California 92037

SUBJECT:

A significant number of cases have been reported deal-

ing with spacer block separation and charring at the glue
line on the back of VW propellers. The author has examin-
ed three examples of such failure and has personally
experienced this phenomena in flight on two occasions
where the smell of wood smoke provided a sufficiently
early warning of trouble.

SUMMARY:

This study indicates that the cause of the problem is

simple cleavage where the blade works in bending across
the spacer block (Fig. 1). Ultimately the glue line fails
and the continued working of the wood surfaces causes
charring and eventual loosening of the bolts (Figs. 2 and
3). The study also shows that stress risers and cracks will
ultimately propagate into adjoining laminates where they
work in bending over a laminate splice in the propeller
(Fig. 4). It is concluded that in the common 3-laminate
propeller, all laminations should be continuous from tip to
tip, and that wood spacers should not be used on these pro-
pellers. Some other means of providing engine/blade
clearance should be used such as redesign of the engine
hub (Fig. 5), or retrofit of an aluminum spacer to the en-
gine hub (Fig. 6).

DETAILED DISCUSSION

FAILURE MODE:

The propeller blade is subjected to a number of loads,

but primarily tension and bending. Tension from the cen-
tripetal forces due to prop rpm, and bending from the
thrust forces which have their resultant at approximately
the 3/4 radius point (Fig. 1). Both of these are symmetrical
loads with one blade theoretically balancing out the other,
but in addition there is an unsymmetrical bending load
from maneuver induced gyrosopic forces. Finally, there are
the dynamic unbalance, vibration, and buffeting loads
acting on top of the bending loads, which defy simple
analysis, but can be seen when a rotating propeller is
viewed in the plane of rotation. Regardless of how well a
propeller tracks statically, one can always see the blade
tip vibrate and buffet under run-up and load. These buffet-
ing and unsymmetrical bending stresses can only be react-
ed in the engine hub through the wooden spacer, and the
abrupt change in section at the edge of this spacer is a
perfect arrangement for a stress riser and cleavage at the
glue joint. It is interesting to note in both of the examples FIG. NO. 3
shown, that separation and charring occurred initially only
34 JUNE 1975
 If the glue joint of the spacer/propeller interface is a
poor one, for any number of reasons, then separation can
occur in a very few hours (one of the examples failed
in 6). On the other hand a good glue joint may last for a
considerable time. It is also a function of engine size and
power. The author's direct knowledge and experience with
the problem has been limited to the 2100 and 1800cc
engines. Though we have no knowledge of such failure on
the smaller engines, the possibility cannot be ruled out. At
any rate, the number of failures reported indicates with-
out question the presence of a failure mode which should
be eliminated. Obviously the wood spacer is not a good
way to provide engine/prop clearance and some alternate
means is needed.
FIG. NO. 4
CORRECTIVE ACTION:

^ - 2" DIA.-
I
I
-\ The following corrective action offers, as a side benefit,
the simplification of propeller manufacture:
1/2"
1. Removal of the wooden spacer from the propeller
i and the use of a 9/16" deep center register bore (Fig. 7).
1/2" I. i
2. Retro-fit existing engine hubs with a 1/2" alum-
7 x
".
f~ 1 inum spacer securely fixed to the engine hub. A loose
/
spacer should not be used since this would put the prop
bolts in bending (Fig. 5).
OLD FLG.
Fin 3. A redesign of new engine hubs, where required, to
locate the flange face approximately 1/2" forward of the
5/16 PROP BOLTS normal location. Limit center register boss height to 1/2"
5/16CSK BOLT (2)
t/ tub I W -bN (Fig. 5). It should be noted here that the moment and loads

f
..,./,^/rl i
N '
of the hub to crankshaft interface are a function of the
distance to the centerline of the prop plane, and are not
i V f!11 1
1/2"
-IT i !Y i
| i i
1

1 i
,ALUM
SPACER
changed whether the distance is obtained by spacer or
length of hub.
ILJT
1 Jj 4. The use of spliced laminates in two-bladed propel-
lers should be avoided.
(^
STANDARDIZATION:

Perhaps the office of the Designee Chairman, Tony

Bingelis, might be used by the propeller and engine man-
ufacturers in arriving at some agreed upon EAA standard
for the propeller/engine hub interface. In this regard, due
consideration should be given to the aeronautical standard
specification (SAE 127A No. 1), and also to the Rollison
type hub that eliminates the center register boss and in-
stead uses shoulder bushings pressed in from the back
side of the bolt holes (Fig. 8). In the latter approach,
less material and machining is required in the hub, and the
bolts take only tension since all torsional loads are taken
FIG. NO. 8 by the shoulder bushings in shear. The hub bore can either
be tapered or non-tapered. Some prefer the taper because
f_ r>iA" r\|A / it is easier to remove. Others favor the non-tapered shrink
\ fit because it eliminates crankshaft machining. Also, any
PROP HUB slight axial movement due to a loose shaft bolt means a
V
V
loose hub if tapered, but does not effect the shrink fit.
/ \ Installation of the latter is accomplished by heating the
/ j i hub in an oil bath at 300 degrees F.
9/1 Whatever approach is used, standardization of the pro-
; i peller/engine hub interface would benefit all concerned.
-2" DIA.I-
(Editor's Note - We checked with Designee Co-Chair-
FIG. NO. 7 man, Tony Bingelis, and he has this to say:
on one half of the hub and at 90 degrees to the propeller ". . . 01' Tony is very eager to get comments from . . .
blade axis while the other half of the glue line was still the builders and flyers using VW mills . . . from the
intact. This would seem to indicate no shearing motion of Designees . . . from the prop makers and anyone else who
the hub though shearing stresses might well be involved in has been flying behind a VW with a wood prop.
combination with the other stresses. It would also be the I would welcome all theories, suggestions and advice
logical result of gyroscopic precession due to blade bend- from our builder-flyers worldwide. With their input I will
ing. (A rotating mass will tilt 90 degrees to the direction try to evaluate and consolidate the information received.
of the force applied.) Speculation regarding loose mount- Then we will know if the problem is peculiar to the high
ing bolts can be ruled out in the two examples shown, horsepower engines only. If we're lucky we may even
since in neither case were the bolts loose, the last having come up with a simple cure before the problem becomes
been checked for tightness just one hour prior to failure. critical."
SPORT AVIATION 35

Chapter 148's (Mansfield/Ashland, Ohio) Pietenpol on its first flight piloted by Ray Martin.
PIETENPOL
J- HE STORY OF the Chapter 148 Pietenpol project
can now be told. It had an ambitious beginning. As time
went on, it appeared that it would never end. Valuable
lessons were learned in project planning. Any chapter
contemplating a similar venture would be well advised to
profit by our experience and read on.
The project was started with the intention of creating
an aviation education program. Members would have an
opportunity to participate in design, testing, woodwork,
welding, and all those other good skills required to build
an airplane. Costs would be covered by monthly dues,
since few of our members are inclined to such mundane
activities as pancake breakfasts. The original objectives
were attained but it certainly took a lot longer than
expected. We learned the true values of patience and per-
serverence. Without a loyal, key group who labored on and
on, such a monstrous undertaking could never have been
brought to completion.
Back in 1963 (or was it 1962?), Chapter members
elected to build a Pietenpol Air Camper. After considerable
discussion, it was decided that we would build with steel
tube rather than wood. The principal justification being
that steel tube would give members experience in welding.
With a little forethought, we would have realized that wood
aircraft have more than enough welding to go around.
36 JUNE 1975
(Photo by Jeff Sprang)
By Dale Wolford (EAA 10957)
President, Chapter 148
Rt. 2, Box 154A
Ashland, Ohio 44805
John Grega furnished preliminary drawings of his mod-
ernized GN-1, however, at the time these did not include
a steel tube fuselage. We laid the fuselage out to Pietenpol
dimensions with "Baby Ace" tubing sizes and truss design.
When it came to welding, everyone was reluctant to ruin
all that expensive tubing, so it fell on Jim Wills, a profes-
sional welder, and Wilbur Wachs to put in all those tedious
hours welding up the primary structure.
Since the project faced a number of moves from shop
to shop, the wing was built in two panels. A center cabane
(again, borrowed from the Baby Ace) is utilized. The
original Pietenpol airfoil was retained and, since the orig-
inal Pietenpol ribs had a reputation for becoming un-
shapely under fabric pull, the ribs were redesigned to a
(here it is again) Baby Ace truss. One meeting was de-
voted to static testing the new rib design. It is really
amazing to witness a quarter inch cap strip rib, which
weighs less than a kite supporting two hundred plus
pounds of sand. The wing retained the original spar sec-
tions, but utilizes three drag bays in each panel. Members
were introduced to reinforced plastics when the leading
edge and tip were laid up in fiber glass. Span, chord and
areas remained the same as original.
 As time went on it became more and more obvious
that the airfoil, and the inspiration, were about the only
items the project had in common with Bernie's Flying
Machine.
The landing gear is from an L-2 T-Craft reworked to
J-3 shock cord design. L-2 cable actuated brakes are pro-
vided both front and rear. Dual brakes are a must for any
chapter airplane which will be flown by pilots with varying
degrees of taildragger experience. Adrenalin rate is much
reduced if the check pilot has brakes at his disposal. I
continue to marvel that airplanes were around so long
before brakes and steerable tailwheels became common-
place. "Old Timers" assume heroic proportions after a half
hour at freezing temperatures with a landing coming up.
There was, also, an unusual story behind the Contin-
ental 65 engine. Following up a Trade-A-Plane ad for Con- (Photo by Jeff Sprang)
tinental parts, George York received a huge crate for It is obvious that a lot of J-3 has been incorporated in
$50.00. After sorting through 34 cylinders, two crankcases, Chapter 148's Pete some T-Craft, too.
three crankshafts and hundreds of small parts, designee
Ray Martin built up a beautiful engine that started on the
first blade. From the firewall forward, she's stock J-3
with all new cowling and a stainless steel exhaust system.
Following too many moves, it began to appear that
more air had passed through than would ever pass over.
The project was finally signed off for cover in 1971 by C. L.
Swinehart of the Cleveland FAA Office. One of the reasons
this project took so long is that the majority of the mem-
bers have aircraft of their own and at least six aircraft
were restored during the long Pietenpol gestation period.
The final, and last push for completion was started in
January 1974. Taxi tests, with an inadvertent lift off,
took place in July; but final approval was delayed until
October due to the mass immigration to Oshkosh 1974.
Ed Elders' (Cleveland FAA) parting words following the
inspection were, "Don't bend her." (Photo by Jeff Sprang)
The cover is Ceconite and the color is EAA blue and Chapter 148 members who redesigned and built the
white. We, eventually, want to add some yellow and black Pietenpol are: standing (left to right) Wilbur Wachs,
striping to emulate the EAA color scheme. Spencer Wachs, Kim Arnold, Norman Lewis, Charles
As of this writing, seven members have checked out in Edgington. Elmer Wilson, Kenneth Huffman. Kneeling
N3148 with only ten hours showing on the tach. This is (left to right). Chester Elliott, Dale Wolford, Forest Wal-
the first homebuilt I have soloed and I would like to relate gamot, Ray Martin, Andrew Freeborn, Leonard Schindler,
some first flight impressions: Jay Markel and Burrell Sparks.
At 672 pounds empty, she's probably the lightest Piet-
enpol around. Low weight, combined with all-1-1-1-1-1 that it in tail low and wheel it on. On grass it's beautiful
wing area, results in some interesting flight performance. three points, no problem.
You can crack the throttle to 1200 rpm, and fly right Visibility? With someone in the front pit it's like look-
down the runway tailwheel firmly tracking with the ing through a solid oak door, and to think the original had
main gear one foot off the ground. A little more throttle a radiator up front too. A forward slip down to the runway
and you're up and away!!! is the only way you are going to stay legal VFR.
The short tail moment arm results in sensitive elevator You can get a lot of "Cat 3" landing practice from the
control. Elevator is positive, but delicate! Unless you want rear seat. Blind flying was invented in those "solo rear seat
to increase your pulse rate, the combination for first only" antiques.
climb out is "a Pitts finger for elevator and a Stearman Stability is comparable to (and, pardon the comparison)
arm for the aileron." In fifteen minutes, this combination a Staggerwing Beech; just neutral. In still air you think
begins to sort itself out. It's certainly different than any- you have your hands on a beautiful instrument airplane;
thing I've had the opportunity to fly. We retained the with turbulence, you fly it all the time. The nearest com-
original Pietenpol ailerons and horn ratios. Perhaps I am parison I can think of is sitting on top of a large rubber
expecting too much after flying a "41 Aeronca Chief with ball.
a beautiful roll rate but "Bernie" could have done a Now that it's completed, we can philosophize a little.
little better in the aileron department. If we had followed the plans, instead of committee engin-
Seriously, we don't intend to cast any disparagement eering, she would have been flying a decade ago. On the
"Bernie's" way. He gave homebuilding a fabulous fun air- other hand, 30 members can look at her and truly say,
plane and we've deviated from the original so much, "we did it!" She's all paid for and so is the $3000 hangar in
that we really can't appraise the original design. I've which she sits. She'll also give these members, and hope-
thought about this also; it is just possible that the added fully a new generation of young blood, an idea of what
mass inertia of a Ford "A" up front would reduce elevator flying was really like in the early days before the ELT,
sensitivity bringing about a better balance between $25.00 annual registration, controlled airports and biennial
elevator and aileron response. I'm looking forward to a ride flight checks. If she only inspires and perpetuates the fun
in an original Ford Pietenpol at Oshkosh to see how they of do-it-yourself flying in one or two of the younger gen-
compare. eration, she was all worth it.
First landings on blacktop can be a little squirrely. IN FINAL TRIBUTE a lot of wives, heaved a lot of
Again, the short tail moment. I personally like to bring sighs; when N3148 took the skies, after eleven Julys.
SPORT AVIATION 37
 SHHHHHHH.. .
MUFFLER AT WORK
The public is often disturbed and
angered by aircraft noise. Although
the most irritating frequency and lev-
el of such noise is generated by large
jets approaching and departing metro-
politan areas, all aircraft are circum-
stantially ajudged guilty by assoc-
iation. (Remember . . . noise is un-
wanted sound). To you the purr or
staccato bark of your aircraft engine
is music . . . to the man in the street,
or the woman in the garden it is
noise! Even if the average light air-
craft using community airports is
quieter than the neighbor's motor-
cycle or lawn mower in action, it is
pointless to debate the issue. Aircraft
are noise makers and, as such, are
subject to the noise pollution laws laid
down by the Environmental Pro-
tection Agency (EPA) and the FAA.
The Federal Aviation Regulations,
specifically those detailed in Part 36,
attempt to deal with the problem. The
FAA developed these rules with air-
worthiness and safety as its first con-
cern. At the same time, the FAA
attempted to abide by the spirit of the
EPA edict . . . to cure all environ-
mental ailments and to do it pronto.
We are quite fortunate to have the
FAA act as a buffer between the air-
craft user and the EPA. As a matter
of fact, I believe the FAA is doing an
excellent job in coping with the noise
problem sensibly.
The most recent regulation at the
time of this writing is Change 2 to
Part 36 entitled, "Noise Standards:
Aircraft Type and Airworthiness
Certification." I know we don't like to
bother with such subjects. We just
want to build and fly airplanes. Well,
in my opinion, we had better develop
a little more than a passing interest
in this subject because it won't be too
long before every airplane will have
to meet noise standards. As stated,
these standards are now issued and
are the law of the land. So far, ama-
teur built aircraft are excluded from
the regulations while antique aircraft
and standard category acrobatic
(other than experimental) aircraft are
not.
Because of its interest in airworth-
iness and safety, I am sure the FAA is
even now taking a hard look at the
effect mufflers might have on low
powered homebuilts. I feel, that there
will inevitably be a requirement for
38 JUNE 1975
THE
DESIGNEE
CORNER
By Antoni (Tony) Bingelis
EAA Designee Co-Chairman
all aircraft to meet the noise level
standards as established.
And this is not all bad. Excess noise
is bad for everyone. It is especially
harmful to the pilot and I know from
personal experience that the hearing
of many long time pilots has degener-
ated due to prolonged exposure to
noise above normal levels. The Air
Force has long required its personnel
to wear ear protectors at any sound
levels above 85 dba, regardless of
exposure time. Now, a new govern-
mental agency known as OSHA
(Occupational Safety and Health
Act) is forcing industry to protect its
employees from all harm, including
noise. Take a look at the levels listed
below to get a better idea of what
our aircraft situation is:
Noise Intensity Compared (Sound
levels are in Decibels (DBA) and are
very conservative)
150 Jet taking off
140 Threshold of pain
120 Airport terminal boarding ramp
110 HiFi played "loud" by teen-
ager
105 Light aircraft/outboard motor/
unmuffled snowmobile . . . at 50 feet
95 Busy streeteorner, motorcycle at
50 feet
85 Passenger car interior at high
speed
80 Dividing point between safe and
unsafe sound range
70 Business office, electric hand
drill, air conditioner, EAA workshop
60 Normal conversation (male)
40 Refrigerator
30 Bedroom at night (average)
10 Normal breathing
0 You can't hear anything but may-
be your dog can
Now, let's check the current levels
established for standard category air-
craft including antiques and aeroba-
tic production models. The noise level
must not exceed 68 dB(A) for aircraft
weighing up to and including 1,320
pounds (600kg). For aircraft weighing
more than that but not exceeding
3,630 pounds (1,650kg), the limit in-
creases at the rate of 1 dB/165 pounds
(1 dB/75 kg) to 82 dB (A) at 3,630
pounds after which it remains con-
8509 Greenflint Lane
Austin, Texas 78759
stant for larger aircraft up to and in-
cluding 12,500 pounds. (Many un-
muffled homebuilts will emit an
acoustical power level of 100 to 130
dB(A) at 20 feet . . . more in the
cockpit!).
You will also be hearing of acous-
tical changes. Even now the limita-
tions on acoustical change apply to
antique aircraft and standard category
acrobatic aircraft. For that matter,
they apply also to the newly resusci-
tated older designs like the Great
Lakes, Taylorcraft, etc.
As I understand it, the regulation on
acoustical changes says, in effect, that
the noise standards will not permit
anyone to modify an aircraft so that
it is noisier than it was under its orig-
inal certification. This means, of
course, that antiquers and aerobatic
type aircraft owners will not be able
to reengine their craft unless the re-
sulting noise is equal to or less than
the original version. The FAA, appar-
ently with tongue in cheek, states
"If the antique aircraft is quieter than
those limits prior to the change in type
design, this amendment permits noise
increases up to that limit."
Anyhow, there is some sympathetic
assurance given to the antiquers
as the FAA intends to monitor the bur-
den of the regulation on antique air-
craft to determine if the problem of
aging aircraft justifies further review
of the noise limits imposed. The na-
ture of the regulation is such that if
compliance therewith is applicable to
you, it would be best to read the un-
abridged regulation for yourself.
The way things are developing, it
seems that those of us who can, should
take the initiative and strive for a
reduction in the noise level of our air-
craft. It can be done.
My interest in the subject was pi-
qued when a letter from one of our
good EAA members in France, Fran-
cois Lederlin, (Francois Lederlin,
Architecte DPLG, 2. Rue Charles
Peguy, Grenoble, France) described a
unique aircraft muffler being built and
installed on Swiss homebuilts.
As you may know, Sweden and
Switzerland were among the first two
countries in the world to impose strict
. . . nay drastic, limitations against ALUMINUM TUBE 80mm 01*
(Appro 3 1/8" 010.)
all noise pollution. Switzerland, not
only set low levels, they have enfor-
STAINLESS STEEL MESH
ced them since January, 1974. As a (Milh 8 to 12/incM
result of this action, a number of ROLLED IN A TU8E

light aircraft, including some type-

certificated models, were GROUND-
ED until their owners did something
about it! Oh, they were impartial
about it because the action affected
motor bikes and trucks too.
Needless to say, the homebuilders
LOOSELY W O V E N FIBER-GLASS
were motivated and came out with a CLOTH R O L L E D AROUND
quick solution. This solution, accord- S T A I N L E S S STEEL (MESH) TUBE

ing to Francois, took the form of an

unusual muffler which seems to have
become the standard Swiss homebuilt
ROLLED S T A I N L E S S
muffler. STEEL MESH "PIPE"
Essentially, the muffler consists of a
length of stainless steel mesh rolled
into a tube. The inside diameter of
this tube must fit over the outside
diameter of the engine's exhaust pipe.
The length of the hand-made stain- BUILDING A SWISS MUFFLER FIGURE I.
less "mesh" tube varies in length with
the builder and perhaps the engine
used. It seems, however, that most of
them are around 4 to 5 feet in length.
STANDARD EXHAUST FIREWALL
That's right four to five feet long!
This is for aircraft like most European 'RUBBER SUSPENDERS"
two seaters such as the Jodels, Emer-
audes, Minicabs, etc.
In the next step, loosely woven glass
or cloth (or how about fiber-glass
mat?) is rolled around the 4-5 foot
long stainless mesh tube and the dia-
meter built-up until it is a tight push
fit in a seamless 80 mm diameter
a l u m i n u m tube ( a b o u t 3 1/8"). METHOD OF SUSPENSION FIGURE 2.
Apparently, in Europe, this sort of
aluminum tube is the standard vertical
r a i n w a t e r downspout found on
houses. Francois says that it is about
0.5 mm thick and that they obtain it
from builders supply stores. Any sim-
ilar light wall tube could be used.
The whole assembly is then slung
underneath the fuselage and clamped
onto the single exhaust outlet with a
steel clamp. The muffler is supported
in at least two places along its length
with steel clamps and rubber sus-
EXCELLENT FOR VENTED TROUGH
penders of a sort. ROUNDED SHAPES (COOLING AIR)
Way out, you say? Here is what Mr.
Lederlin thinks about it.
"You may think this is ungainly,
heavy and draggy. Perhaps, but the
results are outstanding. You no long- SUGGESTED TREATMENT FOR NEW DESIGNS

er hear the exhaust . . . just the prop FIGURE 3.

and the slip-stream. Flying takes on a
new dimension. Taxiing on crowded
Fly-in ramps becomes a dangerous
adventure unless you have an assis-
tant to shoo people away."
This muffler is certainly inexpensive
and easy to make. Although its useful
life is as yet unknown, inspection and
replacement, even if a bit more fre-
quent than standard aircraft stain-
less steel mufflers, would certainly
not be a deterrent to its acceptance.
This muffler system should not gen-
erate any power robbing back pres-
sure. It can be added to any existing
design although the aesthetic qualities
might be the subject of some quaint
remarks.
Do not discount the fact, however,
that it does the job simply and permits
the Swiss builder to continue flying.
Francois concluded his letter by say-
ing, "On new designs, there is no
reason why the muffler could not be
concealed in a sort of a built-in trough
u n d e r n e a t h the fuselage." Now
there's an idea worth trying.
SPORT AVIATION 39
 THE MARQUART MA-5
THE
HAPPINESS
MACHINE
By Bill Turner (EAA 26489)
4110 Marsten Rd.
Belmont, Cal. 94002
I HAVE BEEN somewhat reluctant to do an article
on the Marquart MA-5 Charger, because it has to be the
finest airplane that I have ever flown! That may sound
like a strange reason for not wanting to make a report, but
I think the answer lies around the point of my credibility.
I have been known to rave about outstanding airplanes,
and usually I can get other pilots to pretty much agree with
me on most of the points, but not all of them. The exception
to that rule is the MA-5. To back up my enthusiasm, here
are a few quotes made by some pretty authoritative people.
In the 1973 winter issue of Sport Planes Annual, contri-
buting Editor Don Dwiggins says about the Charger:
"By the time this book goes to print, you are going to
be able to make one of the most exciting investments of
your life. Think of it, a few lousy bucks, cash or credit,
gets you started on your way to a rich, new life in the sky.
Horizons unlimited, a veritable fun machine that can take
you back through time to the good old days when aviators
were helmeted Supermen!
Pardon my enthusiasm, but that's the way the ad copy
should read when Ed Marquart markets plans for his
exciting MA-5 sport biplane, the Charger. What's so ex-
ceptional about the Charger? You might as well ask what
40 JUNE 1975
(Photo by H. A. Troxel)
Regarding the streamline wires Marquart says, "FAA
specifications call for redundant bracing on all critical
wires, so I doubled up on each load panel. This also
balances the pull equally on each side of the spar."
is so exceptional about the Mona Lisa the gal with the
funny smile. Both hold a secret and you will never be sat-
isfied until you know what it is but you never will. Thus,
each flight is a challenge, to find out the secret of why you
are so darn happy up there, the cares of the world gone.
If you have troubles, don't spend money on a shrink, put
it on a Charger the secret of happiness."
Paul Poberezny After flying Ray Stephen's Charger
at the 1974 Watsonville, California fly-in, stated, "I have
now flown over 100 homebuilt airplanes and the Charger
ranks right at the top, along with the very best."
Butch Pfeifer, a United Airlines pilot and restorer of
World War I aircraft under the guidance of his famous
father, Joe Pfeifer, is known for his Ned Sparks like wry
humor and rarely allows the outside world to perceive
through facial expression that he is pleased with some-
thing. However, after flying the MA-5, he crawled out with
a smile that went from ear to ear, and commented: "This
is the way everyone has been trying unsuccessfully to get
the Great Lakes to fly ever since they built the first one!"
I could ramble on through the log books of the three
Chargers which are now flying quoting remarks similar
to those above. Paraphrasing Will Rogers' statement
 (Photo by H. A. Troxel)
The 10 degree sweepback of both upper and lower wings
is evident here. Besides affording excellent directional
stability, the sweepback also permits the passenger to
stand up while entering the front cockpit. Four ailerons
produce a quick response to light stick pressures.

about never meeting a man he didn't like, I have never met
a man or a woman who has flown the MA-5 and didn't
like it. When I read Dwiggins' comments about it being a
happiness airplane, I began to reflect on my experiences
in flying all three of the Chargers which are currently air-
worthy, and I must agree that he hit the nail right on the
head. It is an aircraft which works hard at pleasing its
pilot. It has no bad characteristics and, indeed, will do a
much better job of fly ing itself if left more or less to its own
devices, than if the pilot tries to ham-hand it into some
attitude which the airplane inherently knows is wrong.
I had an opportunity to prove that statement not too
long ago. Ray Stephen of Santa Clara, California built the
third Charger to take to the air. It only had about 4 hours
on it when Ray gave me the chance to give it a go. I climb-
ed rapidly out from the MA-5's home base airport at Mor-
gan Hill, California and was sitting there wearing the
"Charger Smile," when I began to have the sensation that
my eyes were going bad on me. It became increasingly
more difficult to focus through the windshield. The happy
expression on my face began to fade as I came to the
realization that the problem was not my eyes, but an ever
thickening coat of oil on the windshield. Not being basic-
ally too clever, the next move I made was to stick my head
out into the slipstream and I was immediately rewarded
by having my glasses covered with the gooey substance.
While cleaning off the lens, I squinted at the instru-
ment panel, observing that everything seemed to be oper-
ating normally. I pulled the throttle back, and as a pre-
cautionary measure to prevent possible damage, I shut the
engine down and headed for the runway. There was
absolutely no way to observe anything in front of the air-
plane since the windshield was now completely opaque
and I had already learned not to peek around it! I oriented
myself out the left side of the cockpit making a carrier
type approach keeping the runway in view by maintaining
a constant radius turn to the runway. When I straightened
out and flared, I let that magnificent Charger take over for
the actual landing and it plopped us right down in a firm
three-point position.
The exterior lubrication job had been caused by an oil
plug in the center of the hollow crankshaft working itself
loose. Ray installed a fixed pitch, Fahlin wooden propel-
ler, and consequently there is no need for an oil supply as
required by a constant speed prop that would usually be
fitted to this Lycoming. With the plug not in position, there
was nothing to stop a steady flow of oil out to the point
where the propeller acted as a sling and threw the slippery
lubricant into the slipstream.
I am not an aeronautical engineer, nor a licensed mech-
anic, so I am incapable of giving detailed flight analysis
from the point of a statistician. An airplane to me has
SPORT AVIATION 41
always been an emotional experience and, in spite of years
of flying for the United States Navy, the Brazilian Air
Force and several thousands of hours civilian time, I am
still awed over the miracle of flight. Any reports I make on
these beautiful products of man's technology are purely
from a standpoint of my reaction to a given machine. I
can only relay to the reader my sensations, but for a
detailed analysis, you will have to talk to those possessing
the capability of creating good airplane designs.
The first Charger that I flew was the prototype built
by the designer, Ed Marquart, and Dan Fielder, who, be-
cause of his investment of finances and time, was the
actual owner of the initial ship. It took seven long years
from concept to first lift-off. One of the reasons for this
extensive investment of time can be summed up by quot-
ing Dennis Shattuck, editor of Private Pilot. The August
1973 issue of that magazine carries a story on several
biplanes, one of which is the Charger. Besides being com-
pletely entranced by the airplane, Shattuck was also ex-
(Photo by Don Dwiggins)
tremely perceptive in noting that, "A craftsman of infinite
skill and remarkable oratorical powers, Marquart is much Designer and co-builder of the Charger, Ed Marquart,
sought after for restorations as well as homebuilt designs." looks over the neat 125 h.p. GPU installation. Both sides
The good editor hit at two problems in regard to the lack of the fuselage are hinged and fastened in the same man-
of haste in the project. One, "the oratorical powers," and ner as the cowl thus affording easy access for mainten-
two, Ed's being "sought after" for assistance with every- ance as far back as the pilot's cockpit.
body's airplane. Marquart has, without a doubt, the great-
est memory I have ever observed in any human. He
remembers every detail of every aircraft he has ever work-
ed on, seen, read about or even heard of. He is more than
pleased to gather an audience of extremely interested
aviation enthusiasts around him for the purpose of lectur-
ing on any subject. The second work stopping feature re-
volves about his complete sincerity and desire to assist
anyone with a problem. The standard word at his home
base, Fla-Bob Airport, Riverside, California, for anyone
seeking assistance is, "Go see Ed." This is not, by any
means, a criticism of Ed Marquart, for his formula of life
has produced the ultimate in personal satisfaction. He will
help anybody, anytime and his reward is true happiness
and a list of good friends which stretches to the far
corners of the globe. How many of us can say that? (Photo by H. A. Troxel)
Now, just what is his creation? Well, as anybody can Ed has welded up 15 fuselages for builders. His shop
see who has looked at the pictures accompanying this will also provide tail surfaces, engine mounts, landing
article, it is a biplane. It seats two people, very comfort- gear, cabane and interplane struts. This still leaves more
ably, irrespective of size, and I am one who can really than the FAA required 51'/; of the work to be done by
attest to this since I weigh well over 200 pounds and top the owner.
6'5". The prototype is equipped with a 125 h.p. Lycoming
GPU. This powerplant produces a cruise speed of about
115 mph at 2400 rpm, with a top speed of 125 mph at
2650 rpm. The stall speed is listed on the specification
sheet as 42 mph, but I can assure you that with an average
wind and ground effect, the passenger can almost step out
of the cockpit and walk along side while the pilot com-
pletes the landing. The rate of climb, with just one
aboard, is a little over 1100 feet per minute. The range
exceeds the ability of most people to sit still over extended
periods. With careful nursing, the conservative pilot can
stay aloft for over 4 hours.
The dimensions place the aircraft in the middle-size
biplane class, if you put examples like Pitts and Smith
Miniplanes on one end of the spectrum and Wacos and
Stearmans at the other. Its wing span is 24 feet with a
constant chord width of 45 inches. The airfoil is the NACA
2412. The total wing area is 170 sq. ft. The fuselage length
is 19'6" and the top wing stands 7'6" at its highest point.
The empty weight is about 1000 Ibs. with a gross of 1550
Ibs.
The fuselage incorporates two seats in tandem and the (Photo by H. A. Troxel)
construction is of conventional 4130 steel tubing. Dual The landing gear legs are welded up from .090 flat steel
controls are provided with solo flight accomplished from with rubber donut-type shock absorbers installed at the
the rear cockpit. The wings are of equal span and equal upper ends. The hollow box leg is tapered and is fully
chord with a sweep back of 10 degrees. Construction is cantilever.
42 JUNE 1975
spruce spars and built-up ribs, with almost all of the ribs
emanating from only one jig. Four slotted ailerons are
used. Both rudder and elevators are aerodynamically bal-
anced which contributes to the beautiful, light touch
required to fly this airplane. Their construction is also of
4130 tubing and trim is by an adjustable stabilizer. Land-
ing gear is cantilever with individual donut type shocks
and is constructed of sheet 4130 steel, forming a tapered
box. The designer suggests that engines from 100 to 200
h.p. may be used but points out that his object in designing
the Charger was to gain maximum performance from rel-
atively low horsepower.
Most of the people whom I have quoted as being very
much enamored of the Charger are high-time pilots with
experience in many different types of aircraft. I was cur-
ious as to just how someone with virtually no experience
would react when confronted with the Charger. My wife,
Gail, is at long last in the process of getting her pilot's
license. At the time I exposed her to the Charger, she had
only about 10 hours in a 1946 Luscombe 8-A. The exper-
iment was performed through the courtesy of Ray Stephen
who really wanted me to try the plane again anyway since
my first ride had been rather short!
I made the initial take-off, climbed up to about 2500
feet, then turned the controls over to Gail. The excellent
intercom system made communications a breeze and I
jotted down notes of the conversation. It went something
like this:
"Does this airplane have more horsepower than my
Luscombe?"
"Yes, this is a 160 h.p. Lycoming, which is almost three
times as much as your Luscombe."
"Hey, this thing climbs so fast it scares me."
"O.K., then don't climb and it won't scare you."
"Bill, are you on the controls with me?"
"No, why?"
"It feels as if there is some sort of a power assist.
I just push the stick real lightly to the left and it wants
to roll right around. Hey, am I doing a slow roll?"
"No, I would call it more of a vertical spiral. You
better level off."
"Can I try a stall?"
"You're the pilot, I'm just riding."
"Has it stalled yet?"
"Yes, didn't you feel the slight buffet?"
"No, I didn't feel anything. What's it doing now?"
"It is just sinking in a stalled condition."
"What should I do about it?"
"Well, you can just sit there until we hit the ground,
which won't be too long, or you can release the back
pressure on the stick and add some power."
"Oh, yeah, gee, it's flying again."
Gail was most willing to try a landing and, had the
airplane been mine, I would have agreed to let her do it
by herself, but as it was I followed through on the controls,
which probably did more to throw her off than give
SPORT AVIATION 43

Master craftsman, Ray Stephen, smiles while contem-
plating the pleasures of owning a Charger. Ray main-
tains and pilots the antique aircraft owned by Irv Perch,
which are on display at the Hill Country Aviation
Museum, near Morgan Hill, California.
The first (N5491) and second (N7148) Chargers fly to-
gether during initial flight test periods. Both airplanes
were at this time equipped with 125 h.p. engines. Tom-
bolato (7148) later switched to a 160 h.p. Lycoming for
air show work.
assistance. Again, the exceptional landing characteristics
of this airplane brought us down without mishap.
It was interesting to watch a complete novice pilot
perform all of the essential steering operations with some
degree of smoothness. Gail actually turned in a better
job of flying the Charger on a first encounter than she did
in the Luscombe on the return flight to our home base
at San Carlos from Morgan Hill airport where we had
made the test. It proved to me a point that I had made
in regards to Chargers and the advisability of using one as
a training plane. It seems to me that it would not make a
good primary trainer. The student who learned exclusive-
ly on this amazing airplane could get into trouble with less
forgiving aircraft after completing a course in the MA-5.
I have insisted on Gail's learning to fly in a Luscombe be-
cause I think that it is one of the most difficult light-
planes to fly really well. Once she masters it, others will
seem relatively simple. This is the reverse of the Charger
situation.
For some odd reason, most people who like biplanes
are also interested in aerobatics. Before the Charger, it was
a completely unfathomable position as far as I was con-
44 JUNE 1975
\-
Student pilot, Gail Turner, wears the "Charger Smile"
after successfully completing her first flight in Stephen's
version of the MA-5.
The third Charger to fly belongs to Ray Stephen . '.1
Clara, Calif. The highly identifiable paint job and slightly
altered vertical fin are the only visible differences be-
tween it's sister ships.
cerned, since I have never had any great desire to put my
stomach in an inverted position. Back in Navy days, I had
to, but when I finally hung up my wings of gold I
promised myself never to get past a 10 degree bank again.
I stayed with that philosophy for quite some time, feeling
happy and smug in my secure decision and then that cotton
pickin' Charger went and done it to me. It is absolutely
irresistable. There is just no way to sit there and fly it
straight and level. Those easy, responsive controls just
won't let you. It rolls, loops, snaps, spins, slides and glides
with an ease that lures one into trying it out time and
time again. This does not mean, and I am not advocating,
that a person with absolutely no aerobatic instruction
should jump in a Charger and race out all alone to try the
maneuvers he or she has seen at an air show. First, find
out how to do it with a qualified instructor, then go out and
have a ball. The airplane is strong and unless you do some-
thing really stupid, it will get you back home again. Don't
expect to win international aerobatic competitions with a
Charger, it just is not designed to compete with an Aero
Sport or Stephens Akro or Acroduster or any of the air-
planes specifically designed for aerobatics. The Charger is
a compromise between a very pleasant bit of transporta-
tion in the nostalgic biplane philosophy and a truly aero-
batic machine.
 The Charger is a relatively new design and, conse-
quently, there are not too many of them around. Marquart
reports that there are approximately 40 under construction
at the moment, several of which are getting rather close to
completion. As already indicated, there are three MA-5's
airborn to date. Serial No. 1 is that which was built by
Marquart and Fielder.
Serial No. 6 was the second Charger to take to the
air, just shortly after the prototype flew. Oscar Tombolato
of Upland, California was its builder and he accomplished
the feat by watching the progress on the prototype, taking
measurements and then going back to his nearby shop and
duplicating what he saw. Oscar named his plane "My Little
Chickadee," a most appropriate appelation for a ship
owned by a man who is a wholesale egg dealer. The
"Chickadee" originally had a 125 h.p. Continental but
Oscar wanted a little more steam and so installed a 160
h.p. Lycoming.
The third Charger to hit the airways was Ray Ste-
phen's and it carries plans Serial No. 25. Ray set what will
probably remain an all-time record by completing his
,''hoto by Don Dwiggins)
Charger in one year.
Note the wide tread and clean configuration of the land-
The rapid construction time performed by Ray Stephen ing gear, a plus factor in using the tapered box method
should not be construed as evidence of a simple airplane of construction. Cuffs over the protruding brake calipers
to build. The Charger does not fall into the category of
is the type of detail that adds to the ease with which
"kit" airplanes that require only the assembly of compon- the Charger slips through the air.
ents. The plans are complete and well done but it takes
knowledge and skill to do a job that will be pleasing to
the owner. Be ready for some long, hard work if you tackle
this project. But, oh, the rewards.
I would also suggest that, unless one has a great deal
of experience and knowledge, the builder adhere closely
to the plans. Part of the Marquart genius is his ability to
design for maximum strength with minimum weight. A
correctly built MA-5 is a light, responsive piece of equip-
ment. I have observed some projects under construction
where the builder has felt that a particular area needed
beefing up or that a little more weight here and an extra
piece there won't really hurt the performance. This is a
fallacy which will produce unhappy results when a plane
does not live up to the already proven performance re-
cord.
There is almost a schizophrenic urge on the part of
some builders to keep stuffing bigger and bigger engines
in to smaller and smaller airplanes. I am not sure that
there is any great advantage in putting anything more
powerful than a 125 h.p. in a Charger. The larger engine (Photo by H. A. Troxel)
forces sacrificing other more pleasant aspects of the MA-5, The Charger carries it's disposable weight directly on the
while gaining very little in cruise speed and losing a great center of gravity, which includes the passenger, thus, as
deal in gasoline economy a factor which will be influenc- indicated in this shot of the rear cockpit, solo must be
ing both our automotive and airplane thinking consider- accomplished in the aft seat.
ably in the future. Let me again quote Editor Dwiggins on
this subject. He makes reference to Oscar Tombolato's
airplane when he states that it "now carries a 160 h.p.
Lycoming and a constant speed prop, bringing its gross
weight up 60 Ibs. This point is interesting because it is
typical of what happens when somebody tries for more
performance by hanging a bigger powerplant up front
the weight increase often outweighs the advantage of
the extra horsepower and all you gain is a better climb
rate. The extra weight means higher wing loadings and
the whole beautiful balance of a clean design can be
thrown off." Oscar, however, does not agree with Don
and is very pleased with the conversion.
I have flown all three of the Chargers and find that
with the exception of the horsepower difference, I could
close my eyes and not know which one I was actually
in. Oscar and Ray are outstanding craftsmen and have
(Photo by H. A Troxel)
duplicated the prototype with infinite skill, thus the simil- Light, simple yet strong construction is the Marquart
arity in the handling characteristics. Both of the larger theory of engineering. Before plans were released to the
engine planes, naturally, climb a great deal faster, in fact, general flying fraternity, a thorough flight test program
about 400 to 500 feet per minute faster, and cruise about was completed.
SPORT AVIATION 45
 (Photo by H. A. Troxel)
Although the fuel caps cut into wing lift, to change this
feature would make construction more complex because
the center section is so shallow. Marquart doesn't be-
lieve it is worth the time and effort to go scuppers
and overflow drains.

(Photo by Robert Duricka)

130 mph, as opposed to the 115 with the 125 Lycoming Tombolato's version of the MA-5 after conversion to a
in the prototype. The lower powered Charger will go a fuel injected 160 h.p. Lycoming. Note the different in
great deal farther without landing but, if like most of us cowling lines without the underside air intake. Oscar has
older pilots, you suffer from TB (Tiny Bladder), this may won eleven first place trophies and has logged about 400
not be a factor worth considering. You pays your money happy hours with his Charger.
and you takes your choice. It is just whatever turns you
on. You will love flying it with either engine.
I can hear some people saying, "What's Turner up to?
Is he getting a cut on these plans or is it just because
Marquart is a friend of his and he is trying to help him
out?" Believe me, such is not the case. In heralding
the virtues of Marquart's airplane, I am really doing my-
self a great disservice. Ed is building my 1931 Gee Bee
Model Z replica and I know that for every set of plans
sold, there will be many hours spent on the telephone while
the new builder discusses various phases of his construc-
tion problems. Actually, I would be much happier if no-
body would build the Charger until my Gee Bee is com-
pleted but I really can't be that mean to a group of great
guys and gals like we have in the EAA membership. Oh,
the sacrifices I make for the good of the sport.
I could say a lot more but it would just be gilding
the lily. By now the reader must have gathered that I,
and everyone who has flown "The Happiness Machine,"
agree that it is one hellav an airplane. If you don't believe
me, call Oscar Tombolato (714-985-6533) or Ray Stephen
(408-296-0448), then send Ed Marquart $85.00 for a set
of plans and start hacking away. His address is P. O: Box
3032, Riverside, Calif. 92509.
Now, for this nice thing I have done for you by bringing
"Happiness" into your life, will you do a favor for me?
DON'T CALL ED! I want my Gee Bee before I'm too old
to fly it.
46 JUNE 1975
Dave Jameson's Spirit of St. Louis replica.

1911 Curtiss Pusher.

EAA Super Aero Sport and Aero Sport.

EAA AVIATION MUSEUM

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

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

through Friday Saturday 8:30 A.M. to 5:00 Sundays
and Holidays 11:00 to 5:00. It is closed on New Years, Easter,
Thanksgiving and Christmas.

EAA AVIATION MUSEUM FOUNDATION, INC.

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

48 JUNE 1975
 THE EAA AIR MUSEUM . . .
PAST, PRESENT AND FUTURE
By definition a museum is a place devoted to the pro-
curement, care and display of objects of lasting interest
or value. The EAA Air Museum is certainly that . . . but it
is much more.
It is a place of learning.
It is the focal point of a worldwide organi/ntion of avia-
tion enthusiasts.
It is the one place of honor for the individual citi/en
who, through his own initiative and at his own expense,
has been a part of aviation as a pilot and often as the
designer and builder of his own aircraft.
It is home for the Experimental Aircraft Association,
the world's largest sport aviation organi/ation.
EAA was founded in 1953 as an organi/ation dedicated
to the development of the personal aircraft and the enjoy-
ment of sport flying. For a decade it grew steadily, even-
tually growing out of the basement of its founder Presi-
dent, Paul H. Pobere/.ny of Hales Corners, Wisconsin, a
Milwaukee suburb. It had long been his dream to build a
museum to honor the "little guy" in aviation, so when
plans were being laid for permanent offices for EAA, the
membership was polled to determine if sentiment existed
for the building of a sport aviation museum, a portion of
which would contain office space for EAA. The response
was favorable, so a b u i l d i n g f u n d was established and
donations from members began to trickle in. This was
quite an undertaking for an organi/ation that still num-
bered less t h a n 8,000 members as of the first day of 1960.
Nevertheless, by the summer of 1964 a separate EAA Air
Museum Foundation had been chartered, land had been
purchased, a building site had been graded and the first
building had been erected. In addition to their monetary
donations, members had traveled to the site in Franklin,
Wisconsin (a Milwaukee suburb adjoining Hales Corners)
to physically aid in the work . . . a latter day "barn raising"
in the finest pioneer tradition.
In the decade that has followed, the EAA Air Museum
has constantly been added to and improved new build-
ings and literally hundreds of interesting and valuable
displays. Today, the museum's collection ranks as one of
the largest and most significant in the world. Approxi-
mately 175 aircraft, scores of engines, propellers and other
aircraft components, thousands of photographs and paint-
ings, models, etc. are included.
SPORT AVIATION 49
"1

50 JUNE 1975
 AIR MUSEUM SHOP . . .
A PLACE OF LEARNING
With the physical expansion of the museum plant well
along, additional related programs have been instituted.
A large, well-equipped shop now occupies much of the
original 1964 building. Here aircraft are restored for dis-
play in the museum and the development of new aircraft
designs is carried out. The EAA Aero Sport and Super
Aero Sport have been created here. Plans for these air-
craft are sold to builders with the proceeds going to the
operation and continued development of the Air Museum
and they are made available to schools, CAP units, Air
Explorers and other youth programs.
The Air Museum Foundation is co-sponsor with the
EAA of the a n n u a l EAA Fly-In Convention and sport
aviation exhibition held at Wittman Field, Oshkosh, Wis-
consin. Air Museum personnel headed by Willis J. "Bill"
Chomo direct the very popular and very successful work-
shop program there. Throughout this weeklong event,
classes in welding, aircraft woodworking, fabric applica-
tion and finishing, metal work, etc. are taught by museum
staffers. Interested Convention-goers have the u n i q u e
opportunity not only to see these skills demonstrated but
can put on goggles, take up a torch and actually try their
hand at welding, or help cover a wing, or make wood
ribs, or drive some rivets . . . or perhaps all of them.
This learning-by-doing concept is, in fact, carried out
on a year round basis at the museum shop. A volunteer
assistance program has been in effect for some time in
which persons wanting to learn aircraft construction or
restoration skills can receive expert instruction on a one-
to-one basis in exchange for their labor involved in pre-
paring museum aircraft for display or flight status. In this
way the museum is able to turn out far more work than
its small permanent staff could hope to accomplish alone.
SPORT AVIATION 51
 PROJECT SCHOOLFLIGHT
Another Air Museum Foundation program recently
instituted is Project Schoolflight. Administered by Ben
Owen, Project Schoolflight provides plans for the air
museum-developed aircraft to schools, CAP Squadrons,
Air Explorer posts, aviation clubs and others. Thousands
of sets of plans have been made available and hundreds of
aircraft are known to be under construction in schools
around the nation. The response by school and youth or-
ganization officials has been markedly enthusiastic. Many
52 JUNE 1975
state that through the building of a flyable aircraft, they
have been able to reach students who never before showed
any interest in school activities. Attendance is improved
and, remarkably, grades in other subjects often improve.
The realization that a person's life will ultimately depend
on the quality of another's work is a settling influence
on the students it is often the first truly meaningful
experience of their lives.
 DESIGN, Vol. 1
EAA AIR MUSEUM PUBLICATIONS

The Air Museum produces and S e l e c t e d a r t i c l e s from SPORT

sells a series of publications de-
signed as self-education texts for
the homebuilder and restorer of
antique and classic aircraft. They
consist of reprints of articles from
Sport Aviation. EAA's monthly pub-
lication, and other sources as well
as new material.
Proceeds from the sales of these
publications go toward the support
of the EAA AirMuseum and itsmany
programs.
These publications can be pur-
chased in the lobby of the Museum
or may be mail ordered from the:
EAA Air Museum Foundation
P. O. Box 229
Hales Corners, Wl 53130
NOTE: Wisconsin residents please
include 4% sales tax.
BASIC HAND TOOLS, Vol. 1
Identifies and describes proper
use of basic hand and power tools
hammers, w r e n c h e s , snips,
saws, files, chisels, drills, planes,
pliers, screwdrivers, punches, etc.:
measuring d e v i c e s rules and
tapes, calipers, m i c r o m e t e r s ,
squares, depth gauges, f e e l e r
gauges, etc. Also grinders, sand-
ers, drills. A must for the begin-
ning builder. 111 pages.
$2.75 plus 30c postage
BASIC HAND TOOLS, Vol. 2
A profusely illustrated text des-
cribing the use of common hand
tools, power tools and fastening
d e v i c e s . Measuring, laying o u t .
woodcutting, grinding and filing,
metal cutting and other skills are
covered. Measurement conversion
tables and electrical safety precau-
tions are included. 115 pages.
S2.75 plus 30c postage
CUSTOM AIRCRAFT BUILDING
TIPS, Volumes 1, 2, 3 and 4
Collections of "how to' building
tips from SPORT AVIATION, select
"how to" items from the popular
"Designee Corner" in SPORT AVIA-
TION and from the monthly Desig-
nee Newsletter. A cornucopia of
helpful hints that will make your
building or restoration job go faster
and easier. 72 pages each.
$2.75. plus 30c postage
for first publication, 10c each
for additional manuals.
AVIATION on airfoil selection, Rey-
nolds numbers, aspect ratio, tap-
ered wings, stress analysis, lami-
nar flow, landing gears, dihedral
effects and much more . . . by well
known d e s i g n e r s such as John
Thorp, Ladislao Pazmany. Noel Be-
car and others. 72 pages.
$2.75 plus 30c postage
DESIGN, Vol. 2
Articles on choosing an aircraft
design, folding wings, trim tabs,
wing tip ailerons, fatigue design,
fillets, bracing angles, corrosion,
truss analysis, end plates, spar de-
sign, non-destructive testing and
more. Authors include Noel Becar,
Raoul Hoffman, George Collinge,
Al Backstrom, Robert T. Smith. E.
L. Turner. 76 pages.
$2.75 plus 30c postage
DESIGN, Vol. 3
Articles on wing stress analysis,
riggings. CG limits, human engi-
neering, designing against flutter,
Fauvel f l y i n g wings, plotting an
airfoil, incidence, aileron f l u t t e r ,
induced drag, etc. Authors include
Noel Becar. Lu S u n d e r l a n d , Al
Rosenhan. Molt Taylor. Bud Rink-
er, Bob Whittier, Georges Jacque-
min, Ladislao Pazmany. 72 pages.
$2.75 plus 30c postage

AIR MUSEUM PUBLICATIONS

The building of an aircraft, even a small single seater,
is a rather complex operation involving a number of spe-
cialized skills. A first-time builder soon realizes that he
must educate himself before taking up his tools to begin
cutting metal or wood. To provide a convenient and in-
expensive source of this information, the Air Museum
Foundation has over the years prepared a series of "how
to" manuals on welding, wood and metal working, dope
and fabric work, etc. The preparation of these manuals
is largely the work of EAA President Paul Poberezny and
EAA Secretary S. H. "Wes" Schmid. Proceeds from the
sales of these manuals have been a significant factor in
the funding of the Air Museum's operations since its be-
ginning. Similarly, a film library was established a num-
ber of years ago and a large stock of films is now available
for rent to EAA Chapters and other aviation groups.
SPORT AVIATION 53
ENGINE OPERATION, CARBURE-
TION, CONVERSION
Includes reprint of Lycoming 0-
290-D engine manual, Bendix PS
Series carburetor manual and arti-
cles on conversion of Lycoming
0-290-GPU for aircraft use. 72
pages.
$2.75 plus 30c postage
ENGINES, Vol. 1
Articles on Continental A and C
series, conversion of VW engines,
outboards, fuel tanks and systems,
cooling. Porsche, McCulloch, fuel
injection. 72 pages.
$2.75 plus 30c postage
ENGINES, Vol. 2
Articles on the Bourke engine,
two cycle engines, design of pulse
jets, engine vibration, Muggins VW
and Corvair conversions, fire pre-
vention, VW conversions, keeping
the A-40 going. 76 pages.
$2.75 plus 30c postage
ENGINEERING FOR THE CUSTOM
AIRCRAFT BUILDER
A priceless collection of articles
from Flying magazine's predeces-
sor, Popular Aviation, by engineer
Raoul J. Hoffman. Hoffman had a
genius for making complex sub-
jects understandable such as
"Stress Analysis Made Painless",
"Propellers Without Formulae",
"The Science of Streamlining". He
prepared elaborate nomographs
with which complex engineering
problems could be approximated
by merely lining a straight edge up
between various parallel scales.
Also s e v e r a l articles on tailless
aircraft, a Hoffman specialty. A clas-
sic. 72 pages.
$2.75 plus 30c postage
54 JUNE 1975
METAL AIRCRAFT BUILDING
TECHNIQUES
Contains the 14 part SPORT AVI-
ATION series by John Thorp on
Building the T-18, the 5 part series
by Robert Bushby on Building the
Midget Mustang, plus articles on
the Lesher Nomad and Teal and
Pazmany PL-1. 72 pages.
$2.75 plus 30c postage
MODERN AIRCRAFT COVERING
TECHNIQUES
Everything you want to know
about covering aircraft with fab-
ric preparation of the airframe,
application of fabric, doping, sand-
SHEET METAL, Vol. 1
ing, rib stitching, finishing, etc.
Includes sections on the popular
synthetics Ceconite, Stits, Ra-
Basic manual on sheet metal in-
cludes elements of aircraft struc-
zorback, Super Shield, Eonnex. Alu-
ture, properties of aircraft metals,
migrip finish system. 80 pages.
sheet metal tools, forming proces-
$2.75 plus 30c postage
ses, tin bending, fundamentals of
riveting and special rivets.
$2.75 plus 30c postage
EAA PILOT PROFICIENCY
A reprint of an excellent series
SHEET METAL, Vol. 2
on piloting technique that appeared
in Business/Commercial Aviation.
Sheet metal fasteners, fundamen-
Includes such topics as Single En-
tals of structural repair, common
gine Checkout, The Art and Science
soldering, aircraft plumbing, main-
of Flight, Stalls, Spot Landings,
tenance of transparent plastics,
Lightplane Cruise Control, Ice,
Needle, Ball and Ripcord, The Com- cables. 104 pages.
$2.75 plus 30c postage
pass, etc. 72 pages.
$2.75 plus 30c postage
TIPS ON AIRCRAFT FATIGUE
PILOT REPORTS AND FLIGHT
Basic principles of metal fatigue,
TESTING
joints and joining, non-destructive
testing, riveting tips, principles of
Includes Flight Testing for the
thread torque, corrosion, basics of
Amateur (Jacquemin), Drag Analy-
heat treating aluminum alloys. 72
sis of a Skyhopper (Walsh), Vol-
pages.
mer Sportsman Flight Report (Chap-
$2.75 plus 30c postage
eskie), Taylor Monoplane (King),
Pitts Special (Dodd), Flight Flut-
ter Testing (Thorp), Knight Twister
WELDING
(Limbach), Tailwind Aerodynamics
(Raspet), PL-1 (Pazmany), Bolkow
Selection of aircraft tubing, fun-
Junior (Raabe), Jodel D-9 (Best),
damentals of oxyacetylene weld-
Chihuahua (Ladd), Gusty (Limbach),
ing, techniques for ferrous and non-
Mustang II. 72 pages.
ferrous metals, brazing and solder-
$2.75 plus 30c postage
ing, welding safety, jigs, low tem-
perature aluminum welding. 63
pages.
SERVICE AND MAINTENANCE $2.75 plus 30c postage
MANUAL
When filled out by the builder,
WOOD, Vol. 1
this is the homebuilder's equiva-
lent of an Owners Manual, Aircraft
Woods used in aircraft construc-
Parts and Maintenance Manual and tion, glues and gluing, joints, cut-
Operators Manual for his aircraft. ting, wing rib construction, jigs,
Every amateur-built airplane should
splicing, gluing pressures, "dry
have a Service and Maintenance rot", repairing wood structures.
Manual as a permanent part of the
52 pages.
craft's papers.
$2.75 plus 30c postage
$2.75 plus 30c postage
WOOD, Vol. 2

Wood selection for aircraft use,

epoxy, moisture content, acceler-
ated glue setting, geodetic aircraft
structures, wood testing, building
wooden cantilever spars, Aerolite
glue, Douglas fir as a substitute
for spruce, designing box spars.
72 pages. GOLDEN AGE OF AIR RACING
$2.75 plus 30c postage
168 pages of pure nostalgia, cov-
ering the glorious air racing period
WOOD AIRCRAFT BUILDING
from 1929 through 1939. Features
TECHNIQUES
many pictures, facts and informa-
tion about the race pilots and their
Includes the very popular 14 part
famous airplanes Steve Wittman,
"Building Fly Baby" by Pete Bowers
Roscoe Turner, Benny Howard. Jim-
and 2 part "Texas Emeraude" by
my Doolittle, Johnny Livingston.
Tony Bingelis. Fly Baby was winner
etc. Includes all NAR results for
of the 1962 EAA Design Contest. 72
years covered. Limited supply avail-
pages.
able.
$2.75 plus 30c postage
$2.80 postpaid

HOW TO BUILD THE ACRO SPORT

WINGS OF MEMORY
A very detailed description of the
Reprinted articles from AERO DI-
building of the EAA A e r o Sport.
GEST. Covers greats of civil avia-
Scores of pictures and illustrations.
tion from 1932 to 1941 Ryan STA,
Of value to anyone building any type
Howard DGA-9, Fairchild 24, Cess-
of tube and fabric airplane. Has a
na Airmaster, Rearwin Speedster,
good chapter on weight and balance
Fleetwings Sea Bird, Stinson SR-10,
and FAA homebuilt regulations. 88
Stearman Model 80 and others.
pages.
Many photos, 3-views and flight re-
$2.75 plus 30c postage
ports. A must for the antiquer. 72
pages.
$2.80 postpaid
CAM 18 - MAINTENANCE, REPAIR
AND ALTERATION OF AIRFRAMES,
POWERPLANTS AND APPLIANCES
FLYING AND GLIDER MANUALS
The aircraft builders "bible". Re-
EAA reprints of famous Fawcett
printed by EAA with the permission
(now Mechanix Illustrated) Flying
of the Federal Aviation Administra-
and Glider Manuals forerunners
tion. 210 pages.
of present-day EAA "how to" manu-
$4.30 postpaid
als.

1929 Flying Manual Features

Heath Super Parasol, Russel-
Henderson Monoplane.

1932 Flying and Glider Manual

Pietenpol Air Camper, Powell
Racer, Heath Super Soarer,
Penguin, Ramsey Flying Bathtub.

CAM 107-AIRCRAFT
POWERPLANT MANUAL
A c o m p r e h e n s i v e manual on
about every phase of operation,
maintenance and use of a i r c r a f t
engines from the basic powerplant
for the lightplane through turbo-
prop and compound engines. Re-
printed by EAA with the permission
of the Federal Aviation Administra-
tion. 368 pages.
$4.30 postpaid
1929-33 Miscellany
Corben Baby Ace including
cabin version.
$2.30 each, postpaid
Other selected publications are
available from the EAA Air Museum
Foundation, including:
THEORY OF WING SECTIONS
$5.50 postpaid
HANG GLIDING by Dan Poynter
$5.25 postpaid
SPORT AVIATION 55
 EAA OFFICES/
HAEDTLER HALL
Once the main museum building was constructed,
new office space was made available for the staff of the
Experimental Aircraft Association. These offices are the
international headquarters of EAA a nerve center that
ties together the world's sport aviation enthusiasts. Being
located in the same complex of buildings is mutually bene-
ficial to the Experimental Aircraft Association and the EAA
Air Museum Foundation. Persons having business with
EAA can make their trip to headquarters more enjoyable
by touring the museum, for instance. EAA leases its of-
fice space from the Air Museum Foundation, which, in
56 JUNE 1975
turn, also helps support the museum's programs.
When the original 1964 building offices were vacated
for the new, larger facilities, the old office space was con-
verted to an auditorium, complete with a projection booth
and movie screen, capable of seating several hundred peo-
ple. It is in constant use by EAA for intraorganization meet-
ings of many types, by the FAA, local aviation groups, his-
torical societies and the like. The auditorium was named
Haedtler Hall in memory of the late Martin C. Haedtler,
a long time Director of the EAA and a staunch supporter
of the Air Museum.
 THE MUSEUM
By the early 197()'s the physical plant of the Air Museum
was already bursting at the seams. Aircraft and other valu-
able aviation artifacts were having to be turned away. Ad-
ditionally, the museum's displays had become so popular
that many aviation oriented patrons began pressing the
Foundation's leadership to relocate the entire facility on
an airport to facilitate visits by private plane. As a partial
solution to both problems, land on the Burlington, Wis-
consin Municipal Airport was leased and a large hangar
was constructed. This provided overflow storage space
for the museum and, for the first time, made it possible
for a few of the aircraft to be maintained on flying status
so that they could be taken to an occasional fly-in to pub-
licize the Air Museum.
So rapid was the growth of the Museum, however,
that soon this facility was also overflowing with aircraft.
By fortunate coincidence, a 50 acre farm adjoining the air-
port property became available at this time. This property
offered several advantages a large barn that could be
converted to warehouse space, direct access to the air-
port runways and a beautiful site for a future home for EAA
and the Air Museum Foundation. After careful study, the
Museum's Board of Trustees made the decision to pur-
chase the property. Long range planning is already under-
way for use of the site, but in the meantime it has been im-
proved and is used for local fly-ins and for both inside
and outside storage of museum aircraft. Burlington is lo-
cated approximately 25 miles southwest of the present
Air Museum.
The EAA Air Museum today is an internationally rec-
ogni/.ed institution. Tens of thousands of aviation enthusi-
asts visit it every year including a great number from
Canada, Central and South America and many overseas
nations. Articles on the museum and its collection regu-
larly appear in magazines and newspapers around the
world. The museum is also considered a valuable asset
to the communitv in which it is located. Thousands of
school children tour the facilities each year, art classes
come to sketch the airplanes and groups of retired citi-
zens visit to see the aircraft that were new in their youth.
The EAA Air Museum works in cooperation with other
great museums to preserve the nation's aviation heritage.
A number of aircraft have been received from the Smith-
sonian Institution's National Air and Space Museum for
restoration in EAA's shop. These rare planes are on indefi-
nite loan to the Air Museum, but several will eventually
be returned to be displayed in the new Air and Space Mu-
seum being constructed on the Mall in Washington. A
collection of early photographs was recently accepted from
the Air Force Museum in Dayton, Ohio. In these and other
instances the EAA Air Museum's contribution to society
goes beyond the EAA membership or even aviation en-
thusiasts in general.
A further recent development is the acquisition of per-
sonal aviation collections. The trophies, scrapbooks and
other personal effects of famed racing pilot, Lowell Bay-
les, were received recently from the Bayles family and
have been put on display in special glass cases along side
those of homebuilder'pioneer Ed Heath. The effects of
the late Raoul Hotfman, famous aeronautical engineer
and writer, have also been donated to the Air Museum.
George Hardie, Jr., who is in charge of aircraft and dis-
play research, hopes to receive many more such personal
collections.
The EAA Air Museum Foundation is administered by a
slate of officers headed by President Paul H. Poberezny
and a Board of Trustees consisting of 15 members from all
over the United States. Biographical sketches of each are
found elsewhere in this publication. Their leadership has
brought the EAA Air Museum to the top level of the world's
aviation museums.
The Foundation has been declared a non-profit organ-
ization under Revenue Code 501c(3), which permits dona-
tions to be tax deductible. This includes all cash donations
and donations of aircraft, engines, propellers and other
aviation artifacts. The EAA Air Museum Foundation re-
ceives no federal, state or local tax funds or grants. It
has been funded from the beginning by the donations and
gifts of dedicated aviation enthusiasts who believe in its
mission the preservation of the legacy of aviation for the
average citi/en and the promotion of his right to continue
to enjoy the miracle of flight.
SPORT AVIATION 57
 Inventory of Aircraft
In The EAA Air Museum
CUSTOM BUILT AIRCRAFT
Bede BD-5, N500BD . . . . . . . . . . . . . . . . . . . . . . . . . Bede Aircraft
Beecraft "Honey Bee", N90859 . . . . . . . . . . . . . . . . Walt Mooney
Bowers "Fly Baby", N1340 . . . . . . . . . . . . . . . . . . Helen Dettman
Bushby "Midget Mustang", N9459 . . . . . . . . . . . . . . . . . . . . . . .
Corben C-l "Baby Ace", N9050C . . . . . . . . . . . . . . . Ray Scholler
Cvjetkovic CA-61 "Mini-Ace", N94283 . . . . . . . . . . Mark Shoen
Driggers A "Sunshine Girl", 891H . . . . . . . . . . . W. A. Driggers
EAA "Aero Sport", MAC . . . . . . . . . . . . . . . . . EAA Air Museum
EAA 'Super Aero Sport", N5AC . . . . . . . . . . . EAA Air Museum
EAA "Biplane", N6077V . . . . . . . . . . . . . . . . . EAA Air Museum
EAA "Pober Pixie", N9PH . . . . . . . . . . . . . . . . EAA Air Museum
Estupian-Hovey WD-2 "Whing Ding", N6272
Miguel Estupinan
Evans VP-1, N6414 . . . . . . . . . . . . . . . . . . . . . . William S. Evans
Folkerts Henderson, 8902 . . . . . . . . . . . . . Mrs. Clayton Folkerts
HU-GO Craft, N29H . . . . . . . . . . . . . . . . . . . . . . . . . . Adolph Hugo
Meyers "Little Toot", N217J . . . . . . . . . . . . . . . . James Mahoney
Player, N21778 . . . . . . . . . . . . . . . . . . . . . . . . William Earl Player
Pober P-5 "Sport", N51G . . . . . . . . . . . . . . . . . . . . . . . K. G. Bride
Smith "Miniplane", N90P . . . . . . . . . . . . . . . . . . . Dorothy Smith
Stits "Sky Baby", N5K . . . . . . . . . . . . . . . National Air Museum
Stits SA11A "Playmate", N5K . . . . . . . . . . . . . . . . . . . . Ray Stits
Stolp "Starduster I", N1357 . . . . . . . . . . . Hank Kennedy Estate
Stolp "Starduster I", N717MD . . . . . . . . . . . . . . . . . Robert Sauer
Taylor T-2 "Taterbug", N1052Z . . . . . . . . . . . . . . . . . Mert Taylor
Unruh "Pretty Prairie Special III", N1473V . . . Russell Brown
Walker "Little Toot", N12G . . . . . . . . . . . . . . . . . . . . . Ab Walker
Wittman "Tailwind", N5747N . . . . . . . . . . . . . . . . . Eugene Zepp
Wittman "Tailwind", N9424H George H. Hipp
ANTIQUE AND CLASSIC AIRCRAFT
Aeronca C-3, N13094 (razorback) . . . . . . . . . Paul H. Poberezny
Aeronca C-3, N16291 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ken Cook
Bates Tractor . . . . . . . . . . . . . . . . *Mrs. Walter Kutz and Family
Baumann B-290 "Brigadier". N90616 . . . . . . . . . Bill Baumann
Church Midwing, S9167 . . . . . . . . . . . . . . . . . . . . . . . *Gene Chase
Curtiss A-l "Sweetheart", N24034 . . . . . . . . . . . . . . Dale Crites
Curtiss C-l "Robin", N9223 . . . . . . . . . . . . . . . . . . . . *Lee Weber
Curtiss B-2 "Robin", N50H . . . . . . . . . . . . . . . . . . . . . . Norm Sten
de Havilland 89-A "Rapide", N683DH . . . . Robert M. Puryear
Fairchild FC-2, N3569 . . . . . . . . . . . . . . . . . Herbert M. Harkom
Goodyear GA-22 "Drake", N5516M
Goodyear Aerospace Corp.
Great Lakes (R), N3182 . . . . . . . . . . . . . . . . . . . . . . . Rudy Frasca
Lincoln Standard PTK, N275N . . . . . . . . . . . . . . . . . . Norm Sten
Luscombe Phantom, NC1025 . . . . . . . . . . . . . . . . *George Ramin
Monocoupe 90 A, N11783 . . . . . . . . . . . . . . . . . . . . . . Dick Wagner
Monocoupe 113, NC7808 . . . . . . . . . . . . . . . . . . . . . . . . . John Hatz
Pheasant H-10, NC151N . . . . . . . . . . . . . . . . . . . . . . . Philip Stier
Rearwin 7000 "Sportster", N14485 . . . . . . . . . . . . . . . L. O. Rupe
Ryan SCW, N18908 . . . . . . . . . . . . . . . . . . . . . . . . James A. Steele
Ryan NYP, NX211 . . . . . . . . . . . . . . . . . . . . . . . . *David Jameson
Spencer Special (Modified Great Lakes), N73879
Dr. Dale Drummond
Stinson SR-7B, N16130 . . . . . . . . . . . . . . . . . . . . . . . . Rudy Frasca
Stinson SM-8A, N408Y . . . . . . . . . . . . . . . . . . . . . . . Andrew Ross
Travel Air E-4000, N648H . . . . . . . . . . . . . Dr. John G. Chesney
Waco CTO, N7527 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fred Grothe
Waco UPF-7, N32011 . . . . . . . . . Anthony C. Gangelhoff Estate
WORLD WAR I AIRCRAFT
Curtiss JN4D "Jenny" . . . . . . . . . . . . . . . . . . . . Foster Hannaford
Curtiss JN4D "Jenny" (Bowers Replica) N1005Z
Frank Murray
Fokker DR-1 "Triplane" (Sorrell Replica) . . . . . . . . Ron Conrad
Pfalz D-12 . . . . . . . . . . . . . . . . . . . . . . . . . . *National Air Museum
S.E.5E. 22-325 . . . . . . . . . . . . . . . . . . . . . . *National Air Museum
WORLD WAR II AIRCRAFT
Beechcraft AT-11, N6960C . . . . . . . . . . . . . . . . . . . . . Paul G. Cox
Bell P-39Q-15-BE "Airacobra", 44-2433
*National Air Museum
Consolidated Vultee BT-13B, N63697 . . . . . . . . Dean G. Crites
Curtiss O-52 "Owl", 40-2769 Glen Courtwright and M. Foose
58 J U N E 1975
Douglas AD-5 Skyraider, 132789 . . . . . . . . United States Navy
Grumman J2F-6, N1186N . . . . . . . . . . . . . . . . . . . . . . . . Carl Mies
Junkers Ju-87B "Stuka", A5-HL
* Chicago Museum of Science and Industry
Nakajima "Hayabusa" "Oscar" . . . . *National Air Museum
Messerschmitt BF-108 "Taifun", N525R . . . . . *Cliff Robertson
North American AT-6D, N6983C . . . . . . . . . . . . . . . . . *Gil Macy
North American B-25J, N10V . . . . . . . . . . . . . . Sherman Cooper
North American P-51D, N201F . . . . . . . . . . . . . . . . . *John Mark
North American P-5 ID, N335 . . . . . . . . . . E. D. Weiner Estate
North American P-51D, N335J . . . . . . . . . E. D. Weiner Estate
North American P-64, N840
Paul H. Poberezny and Art Kilps
North American SNJ-5 (Zero replica), N7986C
Paul H. Poberezny, Ray Scholler and John Stickling
GLIDER AIRCRAFT
Cessna Primary Glider, N186V
C. M. Van Airesdale and Leland Hanselman
Chanute Hang Glider . . . . . . . . . . . . . . . . . . . . . EAA Chapter 29
Cleave EPB-1A "Plank", N19C . . . . . . . . . . . . . . . . . . . Al Cleave
Explorer PG-1 "Aqua-Glider", N6498D . . . . . . . William Skliar
Haufe "Dale Hawk", N18278 . . . . . . . . . . . C. M. Van Airesdale
Helisoar HP-10, N319Y . . . . . . . . . . . . . . . . . . . . Richard du Pont
Parasev I, N9765C . . . . . . . . . . . NASA Flight Research Center
AEROBATIC AND AIR SHOW AIRCRAFT
Bucker "Jungmeister" BU-133 (R), N258H . . . . . Sam Burgess
Bucker "Jungmeister" BU-133, N515 . . . . . . . . . . Mike Murphy
Champion 8KCAB "Pro", N5143T . . . . Bellanca Aircraft Corp.
Grumman G-22 "Gulfhawk II", NR1050
*National Air Museum
Pitts "Special", N58P . . . . . . . . . . . . . . . . . . . . . . . . *Bonnie Soucy
RACING AIRCRAFT
Brown B-2 "Miss Los Angeles" (replica) NR255Y
*Bill Turner
Kaminskas RK-3 "Jungster 3", N76AQ . . . . . . . James O. Hall
Keith Rider R-5 "Jackrabbit", NX264Y . . . . . . . James Garvin
Loving-Wayne "Love", N351C . . . . . . . . . . . . . . . Neal V. Loving
Pettit "Special", N5715N . . . . . . . . . . . . . . . . . . . . . George Pettit
Warwick "Hot Canary", N4777V . . . . . . . . . . . . . . Bill Warwick
Wittman "Bonzo", NX 13688 . . . . . . . . . . . . . . . . . . S. J. Wittman
ROTARY WING AIRCRAFT
Bensen B-ll "Gyrocopter", N63U . . . . . . . . . . . Dr. Igor Bensen
Goodyear GA-400R "Gizmo, N69N
Goodyear Aerospace Corp.
McCulloch J-2, N4315G . . . . . . . . . . . . . . . . . . . R. J. Kempthorn
Voland V-l "Gyrocopter", N840 . . . . . . . . . . . . . . Donald Voland
MISCELLANEOUS
Bede XBD-2, N327BD . . . . . . . . . . . . . . . . . . . . . . . . . James Bede
Collins Radio X-112 "Aerofoil Boat", N5961V
*Collins Radio Co.
Fokker D-7 0/4 scale) . . . . . . . . . . . . . . . . West Allis Flying Club
Nelson GEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charles Rhodes
Tessier Biplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rene Tessier
CONSTRUCTION DISPLAY AIRCRAFT
Fike C, 13390 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . William Fike
Folkerts (bamboo fuselage) . . . . . . . . . . . Mrs. Clayton Folkerts
Heath Parasol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . W. H. Nieman
Hendershott Monoplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monnett "Sonerai" . . . . . . . . . . . . . . . . . . . . . . . . . . . John Monnett
Pietenpol B-4A1 . . . . . . . . . . . . . . . . . . . . . . . . . EAA Air Museum
Pober P-9 Pixie . . . . . . . . . . . . . . . . . . . . . . . . . . EAA Air Museum
Rearwin 7000 "Sportster", N17002 . . . . . . . Paul H. Poberezny
Rezich Racer, N11M . . . . . . . . . . . . . . . . . . . . . . . . . . . Nick Rezich
Smith Termite, N377T . . . . . . . . . . . . . . . . . . . . James D. Clarke
Stits Skeeto, N6048C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ray Stits
Stolp Acroduster One . . . . . . . . . . . . . . . . Stolp Starduster Corp.
Thorp T-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EAA Air Museum
OUTSIDE DISPLAY AIRCRAFT
Douglas AD-3 Skyraider, 122811 . . . . . . . . . . . . . . . . . U.S. Navy
Lockheed GF-80C, 480868 . . . . . . . . . . . . . . . . . . . U.S. Air Force
Lockheed T-33A, 51-8627 . . . . . . . . . . . . . . . . . . . . U.S. Air Force
Lockheed T-33A, 53-5350 . . . . . . . . . . . . . . . . . . . . U.S. Air Force
North American F-86H, 52-1993 . . . . . . . . . . . . . U.S. Air Force
Northrop F-89J, 53-2530 . . . . . . . . . . . . . . . . . . . . . U.S. Air Force
Republic F-84C, 47-1498 . . . . . . . . . . . . . . . . . . . . . U.S. Air Force
Republic F-84F, 51-9456 . . . . . . . . . . . . . . . . . . . . . U.S. Air Force
AIRCRAFT UNDER CONSTRUCTION OR RESTORATION
Aeronca K. NC22157 . . . . . . . . . . . . . . . . . . . . . . . . . . . Cliff Ernst
EAA "Aero Sport", N6AS . . . . . . . . . . . . . . . . . EAA Air Museum
EAA "Aero Sport" (2 place) . . . . . . . . . . . . . . . EAA Air Museum
EAA "Pober Pixie" (2 place) . . . . . . . . . . . . . . EAA Air Museum
Ford 4-AT-E Trimotor, N8407 . . . . . . . . . . . . EAA Air Museum
Funk, N24119 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gus Limbach
Monocoupe 90-A, N19430 . . . . . . . . . . . . . . . . . . . . . . . Cliff Ernst
North American XP-51A, N51NA . . . . 'National Air Museum
Stits SA3A, N8K . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ray Stits
Taylorcraft BC-12D, N5218M . . . . . . . . . . . . Paul H. Poberezny
Travel Air 1000, N241 . . . . . . . . . . . . . . . . . . . . . . . Dave Jameson
Waco ASO, N6930 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gerard Beb
AIRCRAFT IN TEMPORARY STORAGE
Aeronca K. N19301 . . . . . . . . . . . . . . . . . . . . . . . . . . . Buck Hilbert
American "Flea", N6001V . . . . . . . . . . . . . . . . . . . L. A. Kraemer
* Aircraft on Loan
Arrow F. N16483 . . . . . . . . . . . . . . . . . . . . . . Dr. Dale Drummond
Culver PQ-14B, N10146 . . . . . . . . . . . . . . . . . . . . . U.S. Air Force
Cvjetkovich CA-61, N94283 . . . . . . . . . . . . . . . . . . . . Mark Shoen
de Havilland DH-82C "Tiger Moth, CF-IVO
Rev. John MacGillivray
Foster Taperwing "Aerodyne", N827Z . . . . . . . . . . Henry Foster
Gunderson Penguin, N41047 . . . . . . . . . . . . . . . Tom Gunderson
Heath (fuselage and tail group flatback) . . . Hurley Boheler
Hill & Kemman HK-1, N6831D Keith Hill and Rye Kemman
Jodel D-9, N7702G . . . . . . . . . . . . . . . . . . . . . . Mrs. Karl Kurbjun
Lewis Original Design . . . . . . . . . . . . . . . . Mrs. Sevryn A. Lewis
Lincoln Standard (fuselage) . . . . . . . . . . . . . . . . . . . . . . . Bill Dodd
Marinac "Flying Mercury" . . . . . . . . . . . . . . . . . EAA Chapter 25
Meyers "Little Toot", N12G . . . . . . . . . . . . . . . . . . . A. B. Walker
Mignet HM-360 "Flying Flea", N360HM . . . . . . . . Ralph Wefel
Mong MS-2K "Sport", N72411 . . . . . . . . . . . . . . . . . . John Krupa
Nicholas-Beazlev NB8G1931. N576Y . . . . . . . John Van Andel
Piper Papoose PA-29, N2900M . . . . . . . . . . . . . . *Piper Aircraft
Stits SA3B "Playboy". N4648G . . . . . . . . . Mrs. William Brown
Thompson-Curtiss Pusher : . . . . . . . . . . . . . . . . . . . . Neil K. Carr
Thorp T-18, N1947 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . John Foy
Waco ASO, N6930 . . . . . . . . . . . . . . . . . . . . . . . . . . Gerard Bebeau
Woods-Wolfe GEM . . . . . . . . . . Harris Woods and George Wolfe
Woody Pusher, N232MB . . . . . . . . . . . . . . . . . . . . Mrs. Mel Lamb

Inventory of Engines
In The EAA Air Museum
IN-LINE VEE
Church J-3 Marathon Allison V-1710-109
de Havilland "Gipsy Major" Argus AS-10C
Heath B-4 (straight stacks) Church Aircooled V-8
Huggins (1927) Curtiss OX-2
Ranger 6-390D (cutaway) Curtiss OXX-6
Hispano-Suiza
OPPOSED Junkers 21 IDA Jumo
Aeronca 6-107 Liberty 12-A
Aeronca E^113CBD Liberty 12-A (cutaway)
Continental A-40-4 Ranger SGV-770C-1
Continental A-65-8F JET
Continental 0-200
Crosley 113 Aeromarine D5-1
Franklin 0<805-2 General Electric J-33-GE-1 IB (cutaway)
Franklin 6AC-298 General Electric J-47-23 (cutaway)
Huggins Vilkswagen (2) MISCELLANEOUS
Kirkham (1929) Smith Motor Wheel Drive (Penguin ground trainer)
Lawrance A-3 (cutaway)
Lawrance A-3 ENGINES AWAITING DISPLAY
Lycoming 0-145-B1 Aeronca E-113C
McCulloch 0-100-1 Barker Volkswagen
Monnett Volkswagen Bourke 2-cylinder (2)
Silver Eagle H (Bourke) Bourke 3-cylinder
Wright-More house Cirrus Mk III
RADIAL Conner
Continental A-40 (2)
Aeromarine AR-3 Continental A-50
Anzani Continental R-670-4
Continental R-670-11 (cutaway! Curtiss OX-5
Curtiss R-600 "Challenger" Franklin XO-42503 (6 cyl.)
Jacobs R-755-9 Franklin 0-300-1]
Kinner K-5B Gnome rotary
Lawrance L-64 (cutaway) Hall-Scott L4
Lycoming R-680-7 (cutaway) Heath B-4
Poyer 3-40 Hirth 650cc
Pratt & Whitney R-1340-AN-1 Junkers "Jumo"
Szekely SR-3/0 Kinner R-370
Szekely SR-3-L Lycoming 0-435 (2)
Warner "Scarab" Lycoming R-680-13
Wright 972TC18DA4 Lycoming R-680-9
ROTARY McCulloch 0-100-1
Gnome. 8(1 h.p. Menasco
LeRhone C. 80 h.p. Roberts 4X
Wright R-540 "Whirlwind"
Wright R-760 (2)

SPORT AVIATION 59
 The prototype Hugo Craft.

A new McCullough J-2 autogyro recently do

nated to the EAA Air Museum.

The Museum's collection of World War II drones.

One of the Museum's twc

Skyraiders threading its
way through Wisconsin's
back roads from the Miss
issippi River to Hales Cor
ners.
 One of several Air Museum aircraii ii.ai nav iiiov.es. a Catch 22 B-25.

1929 Curtiss Robin and 1929 Pontiac

Cockpit of the XP-51, the first Mustang

received by the U.S. Army Air Corps.

One of several outside displays, a Republic F-84F Thunderstreak.

 The Spirit of Flight", the Pober Sport

Bell P-39 and mannequin dressed in World

War II G.I. issue.

ST-* -j I

&! 1 I

Amphibians. Rogallo wings, ground effect ma-

chines, gyrocopters, inertial guidance systems,
the famous Gulfhawk just one corner of the
EAA Air Museum, but enough to keep one
occupied for hours.

The Baby Ace built by Paul

Poberezny that first brought
national publicity to EAA
through the pages of Me-
chanix Illustrated.

62 JUNE 1975
Paul H. Poberezny
EAA 1
Hales Corners, Wisconsin

Age 53
President, Experimental Aircraft Association

President Poberezny grew up and received his education in Mil-

waukee. An aviation enthusiast from earliest youth, he soloed himself
in a primary glider at age 15 and owned a number of airplanes during
his high school days, including an OX-5 American Eagle. During World
War II he was a CPT instructor and later was commissioned as an Air
Corps pilot. Paul served in Korea as an Air Force pilot and was Main-
tenance Officer and a Command Pilot in the Wisconsin Air National
Guard until his retirement in 1969. In 1953 Paul founded the Experi-
mental Aircraft Association and has served as its only president since
that time. The EAA Air Museum Foundation was founded in the early
60s and Paul has also served as its only president since inception. He
has accumulated over 20,000 hours of flying time and has flown over
270 different types of aircraft, including over 135 homebuilts. He has
designed and built a number of aircraft, including the Aero and Super
Aero Sport and the Pober Pixie for which design rights have been donat-
ed to the EAA Air Museum Foundation. Paul has received a great n u m -
ber of awards and honors over the years, including the FAA's Merit
Award, the highest honor accorded by that agency to a civilian. Paul
and his wife, Audrey, have two children.

David Jameson
EAA 15612
Oshkosh, Wisconsin

Age 55
Manufacturer

A native of Pulaski, Virginia, Dave started flying at age 15 in a Cur-

tiss Wright Junior and soloed an Aeronca C-3 at age 17. During World
War II, he enlisted in the Air Force as an aviation cadet and was in com-
bat crew training as a B-29 pilot when "the Japanese heard about it
and wisely decided to give up". After the war he settled in Oshkosh
and today is president of his own metal fabrication company. Dave has
long been active in the antique airplane and aviation history fields. He
founded the Monocoupe Club and served as its president for many
years. He has owned quite a number of rare antique aircraft including
J o h n n y Livingston's 1929 transcontinental race w i n n i n g Taperwing
Waco, the oldest Model 90 Monocoupe, a Waco SRE, etc. He presently
owns a Lockheed Vega finished exactly like the famous Winnie Mae
(including the N number), a Ryan B-l outfitted as the Spirit of St. Louis,
a Snyder Baby Bomber, Velie Monocoupe and a 150 h.p. Cessna Aero-
bat. Dave is EAA Antique-Classic Member No. 2 and served as the
organization's first president. He and his wife Laurie have four chil-
dren, three of whom have learned to fly.

MEET THE FOUNDATION'S

OFFICERS AND TRUSTEES

SPORT AVIATION 63
 Dr. Lyle McCullough
EAA 8167
Franklin, Wisconsin

Age 45
Veterinarian, self employed

Valedictorian graduate of the University of Illinois. Veteran of four

years in the Air Force. Learned to fly at the University of Illinois and
has a Private license with an Instrument rating. Owns a Beech Debonair
and has a Thorp T-18 under construction. Lyle is secretary of the EAA
Air Museum Foundation and has been very active in EAA activities for
many years. He has been president of Chapter 18 in Milwaukee, its
newsletter editor and is a director today. Active in civic and profes-
sional organizations. He and his wife Gloria have two children.

Thomas P. Poberezny
EAA 40000
Creenfieid, Wisconsin

Age 28
Executive Vice President of EAA and the EAA Air Museum Foundation

A native of Milwaukee, Tom was educated at Northwestern Uni-

versity where he received a B. S. Degree in Industrial Engineering. His
acrobatic career started immediately after college in fact, he missed
his graduation exercise in order to participate in his first contest. He
was a member of the U. S. Acrobatic Teams in 1970 and 1972, winning
the World Team Championship the latter year. Tom was named the
U. S. Acrobatic Champion in 1973 as a result of his win in the Nationals
at Sherman, Texas that year. In addition to his work at EAA, he appears
on the summer air show circuit as a member of the three Pitts precision
acrobatic team, The Red Devils. He has a Commercial license and ap-
proximately 1500 hours flying time in a wide variety of aircraft includ-
ing an AT-6, BT-13, Stearman, various homebuilts, the BD-5 jet and,
of course, his own Pitts Special, N58J. Tom and his wife, Sharon, reside
in Greenfield, Wisconsin.

64 JUNE 1975
James Barton
EAA 16807
Elmhurst, Illinois
Age 55
Captain, American Airlines
Jim was born and grew up in Dan-
ville, Illinois. He states t h a t it was
his privilege to have been a constant
companion to his father who had been
an aircraft maintenance instructor at
Kelly Field during World War I. In the
late 20s the elder Barton had a Waco
10 (C 5864) in which he barnstormed
and gave flight instruction . . . includ-
ing lessons for son Jim starting at age
12. The seat cushion and rudder bar
were built up for this purpose. Jim
soloed at age 16 and obtained his
Private license at 17. After graduation
from high school he became a pri-
mary and secondary flight instructor
in the Knox College CPTP program
and in 1941 was accepted as a flight
instructor by Parks Air College for
the U. S. Army Air Corps Primary
Flight Training Program at Sikeston,
Missouri. He remained there as an
instructor and flight commander
through 1944 when he signed on with
American Air Lines as a First Offi-
cer. After his dad's death in 1948,
Jim briefly took over the Galesburg,
Illinois FBO his f a t h e r had started,
but returned to American in 1953.
Jim is currently building a Starduster
II and collects h i s t o r i c a l a v i a t i o n
photos. He and his wife, Doris, have
two daughters.
Robert H. Fergus
EAA 9717
Columbus, Ohio
Evander M. Britt Automobile distributor
EAA 13137
Lumberton, N. C.
Bob was commissioned a second
Age 48 lieutenant in World War II and be-
Attornev came an Air Force pilot. He flew P-
40s and P-51s. After the war Bob was
one of the first to see the potential of
Graduate of Wake Forest Univer- the VW a u t o m o b i l e and t o d a y is
sity - 1948, LL. B. Degree in 1950, president of Midvo, Inc., the Volks-
Doctor of Laws 1972. Evander is a wagen distributor for Ohio and Ken-
p r a c t i c i n g t r i a l l a w y e r in all State tucky. His company serves 85 deal-
and Federal Courts of North Caro- ers in the two states with over 100
lina. Also Federal District Court and million in sales a n n u a l l y . Bob has
Court of Appeals, District of Colum- f l o w n over 85 d i f f e r e n t type a i r -
bia and Federal Courts of South Caro- craft and is presently current in the
lina. Member of American Bar Asso- Pitts through the Lear. He has a Com-
ciation, N. C. Bar Association and mercial license w i t h single, multi-
Academy of Trial Lawyers of Ameri- engine land and sea and instrument
ca. Business interests involve farm- ratings. He also has a glider rating.
ing - tobacco, row crops, grain stor- Bob and his wife Beth have three
age and marketing facilities. Evander children.
is a nationally known aviation author-
ity and has served as Chairman of
Antique-Classic judging at Oshkosh
since 1971. He founded the \. C.,
S. C. and Virginia Antique Airplane
Foundation which is today EAA Chap-
ter 395-A. He originated the EAA
C e n t u r y Club program and was its
first member and is a member of the
Board of Directors of EAA's Antique-
Classic Division. Evander has owned
a great number of rare antique air-
craft - most notably the Parks P-2
immortalized in Richard Bach's book
"Biplane". E v a n d e r and his w i f e ,
Peggy, have 3 children.
SPORT AVIATION 65
Jim German
EAA 29182
Mansfield, Ohio
Age 51
Industrialist
Jim was educated at Ohio State
and served as a pilot in the 5th Air
Force in the Southwest Pacific in
World War II. He flew C-47s on 236
combat aerial drop missions. He later
served in the Ohio National Guard
flying the F-51, T-33 and F-80. Jim
is president of the Gorman-Rupp Co.,
manufacturers of pumps, and MAN-
AIRCO, Inc., m a n u f a c t u r e r of air-
port lighting equipment. He is on
the Board of Directors of the United
Telephone Co. and the First National
Bank of Mansfield. Jim is Secretary
of the Mansfield Airport Commis-
sion, Vice-President of the Richland
County Foundation and is past Presi-
dent of Rotary. He is president of the
Staggerwing Club and owns a G-17-
S and l/2 interest in a Taylorcraft
L2M. At Oshkosh Jim is Co-Chair-
man of the Classic judging commit-
tee. His wife, Marjorie, was one of
the first 100 women helicopter pilots.
They have two children.
66 JUNE 1975
E. E. "Buck" Hilbert
EAA 21
Union, Illinois
Age 50
Captain, United Airlines (DC-8)
A native of Chicago and a gradu-
ate of Lewis College, soloed in Octo-
ber of 1941 in an Aeronca Chief. Air
Force pilot in World War II and an
Army pilot in Korea. Flew B-17s and
was a t w i n engine t r a n s i t i o n in-
structor. Hired by United in 1953.
Buck is president of EAA's Antique-
Classic Division and has a stable of
a i r c r a f t at his private airstrip and
home, the "Funny Farm", including
a mint Fleet and Aeronca C-3. Buck
and his wife, Dorothy, have f o u r
children.
Morton Lester
EAA 55178
Martinsville, Virginia
Age 41
General Contractor and Real Estate
Investor
Graduate of Virginia Polytechnic
Institute and a veteran of the Korean
War where he served as a forward air
controller with the Army Signal Corps
attached to the Capitol ROK Division.
Morton is president of three compa-
nies, The Lester Corporation, Car-
ver Construction Company and the
Paragon Corporation of Martinsville.
He is an elected Councilman of the
City of Martinsville, is Chairman of
the Blue Ridge Regional Airport
A u t h o r i t y , Commissioner of the
West Piedmont Planning District
Commission, Board Chairman of the
Patrick Henry Savings and Loan As-
sociation and is a Board Member of
the English Foundation, English Con-
struction Co., First Federal Savings
and Loan Association of Danville and
the Virginia National Bank. He is a
board member of several other civic,
governmental, business, and humani-
t a r i a n organizations. Morton was
soloed by his father at the age of ten
in a Piper Cub and has owned quite
a number of aircraft since, including
a Stearman, Stinson Reliant and a
Howard. He and his cousin, Pete
Covington (EAA 42645) have a Clip
W i n g Monocoupe f l y i n g and are
working to complete the prototype
Ryan SCW, the prototype Davis and
several other rare aircraft, such as a
Travel Air 6000. Morton is a Director
of EAA's Antique-Classic Division
and is Co-Chairman of the Classic
Judging Team at Oshkosh. He is past
president and current member of the
Executive Committee of EAA Chapter
395. Morton and his wife, Margaret,
have 3 children.

John L. Parish
EAA 43943
Tullahoma, Tennessee
Age 38
Industrialist
Born in Grinnell, Iowa, John grad-
uated Cum Laude from V a n d e r b i l t
University and did graduate work at
Harvard. He is Executive Vice-Presi-
dent of Lannom Manufacturing Com-
pany, Inc. of Tullahoma, President
of VVIBACO, Ltd. of Lucea, Jamaica
a n d Haitian M a n u f a c t u r i n g E n t e r -
prises of Port-au-Prince, Haiti and
is a member of the Board of Directors
and Executive Committee of the First
National Bank of Tullahoma. Active
in civic, political and scouting organ-
izations. John is a commercial pilot
with single and m u l t i - e n g i n e land
and sea and instrument ratings. He
is co-owner with his wife, Charlotte,
of Parish Aerodrome, home of "The
Tullahoma Bunch", is a Trustee of
the Staggerwing Museum Founda-
tion, I n c . of T u l l a h o m a and owns
three S t a g g e r w i n g s , a Travel Air
4000, a Waco RNF and a Beech D17S.
Charlotte is a Private pilot with sin-
gle and multi-engine, land and sea
ratings and owns a Stearman and a
Cessna 150. The Parish's have four
children.
Robert M. "Bob" Puryear
EAA 25472
Santa Cruz, California
Age 53
Captain, United Air Lines
A native of Los Angeles, Bob com-
pleted an a e r o n a u t i c a l technology
course at Pasadena J u n i o r College
during the Max Harlow days there.
Waldo Waterman was one of his
ground instructors. He learned to
fly in PJC's CPT program, soloing
a J-3 in 1940. He instructed in the
CPTP during the early years of World
War II and hired on as a co-pilot with
United Air Lines in 1943, flying DC-3s.
From 1943 through 1945 he flew with
the Air Transport Command in the
South Pacific. He resumed flying with
United in 1946 and has flown almost
all their equipment to date - Boeing
Stratocruisers, DC-3, 4, 6, 7 and 8 and
c u r r e n t l y flies the 747. Bob's first
flight was in a Pitcairn Autogyro in
1929 and throughout his airline ca-
reer he has maintained an interest in
sport aircraft. He is restoring a 1941
Culver Cadet (N41708) and has a
"Cougar-Tail" under construction.
He also owns a Cessna 206. Bob and
his wife, Norma, have been active
in EAA activities for m a n y years.
Bob is a past president of Chapter
62, is currently on their Board of Di-
rectors. He has been a member of
the EAA Board of Directors since
1971. Norma helps man the Press
Headquarters at Oshkosh each year.
Thev have three children.
Ray Scholler
EAA 4000
Random Lake, Wisconsin
Age 57
President, Times Publishing Company
Ray was born in Campbellsport,
Wisconsin and was educated at Mis-
sion House College, Keating Tech-
nical School and the Winona School
of Photography. He has been involved
in the field of graphic arts since 1938
and is president of Times Publishing
Company, which publishes SPORT
AVIATION. Ray is also president of
Random Air, Inc., a leasing company.
He is a member of the board of the
Lakeshore Technical I n s t i t u t e , Me-
chanical Advisor of the Wisconsin
Press Association, member of Mas-
ter Printers of America and the PIA
Financial Group. Involved in EAA
affairs since the organization's early
days, Ray was a Director from 1956
to 1959 and has been Vice-President
since 1959. He has been a F l y - I n
Chairman at Rockford and Oshkosh
for the past 6 years. Ray is a private
pilot and an aircraft owner. He and
w i f e Bernice, who has served as
Member and Guest R e g i s t r a t i o n
C h a i r m a n at Oshkosh for m a n y
vears, have four children.
SPORT AVIATION 67
 Ray Stits
EAA 136
Riverside, California
Age 54
Manufacturer
A native of Phoenix, Arizona, Ray
served in the Air Force in World War
II. He settled in C a l i f o r n i a upon
leaving the service and has been in-
volved in aviation ever since. He has
been a part of EAA activities since
its earliest days and was a founder
of Chapter 1 in Riverside. He has de-
signed and constructed 15 models of
sport and special purpose a i r c r a f t
and his Playboy and Flutterbug were
staples of the homebuilt movement
in the 50s and through most of the
60s before he withdrew his plans from
the market to concentrate on his tre-
mendously popular aircraft covering
and coating business. One model re-
ceived an FAA Type Certificate. To-
day he is President of Stits Aircraft
Corporation, m a n u f a c t u r e r of spe-
cially formulated aircraft protective
coatings and non-burning long life
fabric covering materials. Ray and
his wife, Edith, have 2 children.
68 JUNE 1975
Richard R. Stouffer
EAA 8221
Lake Zurich, Illinois
Age 52
Captain, United Air Lines
A native of Peoria, Illinois, Dick
attended the University of Illinois
1940-43 and served with the U. S.
Air Force from 1943 to 1949. A B-17
pilot, he received the Air Medal with
6 Oak Leaf Clusters and the Presi-
dent's Award for Service. Was a press
photographer for the C h a m p a i g n -
Urbana Evening Courier before be-
coming a pilot with United in 1952.
Dick has maintained his own photo
service over the years and has been
an EAA photographer since the early
Rockford years. He has volunteered
untold hours of photo work to EAA,
often traveling to and from Hales
Corners once a week when his flying
schedule permitted. Dick is a mem-
ber of the Airplane Pilots Associa-
tion and the Professional Photogra-
phy Association and is active in his
c o m m u n i t y in g o v e r n m e n t a l , civic
and church work. He and his wife,
"Butch", have 4 children.
William H. "Bill" Turner
EAA 26489
Belmont, California
Age 51
Assistant Dean, University of Cali-
fornia, Fund Raising Consultant
A native of Pipecreek, Texas, Bill
was educated at Admiral Farragut
Academy, Colgate University (B.A.)
and the National University of Mexi-
co ( M . A . ) . His working career has
largely been involved with fund rais-
ing and development of special pro-
jects such as the Winthrop Rocke-
feller antique auto museum in Arkan-
sas. He presently is Assistant Dean
for Development with the University
of California's Hastings College of
the Law in San Francisco. Bill's edu-
cation was interrupted by a World
War II tour of duty with the U. S.
Navy as a pilot. He retired from the
Naval Reseve in 1966. Bill is an avid
sport pilot, having built a Fly Baby,
the Brown "Miss Los Angeles" replica
now on display in the EAA Air Mu-
seum and has a full scale replica of
the Gee Bee Model Z under construc-
tion. His wife, Gail, has a Fly Baby
under construction and has just re-
cently soloed her Luscombe 8A. Bill
and Gail have one son.

M. C. "Kelly" Viets
EAA 16364
Stilwell, Kansas
Age 57
Consulting engineer, self employed
Kelly entered the consulting engi-
neer field in 1938 and spent World
War II designing airports and base
facilities for the U. S. government.
He started his own firm, Viets Con-
sulting Engineers, in 1954. He is a
registered professional engineer and
holds membership in numerous pro-
fessional societies. Kelly spent a lot
of his younger days around Kansas
City Municipal and Fairfax airports,
seeing Benny Howard's "Ike" make
its first flights, the Travel Air Mys-
tery Ship on the way to Cleveland,
all the early airliners, etc. He started
flight instruction in 1938 in a 55 h.p.
Porterfield and finally got his ticket
on the G.I. Bill in 1946. Kelly and his
wife, Edna, own an Ercoupe and the
two of them started and manage the
I n t e r n a t i o n a l Ercoupe Association.
Their monthly newsletter goes out to
over 550 Ercoupe enthusiasts around
the world. Kellv also owns and is re-
storing the 14-12 Bella ncti t h a t was
used as the prototype for the 14-13
series. He is a Director of E A A ' s
Antique-Classic Division. Kelly and
Edna have 3 children.
Gar W. Williams, Jr.
EAA 1416
Naperville, Illinois
Age 38
Data processing. Program Manager
A native of Chicago, Gar was edu-
cated at Cornell University and Nor-
t h e r n Illinois. He spent 4 years in
the Air Force and was a Crew Chief
on F-86s and F-lOlBs. He has worked
in data processing for 12 years and
is Program Manager for United Air
Lines in their Financial Department.
Gar soloed a J-3 at age 16 at the old
Elmhurst, Illinois Airport and bought
his own Cub at age 18. He has owned
a great many since, including a Mey-
ers 145 which he completely remanu-
factured, including a new wing. He
presently owns a Midget Mustang,
which he built, and a Cessna Air-
master, restored to trophy winning
condition. He is currently restoring
a Travel Air 12VV at his home on
Aero Estates in N a p e r v i l l e (West
Chicago), an airport/housing devel-
opment. His hangar and the Estate's
paved runway are in his backyard.
Gar has a commercial license and over
2500 hours flying time. He is Trea-
surer of EAA's Antique-Classic Di-
vision. Gar and his wife, Mary Alice,
have 2 children.
Harry Zeisloft
EAA 1407
Burton, Michigan
Age 55
Assistant Chief Engineer, Instruments
and Controls, A C Spark Plug Di-
vision of General Motors
A native of Iowa, Harry received
an engineering degree from Iowa
State. He was employed by Bendix
and Aeronca before going with AC
Spark Plug. His specialty with AC
is i n s t r u m e n t clusters and control
systems, and he holds p a t e n t s in
this field. Harry soloed a T-Craft in
1939 and currently owns a Bonanza.
Since 1961 he has commuted from
Flint,, Michigan to EAA Headquarters
for EAA Director's and Air Museum
Trustee meetings. He has been deep-
ly invovled in EAA activities since
the organization's earliest days and
was Vice President in 1958. He has
served on the Board of Directors
since. Harry has contributed a great
number of articles for SPORT AVIA-
TION, including a series on readable
aircraft. He organized and conducted
the EAA Design Contest, i n i t i a t e d
the AC Tip of the Month column in
SPORT AVIATION and initiated, or-
g a n i z e d and for m a n y years con-
ducted the EAA-AC Flight Rally. Har-
ry has served in many capacities at
EAA Fly-Ins over the years - judging,
ground a n d f l i g h t safety c h a i r m a n ,
air show c h a i r m a n , etc. Harry and
his wife, R u t h , have 4 children.
SPORT AVIATION 69
 ADVENTURE
George Martan and his Taylor Monoplane.
Bv Jack Cox
w, ITH OSHKOSH '75 just over a month away, your
traveling plans should be pretty well set. If you are coming
by land, by spam can or even some of the more sophisti-
cated homebuilts, things will be pretty well cut and dried.
But there are those of you out there who are preparing for
the Great Adventure of your lives.
Your flight planning is at a fever pitch .. . the sectional
charts are being accumulated, the lines with the ten mile
increment slashes are being drawn and the Interstate high-
ways, rivers and railroads you plan to follow part or all
the way are being paralleled with a Magic Marker. Fuel
stops at non-controlled airports with alternates in case
of up to 30 mph headwinds are being juggled around
to avoid that seemingly inevitable one leg that would
stretch your fuel down to the point where it causes you to
lie awake at night in a cold sweat just thinking about
it.
70 JUNE 1975
(Photo by Jack Cox)
You may fly some very short legs to keep your fuel
situation in your favor, you may have trouble getting 80
octane, you may have to wait out a slow moving weather
system at one or more stops and you may have to sleep on
an FBO's couch or under your bird's wing . . . but, by gawd,
THIS IS THE YEAR! This is the year you finally fly to
Oshkosh in your own homebuilt!
Every step one takes at Oshkosh reveals new wonder-
ment, but nothing amazes this writer more than the Her-
culean effort some EAAers have made to get to the fly-in
in minimum airplanes . . . airplanes that were never in-
tended for more than 'round the patch and weekend air-
port hopping. In point of fact, if viewed solely on the basis
of the advisability of the machine being used to transport
one's soft pink body over mountains, desert and spacious
plains, it could be convincingly argued that the most
incredible flights in the annals of aviation history were
Merle Replogle's two trips to Rockford from his home in
Tucson in the legendary Gold Bug. Such singular and
unique accomplishments aside, however, each year one
can discover admirable instances of more everyday valor
in the course of getting to and from the shores of Lake
Winnebago. I have chosen two notable examples from
Oshkosh '74 in order to get everyone primed and ready
for Oshkosh '75 ... examples which, incidentally, in-
volve two beautifully built little airplanes.
THE HEADWIND CARAVAN
First, consider the adventure of Jack Roberson (EAA
13737) of Scottsdale, Arizona. How does flying the 2200
miles from Phoenix to Oshkosh . . . in five days . . . in 30
flying hours . . . in a VW powered Stewart Headwind grab
you? Remembering, of course, that after a week at Osh-
kosh it was necessary to launch forth and do it all over
again in the other direction.
At least Jack had company on his Oshkosh odyssey.
Flying along with him . . . around him . . . above . . .
below . . . anything to stay back with the slower Headwind
was Chuck Faulkinbury (EAA 46851) in his Stits Play-
mate. In addition to playing mother hen, Chuck was carry-
ing a 6 gallon outboard tank full of gasoline. There were
two legs on the trip too long for the Headwind's 7.9
gallon fuel supply to stretch between airports that sold av
gas, so landings were made at small unattended strips, the
fuel was transferred from the outboard tank and away they
went.
But this was only the aerial portion of the entourage
. . . following along on the highways below was Wayne
Ross (EAA 55265) in his VW camper. This support vehicle
was loaded to the gunwales with tools, spare parts, oil,
food and a Headwind relief pilot in the person of Jon
Kutz (EAA 62401). All are members of Chapter 28 in
Phoenix.
Blast-off occurred on July 26 on a southeasterly head-
ing, 90 out from the direct course to Oshkosh. This detour
through Tucson, Bowie and Deming to El Paso's Sunland
Air Park was to take advantage of the familiar "low
altitude" route out of the high country and into the Great
Plains. After a night of fighting off mosquitoes, all vehicles
headed out on Day Two . . . Carlsbad (where a gas truck
achieved a trick worthy of Houdini got 8.1 gallons in a
7.9 gallon tank!), Plains, Texas and, finally, Muleshoe,
Texas where the hearty crew treated themselves to a motel
(Photo by Lee Fray}
Jack Roberscm's Headwind.
and a steak dinner.
Day Three dawned with the clatter of the Wolfsburg
Wonders both land and aerial versions headed north
easterly through Hereford, Texas, Pampa (where a little
repair work had to be done to an exhaust stack), Shattuck,
Oklahoma and north to Dodge City, Kansas. Jack and
Chuck putt-putted in just ahead of some thunderstorm
activity and were watching when Bud Giffin and John
Taylor made a nice landing in some pretty gusty conditions
in Bud's soon-to-be 1974 Grand Champion Starduster Too.
All agreed that bedding down in Matt Dillon's bailiwick
SPORT AVIATION 71
was infinitely preferrable to doing further battle with the
elements.
For the start of Day Four Jack decided to rest his saddle
sores, turning the Headwind over to Jon Kutz for the first
leg to Great Bend, Kansas. Here Jack put back on his hel-
met and goggles and chugged off to Abilene and eventu-
ally to Atlantic, Iowa for the night. Atlantic may not be on
the lips of every American, but our Headwind crew found
hospitality, good food and a nice airport there. Unfortun-
ately, the VW Camper sprung an oil leak at Atlantic so the
decision was made to send Jon and Chuck on ahead on
Day Five to complete the 450 miles to Oshkosh while
Jack and Wayne attended to repairs on the Camper.
Stops were made at Iowa City and Madison, Wisconsin
. . . and, finally, into the maelstrom. Jack and Wayne
arrived the next day, but the deed was done. At Oshkosh
with one's own homebuilt! The week-long trip home was
only days away from starting, but it might as well have
been a light year . . . a week of Oshkosh was to be savored
first.
During the week Jack and I crossed paths and I ques-
tioned him about his very nicely done Headwind. As can
be seen in the accompanying photographs, the nose of
N73JR with the low placement of the engine and high
thrust line is a dead give-away for a geared engine. This
was, in fact, the first installation of a Stewart Maximizer
to appear at Oshkosh. The Maximizer is a belt driven,
self lubricating reduction unit designed by Don Stewart,
creator of the popular Headwind and Foo Fighter. Jack
had made his up from Don's plans and since it had just
flown him from Phoenix without problems, obviously it
was working well. This unit provided a roughly 5 to 8 re-
duction ratio, allowing the engine to churn along at 3400
rpms while the 66" x 38" Hegy prop loafed at an efficient
2125 rpms. These settings result in a 75 mph indicated
cruise speed and, as figures observed on the trip indicated,
a fuel consumption of approximately 4 gallons per hour.
N73JR is equipped with a 1600cc VW that mounts a
Vertex mag and shielded harness and a Bendix Zenith
float type carb from Ted Barker. Champion REL 37B plugs
are utilized. The exhaust stacks were copied from those on
the Former powered sailplanes. An oil cooler is mounted
under the engine and J. C. Whitney valve covers are fit-
ted to the heads. After completing the 30 hours to Oshkosh
the engine had a total of 120 hours and no major prob-
lems had been encountered.
The Headwind airframe had some modification from
the Stewart plans most notably the landing gear. Jack
built one up using a Chevy Two spring leaf and a little
stack of rubber donuts which absorb landing loads under
compression from wires that extend out to the axle stubs.
Other changes involved things like an improved over
center latch for the cockpit door, rudder pedals angled
slightly for pilot comfort, fir used rather than spruce for
the spars, an air scoop for the carburetor made from an
aluminum ash tray and extra fairleads on the front wing
struts to cut down on the flapping of the externally mount-
ed aileron cables in flight. Otherwise, N73JR is essentially
a "stock" Headwind.
The wheels and brakes are go-cart units but mount
5 x 5 standard aircraft tires and tubes. Heel-type brake
pedals are utilized in the cockpit. The tailwheel is Jack's
conversation piece the leaf is from a Crosley automobile.
It is handworked no heat.
The attractive upholstery material used on the seat was
made up from scraps left over from a Cherokee upholstery
job . . . which says something for the economics to be
realized in building small airplanes.
The Headwind was covered with Stits Poly Fiber and
the usual line of Stits primers and finishing materials.
The attractive two tone blue sunburst paint scheme on the
basically white airplane seemed just right not gaudy and
72 JUNE 1975
yet not understated.
Jack Roberson is a CPA in the workaday world and also
runs an employment agency. He learned to fly at Sky
Harbor in Phoenix 13 years ago, but has always exercised
the privileges of his Private license strictly as a sport flyer.
The Headwind was his first homebuilt, although he pre-
viously worked on a Stits Playboy for a time. He took 20
hours of welding training at a private welding school in
order to build up the Headwind's fuselage.
At Oshkosh Jack had a total of about 250 hours flying
time . . . and the trip to Oshkosh was, by far, his longest
cross-country flight.
MARIAN'S MONOPLANE
On another of my innumerable trips up and down the
homebuilt display lines at Oshkosh a tiny, obviously much-
modified Taylor Monoplane with a really super blue and
yellow finish caught my eye. One look at the "Walk-Me"/
Info Card and I knew I had the makings of another part of
my story . . . the little VW powered bird had flown in from
Newberg, Oregon (just southwest of Portland). Soon I had
the owner/builder/pilot, George Martan (EAA 10793)
cornered and we proceeded to flop down flat on our backs
in the grass beside his airplane to watch the evening air
show and talk about his airplane. We both needed the rest
I had aching feet from trudging around the field for
days and George was still weary from his long trip across
the northern Rockies to Oshkosh.
George's trip differed from Jack Robersons in that it
was strictly a solo effort. He left Newberg (where he hang-
ars N1GM) on a northeast heading to seek the lowest
passes through the mountains just as Jack had diverted
to the southeast at the beginning of his trip. The Mono-
plane's 400 mile range and 105 mph cruising speed would
mean far fewer stops and fewer days en route, however.
Stops were made at Richland, Washington, Kellogg, Idaho,
Townsend, Montana, Round-Up, Montana and Miles City,
Montana. George said that for years he had read about
pilots flying across Texas wondering if they would ever
get to the other side, but that if it were any worse than fly-
ing across Montana, he wanted no part of it! Finally clear-
ing the Treasure State, his next landfall was Lemmon,
S. D., then Mobridge and on to Milbank . . . South Dakota
took some hard flying to cross, also. Air Lake, Minnesota
was next, followed by Stevens Point, Wisconsin and after
a diversion to Fond du Lac to wait out the evening air show,
George and his Monoplane finally accomplished their great
goal by touching down at Wittman Field.
George had flown some 1900 miles in just less than 20
hours of flying time. His enroute problems consisted of
such things as no aviation fuel at Townsend, Montana
(auto gas suited the VW just fine), a rain delay of several
hours at Lemmon, S. D., and a fuel tank leak at Air
Lake caused by the high pressure hose used to fuel the
Monoplane. Generally, however, it was a matter of forging
ever onward.
What was out of the ordinary about this flight? Mainly,
the fact that before tackling the Montana Rockies and the
endless plains to the east, George had never before flown
cross-country more than 180 miles from home!
NlGM is not equipped with any sort of radio equip-
ment, so George made the entire trip by contact naviga-
tion . . . finger on the chart, following roads all the way.
George's airplane was quite an attention getter during
its stay at Oshkosh. The superb finish and modifications
kept him busy all week answering questions. There was no
problem with answers because George built everything
except the propeller . . . and took 9 years doing it.
Some of the outstanding features were:
* A Wittman rod-type landing gear attached to the
plane's center section.
 * Push-pull tubes to replace the aileron and elevator diminishes the admiration those of us at EAA Head-
cables. quarters hold for every member or the importance we
* Magnesium go-cart wheels with mechanical brakes attach to each of you, who by simply being a member,
designed and built by George. materially help further the cause of sport aviation. In
* A tailwheel turned down from a larger unit and a praising the achievements of Jack Roberson and George
tailwheel spring made up by the builder. Martan, it is our intention to symbolically salute each and
* A bubble canopy blown by George only took two every one of you.
tries. If this is the year for YOUR Great Adventure, allow
* Split flaps which George says are really needed on yourself a few more days en route than you think you'll
this clean little airplane. need, use good judgment and have fun. See you at Osh-
* A unique fuel system incorporating a main fuselage kosh.
tank with a capacity of 7 1/2 gallons and two wingtip tanks
of 3 1/2 gallon capacity each. All tanks are filled through
the fuselage main. The procedure is to fill the main, switch
a valve to open the lines to the wing tanks and fill them
by means of a wobble pump. Then, close the valve and top
off the main. In flight, fuel is wobbled from the wingtip
tanks to the main after it begins to run low. The system
must be understood by the pilot and must be remembered
in flight, but it works. The idea was to save weight and drag
by not having gas caps and filler necks sticking out from
the tip tanks.
The slick finish of N1GM was the resultof much elbow
grease exerted in the building and finishing of the basic
wooden structure of the airframe, a layer of one ounce
fiber glass cloth impregnated with polyester resin and a
color finish of acrylic enamel laced with a catalytic hard-
ener.
The powerplant is a conversion of a stock 1965 1385cc
VW Beetle engine. It now mounts a modified carburetor
from a Continental A-65, a single Slick mag and Champion
L87Y plugs. Provision for carburetor heat has also been
built it. The Wooden propeller is a 54" x 34" unit made by
Harold A. Rehm (EAA 76065), 5103 Pretty Lake Rd.,
Dousman, Wisconsin 53118, who was recommended by
Ray Hegy. Harold and Ray have been lifelong friends and,
since his retirement, Harold has become one of several
prop makers around the country trained by the Little Ol'
Prop Maker from Marfa, Texas.
N1GM has an empty weight of 492 pounds and a gross
of 712 pounds. It cruises at 100-105 mph and is redlined
at 140 mph although it has been flown to 150 mph. Rate
of climb is 600 fpm and the little bird was still climbing,
albeit slowly, at 13,500. the highest it has been.
This Taylor Monoplane was George Marian's first and
only airplane. He operates a one man auto repair shop
in Forest Grove. Oregon (best known among EAAers as
the home of Richard VanGrunsven and his RV-3), so was (Photo by Lee Fray)
not awed by the engine conversion and modifications he Jack Roberson and his VW powered Headwind.
decided to make on his airplane. At the time of Oshkosh
'74 George had about 230 total flying hours. He learned
to fly and soloed in a Champ and before test flying the
Taylor. took some dual in a Yankee to accustom himself
to the anticipated high rate of sink. His efforts to get to
Oshkosh were rewarded by the receipt of the Joe Durham
trophy for the Best Auto Powered Homebuilt at the '74
event. Perhaps his hard work and persistence also influ-
enced his fellow Chapter 105 members who elected him
president for 1975.
There are just over 44,000 members of EAA, and while
a relative handful design airplanes, built prize winning
examples or in some other fashion achieve national re-
cognition, the vast majority simply go about doing their
thing, aviation-wise, at their own pace and at the level they
choose. This low key approach to their aviation activity is
the background against which their Great Adventure,
their first flight to Oshkosh, is contrasted and is why the
experience means so much to the individual involved . . .
as well it should.
Trying to recognize the individual achievements of
44,000 members in only 12 issues of a magazine each year (Photo by DICK Stouffer)
is, of course, an impossible task. This, however, in no way "So, this is Oshkosh ... wow! Look at all those airplanes."

SPORT AVIATION 73
 THE m n
By M. B. "Molf Taylor (EAA 14794)
Box 1171
__ Longview, Washington 98632
-L HE FIRST FLIGHTS of any new airplane are bound
to be a lot of fun when they are properly approached, even
if the plane is merely a copy of some well proven design.
However, when the airplane is entirely new and has a
number of unproven features and embodies new concepts,
it is well to approach initial flight testing with much cau-
tion and conservative actions. Accordingly, when we fin-
ally finished construction of the Mini-IMF prototype, we
had developed a complete outline of the various things that
we wanted to investigate. Some of these were quite routine
and others were left open so that we might go into new
qualities and characteristics more thoroughly. Thus, the
first things that had to be done were to assure that EVERY-
THING that could possibly be checked and rechecked was
accomplished before the machine was ever pulled out of
the shop. Such things as the proper tire pressure, lubrica-
tion of the wheel bearings, bleeding the brakes, aligning
the wheels, measuring and adjusting flight control surface
deflections, adjusting control stops, weight and balance
checks both empty and with pilot and various fuel loads,
adjusting the carburetor for idle, timing the engine,
synchronizing the impulse couplers, and checking the fuel
74 JUNE 1975
flow rate at various aircraft attitudes were just a few of
the things we were able to do while awaiting acceptable
weather for that first flight. Add to these the usual checks
for safety of turnbuckles, cotters, pal nuts, and other rou-
tine security, we felt that at least most of the things that
needed to be done had been accomplished before we rolled
the Mini-IMF prototype out of the shop for the first time.
We had been able to run the engine for a couple of
hours even in the bad weather by merely opening the shop
door and pointing the propeller out into the rain that is
so common in the Pacific Northwest in late February and
early March. This permitted us to find out that the little
airplane had many of the same basic problems that we had
found with the Aerocars many years ago as far as starting
was concerned. Since the design employs the Dodge Man-
ufacturing Company Flexidyne "Dry Fluid Coupling"
about which we have written earlier (SPORT AVIATION,
March 1974) to eliminate the torsional resonance that
plagues long shaft drives to tail propellers, we quickly
found that this installation resulted in starting problems.
These were not entirely unanticipated, but since we had
never before installed such a unit on a converted VW en-
gine (the Mini-IMF uses a Limbach 1900cc VW conver-
sion), we wanted to start with the regular engine conver-
sion and develop the necessary "fixes" after we had tried
to make the original factory set-up work. It had been de-
 cided to eliminate an electric system in the prototype Mini-
IMF in order to reduce weight, complication, and cost so
the electric starter that came on the engine had been dis-
carded and a new recoil hand starter had been designed
and installed. This unit employs a standard go-kart recoil
starter unit that can be easily obtained in go-kart shops,
and a Ford starter Bendix drive unit with "folo-thru"
action. This assembly replaces the original electric starter
that came with the engine and embodies suitable gearing
so that it takes two strokes of the pull rope to pull the
engine through a single cylinder compression. Thus, four
strokes or pulls on the rope will turn the engine one com-
plete revolution (two cylinders firing). Since the gearing

(Photo by Jan Fardell)

Instrument panel of the Mini-IMF. The fiber-glass nose
cone was off the airplane when this picture was taken.

(Photo courtesy Molt Taylor)

The Limbach 1900cc dual ignition VW installed in the
Mini-IMF prototype. A full pressure baffle system is used
for cooling.

(Photo by Jan Fardell)

M. B. "Molt" Taylor and his latest creation, the Mini-
IMF. His two place IMP, held up due to questions re-
garding the future availability of Franklin engines will
also be ready for testing soon.

(Photo courtesy Molt Taylor)

Here you are looking forward from the tail cone into
the engine compartment. The prop shaft with its slip
spline and flexible coupling mate with the plastic bladed
cooling fan (available from Molt Taylor) and the Flexi-
dyne drive. The Limbach VW lurks in the darkness beyond.

SPORT AVIATION 75
permits rather long strokes or pulls on the rope, it has
proven to be much easier to crank the engine with the re-
coil starter than to pull the propeller through by hand, and
although you can only crank one cylinder at a pull (after
getting the cylinder up on compression) this is all you
can do hand cranking the prop. Hand cranking the pro-
peller through the Flexidyne is possible, but it takes a lot
of "jiggling" to get the flow charge to settle down so that
the engine can be turned through a single compression.
Then, it has to be "jiggled" again to pull it up on com-
pression for the next cylinder. It is obvious that the recoil
starter is the only way to go if the electric system is to be
eliminated. It was also determined that the starter that
came on the engine had insufficient torque to turn the
engine through compression without the aid of the inertia
of the propeller, and with the Aerocars we had determined
many years ago that a geared starter was necessary in
order to crank engines equipped with the Flexidyne drive
to the propellers. In fact, the geared starters now found on
Lycoming aircraft engines were originally developed by
Aerocar to overcome this problem.
Once the recoil starter was installed we quickly found
that we had still another starting problem due to the "lag"
of the impulse couplers. Since the Limbach engine is timed
30 degrees ETC when running and had a 25 degree "lag"
through the impulse couplers for cranking, it was obvious
that the engine was still going to fire 5 degrees ETC when
being hand cranked. This resulted in violent "kicking" of
the engine which yanked the pull rope handle out of one's
hand and slammed it back into the firewall behind the
pilot. However, it was determined that the impulse coup-
lers on the two Slick mags were adjustable and a quick
disassembly of the units permitted moving the impulse
coupler "lag" adjustment one tooth (5 degrees) further re-
tarted. This made the mags fire at top center on the coup-
lers, and no further problems with the "kicking" during
hand cranking with the recoil unit were experienced. After
a couple of experiences with having the rope handle pull-
ed out of your hand, we were glad to get that problem
licked.
With everything adjusted mechanically and with all oil
leaks and gas leaks stopped, we finally got a decent day
and were off to the airport. We had built a special
trailer to carry the Mini-IMF with its long (25 foot)
one piece wing hung on the side of the trailer. It quickly
became obvious that we are going to want to make this
long one piece wing fold, and we are already working on
a replacement wing which will have a 7 foot center section
and two 9-1/2 foot panels which will fold aft alongside
the fuselage much like the Coot arrangement which has
proven to be so satisfactory as a one man folding oper-
ation.
Meanwhile, there were many things that we wanted to
find out about since the Mini-IMF has many NEW fea-
tures. At the airport the prototype was quickly assembled
and initial testing was begun. The first thing to be inves-
tigated was the brake effectiveness, and it appears that
there is some room for improvement here. We are already-
working with the brake manufacturer and they are supply-
ing us with improved master cylinders and calipers to
overcome these problems. However, it was determined
that the Mini-IMF could be readily steered with the brakes.
At anything over 20 mph the air rudders are quite effective
for ground steering despite the inverted "V" tail config-
uration (about which we had proven nothing up to this
point). In fact, the inverted "V" tail is so completely con-
ventional that it was quickly forgotten as far as any
special considerations were concerned. During con-
struction of the prototype many visitors had expressed
reservations concerning the non-steerable nosewheel
arrangement when there was no slip stream blowing on
the air rudder for steering, but the first taxi experience
immediately showed that there were really no problems
76 JUNE 1975
on this score. We did find that despite all our precautions
we had not tightened the nosewheel shimmy damper suf-
ficiently, and a bad case of nosewheel shimmy brought us
back to the "pits" pronto. One more hole on tightening
the adjustment nut and a new cotter quickly cured this
"problem." Previous experience had shown us that the en-
gine of the Mini-IMF can apparently be idled indefinitely
without overheating on the ground (in fact it can be run
well over 1500 RPM continuously without overheating on
the ground), so we had not even shut the engine off for
the shimmy damper adjustment.
Back to the runway and another fast run up the field
showed no shimmy, and airspeed was permitted to build
up to 50 mph. At this point experiments with the flight
controls showed that the ailerons were very effective al-
though not in the least "touchy." The elevator control
proved to be less effective than we had anticipated up
to this speed. With the Coots where the propeller is blow-
ing directly on the elevators, it is possible to lift the nose-
wheel very early in the takeoff run. However, with the
Mini-IMF the airspeed needs to be about 50 mph before
rotation will commence. Once the nosewheel is off the
ground at 50 mph, the wing immediately lifts the aircraft
up on its "tippy-toes" due to the nature of the single leg
spring gear and the available angle of attack before the
wheels leave the ground is approximately 15 degrees.
Several high speed taxi runs at this high angle of at-
tack condition and rotations trying to accelerate the "ro-
tation" in an effort to touch the wire "feelers" that we had
installed on the ends of the "V" tail surfaces showed that
it was impossible to touch these "feelers" even with
rather violent elevator motion. It was quite apparent
that the Mini-IMF was not going to be able to touch its
tail on takeoff despite all of the consternation and expres-
sions of concern that our many visitors had expressed
during construction of the prototype. It was also quite
apparent that if there was enough air going over the tail
to rotate the airplane, the airplane was going to be "fly-
ing" once it got to any high angle of attack condition.
All of this experimenting had shown us that the landing
gear was behaving properly and, in fact, the slight twist
which is employed in order to put the wheels where they
will retract into the bottoms of the wing had resulted in
a "trailing-arm" effect. This results in an effectively large
rolling radius for the wheels, and experiments running off
the runway and out into the rough grass showed that the
landing gear was ideal. The nosewheel proved to be a bit
on the "harsh" side due to its having absolutely no "oleo"
or shock damping. However, its single leg spring concept is
so simple and light that we feel the bit of noise it makes
due to being bolted directly to its retraction bearings on
the nose bulkhead is quite acceptable. After all, the Mini-
IMF was not designed for rough unimproved field oper-
ations although it certainly does go over the bumps nicely
(except for the little bit of noise from the nosegear).
At this point we began thinking about some lift-offs,
and since we had just that morning finished a static pull
test on the wing attachment fittings and found out that
they would take 14G before they started to fail (and then
they didn't fail catastrophically), we had no misgivings
about attempting some full throttle runs up the runway
with rotations and climbs up to 50 foot altitudes before
we were forced to cut the throttle and drop the nose for a
landing straight ahead. By this time we had conducted 25
or more experimental runs up the runway and were be-
ginning to feel at home with the inverted "V" tail, and the
"Side-Controller" flight control seemed completely normal
and conventional. The spring loaded "trim" had been left
in its center position and during none of the operations
had we found it necessary or desireable to move it. Of
course, friends were standing beside the runway during
these "flights" up the runway and between many of the
"runs" we had stopped to discuss things like airplane
 (Photo by Jan Fardell)
The nose gear folds forward and upward and the main
gear straight upward with the wheels coming to rest in
the wing . . . leaving a tremendously clean airframe to
cleave the air.

t- (Photo tty Jan "Flrdell)

Molt Taylor's new Mini-IMP is now completed and was
flown for the first time on March 27, 1975. Telting went
fso well that Molt made 20 short flights that day! The
'"' prototypg^jjii|fcl|i1p is powered with a Limbach VW
SRQRT AVIATION
 attitude, how much noise we were making, etc. In fact, let you add a bit of lift and/or drag, most aircraft have the
we had a sound level indicator on hand and found that the flap control so arranged that it is inconvenient to move it,
Mini-IMF is extremely quiet. Readings of 70-75 decibels or the movement is so slow that you really set it once and
were made as the aircraft passed overhead at no more fly the airplane as it has to be flown as a result of the setting.
than 50 feet, and the complete absence of any "distress" With the GA (PC) wing you have an entirely different bird
noise from the propeller indicates that the inverted "V" in hand, and the easy operation and placement of the con-
tail along with the two bladed propeller and the generous trol for the wing in the Mini-IMF make it like having an
space between the trailing edges of the ruddervators and entirely new flight control. The hinge moments of the full
the propeller had resulted in an extremely quiet arrange-
ment. Although we had built "salt-shaker" noise baffle
units to insert into the exhaust pipes of the Limbach engine
to further quiet it, we were happy that we had not installed
them yet so that noise level measurements were possible
without their further quieting effect. We will find out later
how effective they can he.
Once we had made enough short flights to determine
that the controls were nicely effective and not too "touchy"
or too sluggish, we began a series of experiments to find
out more about the GA (PC)-l wing arrangement which
we had fitted on the Mini-IMF prototype. This wing sec-
tion is a further development of the GA (W)-l wing which
is being publicized in recent articles and is far easier
to build and from what we have now seen, may be an
entirely NEW advance for the homebuilder. First, the wing
has much the same basic contour and leading edge
arrangement as the GA (W) wing, but its trailing edge is
quite different. Instead of needing complicated and cost-
ly "Fowler"' type flaps to realize any great "lift" benefits,
the (PC) wing relies more on wing area to get the lift re- (Photo courtesy Molt Taylor)
quired for short takeoff. etc. The Mini-IMF has an aspect It takes only about 15 minutes to strip the Mini-IMP down
ratio of nearly 9:1 which means that it has a long, narrow to this condition for easy access for service and inspec-
wing to start with. With its almost 75 square feet of area tion . . . or to put it back in flying condition. With this
and a gross weight of only 750 pounds this gives the Mini- kind of accessability the level of maintenance should
IMF a nice 10 pound wing loading, which puts it in the always remain high on Mini-IMPs.
Cub class on this score. However, although it has generous
wing area, the (PCi wing has the capability of 'reflex-
ing' the trailing edge of the wing. Thus, in cruise flight
the trailing edge of the Mini-IMF wing can be trailed
'up' about 10 degrees. This in effect reduces the wing area
of the aircraft since the trailing edge of the wing is
brought up into the wake of the rest of the wing. For
takeoff and climb the trailing edge is streamed normally.
For landing, the trailing edge of the wing is "drooped"
approximately 10 degrees. A separate "wing-control" is
located adjacent to the throttle and moves fore and aft
much like the throttle.
We were most anxious to evaluate the "wing control"
on the Mini-IMF prototype and we quickly found out that
you could play the wing in such a way as to greatly
alter the way the aircraft responded. For instance, although
the propeller fitted on the prototype would only permit
the engine to turn a maximum of 2700 rpm at full throttle
(which gave us slightly more than 50 h.p. to play with at
this point) we found that the wing in the "drooped"
landing condition created enough drag so that it was im-
possible to accelerate to takeoff speed with the Flap-
eron trailing edges of the wing down. We further found
that we could quite appreciably reduce the initial takeoff
run to rotation speed if the wing were left in the cruise
(reflexed" up) condition. We quickly discovered that the
way to take off was to run up the runway with the wing in
cruise position, and then when the airspeed was sufficient
to rotate, merely pull the wing control back to the take-
off/climb condition and the aircraft immediately was off
and away. Similarly, we found that during the approach
and landing the wing control permitted us to easily adjust (Photo courtesy Molt Taylor)
the glide path to touchdown any way we desired. In fact, Close-up of the rudder pedal installation. Notice that the
you can play the wing control and you get the feeling that airframe and systems are constructed of standard extru-
you are really flying far more than you do where you sion, plate and aluminum sheet and tube without
are merely having to fly according to the way the wing welding or machining. As this prototype was being built
responds with its fixed position and characteristics. While in Molt's shop, only those tools available to the average
normal flaps do give you some leeway with the wing and homebuilder were used.
78 JUNE 1975
span Flaperons, as we call them on the Mini-IMF, are very
low and the forces on the control are light and easy to
handle. The very high 3:1 differential throw on the Flap-
erons in the "aileron" movement mode is such that there
is very little down deflection on the "down" aileron when
the Flaperons are in the depressed or landing position.
However, the aileron movement "up" is quite large so
there is no deterioration of lateral control with the wing
control in any of its infinite positions.
Evaluation of the stall characteristics during landings
showed that the Mini-IMF could be slowed to something
less than 50 mph with complete lateral control without
any appreciable effort and cross wind landings with the
aircraft in the crabbed condition were made where the
aircraft was actually contacting the ground in consider-
able crabbed attitudes. We also experimented with the old
Navy way of coming in with the aircraft "crabbed and
kicked" to contact the ground headed along the track as (Photo by Jan Fardell)
well as the usual wing-down techniques. Any of these The Mini-IMF's high aspect ratio wing (9:1) is evident in
crosswind methods proved acceptable, although our own frontal shot. The span is 25' 6".
preference has always been the crab-kick system since we
learned to fly the Navy way many years ago and always
wanted to hit those wires straight and not catch a wing on MOUT TAVLOR5 Ml/Sjj-fjCj
one.
The inverted "V" tail of the Mini-IMF proved to be all
that we had anticipated. Turns in level flight are com-
pletely coordinated without the use of any aileron. The
rudder action is quite effective although it is not sensitive.
The elevators are sensitive, but not touchy. The ability
of the pilot to steady his hand on his thigh assures that
no rapid movements of the controls are made without the
pilot wanting to make them. The toe brakes work to per-
fection as far as their position and movement are concern-
ed and with a little rework of the system and a smaller
master cylinder to get the hydraulic pressure up we feel
they will give us all the effectiveness for stopping that we
want.
Examination of the propeller shaft system after five
hours of operation show absolutely no difficulties. During
adjustment of the Flexidyne to determine the proper
amount of flow charge we were able to obtain an ad-
justable frequency strobe light. Use of this light lets one
actually observe the shaft while it is running and the
"drift" of the shaft in relation to the rotation of the en-
gine at the resonance peak is quite apparent. The total lack
-PROFlu-> of- -rue G*(Pc>l
of vibration and noise after the Flexidyne was properly
adjusted indicates proper action of the Flexidyne and our
'over 25 years of experience with this unit driving long
shafts to tail propellers in aircraft shows us that this fea- JftC
ture of the Mini-IMF can be expected to have a service
life equal to the engine without any maintenance or serv- the impulse couplers to assure easy and positive starting.
ice. The shaft system shown in the drawings will be suitable
During construction of the prototype Mini-IMF we had for engines up to 100 h.p., and we anticipate that we will
the opportunity to have some rather large potential have the complete shaft system available for builders once
builders sit in the aircraft and we found that pilots as we get to the point of offering drawings, etc. The drawings
large as 6'7" were able to easily step aboard and close set will include a full set of full size patterns for all
the canopy without hitting their head. Other people as curved trim lines and things like the airfoil section. All of
heavy as 285 pounds found the semi-reclined bucket seat the fiber-glass parts that give the aircraft its shape will
very comfortable. Despite all the room, the Mini-IMF has be available. At the present time it looks like it will be
a cross section no larger than most of the VW race planes. possible to reproduce the Mini-IMF on a one at a time
With its instantly retractable landing gear and light gross basis for approximately $3000 plus the engine. This cost
weight along with the power available from the 1900cc includes the trailer, instruments, a modest radio (recharg-
Limbach engine installed in the prototype, we anticipate able battery powered), and all parts and materials.
flight cruise performance equal to any of the other high Although the prototype has now been flown exten-
speed VW types Hying. With the engine on the CG of the sively, we are not going to quote any exact flight perfor-
airplane and with all the space available in the engine mance figures until we have investigated other propellers.
compartment, it should be easy to adapt the aircraft to any It is quite evident that an aircraft as clean as the Mini-
of the other VW conversions that one might want to in- IMF really needs some sort of controllable propeller. How-
stall. Further, the various Continental engines from 65 to ever, we know of nothing of this type that is presently
100 h.p. should be quite suitable, however, we hasten to available. We do have one of the Warnke ground adjust-
point out that any engines other than the one presently able propellers on order and will report on its flight per-
fitted into the prototype are going to necessitate the de- formance effects as well as other flight characteristics
velopment of suitable starters as well as modifications of of the Mini/IMF at a later date.
SPORT AVIATION 79
 By Jack Lenhardt (EAA 73444)
Rt. 1, Box 104
Hubbard, Oregon 97032
D AD WAS NAILING shingles on the roof of our new
barn that Sunday morning when my Mother came running
out of the house and screamed up at him, "The Japanese
just bombed Pearl Harbor. What does that mean?"
"That means war!", Dad yelled back, as he dropped
hammer and nails and came scurrying down to head for the
radio.
I was only five years old at the time, but I remember
that day like it was yesterday. Our farm was just outside
the small town of Hubbard, Oregon and within a hundred
miles of many Army and Navy air bases. Formations were
flying overhead quite often, and single fighter planes
would come screaming by, too. The most fascinating sight
for me to watch was Capt. Marion Carl (later to become
a famous Marine ace) whenever he was home on leave,
buzzing his home farm which was just across the river
from us. The first time I watched him do this he was flying
that new Grumman fighter of the Marines called the Wild-
Jack Lenhardt (EAA 73444) enjoying his newly restored
Wildcat.
cat. I would watch him play with the airplane, sometimes
below the tops of the trees, sometimes doing rolls on the
way up. I dreamed of flying that fighter, but not until 30
years later did I have my chance.
Jim Freese, a Boeing 707 Captain living in the small
town of Fremont, California, just a stones throw south of
Oakland, had been prying parts out of the wood work for
seven years for his Wildcat N20H A. Flying freight on a 707
to Japan on a stand-by basis was making all his chances
of parts-searching trips out of the question. He was getting
discouraged in his rebuilding project and so I acquired a
basketcase Wildcat in the fall of 1971.
The first problem was to get the Wildcat home. With
some very close measuring we decided that the whole air-
plane, as it was completely dismantled, would fit entirely
into a forty foot van with maybe an inch here and there
to spare. An acquaintance of mine with such a van had a
load of freight going to San Francisco in late December and
would be coming back empty so I decided that was my
chance. I gathered up two helpers and the three of us hop-
ped in the El Camino, check in hand, and headed for
Fremont.
There it was in Jim's backyard at least the fuselage.
It didn't look much like a Wildcat. There was nothing
ahead of the firewall except the engine mount, baffle, oil
tank, and some old pieces of hoses and tubing hanging
around the engine mount in various directions. The fuse-
lage had at least six layers of paint that I could count in
parious degrees of chipping and wear. There was a large
vacant area in the belly where the fuel tank should be and
no tail feathers. In the garage were a set of stub wings,
outer wing panels, all the control surfaces including an
extra rudder and elevator, and a large number of boxes of
parts. Inside the fuselage we found more parts including
some B-25 cowling which was intended to be ... you
guessed it ... with a little mod work here and there, a
Wildcat cowling. We rolled the fuselage into the van on
2xl2's braced from below at a few strategic points and
stacked the wings and other components in the unused
areas of the van. We made our exchange of check and bill
of sale. A few hours after the tears began to flow from
Jim's eyes we were following the van through the Siskyous
after dark, in one whale of a snow storm. The van got
ahead of us far enough that we lost contact and I was
picturing my newly acquired possession going over a cliff
somewhere. When we arrived at home, however, there was
the van waiting to be unloaded. The next day those same
2xl2's worked just as well for the unloading. After stacking
all the parts in various corners of the shop, the paint
stripping began. Several days and many gallons of stripper
later, we had a gleaming fuselage. A chain hoist was put
to use and with the hoist hanging the fuselage from an
overhead beam the Wildcat had a permanent position for
several months to come.
The dismantling of firewall forward came next. All
steel parts of the mount and landing gear were dismantled,
sand blasted, checked and primed out, and the struts sent
to McKinnon Enterprises (the Grumman Goose conversion
specialist) at Sandy, Oregon for overhaul. We found, of
course, no Wildcat strut overhaul kits, but with the main
gear having the same diameter as the Grumman Goose,
and the tail strut seals being interchangeable with the Wid-
geon, McKinnon came through with struts just like new.
Then back to the stripping again. Boy, those wings seemed
huge. By the time everything was stripped of paint we had
gone through 35 gallons of stripper.
Next came the wing patching. This airplane had been
a sprayer in Arizona for a couple of years and there
were 10 x 12" openings cut in the bottom of the wings for
the attachment of spray boom brackets. And as if that were
not enough, they had later changed the spray system to
internal booms and had cut 1" holes every 16" along the
underside of the wings for drop nozzles. It looked as
though this warbird had really been in battle (when in
fact N20HA was not accepted by the Navy until July of
1945 and missed the war completely at least the one
with the Japanese). To flush patch all these holes so as
not to be noticeable was quite a job.
The normal amount of parts replacement began con-
trol cables, bearings, seals, landing gear chain, windshield
and canopy glass, tires, etc. Some working parts in the
'Cat were surprising to us they were working. The land-
ing gear mechanism (a hand crank system used for years
by Grumman) had virtually no wear on the internal parts
and with cleaning and greasing were like new as were
the trim control gearboxes. We had had both primer and
lacquer mixed according to military specs and kept all
parts painted as we progressed. The old wiring was all
taken out (and was that airplane ever wired, with its
hundreds of feet of conduit and some 28 junction boxes)
and completely rewired. The only real change in wiring
(other than doing away with the conduit) was provision
for a direct cranking starter and the large military 24 volt
battery. We even found all the formation and recognition
lights at a surplus sales in Troutdale and wired them in.
The real problems facing us now were all the missing
parts firewall forward. The accessory cowling would be
nearly impossible to manufacture. Bob Younkin in Fay-
etteville, Arkansas had a brand new set which was extra
for his Wildcat but was looking for someone to trade him
for a left hand stabilizer which he needed for his Wild-
cat.
The Pacific Northwest Aviation Historical Foundation
in Seattle was short, among other things, an elevator and
a rudder on their Wildcat. As their Wildcat, because of
previous years in a public park and some transporting
damage, would not be restorable to flying condition, they
agreed to let me have their left stabilizer in trade for a
good mock-up left stabilizer and an elevator and rudder.
We shipped the airworthy stabilizer to Bob Younkin and
that took care of our accessory cowling. (The Seattle
museum is still short a right aileron and one elevator
in case any of our readers know of any surplus.) Now a set
of engine cowling was nowhere to be found. I don't know
what I would have done without Paul Weaver and the
Aviation Historical Foundation in Seattle again. They let
me have their engine cowling in exchange for fiber glass
mockups we had Dick VanGrunsven manufacture, using
the originals for patterns. They turned out to be beautiful
mockups, thanks to Dick's workmanship.
We had our engine, or we thought we did. An aircraft
engine sales company in California had sent me an R1820-
56; at least that is what his statement showed that I paid
Still a lot of work to go.
SPORT AVIATION 81
for. An R1820-56 has aluminum cylinders but these cylind-
ers were showing rust. After checking part numbers, I
found that these cylinders were old steel cylinders from a
97 engine like the B-17 used. In other words, my engine
was a crossbreed! After a quick trip to LA via 737, and
after 'my friend' made some frantic phone calls to locate
a replacement engine I brought back a check for what I
had paid for the engine and shipped the crossbreed back
to LA.
Mike Rettke and Dick Lambert, the two Delta Captains
in Atlanta who had restored a Wildcat two years earlier,
had a new 56 engine (new in 1943) which had never been
fired up, still with Curtiss-Wright pickling, and it had been
a Wildcat QEC unit so had all the intercylinder ducts that
I needed. Mike shipped it to Minneapolis for me for over-
haul and balancing (there were still a lot of AD's and
service letters to take care of since 1943). When the engine
arrived here, all completed, I think it was the most beauti-
ful engine I had ever seen. Bob Younkin had sent me, This view shows clearly the bicycle chain retraction
among many, many things, a new set of steel Lord mounts system located on the firewall and the many motions the
and bolts, so the engine was ready to go in. lear makes as it draws itself up into the fuselage.
I had previously decided against using the Curtiss
electric prop for two reasons. ( 1 ) 1 thought I could get
better performance from a paddle-bladed Hamilton-
Standard and ( 2 ) friends of mine, Bob Younkin for one,
had their electric props go to flat pitch during downhill
runs due to electrical problems and when that engine
screams past 3200 rpm it's enough to ruin your whole
day. So Grumman and Ham-Standard had been working
on harmonics tests for me to use a 33D50 hub and 6547-18
blades. When the approval came, I had the new prop made
up in Seattle. We drove to Seattle and brought back the
prop, all assembled, on the back of a flatbed truck.
After installation on the Wildcat, it was time to fire up.
After the pre-oiling, etc. and with an arsenal of fire
extinguishers standing by, we started cranking. Mags on,
and she starts just like that! Only one mag works,
but by golly, she's an airplane now instead of just a piece
of furniture like the last year and a half. Four different
one and two minute rains and I'm buying breakfast!
Taxi tests start right away and soon I'm up to 50 knots
but can get her stopped on my 2300 foot grass strip. Still,
we are waiting for the replacement left mag and as I
decided to flight test her on the Aurora strip anyway
(4000 foot paved) four miles away, we roll the tailwheel up The Wildcat as it appeared when first trucked home to
on a flatbed truck, fold the wings, and down the road we Oregon.
go. Aurora has a good radio shop too, so I decide to
install radios while I'm still waiting for that mag. Three
days later the radios are in and working, and here comes bet he thinks I'm dumb with my gear still down way up
that new mag. We change it and are ready to start up here," so I raise the gear, level off and settled back a bit.
again. There are some spectators now, as the word is out I'm quite surprised that nothing is going wrong, but then
that she's about ready to fly. As I taxi out, everything it shouldn't with over 3000 hours of labor in this thing.
is checking out perfectly and that engine sure is smooth The airspeed is building pretty fast and it's getting windy.
now with both mags firing. Check list complete including "Close the canopy, dummy." The airspeed goes right to
'wings locked' ( I guess that one is pretty important) and I 190 knots and I'm already in "auto-lean" and so I close
straighten out on the runway and lock the tailwheel. This the cowl flaps, turn off the fuel pump and there is nothing
type prop has never been flight tested on an FM-2, this left to do but enjoy the way this thing covers ground. It
engine has never been in an airplane at all and I have never handles with such ease I can't believe it! We lucked out on
flown any fighter before, but if I think about it too long I the rigging as she flies hands off with trims on "O". Some
might really get nervous, so off the brakes, east the throttle more turns and I decide to see how it's going to land. "Sure
to 40" HG and here we go. Boy, what a racket this thing is hot in here." Down to the pattern, slow up to 125 knots
makes. Off the ground about 10 feet and I'm thinking, and lower the gear. Flaps to "down" position and the
"Son of a gun, this thing actually does fly." (After sitting airplane rolls about 20 to the right which wakes me up.
in the cockpit for so many hours in the shop it seems like The flaps are vacuum off the carburetor. The main vacuum
I'm still dreaming about it.) line is routed along the left side of the cockpit so the line
It occurs to me that she is losing power and a quick is much shorter to the left flap cylinder. The right flap
check finds the throttle halfway back and moving and, follows the left one to about 15", then they stay the same.
"Oh yeah, I didn't tighten that damned friction!" and It's no problem once you know about it. Turn onto base on
1 had been warned about that. Some cross handed manip- 90 knots and close final at 75 knots. Now I am a little
ulation, and I'm O.K. again. I leave the gear down in concerned about the narrow gear but with the tailwheel
case I decide for a hasty retreat, but everything is looking locked, it .should stay relatively straight. Throttle and stick
great. A Cherokee meets me about 3000 feet up and, "I back and she plunks on below 60 knots. She stays nice and
82 JUNE 1975
straight and I almost get confident when a little correction
in heading brings up a wing. The wheels all stay on the
ground but the shock struts on that narrow gear like to play
games and make you go down the runway straight but with
one wing low. Slowing down to taxi speed and she levels
up again. "Weird." I taxi back to the ramp and shut down
amidst a few cheers. (The loudest yell being my own.)
The Wildcat is now painted "Guaduacanal" with Cap-
tain Marion Carl's number. I have had seventy-five hours
of the most enjoyable flying ever. Aerobatics? It just
literally sails through rolls, loops, Immelmanns and Cuban
eights. Fuel? It burns 35-40 gallons per hour and with
140 gallons in the fuselage (homemade) tank the range is
not too shabby. If I had real endurance I would hang the
two 58-gallon drop tanks which I have in the loft. The
airplane is all plumbed for them.
The most spectacular part of her performance is the
takeoff and climb. From a standing start, no wind, power
to 36" before releasing brakes, she breaks ground in 400
feet doing 75 knots and will clear a 50 foot obstacle in
750 feet. Then she will climb at 3500 feet per minute. Fire extinguishers at the ready, the Wildcat is fired up for
The cruise is not so great as I average just over 200 knots the first time since restoration.
TAS, but then one can't have everything.
I keep her at home on my 2300 foot grass strip and
have had no difficulty except having to be a little careful "gathering of Warbirds" and with the pleasure of meet-
getting her stopped if the grass is really wet. ing and flying with other Warbird owners who I have
I have had the opportunity to show her at Merced, found to be among the nicest people I have ever met, my
Abbotsford, Evergreen ( n e a r Portland) and Fresno lifelong dream has really come true.

German Pfalz restored largely by Gil Bodeen of the museum staff. The aircraft is on indefinite loan
by the Smithsonian.

SPORT AVIATION 83
WASHINGTON REPORT . . .
(Continued from Page 115)
that the FAA has now in progress a study of how the
Federal Airport Aid Program could be improved. From
what we have seen of the report so far encourages us
to believe that this is a better solution than turning
the general aviation airport aid program over to the
states. Under the federal government there would be
more uniformity in procedures and standards and we
believe that with an overhauling of the Federal ADAP
program, there could be better efficiency than with
each individual state setting up their own program,
training people to run it, and then setting fees for
paying the costs of the program.
We note that all three bills provide for trust fund
monies to be used for land acquisition for environ-
mental and terminal area purposes. Speaking solely
as a general aviation group we have no interest in this
part of the program but if certificated air carriers and
commuter lines are interested in this part of the pro-
gram, we assume that they would be w i l l i n g to
contribute to its financing through the Trust Fund.
We do oppose the use of the Trust Fund for main-
tenance and operating expenses of the FAA. The Trust
Fund was designed to pay for capital improvements
in the nation's airway system and we believe Congress
was wise in previous years in maintaining that condition.
It is noted that the Administration bill proposes to
reduce the domestic air fare tax but increase the tax
on general aviation fuel from 7 cents per gallon to 15
cents per gallon. We feel there is an inequity here. As
pointed out in our opening paragraphs, a great deal of
recreational flying is done independently of federally
financed airport and navigation aid facilities and yet
such recreational aircraft are being asked to pay the
same rates as aircraft that depend on federal aviation
facilities. To put it another way, there is no distinction
in taxes between aircraft that are used for recreational
purposes and that do not use the system from aircraft
that are used for business and commercial purposes
and therefore generate income for their owners and
operators. We would recommend at a m i n i m u m a
system for refund of taxes for aviation gasoline used
for recreational purposes, similar to the refund
system for agricultural operations.
While on this subject of fuel taxes, we are concerned
over possible high taxes on aviation fuel as an energy
conservation measure. If the latter taxes were added to
the ADAP taxes, the financial burden to recreational
flying would be intolerable and therefore disastrous.
We are also very concerned about the effect that
additional costs of flying will have on safety. Pilot
proficiency can only be maintained by regular flying
activity and aircraft owners and operators have ex-
pressed sincere concern that additional costs will
hamper their ability to continue flying.
It is our recommendation that the present federal
tax of 7 cents per gallon on aviation gasoline be main-
tained at this level.
Mr. Chairman, we sincerely appreciate this oppor-
tunity to express our views before your distinguished
committee and we hope you will find this information
helpful in drafting up the final legislation.
Mr. Scott. We appear here primarily as spokesmen
for people who are interested in recreational flying in
contrast to those who use aircraft for business and
commercial purposes.
We therefore have an interest in the airport develop-
ment aid program because we have been asked or
required to contribute to the airport and airways trust
fund through registration fees and fuel taxes; and it is,
84 JUNE 1975
therefore, a concern as to how our monetary contribu-
tions are spent.
A great many of our aircraft are based on privately
owned and small community airfields with side runways,
and we have no essential requirement for paved run-
ways, control towers, radar service, or even the basic
VOR navigation aids provided by the federal government
and, therefore, I think you will find in our statement the
theme that we are very hesitant to ask for federal expen-
ditures of the magnitude that have been mentioned in
the three bills that are before your distinguished com-
mittee; because when you advocate federal funding, you
certainly must undertake the obligation of paying for it,
and we do not wish to be put in the position of advocating
funds to be spent for facilities which we do not use.
As I have mentioned before, we are reluctant to
advocate either $50 million or $75 million a year for
general aviation airports, because of the fact that we
do not use so many of these facilities.
I think a better spokesman for this figure is
General Aviation Manufacturers' Association or AOPA,
and we would go along with recommendations from
those groups, because they do represent the business
flying and commercial operations of aircraft.
On the question of the State operation of the General
Aviation Airport Development Program, this is advocated
by the Administration bill, H.R. 5017, and it is our con-
sidered opinion
Mr. Snyder. Excuse me, Mr. Scott.
Mr. Scott. Excuse me?
Mr. Snyder. Are you asking us to change the $75
million on page 3 to $50 million?
Mr. Scott. No, sir. I am not.
It is our considered opinion that the funding and
administrative handling of aid to general aviation air-
ports should remain the province of the federal govern-
ment.
It is true that many State airport programs have
been successful in building airports at less cost and in
less time than airports constructed under the federal
programs. We believe that the federal government's
management of the ADAP program could be improved
by the streamlining of procedures and the revision of
airport engineering standards.
I noticed in the GAMA statement this morning that
they felt that the solution was better efficiency in the
federal handling of this program, and we certainly
would support that view.
Incidentally, I have in the past two weeks gone over
with the FAA a study that they are making on simplify-
ing their Federal Airport Aid Program for the general
aviation airports, and I would like to emphasize that I
think they are on the right track, and this is probably
the way to go, rather than to turn the program over to
the States.
On the trust fund problem, we oppose the use of
trust fund monies for maintenance and operation ex-
penses of the FAA. The trust fund was designed to
pay for capital improvements in the nation's airway
system, and we believe Congress was wise in previous
years in maintaining that condition.
On the subject of fuel taxes, aircraft that are used
for recreational purposes pay the same fuel taxes that
an aircraft that is used for business and for revenue.
We think there is some inequity here. I do not know
what the solution to that problem is, but we would like
to say that we would recommend that the present
seven-cent-per-gallon federal fuel tax be maintained
and on this basis I am sure we would live with it.
The one thing we are concerned about, though, is
the proposed energy conservation which would vastly
increase fuel taxes and if a 15-cent-a-gallon fuel tax
was placed on general aviation to pay for the ADAP
program or to the trust fund, and then, on top of that,
up to 37 cents a gallon in 1983, I think it was, for general
aviation gasoline; this would be a very severe problem.
That concludes my statement, Mr. Chairman, and
if there are any points that you wish to have clarified,
I will be very happy to answer any questions.
Mr. Anderson. Mr. Scott, I want to thank you very
much for appearing here.
Mr. Snyder. Thank you, Mr. Chairman.
I was wondering, Mr. Scott, have there been any
hardware developments by EAA or its membership
that have been picked up by the industry?
Have you made any contributions by way of tech-
niques t h a t have been passed down the industry
generally?
Mr. Scott. I would say there are three things that
immediately come to mind.
I frankly did not anticipate this question, so I have
not been able to think it through thoroughly, but there
are three things that immediately come to mind, and.
of course, one is the Steve Wittman spring steel land-
ing gear, which has been adopted by Cessna Aircraft.
Maybe they are the only ones that use it, or modi-
fications of it.
This is one of the contributions that I think came
from the EAA movement.
The other is Burt Rutan's Vari Viggen Aircraft, with
which he is receiving a considerable amount of attention
because of its anti-stall characteristic and very fine
performance.
The third thing, I think, is the work that the EAA
members have done in trying to solve the problem of
inexpensive power plants by converting automotive
engines and a great deal of work has been done with
Volkswagen engines, and they have been moderately
successful.
Mr. Snyder. They look like you are wearing those
instead of flying them.
Mr. Scott. Yes. That is true with some of the aircraft
that are single place.
I am trying to think. There was a wood aircraft, a
Volksplane.
Mr. Snyder. Yes. That is the one I was thinking of.
I would take it that EAA members, with their instruc-
tion of using basic light material, light wood, light
fabric, are well aware of the fuel situation, and I was
going to ask you what percentage of the fuel used in
aviation is used for experimental aircraft?
Mr. Scott. Well, again, it is difficult for me to answer
that question.
I do know that of all the gasoline that is consumed
in this country and, of course, I am referring to auto-
motive gas, aviation gasoline amounts to one-third of
one percent of the total.
Now, the amount of fuel that is used in experimental
aircraft is even a tiny fraction of that because from our
figures the average experimental aircraft is flown about
50 hours a year, and on the basis that the small engines
are using five or six gallons an hour, we are talking in
terms of 250 or 300 gallons a year for an individual
aircraft.
The latest figures from the FAA disclose there are
4582 experimental aircraft registered in Oklahoma City.
Mr. Snyder. And the increase of tax would not con-
tribute much to the treasury of the United States, and
would not help them much.
Mr. Scott. I would think you are correct, sir.
Mr. Snyder. Mr. Scott, I do not know that I have any
further questions.
I would want to observe, though, that I think that
your organization has the unique opportunity to become
involved perhaps even more than they have.
I know the air shows and so forth do help with
members of this committee and with the general public
in educating the public toward the public awareness
and what part aviation plays in our society from the
sporting plane on up to the huge ones that carry a lot of
cargo.
I think you have made a good contribution to the
aviation industry generally, and I am glad you are here,
and thank you for being here.
Mr. Scott. Mr. Snyder, I do appreciate your com-
ments very sincerely, and may I just conclude by saying
that those of us who have been close to the EAA move-
ment feel that this is much more than an organization
that just builds airplanes.
We think, to put it very bluntly, that we are helping
to build America, because when you go to Oshkosh or
you go to Hales Corners and see the integrity and the
neatness and the cleanness and the high morale with
everybody connected with this operation, why, you
really feel that we are doing more than just being a
mechanical operator.
Mr. Snyder. I think that is right, and I think you did
make a substantial contribution.
You made reference to the spring steel landing gear,
which was developed in the fellow's backyard, and now
picked up.
In that connection, Mr. C h a i r m a n , I would ask
unanimous consent, if Mr. Scott desires to do so, he
might elaborate on my first question in that regard.
Mr. Scott. I could not quite hear you, sir.
Mr. Snyder. If you want to elaborate on the answer
to my question for the record, within the next few days,
I am asking for unanimous consent that you be allowed
to do that.
Mr. Scott. Fine.
Mr. Snyder. Such things as the spring steel landing
gear and so forth.
Mr. Scott. Yes, I would be happy to.
Mr. Anderson. No objection; so ordered.
(Editor's Note: At a later date EAA supplied the
committee with 14 examples of where amateur builders
had developed projects that were later adopted by the
industry.!
Mr. Anderson. Mr. Milford?
Mr. Milford. Thank you, Mr. Chairman.
Mr. Scott, what percentage of all general aviation
consists of sports and recreation flying?
Mr. Scott. Well, it is so difficult to answer your
question, unless we can get a better definition of what
recreational flying is.
As an example, suppose a man, let us say he is a
dentist, decides to learn to fly because he wants to enjoy
flying simply from the standpoint of relaxation. So he
goes to a local airport and he receives instruction.
It is obvious that that airplane is being used for
commercial purposes, and it will go under the classifica-
tion of being a commercial operation.
Nevertheless, the intent of the whole operation is
to teach a man to fly for pleasure. I assume that he is
not going to become a professional pilot and, therefore,
he does have some relationship to recreational flying.
I cite this example because it is so difficult to draw
a sharp distinction of what is recreational flying and
what is business flying.
As an extreme example, you take a company that
operates, let us say, a Gulfstream Two and they take
their executives down to Nassau in the winter to play
golf. There is nothing wrong with that. That is perfectly
proper.
I am all for that, and I do not want to imply any
criticism at all.
(Continued on Page 86)
SPORT AVIATION 85
WASHINGTON REPORT . . .
(Continued from Preceding Page)
Mr. Milford. I had generally in mind the so-called
Sunday pilot, the EAA types.
Would you have any idea of the percentage of
general aviation?
Mr. Scott. Well, we believe that the figure is some-
where around 25 to 40 percent of the total hours flown.
Now, I w i l l a d m i t , we w i l l get a great deal of
agrument on the other aviation groups on these figures,
but we are taking a very broad view of recreation flying.
Now, GAMA has published figures of 5 percent for
sport flying, and I think that is accurate if you take
sport flying as consisting of competition flying, aero-
HOMEBUILDER'S CORNER . . .
(Continued from Page 2)
We then requested a meeting with the Aviation
Committee as soon as possible. This Mr. Conrad did and
on the following day, Wednesday, May 14, at 3:00 p.m.,
the Aviation Committee was present. Attending with me
representing EAA were, Steve Wittman, Dave Jameson
and our insurance agent and Convention Co-Chairman,
Harry Hanisch. A discussion was had with the Commit-
tee and after having discussed the matter with a number
of Directors, I presented the position that the Airport
Manager and the Committee would have to make the
choice either to have an EAA Annual Convention with-
out interference or an Annual Airplane and Auto Auc-
tion at the airport.
We certainly can understand their efforts to raise
any amount of funds from renting 15 acres for this
activity to help the airport budget, but on the other
hand, no consideration seemed to be given to the $7
to $8 million dollars that is brought into the Fox River
Valley by our Annual Convention.
Discussions were held relative to the handling of
additional aircraft attracted to the Convention, ground
transportation problems and many of the items that
EAA, in conducting an orderly ground operation would
have to accomplish. All this for someone who is reaping
a profit off of the efforts of the EAA.
It was stated by one of the Aviation Committeemen,
that if they didn't have it there they would probably
have it at the County Fair Grounds and half of the
county police would be needed over there. This was
a bit of a shock to me as we all know there were not
enough county sheriffs available to handle the job of the
past couple of years, let alone bringing in an additional
activity at the same time.
It was suggested that a different time period be
selected for the Airplane Auction and Auto Auction.
However, it would not be feasible for the group running
the auction, as then they would not have the customer
potential.
We noted that Mr. Blair Conrad, Airport Manager,
referenced the contract or agreement that we have with
Winnebago County quite a number of times which is
indicative of a new set of rules.
After our discussion with the Aviation Committee,
we left to await a decision. The decision of the Commit-
tee was that they were in favor of the Airplane/Auto-
mobile Auction and would give it a try for one year. If
it did not work out, they would then not extend the
option, which according to the paper, would be five
years. Mr. Hanisch, Mr. Jameson, Mr. Wittman and
myself, felt little or no consideration was given to the
value of the Annual Convention in Oshkosh. We felt that
with the current attitude we could look for additional
problems in the future and that it would not be wise
for us to invest any further money until such time that
86 JUNE 1975
batic flying, and some of the restricted uses, but if you
consider recreational flying as a man taking his family
off on a vacation several hundred miles across county,
we would consider that as recreational flying.
Mr. Anderson. Mr. Scott, I have just been informed
that Mr. Mineta, who has not had a question opportun-
ity, does not believe he has any questions to ask, and I
think we will just thank you. We appreciate your testi-
mony.
Do you have something else you might want to say?
Mr. Scott. No. I have concluded my statement, and
I thank you very much for the opportunity to appear.
Mr. Anderson. Thank you very much, Mr. Scott.
a complete review of our Annual Convention require-
ments, growth and future needs could be made.
We have been in touch with the local newspaper,
and as we understand, a large article will appear in this
evening's paper, a copy of which will be sent to all of
you to keep you abreast. This has appeared on May 15th
and has caused great public conern.
The Chamber of Commerce has been notified, and
naturally, is siding with EAA. They are moving into
action to lobby, not only with the businessmen, but with
county board supervisors, for them to give consideration
to the EAA.
Today, Thursday, May 15, I went to Oshkosh to brief
the airport manager on a number of projects and plans
for campsite improvements, exhibit building improve-
ments, electrical work, roadways, blacktopping, etc.
These projects come to some $60,000, not including the
actual costs of the building additions.
The Committee did not seem to realize that housing
is extremely critical and that by bringing in additional
people for an automobile auction it would even make
the housing more critical for a successful Convention.
I do see some similarities between Oshkosh and
Rockford, where it is conceivable that our comments of
moving the Convention might be considered only an idle
threat. I tried to explain to the gentlemen that when we
quietly folded our tent and notified the Airport Manager
and the Airport Committee at Rockford that we were
leaving, it was then, and only then, that many people
said, "Well, why didn't you tell us?" We have told
them here, but apparently the consideration was not in
our favor. Maybe it is a time to look at the size of our
fly-in, the location and the problems of operating off of
an FAA and county controlled field, where airport se-
curity, fencing and other problems are becoming more
apparent.
For example, in the Warbird area, we have been told
that we cannot park anywhere near the ILS this year.
We all know that with the hundreds of airplanes that
come into that area, control is most difficult and theo-
retically, it might seem to be logical, but on the realistic
side, it is impractical.
We will continue to keep you informed and if you
would be so interested as to call the airport manager,
as some of our Directors have, for further information.
We have enough problems with putting on this success-
ful event, without running into additional obstacles.
And though I agree with the airport manager that we
should always look for fresh ideas and not go stale, I
would kind of like to think that all of you, who have
worked so hard, have found that many of the old ideas
are proven and now work.
Sincerely, Paul H. Poberezny
President
Continued on Next Page
 P.S. I will keep you posted and would like your
ideas, guidance and advice. I tried to impress that EAA
has principles . . . very strong ones . . . but I am afraid
that the Airport Manager and the Committee feel we are
emotional. I hope they don't make the mistake in mis- THREADED POP
judging us.
OR
EDITOR'S NOTE: At press time (May 23) the fly-in site PANEL
RIVNUT
situation at Oshkosh had been resolved. The proposed
antique auto auction will not be held during our fly-in
week and EAA has received assurance that future con-
flicts will not occur. Throughout the negotiations, EAA
had very strong support from the local governments,
Chambers of Commerce, the media, civic organizations,
businesses and the citizens of Oshkosh and the Fox
River Valley. It was brought out time and again that the
extremely favorable impression made by you, the EAA
member, on the people of the area over the past five
years was a very big plus in our favor.

This article appeared in the Oshkosh Daily North-

western newspaper on Saturday, May 10, 1975:
ANTIQUE CAR, PLANE AUCTION AT EAA
IS ANTICIPATED
By Leslie Starch
Northwestern Staff Writer
A gigantic collector's car and antique airplane auc-
tion may be held at Wittman Airport during part of the
Experimental Aircraft Association ( E A A ) convention
Friday, Saturday, and Sunday, Aug. 1, 2, and 3.
The aviation committee Friday afternoon agreed to
give tentative approval to the proposal presented by
Don Whyman and Dennis Jagodinski of Oshkosh. The
two men represent the embryo 3D Auto Restoration of
Oshkosh.
E. Blair Conrad, Wittman Airport manager, was
instructed by the committee to work out details of an
agreement with Whyman and Jagodinski for a flat
rental for use of 15 acres of airport land and a percentage
of gate admission for the auction.
W h y m a n and Jagodinski said they wanted the
agreement to cover one year with renewal option for
a five-year period.
"We would expect that there would be about 200
collector's and antique cars and about 40 antique planes
at the auction," said Whyman. "Kruse Action Service
of Auburn, Ind., a giant in its field, will conduct the auc-
tion. We will sub-lease the area to Kruse."
The Kruse firm will bring the antique planes and
Whyman and Jagodinski will supply the collector's and
antique cars.
"It will be the only auction of this kind in the United
States that will have both cars and airplanes," com-
mented Whyman. It's a natural with the EAA being here
with people from all over the country bringing their
planes."
The 15-acres of airport that are proposed for the auc-
tion are near the Pollack Hangar and will include a
taxiway.
Conrad will check with the county executive and the
county corporation counsel Monday about the proposed
auction and lease of airport land and will report to the
committee Friday, May 16, at 3 p.m.
Whyman explained that a collector's car is 20 years
old or older and an antique auto is at least 40 years old.
The auction will also include classic and special interest
cars. Among autos that would be included in the auc-
tion will be Auburns, Cords, Dusenberg's, Packards,
Chevrolets, Fords and many others.
Easy Fastener
Ken Gersbach (EAA 51991)
1624 Lorraine
Piano, Texas 75074
An easy way to secure fairings, upholstery panels
or many other NONSTRUCTURAL items to rounded
members is to use the appropriate size Adel or cable
clamp and drill the screw hole a bit larger to accept a
threaded pop rivet or Rivnut. This is very handy on any
tube fuselage aircraft.
WE SHALL REMEMBER THEM
CLYDE PENWELL (EAA 45522). Great Falls, Mon-
Montana. December 2, 1974.
JOHN HRIBAR (EAA 47927), Fly Creek, New York.
Member of EAA Chapter 294.
NELSON BOLLINGER (EAA 88809). Cape Girar-
deau, Missouri. March 7, 1975. Member of EAA
Chapter 453.
BARNEY MONTELEONE (EAA 77952), Huntsville,
Alabama. March 15, 1975. Vice-President of
EAA Chapter 190.
TOM GUNDERSON (EAA 4076), Twin Valley, Min-
nesota. Builder of Penguin airplane donated
to EAA Museum. March 26, 1975.
CHARLES F. BURTCH (EAA 10213), Phoenix, New
York. Charter member of EAA Chapters 107,
362 and 486. April 4, 1975.
JAMES MANN (EAA 31101), Columbus, Ohio.
Member of EAA Chapter 9. April 11, 1975.
BOB PARKS (EAA 27552), Greenville, South Caro-
lina. Designee and member of Chapter 249.
CORNELIUS J. BRENNAN (EAA 88846). Val Dor
Lac Langis, Que., Canada.
SPORT AVIATION 87
 CALENDAR OF EVENTS
Preparation and printing an Issue of SPORT AVIATION requires
approximately two months. All Items for Inclusion in Calendar of
Events must be received by EAA Headquarters two months in ad-
vance of the issue in which it will appear.
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.
JUNE 1 DE KALB, ILLINOIS EAA Chapter 241 11th Annual Pan-
cake Breakfast Fly-ln/Drive-In. 7:00 A.M. De Kalb Airport - note power-
line west.
JUNE 1 NORTHHAMPTOM, MASSACHUSETTS Chapter 166 Fly-
In. Rain Date June 8. Contact William Edwards, 25 Madison Ave.,
Northhampton, Mass. 01060. (413) 586-0044.
JUNE 1 BURLINGTON, WISCONSIN Chapter 18 Annual Fly-In.
Contact Bob Grimm, (414) 762-3421. Rain date June 8.
JUNE 1 GOLDENDALE, WASHINGTON Fly-In sponsored by EAA
Chapter 505 and the Klickitab County Sheriff's Air Patrol
JUNE 6-8 ORANGEBURG, SOUTH CAROLINA 6th Annual Old
South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.
JUNE 6-8 MERCED, CALIFORNIA 18th Annual Merced West Coast
Antique Fly-In. Early bird party June 6. Air Show Sunday. Contact
Linton Wollen, Director, Box 2312, Merced, Calif. 95340. (209) 722-
6666.
JUNE 7-8 FRANKLIN, VIRGINIA Old Dominion Chapter 339 spon-
sored Fly-In and Air Show. Municipal Airport. Air Show on June 8,
2:00 P.M. Contact George Hillier, 1453 Westover Ave., Norfolk, Va.
23878. (804) 623-5509.
JUNE 7-8 ATCHISON. KANSAS Annual Fly-In sponsored by Great-
er Kansas City Area AAA Chapter. Amelia Earhart Memorial Air-
port. Contact Bill Hare, 6207 Riggs, Mission, Ks. 66202.
JUNE 7-8 OROFINO, IDAHO Annual Fly-In sponsored by EAA
Chapter 328 Contact Brent Holbrook, 3635 20th St., Lewiston,
Idaho 83501.
JUNE 7-8 CULPEPER. VIRGINIA Fly-In sponsored by EAA Chap-
ter 186. Contact George Lutz, 5415 Fremont St., N. Springfield, Va.
22151, 703/256-7873 or Jim Propps, Box 13, Marshall, Va. 22115,
703/364-4881.
JUNE 8 CANTON, OHIO Fly-In and Air Show sponsored by EAA
Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave.,
S. E., Canton, Ohio 44711.
JUNE 8 ALLENTOWN, PENNSYLVANIA Queen City Airport - 3rd
Annual Informal Fly-In. Cash Prizes. Contact Joe Tarofis (215)
865-9478.
JUNE 8 ZANESVILLE. OHIO 3rd Annual EAA Chapter 425 Fly-
In Breakfast. Contact: Dave Workman, 400 South St., Zanesville,
Ohio 43701.
JUNE 8 CORRY, PENNSYLVANIA EAA Chapter 160 Annual Fly-
In/Breakfast. Lawrence Airport. Spot landing contest on arrival.
Contact Harry Hipwell, 266 E. Fairmount Ave., Lakewood, N. Y.
14750. Rain date June 15.
JUNE 8 PALMYRA, PENNSYLVANIA 2nd Annual Fly-In sponsored
by EAA Chapter 390. Reigle's Field. Contact R. J. Smith. RD 1,
Box 428, Grantville, Pa. 17028. Rain date June 15.
JUNE 8 FRANKFORT, INDIANA Air Show '75 Municipal Airport.
Air Show includes Golden Knights and Lowell Hack. Fly-In Break-
fast 8:00 A.M. to 10:30 A.M. Trophies and prizes.
JUNE 13-15 DENTON, TEXAS 13th Annual Fly-In sponsored by
Texas Antique Airplane Association, Inc Contact Myrna Johnson,
2516 Shady Brook Dr., Bedford, Tx. 76021. (817) 283-1702.
JUNE 14-15 FREDERICKSBURG. VIRGINIA 8th Annual Antique
Aircraft Fly-In. Shannon Airport. Awards Banquet. Contact John
B. Maas, Jr., Shannon Airport, Box 509, Fredericksburg, Va. 22401.
88 JUNE 1975
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 14-15 CRYSTAL FALLS, MICHIGAN (Upper Peninsula) 3rd
Annual Fly-In sponsored by EAA Chapter 439. Static displays, fly-
in events. Club Work Day - 14th; Air Show - 15th. Free 25 gallons gas
to all homebuilts flying in. Primitive camping available. Contact Jim
Lyle, 141 Albatross. Sawyer AFB, Mich. 49843.
JUNE 14-15 SANTA ROSA, CALIFORNIA 4th Annual Fly-In spon-
sored by EAA Chapter 124. Sonoma County Airport. Contact Art
Beer, Box 6192, Santa Rosa, Calif. 95406.
JUNE 14-15 KENNEWICK, WASHINGTON Fly-In sponsored by
EAA Chapter 391 and the Tri-City Command CAP.
JUNE 14-15 WICHITA, KANSAS Fly-In for all Great Lakes owners
new, original and homebuilt sponsored by Great Lakes Air-
craft Co. Patty Field (30 mi. NE of Wichita). Contact: Great Lakes,
Box 11132, Wichita, Ks. 67202.
JUNE 14-15 COLLINGWOOD, ONTARIO, CANADA Canadian Open
Acrobatic Contest 4 Category. Contact Leo Comesotti, 66 Chip-
wood Cres., Willowdale, Ont., Canada M2J 3X7. (416) 491-8383.
JUNE 14-15 NEWRY, PENNSYLVANIA Fly-In sponsored by EAA
Chapter 400. Blue Knob Valley Airport (5 miles south of Altoona).
JUNE 15 ALL-OHIO 99'S FLYING POKER RUN Using following
Ohio airports: Grimes Field (Urbana), Greene County (Xenia), Madi-
son County (London), Clinton Field (Wilmington) Terminus: Del-
aware Municipal (Delware). Rain date June 22. Contact Bonnie E.
McSwain, 5230 Designese Place, Columbus, Ohio 43228.
JUNE 15 JACKSON, MICHIGAN Fly-In sponsored by EAA Chap-
ter 304. Reynolds Field. Breakfast served. Rose Parade at 1:30 P.M.
Contact Bruce F Knoll, 6655 Rives Junction Rd., Jackson, Mich.
49201.
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 15 UPLAND, CALIFORNIA Aircraft Swap Meet and Pancake
Breakfast sponsored by EAA Chapter 448. Cable Airport Contact
Don Barber, 917 Alta Loma Dr., Corona, Calif. 91720.
JUNE 20-22 PAULS VALLEY, OKLAHOMA Greater Oklahoma City
Antique Airplane Association Fly-In. Contact Jerry Horn, 2008
Nail Parkway, Moore, Okla. 73160.
JUNE 20-22 MOJAVE, CALIFORNIA 3rd Annual California Na-
tional Air Races. Sponsored by Professional Race Pilots Associa-
tion. Contact: Air Race Management Corp., 16644 Roscoe Blvd.,
Van Nuys, Calif. 91406. (213) 988-4900.
JUNE 21 MIDDLETON, WISCONSIN Wisconsin 99 Proficiency
Air Derby. Morey airport. P.I.C. must be female co-pilot reqired
- male or female (need not be a pilot). Send $2.00 for race kit. Pat
Weir, R. 5. Box 162, Marshfield, Wise. 54449.
JUNE 21-22 SALEM, ILLINOIS Fly-In. Salem-Leckrone Airport.
Sponsored by EAA Chapter 16. Contact Robert E. Tarrant, Box 474,
Effingham, III. 62401.
JUNE 21-22 HAMILTON, ONTARIO, CANADA Air Show sponsored
by Canadian Warplane Heritage. Contact Dennis J. Bradley, Canadi-
an Warplane Heritage, Inc., 550 Kipling Ave , Toronto, Ont., Canada
M8Z 5E9.
JUNE 21-22 ATLANTA, GEORGIA 6th Annual Aerobatic Contest
sponsored by IAC Chapter 3. Bear Creek Airport. Practice Day,
June 20. Contact Greer Parramore, 4880 Clark Lake Way, Acworth.
Ga. 30101.
JUNE 21-22 MARTINSBURG, WEST VIRGINIA East Coast Pylon
Racing Practice and Seminar. Open to everyone interested in air
racing. Sponsored by Race Air Corp., 2315 M St., N. W., Washing-
ton, D. C 20037

JUNE 21-24 ST JEAN, QUEBEC. CANADA Spectair 75 Annual
Fly-In sponsored by EAA Chapter 415.
JUNE 22 EAGLE GROVE, IOWA Fly-In sponsored by EAA Chap-
ter 214.
JUNE 22 WARWICK. NEW YORK Fly-In 75 sponsored by EAA
Chapter 474 Contact Chuck White. EAA Chapter 474, Box 299.
Warwick, N. Y. 10990
JUNE 22 ELKHART. INDIANA Fly-In and Air Show Sponsored
by EAA Chapter 132 and Mishawaka Pilot Club Breakfast at 6:00
A.M
JUNE 22 PLYMOUTH. MICHIGAN Spring Fly-In sponsored by
EAA Chapter 113 and Plymouth Aero Mettetal Airport. Pancake
Breakfast Contact Len Marzewski. 30194 W Chicago. Livonia
Mien 48150 (313) 421-9328
JUNE 22 PLAINFIELD, ILLINOIS 2nd Annual Fly-In Flea Market
Sponsored by EAA Chapter 461 Clow International Airport. Contact
Art Froehlich, (815) 436-3930 or (312) 968-7454.
JUNE 22 RIO. WISCONSIN 5th Annual Fly-ln/Drive-ln Breakfast
All aircraft types welcome.
JUNE 22 MARCY. NEW YORK Fly-In Breakfast sponsored by
EAA Chapter 294. Riverside Airport Contact Charles Puliafico.
Hayes Road, Marcy. N. Y 13403
JUNE 22 PAINESVILLE. OHIO 13th Annual EAA Fly-In Sponsored
by EAA Chapter 118 Casement Airport Contact Rudy Esser, 4654
Lane Rd . Perry, Ohio 44081
JUNE 27-29 FRANKLIN. VIRGINIA Annual Fly-In sponsored by Old
Dominion EAA Chapter 339 Contact George Hillier. 1453 West-
over Ave., Norfolk, Va. 23878 (804) 623-5509
JUNE 28 WEST BRANCH. MICHIGAN Fly-In Centennial Celebra-
tion. Free breakfast and prizes
JUNE 28-29 SPEARFISH. SOUTH DAKOTA Fly-In and Air Show
sponsored by Spearfish Chamber of Commerce Black Hills Re-
gional Airport Breakfast Saturday morning, dance Saturday night
Awards.
JUNE 28-29 SANTA YNEZ. CALIFORNIA 3rd Annual Culver Fly-
In For further information contact Larry Low. 60 Skywood Way,
Woodside. California 94062.
JUNE 28-29 BURLINGTON. WISCONSIN 3rd Annual Cub Fly-In.
Sponsored by EAA Antique-Classic Division All vintage and home-
built aircraft invited
JUNE 28-29 KOKOMO. INDIANA 2nd Annual Midwest Regional
Aerobatic Competition Sponsored by I AC Chapter 1. hosted by
Kokomo Chamber of Commerce Aviation Committee Rain date
June 30. Trophies for Best of Class in Antique. Classic. Homebuilt
and Warbirds Contact J E Davis (317) 628-7272
JUNE 28-29 BLAKESBURG. IOWA 3rd Annual Unique Aircraft
Fly-In Antique Airfield Sponsored by EAA Chapter 409 and the AAA
Air Power Museum.
JUNE 28-29 MONONGAHELA, PENNSYLVANIA 3rd Annual Golden
Triangle Fly-In sponsored by EAA Chapter 45 Rostraver Airport
Contact Jim Griffiths (412) 881-3304 or Bill Humphrey (412) 384-6929.
JUNE 29 MEDFORD. WISCONSIN Pancake and Sausage Fly-In
Breakfast and Air Show. Taylor County Airport.
JULY 3-6 URBANA. OHIO Annual Fly-In sponsored by EAA Chap-
ter 421. Grimes Airport. Contact Jeffrey McClain, 572 Washington
Ave., Urbana. Ohio 43078.
JULY 4-6 NEWTON. KANSAS Annual Fly-In sponsored by EAA
Chapter 88 Free Potluck supper Friday Dinner Saturday Contact
Mary Ann Hensley. 610 E Madison. Derby, Ks 67037 or Dick Curtis,
1301 Murray. Wichita. Ks. 67212.
JULY 4-6 GAINESVILLE. GEORGIA 8th Annual Cracker Fly-In.
Sponsored by North Georgia Chapter AAA Banquet Saturday even-
ing with Matty Laird as featured speaker Contact: Bill Davis. 2202
Willivee Place. Decature. Ga 30033 (404) 636-4743
JULY 5 DELTA. B C . CANADA Fly-In Breakfast sponsored by
EAA Chapter 85. Contact Al Redekop. 1110 E. 11th Ave . Vancouver,
B C . Canada V5T 2G3
JULY 5 CUMBERLAND, MARYLAND Fly-In sponsored by EAA
Chapter 426 Everyone welcome Camping space available
JULY 6 LYONS. OHIO Mim-Breakfast-Fly-ln sponsored by EAA
Chapter 149. Newbury Field
JULY 6 HILLSBORO. OHIO Fly-In sponsored by Highland Co
Pilots Association and Hillsboro Jaycees. Highland Co Airport
Ram date July 13. Contact J H Lyle. 247 E Mam St.. Hillsboro,
Ohio 45133.
JULY 6-7 AGAWAM. MASSACHUSETTS Bicentennial celebration
centered around the Gee-Bee era Bowles-Agawam Airport Antique
and Classic aircraft on display Contact Jack Rosen. 73 Harkness
Ave , E Longmeadow. Mass 01028.
JULY 11-13 HOLLISTER. CALIFORNIA 5th Annual Fly-In spon-
sored by EAA Chapter 62 Contests. Trophies Contact John Win-
ter. 407 Hiller St.. Belmont. Calif 94002 (415) 592-2522
JULY 12-13 KLAMATH FALLS. OREGON Oregon EAA Round Robin
Annual Fly-In. Chiloqum State Airport. Hosted by EAA Chapter 411.
Contact Dale Faries, 1544 Sargent, Klamath Falls. Ore. 97601.
JULY 12-13 WEST CHICAGO. ILLINOIS Du Page County Airport
Air Show featuring the USAF Thunderbirds. U S. Army Golden
Knights. Bob Hoover. U S Army Silver Eagles, biplane race An-
tiques, warbirds and homebuilts welcome Trophies Gates open
9:00 A.M.. air show 1 30 Sponsored by the Greater Chicago Area
Antique Airplane Association, Inc. Contact Troy Dodd. 6801 N.
Wildwood, Chicago, III (312) RO3-7114
JULY 13 WASHBURN, IOWA Annual Fly-In sponsored by EAA
Chapter 227 Flyer's Field Noon Lunch, free to homebuilt and an-
tique pilots
JULY 13 DUNKIRK. NEW YORK Annual Fly-In Breakfast spon-
sored by EAA Chapter 46 8 00 A M til noon Free to pilots of Home-
builts. Antiques or Warbirds Trophies Spot landing contest on
arrival. Rain date July 20 Contact Charles Gallagher. 19 Shelby
Dr., Buffalo. N. Y. 14225.
JULY 13 FORT WAYNE. INDIANA Fly-In sponsored by EAA Chap-
ter 2
JULY 19-20 LA RUE. OHIO Biplane Air Race, antique aircraft and
flea market. Contact Tom Guthery, Marion Co Int. Raceway. Guthery
Rd . La Rue. Ohio 43332.
JULY 19-20 SHIRLEY. NEW YORK 13th Annual Fly-In sponsored
by Antique Airplane Club of Greater New York Brookhaven Town
Airport Contact Harry E Geddes, 374 Latham Rd., Mmeola. N. Y.
11501
JULY 19-20 PORTLAND. OREGON Annual Fly-In sponsored by
EAA Chapter 105. Lenhardt Airpark. Hubbard. Ore. Contact Merv
Henkes, 12535 S E. Boss Ln . Milwaukie, Ore
JULY 23-27 MINNEAPOLIS. MINNESOTA Annual American 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 26-27 VANDALIA, OHIO Air Fair '75 Sponsored by EAA
Chapter 48. WW I Air Race Sunday Air Show. Cox Field. Contact
D. E Hayes, 4366 Hillcrest Dr.. Bellbrook. Ohio 45305.
JULY 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 27-28 WICHITA. KANSAS Cessna Airmaster Reunion On*
time gathering of w o r l d s most efficient airplane. Contact Gar
Williams. Jr.. 9 S 135 Aero Dr.. Rt, 1. Naperville, III. 60540.
JULY 29 23rd ANNUAL FLIGHT RALLY TO OSHKOSH. WISC. Spon-
sored by AC Spark Plug Division Starting points: Kansas City. Mo.;
Dayton. Ohio; Flint. Mich ; Minneapolis. Mn.; Omaha, Nebr ; St.
Louis. Mo Contact AC Aviation Department. Flint. Mich 48556 for
details
JULY 29 - AUGUST 4 OSHKOSH, WISCONSIN 23rd Annual EAA
International Ry-ln Convention.
SPORT AVIATION 89
AUGUST 8-10 ABBOTSFORD, B.C.. CANADA 14th Annual Abbots-
ford International. Canada's only av/industry show and largest fly-
in. Contact Abbotsford International Airshow Society, Box 361,
Abbotsford, B. C., Canada V2S 4N9.
AUGUST 8-10 ARLINGTON, WASHINGTON 6th Annual North-
west Regional EAA Fly-In. Camp-out, homecooking bring the
family. Contact Dick Baxter, 15845 8th NE, Seattle, Wash. 98155.
(206) 365-1657.
AUGUST 9-10 ROCKLAND, MAINE Antique Transportation Meet.
Knox County Airport. Contact Owls Head Foundation Museum, Box
277, Owls Head, Me. 04854.
AUGUST 17 TIFFIN, OHIO Fly-in/Drive-in Breakfast. Sponsored
by Tiffin Lions Club. Free breakfast for homebuilt, antique and war-
bird pilots flying in. Rain date August 24. Seneca County Airport.
AUGUST 22-24 OTTUMWA, IOWA 1st Navy Reunion of NAS Ottum-
wa personnel. Contact Pat Friedman, 609 Hill St., Highland Park,
III. 60035.
AUGUST 23-24 SUSSEX, NEW JERSEY Annual Fly-In sponsored
by EAA Chapters 73 and 238. Rain date Sept. 6-7.
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.
AUGUST 30-31 TULARE, CALIFORNIA EAA Western Fly-In. Con-
tests, trophies, aircraft displays. Air Show. Contact Leonard Noell,
Box 939, Tulare, Calif.
AUGUST 29 - SEPTEMBER 1 OTTUMWA, IOWA Antique Airmen
Convention and Fly-In Ottumwa Industrial Airport. Contact Antique
Airmen, 8900 N. Lavergne Ave., Skokie, III. 60076.
AUGUST 30 - SEPTEMBER 1 TAMPA, FLORIDA Suncoast Fly-In
Festival sponsored by EAA Chapter 520. All aircraft types wel-
come. Tampa Downs Airport. Contact Gordon Knapp, 915 So, Or-
leans, Tampa, Fla. 33606.
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 5-7 MARION, OHIO 10th Annual Mid-Eastern Re-
gional EAA Fly-In. Campsite. Air Show. Awards. Contact Marilyn
Fisher. 14760 State Route 86, Thompson, Ohio 44086.
SEPTEMBER 6-7 LOCKPORT, ILLINOIS 15th Annual Midwest
EAA Regional Fly-In Breakfast and Air Show. Lewis Lockport Air-
port. Ramp parking for all EAA and Antique Aircraft. All displays in
new hangar. For space contact Barney Simunich, Box 219, West
Chicago, III. 60185.
SEPTEMBER 7 KENOSHA, WISCONSIN Pancake Fly-ln/Drive-ln.
Sponsored by EAA Chapter 217.
SEPTEMBER 7 PLAINVIEW, TEXAS 8th Annual Plainview Air
Show. 2:00 - 4:00 P.M. Contact John Skaggs, Box 1180, Plainview,
Tx. 79072.
SEPTEMBER 13-14 MARSTONS MILLS, MASSACHUSETTS 2nd
Annual Cape Cod Fly-In. Various contests. Trophies. Sponsored
by EAA Chapter 498. Contact Duane Merchant, 9 Yale Circle, RFD
1, Dennisport, Mass. 02639. (617) 394-2006.
SEPTEMBER 19-21 KERRVILLE, TEXAS Southwest Regional
Fly-In. Contact Bill Haskell, Box 1235, Kerrville, Texas 78028. (512)
995-2791.
SEPTEMBER 21 SIDNEY, NEW YORK Air Show sponsored by the
Village of Sidney EAA homebuilts and antiques welcome. Rain
Date September 28.
90 JUNE 1975
Book Review
MESSERSCHMITT, AIRCRAFT DESIGNER by Armand
van Ishovan, Doubleday and Company, Inc., Garden City,
New York. 216 pages. $14.95.
As the title implies, this book by Belgian writer van
Ishoven is a biography of Professor Willy Messerschmitt.
It covers the famed designer's life from his first exposure
to hang gliding in 1913 until the moment of Germany's
surrender in 1945. In fact, the book simply comes to an
abrupt halt with Allied forces streaming across Germany
and with Herr Messerschmitt reduced to living in a shack
on a small hill . . . period. The only justification given
for this rather curious ending is that author van Ishoven
is a specialist in German history of the 1918-1945 period.
How's that for compartmentalized specialization!
But other than regretfully leaving poor Willy stranded
there in his shack on the hill, Messerschmitt, Aircraft
Designer is quite interesting. The last half of the book
covers well trodden ground for aviation buffs the devel-
opment of the Bf.109, 110, 163, 262, etc. The most inter-
esting part for this reviewer was Messerschmitt's early
career and the many previously unpublished pictures of
his long winged, super efficient lightplanes of the late
20's and 30's. U.S. and Canadian aircraft owners and
enthusiasts, in particular, should read books like this to
better appreciate the privileges we have in our countries.
Civil aviation in Germany in the 20's was severely limited
by the treaties that had been signed to end World War I.
For most of that decade only gliders and, finally, powered
gliders could be built and flown. When the Nazis came
to power, these restrictions were ignored and the Luft-
waffe was given top priority. Civil aviation in the 30's was,
however, largely a government subsidized and controlled
industry, a tool of the government's propaganda machine.
Many of the German lightplanes of this era, including the
Bf.108, were put on order to specifically win a particular
efficiency contest or tour ("for the greater glory of . . .",
etc.) or for training use in the government sponsored
flying clubs. None were ever produced in quantity by U.S.
standards and few were ever sold new to private owners.
This was the system in which Messerschmitt and his
contemporaries had to work. The miracle is that, in spite
of these conditions, some advanced and marvelous air-
craft were designed.
We grouse about the economic and governmental mill-
stones around civil aviation's neck today, but few of us
would be willing to trade for the conditions under which
German designers and aircraft owners and pilots existed
in the 20s and 30s. The freedom enjoyed by homebuilders
is pure gravy.
My only real criticism of this book is that after reading
it, I was left with the feeling that I still knew next to
nothing about Messerschmitt the man. Perhaps this was
intentional.
Now, does anyone know of a historian who specializes
in German history circa 1945 to the present? We've gotta
get Willy out of that shack on the hill.
Jack Cox
 Directory of Aircraft Under
Construction or Restoration
THIS AIRCRAFT DIRECTORY WAS COMPILED FROM EAA AIRCRAFT REGISTRATION CARDS SENT TO EAA BY THE BUILDER IF YOUR AIRCRAFT
HAS NOT BEEN LISTED. PLEASE REQUEST A REGISTRATION CARD FROM EAA

RAND KR-1 SPEZIO TUHOLER

Gary C Arms Rt 2. Box 358-A. Bloommgdale. Ga 31302 James B Baer 8176 Talimadge Rd . Rt 6. Ravenna. Ohio 44266
T R Belland 575 Univ Blvd East. Silver Spring. Md 20901 W W Fluharty. Jr Box 256. Tilghman. Md 21671
Burleigh Biltmger 70 B Woodland Terr . Clairton. Pa 15025 Charles L Gruby 4809 Ivy St . Pasadena. Tx 77505
Harry L Chamberlain 1541 Wm Penn Ave . RD 1. Conemaugh. Pa 15909 Eric R Manuel 4536 Bournedale Dr . Peona. Ill 61614
David Coleman 903 S Mam St Toledo. Iowa 52342 Hollis Nichols Stevens S t . Shmgiehouse Pa 16748
David Coleman 903 S Mam. Toledo. Iowa 52342
Peter Davis Box 169 O.S R . Kmgman. Ariz 86401 SPRATT CONTROLWING
Donald M Dole. Jr 9436 Shenandoah Dr.. Indianapolis. Ind 46229 Thomas A Kennedy Columbia Beach. RR 2. Parksv lie. B C . Canada
Darrell Clinton Douglass 422 52nd St South. Great Falls. Ml 59405 VOR 2SO
Harris W Flanmgan A-11 Abbmgton Dr . Hightstown. N J 08520
A Guidon 543 Preston Ave . lone. Calif 96640 STARDUSTER SA-100
James M Guinness 5 Hanover St . So Burlington, Vt 05401 Leonard P Barrel! Rt 1. Box 477 Ml Shasta. Calif 96067
Randy Harvell RR 1. Manteno. Ill 60950 Ralph L Korff 101 Lincoln Ave . Lockport. N Y 14094
Jerry L Halcher 202 Croft Ridge Dr . Broomall. Pa 19008
Albert O Hawver Rt 4. Box 313W Tampa. Fla 33615 STARDUSTER TOO - SA-300
David E Hill 611 Perry. Apt 2. Davenport. Iowa 52803 Bruno Alleja Rt 1. Box 671. Dover. Fla 33527
Michael A Howard 10512 N St.. Omaha. Nebr 68127 Ronald L Anderson RR 7. Box 183V. Decatur. Ill 62525
William Krueger 717 Cambridge Dr . Richardson. Tx 75080 R J Ball 250 Janet Ave , Darien. Ill 60559
Dale Krushel 212 - 1 1 1 Grey St Winnipeg. Manitoba. Canada Ray Branson Box 3432. Kimberling City. Mo 65686
R2L W4 Edwin H Daniels 2714 N Kennicott. Arlington HIS.. Ill 60004
George R Lackey 203 Pine Hill Dr . Dalton. Ga 30720 Ron D Davis 6185 Baltimore Dr. La Mesa. Calif 92041
Patrick Monaghan 2009 Hillside Dr , Baltimore. Md 21207 James J Galpm, Jr 6307 King Post Rd . Houston, Tx 77088
Rus C Moo'B Rt 2. Box 185-A. Greenwood. Del 19950 Roy T Garret! 1533 Georgia. Marysville. Mi 48040
Eric Ohmit 6102 E 10th St Indianapolis Ind 46219 Halsey Mines 1020 N W 39th. Topeka. Ks 66618
Henrik Olving 17703 Oakwood Dr . Spring Lake. Mich 49456 Bruce Humphrey 306 Teel Road Beckley. W Va 25801
George J Papich. Jr 4340 Nagle Way. Fremont. Calif 94536 Wayne E Jenkms Rd 2. Box 380B. Scheid Rd Huron. Ohio 44839
James E Safer 735 W 6th St . Bicknell. Ind 47512 Edward J Koch 1101 Mam S t . Sharpsvilie. Pa 16150
Thomas Smith 2163 E Friend St . Columbiana. Ohio 44408 Amenco J Mazziotti 84 Sherwood St . Portland. Maine 04103
Jim Snyder 111 W Vesper. Hesston. Ks 67062 Jacques Monie La Sereme. Quartier Notre Dame. 04290 voionne.
Gerald F Walls 709 S Royal Pomciana Blvd 110 Miami Springs. Fla France
33166 James S Pelraiba. Sr 914 Denver Place. Oxnard. Calif 93030
John T Weatherbie 804 Omega Dr . Lafayette. La 70501 J P Robbie Robertson 10159 E 25th St . Tulsa. Okla 74129
Albert E Worth 3714 Townsend Ave . Fresno. Calif 93702 Richard J Rohn Rt 3. Box 337. Berkeley Springs. W Va 25411
Michael D Zimdahl 171s Beech. S Milwaukee. Wise 53172 Peter Spanovic 185 Carter Dr Reno Nev 89502
Guenter A Stoldt 330 Ashley Rd Hoffman Eslates. Ill 60172
RANO KR-2
Charles L Banks 1618 Pine Knoll Dr . Austin. Tx 78758 STARLET SA-500
Robin E Butler 1841 Michigan Ave . Mamtowoc. Wise 54220 Roberi S Clark 3811A Cherwood Lane. Chattanooga. Tenn 37416
Alfred E Jacobs 720 N Jackson. Salem. Mo 65560
David Lininger 209 Mam St.. Potter. Wise 54160 STOLP V-STAR
Ralph McClure 15840 Hemlock Rd Chagrin Falls. Ohio 44022 Lew Pemberton 2770 Ernart Rd Medina. Ohio 44256
James H McCoy 320 Lambourne Ave . Worthington. Ohio 43085
Keith A Mansfield 322 Birth Ave . Hanahan. S C 29405 STEEN SKYBOLT
Steve Meltsner 7 Dunfey Ln . Windsor. Conn 06095 Judson Barnes 128 Boyce Dr . Shalimar. Fla. 32579
John H Mills 584 Macopm Rd . Butler. N J 07405 D M Bassett 466 Coral Place. Corpus Christi. Tx 78411
Will D Mitchell 3374 Laurel Way. Beale AFB Calif 95903 W G Beccy 5018 Courthouse. Gulfport. Miss 39501
Richard Moore 50 Hancock St . Lexmgton. Mass 02173 Steven Bornstem 156 W California Ave . Columbus. Ohio 43202
Richard N Nichols Fred L Bucci 1538 Dover Ave . Thousand Oaks. Calif 91360
Dudley A Chatham 4101 Schanen. Corpus Christi. Tx 78413 Per J Busch 1122 E Mead 2. Rapid City S Dak 57701
Ronald C PridSy 2515 Louise 5. Denton. Tx 76201 Charles C Carr 2103 Cannon Dr Gnssom AFB. Ind 46970
Richard E Shaffer RR 1. Churubusco. Ind 46723 Alan Clark RD4. Moravia. N Y 13118
Lawrence R Wedei 2307 Bendndge Tr . Austin. Tx 78744 Robert J Eccies 1110 Spruce Ave . Pleasantville. N J 08232
Russel R. Young 2200 Kimwood Lane. Rancho Cordova. Calif 95670 Roben A Flanagan 6659 Va Beach Blvd Norfolk. Va 23502
Gary R Giedd RR 1. Box 190. Hmesburg VI 05461
SAILPLANES W Richard Gruetter 5551 Rainbow Ridge Way. Decalur. Ga 30034
Charles E Dookins 10306 Lake Gardens. Dallas. Tx 75218 K Gene Heise 309 Country Club Dr . Cape Girardeau. Mo 63701
Bruce E Dyson 18 Sewail St . Marbiehead. Mass 01945 David Hladky 2117 Bndgewater Rd . Aston. Pa 19014
Roben Eldndge 1144 Portesuello Ave . Santa Barbara. Call 93105 G Michael Huffman 12236 E 38th. Tulsa. Okla 74145
Donald C Knauff RD 1. Westlake Rd . Lake City. Pa 16423
SAILPLANES (POWERED) Bruce A Martin 147 So Milton St . Smithville. Ohio 44677
John Martin Rejniak 13132 Woodndge Ave . La Mirada. Calif 90638 Robert W Prest 370 Park Ave . Freehold. N J 07728
G F Price 12 Uplands Court. Georgetown. Ont . Canada L7G 2S8
SIROCCO Dave L Siaybaugh Rt 7. Box 371. Decatur. Ill 62521
Russell B Caidwell 1300 Buena Vista N E . Canton. Ohio 44714 Charles B Smith RD 1. Box 497. Newton. N J 07860
Fred C Thomas 271 Grand Ave . Akron. Ohio 44302
SKYHOPPER John Toth 213 E Forest. Celma. Ohio 45822
Jimmy Snyder 5315 Rmggold Rd Chattanooga. Tn 37412 J Robert Trumpfheller 17601 N Shore Estates Rd . Spring Lake . Mich 49456
Frank J Verhaegen 337 Dalgren Ave . Ft Wayne. Ind 46805
SMITH MINIPLANE Johnny Williams Rt 2. Box 322. Canyon. Tx 79015
James A Nelson 514 E. 45th. Savannah. Ga 31405 James R Wilson 515 Wildwood. Mt Zion. Ill 62549
Roberi E Spamer 1400 Baldwin Mill Rd . Jarrettsville. Md 21084 Jack L Wnght 6134 Meartowood D r . Speedway. Ind 46224
SMYTH SIDEWINDER STITS FLUTTERBUG
Arthur Brideau 120 Kerby Lane. Grosse Pomte Farms. Mich 48236 Wm O Weiss and
Peter J H Brockley Box 1782. Stettier. Alberta. Canada TOC 2LO Dale Haynes 9770 Edna. Boise. Idaho 83704
Mark E Conrad 230 Country Hill Dr . Somerset. Ky 42501
Joseph G Drapac 4822 Cherry St . Griffith. Ind 46319 STITS PLAYMATE
Harold Driesbach 8775 Bruce Collms. Sterling Hgts . Mich 48077 Don Pern us 245 Roosevelt Ave . Elmwood Park. N J 07407
Richard W Ferns 102 Cottonwood Dr . Oakdale. Pa 15071
John L Hickman 9303 W 89th Ter . Overland Park. Ks 66212 TAYLOR MONOPLANE
Eric Humphrey 532 So Volutsi.l. Wichita. Ks 87056 G T Dzendzel 1318 E 14 Mile. Royal Oak Mi 48073
I Benson Linnabary 6920 Pinoak Dr . Cincinnati. Ohio 45239 Robert Stevens 13343 Demott Warren Mi 48093
Jesse LeRoy McCormack HR 4. Box 24B. Valparaiso. Ind 46383 Dan Thomas 314 Walnut Ave . Kamloops. B. C . Canada
Frank J Marrek 2520 State Rd . Hmckley. Ohio 44233
Gregory K Nagy 3502 Valley View Dr . Elkhart. Ind 46514 TAYLOR TITCH
Wallace Walker 14571 Chatham. Detroit. Mi 48223 Alfred G Moses Black Road. Shokan. N Y 12481
George W Wood RR 2. Monticello. Ind 47960 R R Reece 272 Westwood Dr . San Angelo. Tx 76901

SPENCER AIR CAR

Robert A Dunn 104 Table Mountain Dr . Ellensburg. Wn 98926

SPORT AVIATION 91
TEENIE TWO
Ronald T. Brown 102 Bruno Ave.. Pittsburg. Calif. 94565
Howard A. Defoe 4003 Oak St., Marshalton Hts.. Wilmington, Del. 1980S
William Harmes Box 731. Arlington, Minn. 55307
Joseph W. Hillebrand 16208 Fairlane Dr., Livonia, Mich. 48154
Blake Helmheckel 443 Oregon Ave., Warren, Ohio 44485
Richard E. Quigley 23100 S. W. 152 Ave.. Miami, Fla. 33170
George Wickers 17640 Gilmore St.. Van Nuys. Calif. 91406
THOrtP T-18
A. W. Adams 3313 Higbee Ct.. Modesto. Calif. 95350
Donald H. Baker Rt. 3, Box 165. Ellijay, Ga. 30540
Bruce L. Carter 13571 Wheeler Place. Tustin, Calif. 92680
Bill Cordoza 3 Juniper Court, Woodland, Calif. 95695
Jerry Dunn 2944 Madrid Ave., Jacksonville, Fla. 32217
Robert F. Hilton 5527 S. Hampton Rd., Charlotte, N. C. 28210
Bill J. Huff Iranian Bank Bldg.. Tehran, Iran
J. M- Manning oJI E. "I" St., Erwin, N. C. 28339
R. T. Ostendorf 450 Kent Rd.. Tipp City. Ohio 45371
David L. Sharon 810 Stansell Dr., Midwest City, Okla. 73110
William Teeters 914 Pollett Dr., Elgin, III. 60120
George Watson 8121 Paige, Warren, Mich. 48089

The Care
Jesse J. Whitten 909 E. Camile. Santa Ana, Calif. 92701
Richard C Wolever 1306 Crescent Dr., Forest Grove, Ore. 97116

TILLETSON DRAKE
Maynard J. Smith 705 E. Crystal Lake Rd.. Burnsville, Minn. 55337

TURNER T-40
Donald B. Eide 1044 So. Main, Shakopee. Minn. 55379
Jesse L. Neil Rt. 3. Box 366, Sandpoint, Idaho 83864

and Feeding
VARIVIGGEN
K. Ashdown Mindemoya, Ont., Canada POO 1SO
James E. Balz 1029 So. Grandridge Ave., Monterey Park, Calif. 91754
Jim Cavis 8344 E. Turney, Scottsdale, Ariz. 85251
Bill Cone 1151 Meadow Lane A-3. Waterloo. Iowa 50701
Edward L- Cordell 55 N. Locust Ave., Agoura. Calif. 91301
W. Marvin Dooley 2221 So. Real Rd.. Bakersfield. Calif. 93309
James Edgar 1306 S. Columbus Airport. Columbus. Ohio 43207
Robert J. Greer 1228 Logan St., Louisville. Ky. 40204

of Tires
Erwin F. Hohmann 4001 W. McNichols Reno 148, Detroit, Mich. 48221
George B. Holmes 1862 Spahn Lane, Placentia, Calif. 92670
Carroll G. Holzworth 502 W. Beaver Ave., Fort Morgan, Colo. 80701
Jack V. Huffman 2037 Princeton Dr., Barstow, Calif. 92311
Milton H. Jobes 25 Estate Dr., N. Ft. Myers. Fla. 33902
John L. Martin, Jr. 1441 Laburnum St., McLean, Va. 22101
Arthur S. Massie, Jr. 206 Lowerll St., Fall River, Mass. 02721
John Poehner 409 Hillwood Court, Flushing, Mich. 48433
George Semak 24 Liberto Lane, Dover, Del. 19901
Doug Stiner 102 Ohio, Iowa Falls. Iowa 50126

and Brakes
Ivan Whitehouse Rt. 1, Box 230. Goldendale, Wash. 98620
Orville R. Winfield RR 1, Box 450. Bristol, Wise. 53104

VOLKSPLANE VP-1
Donald D. Baginski 5181 W. 8th, Brooklyn Hts.. Ohio 44131
Robert H. Berry 3564 Briarbrook Ct., San Jose, Calif. 95132
Donald A. Brewster Merry Hill. Poughkeepsie. N. Y. 12603
Dana D. Cole 204 S. Arrington, Stillwater, Okla. 74074
Gerald J. Kalinowski 23 Bonnie Kay Ct.. Sayville, N Y. 11782
Dock O'Neal 6419 Merrill Rd., Columbia. S. C. 29209
Michael J. Robbins 310 So. Lucia Ave.. Redondo Beach. Calif. 90277
Shinichi Takenouchi 1608 Orleans Circle. North Kansas City, Mo. 64116
James L. Weber Rt. 1, Box 244, St. Louisville. Ohio 43071

VOLKSPLANE VP-II
Colin G. Bird 226 Lawrence Ave. W.. Toronto. Ont., Canada M5M 1B1
James H. Byler RD 2. Box 82. Belleville. Pa. 17004
Robert P. Cann 18782 E. Livermore. Reedley, Calif. 93654
John E. Huston SOU E. Indianapolis, Wichita, Ks. 67207
James L. Livingston 335 AVN Co., Ft. Riley, Ks. 66442
Lester McClain Rt. 4, Willmar, Minn. 56201
Harvey C. Muehl 15126 Stephens, East Detroit. Mich. 48021
Charles J. Schrey, Jr. 11 Thomas St., High Bridge, N. J. 08829
Theodore Simpkins Box 269, Shady Springs, W. Va. 25918
Glenn S. Steckling 943 Rose Dr., Vista, Calif. 92083
Roger Volkman 220 So. Mason St.. Appleton. Wis. 54911

WHING DING
Bob Conner Box 754. Gainesville, Ga. 30501 From Chapter 166 Newsletter
VOLMER SPORTSMAN Hartford, Connecticut
Joe T. Green 630 Donna St., Saraland. Ala. 36571
Larry Lombard 420 Lampasas Ave., Sacramento. Calif. 95815
Paul Nash 609 N. Frederick Ave.. Gaithersburg, Md. 20760

WICHAWK
John B. Brosseau 704 Hillcrest Dr.. Sleepy Hollow. III. 60118
James Burkholder 109 Lowman St.. Johnstown. Pa. 15901
Frederick M. Cadorette RFD 1. Bx 168. Uxbridge. Mass. 01569
Jeff Clarke 3326 Colony Dr., Jamestown. N. C. 27282
A. E. Clift 603 N. 58 Ave . Yakima. Wash. 98902 _L O AVOID SOME unpleasant surprises from the
J. H. Crawford 3390 Harris Dr., College Park. Ga. 30337
Harvey C. Day Box 267, Teec Nos Pos, Ariz. 86514 neglected gear below, a few words on the care and feed-
Jim DeLisle 229 N. Cragmont Ave., San Jose. Calif. 95127 ing of aircraft tires and brakes.
Jerome B. Dempsey 9090 Primrose Lane, Hickory Hills, III. 60457
Robert W. Dziezynski 463 Chestnut Hill Ave.. Waterbury, Conn. 06704
The most common problem affecting aircraft tires is
Benton R. Ellis 2003 Southwick. Houston. Tx. 77024 underinflation. The net result is always a shorter tire life.
Kenneth Frobtsh RR 3, Box 134. Columbus. Ks. 66725 Underinflated tires tend to wear heavily in the shoul-
Even R. and
G. R. Garnant Bantry. N. D. 58713 der area of the tread. Low tire pressure also increases
Cloyd W. Harshbarger 54 Andrea Place W., W. Babylon, N. Y. 11704 the chances of bruising the sidewalls and shoulders
92 JUNE 1975
against rim flanges and may cause inner tubes to slip
and shear off the valve stems w i t h obvious conse-
quences.
Heat, the tire's worst enemy, also comes with under-
inflation. Aircraft tires are designed to flex more than
auto tires. However, that same p l i a b i l i t y increases
friction, which in turn causes heat. When the flexibility
of tires is increased by underinflation, the heat effect is
aggravated and the temperatures soar. When tires get
very hot, the tread and carcass materials begin dissipat-
ing and the tire is permanently weakened.
This heat damage may not be immediately notice-
able, but it does occur. In fact the heat damage resulting
from an aborted takeoff in a high performance aircraft
is so severe that all the tires should be scrapped imme-
diately, whether they look bad or not.
Overinflation: When pumped full of too much air,
a tire will wear excessively in the center of the tread,
thus decreasing traction and increasing the likelihood
of cut treads.
For checking tire pressure, an ordinary hand gauge
should be used. The gauges found on compressed air
pumps have been know to tell lies.
Before testing his tires for proper inflation, the air-
craft owner should be aware of a few tire idiosyncrasies.
During landing and rollout, the air within a tire will
have been heated by friction. This warm air will be at a
greater than normal pressure, since heat expands.
Consequently, tires should be allowed to cool off for
two or three hours before being checked for proper
inflation.
This hot-tire deception also comes into play when
you fly from hot to cold climates. The tire pressure will
drop considerably, about a one-percent decrease in
pressure for every five-degree drop in outside air
temperature. This same kind of drop can be expected
when a plane is rolled out of a heated hangar and onto
a frigid ramp. Pilots should anticipate this pressure
change and i n t e n t i o n a l l y o v e r - i n f l a t e their tires to
compensate for it.
Too much pressure can only be caused by pumping
too much air into the tire, but underinflation can result
from a variety of causes.
All tires, be they tube or tubeless, are subject to air
seepage over extended periods of time. In the case of
tubeless tires, air escaping from the inner liner could be
trapped by the tire plies and result in sidewall blisters,
a very serious problem. To prevent this blistering, the
tire manufacturers have b u i l t sidewall vents into the
tires so the trapped air can escape fully.
Should the tread show excessive wear on just one
side of a tire, there's a good chance the wheel is out of
line. Righting that situation is a job for a mechanic.
Excessive wear in one section of the tire could mean
the wheel is out of balance, since the heavy side of the
tire would have a tendency to strike the runway first on
landing. Unbalanced tires can also produce excessive
vibration during ground operations. As with alignment
problems, balancing also falls within the mechanic's
bailiwick.
When visually inspecting a tire, a pilot is likely to
find all kinds of lumps and bumps and cracks, but few
such blemishes will actually disqualify a tire for con-
tinued service. Generally, a tire is still safe and fully
operable as long as the fabric is not exposed and as long
as some groove remains in the tread. The strength of
the tire comes from the fabric "carcass", and not from
the rubber tread. Therefore, if the carcass is protected,
the strength is retained. The grooves in the tread exist
primarily to permit water to pass under the tires, thus
minimizing the danger of skidding or hydroplaning on
wet runways.
Blemishes that do require a tire's removal include
any severe blisters, any cuts in the tread that extend
more than half the distance between two grooves, and
any cuts that expose the fabric beneath.
One type of tire cut comes from no fault of the pilot
at all. Given time, tires exposed to smog, sunlight and
weather in general will develop a random pattern of
shallow fissures on their sidewalls. Tire men call this
"weather checking". Unsightly as it may be, it does
not affect tire strength as long as the fabric is covered.
Retreading, long common in the auto industry, is
also extensively practiced in aviation. Flight schools are
these retreaders' prime customers, but the service is
available to everyone. The cost of retreading a tire is
about half the price of a brand-new one, but in most
cases the tire owner must also pay shipping costs.
A spokesman for Goodyear Tire and Rubber Co.,
the largest aviation tire manufacturer, said a retreaded
tire may indeed last longer than a new tire because the
retreads can actually be thicker than the original tread.
However, the maximum number of retreadings for most
general aviation tires is about three.
FAA regs do permit aircraft owners to remove, re-
pair and install tires, but the people at Goodyear suggest
that such major tire care should really be left to a mechan-
ic. Jacking up an airplane and removing a tire from a
wheel requires special tooling and a good bit of know-
how. A novice could get hurt. An airplane tire is under
rather high pressure, so high that a valve core can come
out like a pistol shot.
Two last notes on tire care. Oil, brake fluid, grease,
tar and the like have a deteriorating effect on rubber.
Should such goo be found on a plane's tires, the j u n k
should be removed by wiping the tire with a gasoline-
dampened cloth. Then the area should be washed with
soap and water. Also electricity changes oxygen to
ozone, which prematurely ages rubber. So, if a plane is
placed in storage, it should be kept in a cool, dry place
away from electric motors.
A natural companion to good tire care is the proper
use and maintenance of an airplane's brakes. All pilots
need brakes to stop and to turn, and so presumably
they all know how to use brakes. Not so. There's a
common assumption that continued braking causes heat
and that heat is bad for the gear. That's true. But many
pilots also assume that intermittent braking, or pumping
the brakes, will help cool the gear and thus reduce the
heat threat. That's false. Studies by the military show
that such intermittent braking during rollout does
not provide enough cooling to justify the extra runway
a pilot wastes in the procedure. The fact is that the heat
buildup takes time, and in some cases wheel and tire
temperatures don't reach their maximum until 15 to 30
minutes after heavy braking. The plane could be tied
down and the pilot working his second cup of coffee by
that time.
Another common braking error involves sharp turns,
or pivoting. An aircraft should never be pivoted by lock-
ing one wheel. It's bad for the tire, since the shear forces
involved can severely strain the casing plies, sidewalls
and beads of the tire. A small rock can actually be
screwed into the tire in such a maneuver. During tight
turns the inside wheel should be allowed to roll on as
large a radius as possible.
Obviously, landing speeds should be kept to a mini-
mum, since high speeds call for heavy braking. That in
turn means faster wear on the brake pads and the ex-
cessive heat buildup in the tires.
As far as brake maintenance is concerned, FAA is
not nearly as lenient as it is with tire care. Almost all
aircraft brakes today are hydraulic, and the FAA will
permit the owner to fill the brake's hydraulic reservoir
when it gets low. And that's all. Everything else involv-
ing brake care must be done by a mechanic.
SPORT AVIATION 93
 SPECIAL EAA OFFER!
JEWELRY
Brooch - yellow gold sunburst with EAA emblem . $ 6.80
Charm - on white gold plate or yellow gold plate $ 4.80

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

Earrings - pierced, post-type . . . . . . . . . . . . . . . . . . . . $11.25
Wire type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.25
Lapel Pin/Tie Tac (blue and gold) ................ $ 3.00
Lapel Pin/Tie Tac (white and gold) . . . . . . . . . . . . . . . $ 3.25
Tie Bar (Out ot Stock) . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.55

JACKETS & BLAZERS

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

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

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

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

All Photos by Lee Fray

 JUMPSUITS * PUBLICATIONS
You've been asking for it for years an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex __ Basic Hand Tools, Vol. 1
fire retardant material also a wild antique airplane pattern. __ Basic Hand Tools, Vol. 2
__ Custom Aircraft Building Tips, Vol. 1
These jumpsuits are tailored and fit beautifully no
__ Custom Aircraft Building Tips, Vol. 2
baggy look. __ Custom Aircraft Building Tips, Vol. 3
__ Custom Aircraft Building Tips, Vol. 4
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95 __ Custom Built Sport Aircraft
Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . $27.95 Handbook
Antique Airplane Pattern (Polyester Cotton Only) $27.95 __ Design, Vol. 1
Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95 ._ Design, Vol. 2
__ Design, Vol. 3
__ Engine Operation, Carburetion,
SIZES Conversion
Men 36-50 Regular Ladies 6-20 Regular __ Engines, Vol. 1
Men 38-50 Long Ladies 8-20 Long __ Engines, Vol. 2
__ Engineering for the Custom Aircraft
Builder Hoffman
Note When specifying sizes for jumpsuits, indicate __ Metal Aircraft Building Techniques
height, weight and suit or dress size in addition to the above __ Modern Aircraft Covering Techniques
information (i.e., 40 Regular). __ Pilot Proficiency
__ Pilot Report & Flight Testing
(Above Items Postpaid) __ Service & Maintenance Manual
__ Sheet Metal, Volume 1
__ Sheet Metal, Volume 2
__ Sport Aircraft You Can Build
SPECIAL EAA OFFER! __ Tips on Aircraft Fatigue
EAA Embroidered
__ Welding
Cloth Patches EAA JACKET REDUCED __ Wood, Volume 1
EAA - Small (cap size)......... $ .75 The EAA Jacket (not shown) with __ Wood, Volume 2
EAA - Medium (Vh" x 4'/2".. $1.95 the triangular white panel is being __ Wood Aircraft Building Techniques
E A A - Large (5" x 6") .......... $2.25 closed out. Save on the unlined
EAA Wings........................ $1.50 version.
Aircraft Builder.................. $1.75
Unlined medium and large
75
Antique/Classic Division ..... $1.75
I.A.C. Division................... $1.95 only . . . . . . . . . . . . . . . . . . . $12.95
Lined medium and large
EAA Vinyl Decals
only . . . . . . . . . . . . . . . . . . $19.95
EAA Standard (round)......... $ .50 Add 30c postage first publication, 10c each
Each special offer item, enclose additional manual.
EAA Winged...................... $. 50 $1.50 additional for postage and
Antique/Classic Division ..... S .50 handling.
I.A.C. Division................... S .50
How to Build the Aero Sport .. . $4.50
Other C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30
Metal Aircraft Placards........ $2.50 Plans
C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
Flight Bags (14" x 5" x 11'/i") $7.50 EAA Aero Sport................ $60.00
EAA Air Show and Fly-In Manual $2.80
Garment Bags (1 suiter) ...... $2.25 Super Aero Sport Wing
Golden Age of Air Racing ...... $2.80
EAA CAPS Drawings...................... $15.00
Wings of Memory . . . . . . . . . . . . . $2.80
EAA (white mesh, Aero Sport Info Kit ........... $ 4.00
Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
blue visor) . . . . . . . . . . . . . $3.50 EAA BiPlane P-2 . . . . . . . . . . S27.00
Flying Manual, 1 9 2 9 . . . . . . . . . . . . $2.30
Men's sizes . . . small, medium, large Pober Pixie . . . . . . . . . . . . . . $40.00
Flying & Glider Manual, 1932 ... $2.30
x-large Farm Type Hangar . . . . . . . . $ 5.00
Ladies . . . one size, adjustable to fit all Flying Miscellany, 1929-33 . . . . . . $2.30
"Fun in the Sun" . . . . . . . . . $5.00 EAA Log Book for the Custom-Built
{sailor type - small, medium, large, Airplane . . . . . . . . . . . . . . . . . . . . $1.30
x-large) EAA Sport Shirts
Theory of Wing Sections . . . . . . . $5.50
Skool . . . . . . . . . . . . . . . . . . . . $3.95 Knit pull over types with zipper at
Hang Gliding (by Dan Poynter) . $5.25
(knit cap, navy and gold) neck. EAA emblem. Sharp in red
Miscellaneous or blue! Specify color. Small,
EAA Lucite Key Chain .........$ 1.25 medium, large, (All books lower section Postpaid)
EAA Letter Opener........... $ 1.80 extra-large....................... $12.50
EAA Coaster Set (4)........... $ 1.55
(Order Today All items this Section Postpaid)

Send check or money order to:

EXPERIMENTAL AIRCRAFT ASSOCIATION

P.O. Box 229 Hales Corners, Wisconsin 53130

SPORT AVIATION 95
 umsiw

join the
EAA

STEARMAN!

DIVISION Stearman C-3R! One of the great airplanes of the past you'll read about each month in THE VIN-
TAGE AIRPLANE . . . one of the great old airplanes you'll see in action at Oshkosh and other
* * * * * * * * * fly-ins around the country this summer. Get in on the fun, join EAA's Antique/Classic Division.
READ THE Membership is open to anyone with an interest in vintage aircraft. Dues are $10 per year. You'll
get THE VINTAGE AIRPLANE each month, a membership card, the chance to meet a host of
VINTAGE new friends with similar interests.

AIRPLANE A limited number of back issues of THE VINTAGE AIRPLANE are available for $1.00 each.

EVERY MONTH Join today. Make your checks payable to:

EAA ANTIQUE/CLASSIC DIVISION

BOX 229
HALES CORNERS, WISCONSIN 53130

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.

itiem rs COMMUNICATING
TODAYS AVIATION
110 East 42nd Street
TODAY 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.
CD Bill me ($1 service charge added)
Name____________________
Address____________________
City/State/Zip_
96 JUNE 1975
HOMEBUILDING & SPORT
AVIATION SUPPLIES
MATERIAL KITS, 4130 STEEL,
AIRCRAFT SPRUCE &
PLYWOOD, INSTRUMENTS,
HARDWARE, STITS
PRODUCTS, RANDOLPH
DOPES, FABRICS, RADIOS,
HEADSETS, & MORE.
PLEASE INCLUDE 25c POSTAGE & HANDLING
J&IY1 Aircraft Supply Inc.
DEPT. S P. 0. BOX 7586
SHREVEPORT, LOUISIANA 71107
PHONE 1318) 222 5749
310HP Lye. 10-540 w/ALL access.
1340TT Excellent ............$3250.
200HP Lye. IO-360 w/access. 1378TT ..
...................... ......$2750.
180HP Lye. IO-360 w/access. 1940TT ..
.............................. 2695.
150HP Lye. 0.-320 w/access. 1836TT ...
............................. 1695.
12SHP Lye. 0-290-G As removed. Only
one left ..................... 395.
RANGER SALE (Only one each left)
175HP 6-440-C2 On a PT19 Mount ......
............................. 395.
200 HP 6-440-C5 w/Mags ........ 495.
NEW ELECTRIC AND MAGNETO
POWERED AIRCRAFT INSTRUMENTS
Aircraft Electrical system Not Required
All new manufacture, low cost, light-
weight instruments for homebuilts; 2%
accuracy dust and moisture proof,
lighted, JVi" and 3l/s" standard sizes.
Send large self-addressed, stamped (20c)
envelope for FREE CATALOG of INSTRU-
MENTS, ENGINES, and MOST of the
items needed to make your airframe
into an airplane. NOW WE HAVE A
COMPLETE STOCK OF AIRCRAFT HARD-
WARE including: Bolts Nuts, Washers,
Pins, Nutplates, AN Fittings, Thimbles,
Pulleys Nicopress, Turnbuckles, Cable,
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(213) 427 47O3 36O5 E. SPRING ST. * 218
LONG BEACH (AIRPORT). CA 9O8O6
rvan
A Picture
JD& worth A Thousand Dreams
STUDIOS
A unique new concept in sport aircraft construction drawings combining the precision
detailing of a master perspective draftsman with the artistic presentation of a graphic illustrator.
This full color illustration is incredibly detailed and drawn to perspective scale directly from
the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify
construction details of your aircraft project. Available now with highest quality color
reproduction on heavy weight coated mat! white stock 18" x 24" nSTARDUSTER TOO
CPITTS S IS OSTEPHENS AKRO Price including postage and sturdy mailing tube
s $12 for one drawing. S22 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
SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $7.50
Because of the tremendous response to our special "warehouse bargain price"
sale, this offer has been extended indefinitely! Added to this SPECIAL are
SPORT AVIATION issues for 19721 Go through the following list, pick out any
12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is 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, May, June, July, Aug., Sept., Oct., Nov. and Dec.
1975 - January, February, March, April, May
Make check or money orders payable to
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
P. O. BOX 229
HALES CORNERS, WISCONSIN 53130
SPORT AVIATION 97
 PL-4
Winner of Oshkosh 1972 Awards
for "Outstanding New Design"
and 'Outstanding Contribution to Low Cost Flying".
Under construction as a trainer for Canadian Ministry of Defense Air Cadet
Program. A superbly engineered design. Roomy cockpit. Full IFR instru-
ment panel. Safe and Easy to fly. 50 Hp VW to 100 Hp Continental. Folding
wing. Towable. All metal. Pop riveted. Easy to build, Aerobatic. Large
baggage space. Keep your flight proficiency for less than $2.00lhour.
Introductory Package ........................................$ 3.00
Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $80.00
Construction Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $70.00
Exploded Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $12.00
Drawings + Construct. Manual - Exploded Views ............. $95.00
Materials, Hardware, Pre-fab. Parts Kits Available

PAZMANY AIRCRAFT CORP.

Box 80051-S, SanDiego, Calif. 92138

SPAN . 20'2" TOP SPEED

. . 12 U.S. GAL
150M P H
BARKER
EMPTY WEIGH!
GROSS WEIGHT
420 LBS
800 LBS
CRUISE SPEED
STALL SPEED
. . . . 140M.P H
... 42 M.P H
VW Engines - Parts - Fittings
ENGINE .... VW 1600 SEATS . . 2. SIDE BY SIDE

Ted Barker
Experimental Engines
Palomar Airport - Bldg. 5E
FREE INFORMATION Carlsbad, California 92008
(Send stamped, self addreiied envelope) Telephone (714) 729-9468 ot 729-9033
RAND/ROBINSON ENG., INC
6171 CORNELL DRIVE
HUNTINGTON BEACH. CA 92647
ALL NEW (including case)
HAND BUILT ENGINES VW
5 5 - 1 0 3 H. P. Ready to install.
DETAILED PUNS & INSTRUCTIONS '45.00
Comtrociion Kits also 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!

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 Aero 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

98 JUNE 1975
 ML360 Full 360 Channel
Comm Transceiver $630.00

(One Size
$21 14
1569
17.68
1855
3733
40.35
32.45
3335 ML200 NAV/Comm Transceiver
1972 100 Channels Comm & 100
2059 Channel NAV '$565.00
2297
2592
4094
41 32
2892
2951
SPECIAL CORPORATE TIRES
18 x 5 x 5 Tubeless. 10 ply
26 x 6 x 6 Tubeless. 10 ply

WAG AERO - Box 181, Lyons, Wisconsin 53148 414, 763-9588

ENGINEERED OLC30OMNHocalizer
OBS *$315.00
BolhML200&OLC30 For $695.00
IF PRICE ISN'T A GOOD
ENOUGH REASON TO
BUY OUR RADIOS, THEN
RELIABILITY &
EXTENDED
WARRANTY SHOULD BE.
Our New Year's resolution? We want
everyone to fly our radios, so we're
offering them to you directly, at as low
a price as we've ever advertised. And
the reliability is so good, we're
PROFESSIONAL DESIGNS FOR THE SPORTSMAN offering a two year warranty.
Sport planes, gliders, racers,
balloons, experimental whatever
TERRA is what flyers are turning to
after all, what could be better than
a reliable radio costing less than all
the others?
For more information on Ihe complete Terra
Corporation line of communication and
navigational equipment. write to

All WOOD
ENGINEERED
STRESSED FLIGHT TESTED VW POWERED
SIMPLY BUILT: Only one verticil and horizontal tail
1 piece benl-un jlum. tear. Simple 3-bulkhead wood DETAILED PLANS (70 sheets 11 x 17")
fuselage with no mem Mtims or cloth cover. No en- 2-Place VP-2 . . . . . . . . . . . . . . . . . . . . . . *$55.00 CORPORATION
, tack-sawed 1 Placfi
from i, ply vw engine requires little more than adding iii,.ft,Itm* a i." " 3520 PAN AMERICAN FREEWAY
prop and magneto. Evans VP highway tows without Illustrated Brochure
57.00 Outside U.S. ALBUQUERQUE, NEW MEXICO87107
Evans Aircraft Box 744, La Jolia, Calif. 92037 (505)345-5621
_________________________ _^
SPORT AVIATION 99
 AIRCRAFT SPRUCE AND PLYWOOD
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
Round tubing - square tubing - stream- * Surfaced either two or tour 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 AlR Epoxy Resins for KR-1 Aircraft.
(813) 686-1285 WICKS AIRCRAFT
723-S Saratoga Ave. - Lakeland, Fla. 33801 Madison County Highland, III. S2249
BUILD THE LITTLE D-8 SAILPLANE: 618/654-2191 No Collect Calls, Please
* All Metal
* Easy to build for beginner and
RIVETS BEST PRICES
veterans alike
USMC POP" Rivets * HO 402 Pullers
* Plans only $39.00 KIT AVIONICS ".'ON! . SIAlNIFSS ALUMINUM Cl OSHJ t NO
* Brochure $1.00 Rivet Kils PL 4 eic Fast Mail Service
PACIFIC AIRCRAFT
Build your own Audio Panel, SPORT AIRCRAFT SPECIALTIES
P. 0. Box 2191 Marker Rcvr, Test Equip. & more. NEW ITEMS
or-.ery WSL ul Md'Dieiiedd
AN n v p l s 4?6 & 4 7 0 A D 1 4 <J
La Jolla, California 92037 I?0"S'00-C5 Oco5
FREE C A T A L O G
P.I ^.f"^ SASS- ,. ,OL,' olflne r.i( . . < ;
RST POB23233B San Diego, CA 92123 SAS - Bo> 363 Wenham. Mass 01984
(714) 277-1917

Sport Aviation Supply Ltd.

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

1st Finished. ART CHARD, Bronson, Mich. CERTIFIED AIRCRAFT BIRCH PLYWOOD
In stock in thicknesses from .6mm 3-ply
VAN'S RV-3 thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner NOW IN STOCK
The total perfomance homebuilt, Tops AIRCRAFT SITKA SPRUCE (MIL 6070S)
195 mph on 125 hp. Lands 48 mph. STOL. "STROBE" 3
Acrobatic. Aluminum structure. Easy to /i", 1", 2" x 6'", dressed to 20' long.
Great for KR & foam planes. 24 oz. wt.
build and fly. 85 - 150 hp. Parts Avail- Dual system. 1.25 amp. Build for under HOMEBUILDERS SUPPLIES,
able. $65.00. AN, BALSA, AEROLITE GLUE
Brochure $3.00 Plans $85.00 Plans and part list included.
Send $3.00 and self-addressed envelope. Write For Free Quarterly catalog
VAN'S AIRCRAFT M & J SALES
22730 S. W. Francis, Beaverton, OR 97005 1410 Western Ave. Las Vegas, NV 89102
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 Ib. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00
S Ib. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90 VJ-22
8 Ib. Kit 15.05 "Sportsman
* Trademark of Ciba Co. Ltd. F. 0. B. Fullerton, Calif. Amphibian
70 aircraft
now llyini
MAKE BUILDING EASY
MATERIAL KITS FOR EXCEPTIONAL DESIGNS
KR-1 KR-2 ACRO SPORT
Spruce Kit $145.00 $175.00 Spar Kit $151.00
Styrofoam 90.56 141.20 Tubing Kit $350.00
Epoxy Kit $24.00/gal $108.00/5 gal. SKYBOLT VJ-11
"Solo" Hang
Dynel Fabric 48'' $1.80 yd. Spar Kit $230.00 Glider
Polyurethane foam available * Tubing Kit $380.00 Easy to build
biplane glider
PAZMANY PL-4 World's litst 3
Write for detailed listings approved by the designer of this award-winning aircraft. control hang
flider

AIRCRAFT PLYWOOD Brochure

4'x8' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.

Mahogany Birch
Thickness 90* 45* 90* 45
1/32" 3 ply 1.53 2.27 (Poplar only)
1/16" 3 ply 1.21 1.94 1.26 2.11
3/32" 3 ply 1.26 2.07 1.31 2.16
1 /8" 3 ply 1.31 2.1 B 1.37 2.20
3/16" 3 ply 1.36 2.26 1.51 2.61
3/16" 5 ply 1.63 2.94 1.57 2.83
1/4" 5 ply 1.76 3.01 1.68 3.08
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available.
NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase)
Box 3222, Oept. E U547 Arminta St., Unit E
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 Glendale. CA 91201 Van Nuys. CA 91402

100 JUNE 1975

 ASK THE PILOT
WHO OWNS ONE
When you communicate you'll
be thankful for the depend-
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en in hundreds of sailplanes
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See your dealer or contact: *8.00 two years.

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Books By

THE FLYING COLES THIS IS EAA TO A PILOT

$8.50
20,000 hours of adventure in no-radio
tail draggers, the 20's, the great depres-
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drama of THE FLYING COLES.
WHAT THE READERS SAY
ERNEST GANN
"THE FLYING COLES is a barnstorming
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"He writes his life as sure and honestly
as he flys his airplanes This book at last
is our own private view into the storms
and adventures of one of the most famous
pilots in all aviation. I loved the book."
ROBERT STANFIELD, Exec. Ed. AOPA
PILOT
"Duane, I liked the book thus I did a re-
view."
Mail orders to . . DUANE COLE
ADD 50c FOR POSTAGE AND HANDLING (7Sc
$8.00 $5.00
A narrative history of the EAA. For new A heart warming memorium to the au-
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from its beginning. A candid year by growing up in aviation - It's the story of
year account of the humor, tragedy, the Cole Brothers Air Show - Of a young
disappointments, and successes that man giving up his life for sport aviation.
molded the heritage of every EAAer.
WHAT ONE READER SAYS
"Thanks, Duane, for a great story."
CONQUEST OF LINES
AND SYMMETRY
Paul Poberezny EAA #1
VAGABOND CUB $5.50
The most comprehensive book written
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The first person autobiography of o J-3 advanced maneuvers.
Cub. Twenty years of romantic events
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carries on from factory to museum.
FBO's bush pilots, cowboys, farmers, $4.00
stunt pilots, and a sheriff share in the Basic aerobatics from spins to inverted
story. flight. Aresfi Key.
201 E Lester Street Burleson, Texas 76028
FOR CANADA)

SPORT AVIATION 101

 BARKER
VW Engines - Ports - Fittings
Ted Barker
Experimental Engines
Palomar Airport Bldg. 5E
Carlsbad, California 92008
Telephone (714) 729-9468 or 729-9033

ALL NEW (including case)

HAND BUILT ENGINES VW
5 5 - 1 0 3 H. P. Ready to install.
BUILD THE ALL-METAL T-18
SPECIFICATIONS & 3-VIEW... $3.00 PLANS... .$180.00
CONVERSION PLANS
by TED BARKER (VW) $5.00
THORP ENGINEERING CO. INFORMATION PACK
P. O. Box 516 Sun Valley, Calif. 91352 AND CATALOG $1.00

MONARCH ULTRALIGHT OWN ANY AIRCRAFT ! !

SAILPLANE
Now, every pilot, not just those with money to burncan
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130 Crest wood Dr.
to M. D. Wilier & Company, Box 3040E, Long Beach, Calif.
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Indiana 46360

aviation supply co.

COOPER 2149 E PRATT BOULEVARD
ELK GROVE VILLAGE. ILL 60007
AREA CODE 312 439 2050 POBER PIXIE
MATERIAL ASSEMBLY KITS
Your No. 1 Supplier
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Base Primer No Odor, Fireproof. Water Clean-up! for wings, fuselage/ cated shock struts
Aero Acrylic Color Coats Use over Fabric, Metal and landing gear, tail Tail assembly kit
Plastic Alike for Uniform Finish' Pre-formed metal & Wing, turtledeck and
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Free Catalog For complete information, send for our latest All Basic Accessories for
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All kits are packaged individually for assembly purchase.
Specialized Quote Service: Send for FREE illustrated brochure showing kits available.
Be sure to write or phone us for dope and Plans and information packet available from EAA Head-
fabric material requirements for your quarters.
specific aircraft. Advise name, year,
model and serial number of aircraft and
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For immediate reply, address attn: SuperFlite Division Box 181, North Road,Lyons, Wise. 53148

102 JUNE 1975

 PLANS FOR ALL-WOOD FLY BABY
PLANS NOW AVAILABLE

FOLDING-WING
SINGLE-STATER

WINNER OF 1962
EAA DESIGN
CONTEST.

$25.00

Simplified step-by-step ossembly drawings SEND $1.00

for literature,
and detailed printed instructions. specifications,
material costs,

POBER PIXIE PETER M. BOWERS

13S26 DES MOINES WAY SO.
SEATTLE. WASH. 98168
tooling re-
quirements,
large flight
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 Aero Sport plans. Tailwind, Cougar, Bushby I
& II, VJ-22, Loving's Love,
The Pixie is a very docile little sportsplane designed Smith Miniplane, T-18, PL-1,
for the pilot who wants an honest, inexpensive fun air- PL-2, Pitts, Starduster, Sky-
plane for weekend and sparetime flying. bolt and others.
Marcel Jurca MJ-77
Plans are only $40.00. Mail your check to: (P-51 \'t 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 - $100
BOX 229 GEORGE & JIM RATTRAY AIRCRAFT PARTS
HALES CORNERS, WISCONSIN 53130 2357 Afton Road Beloit, Wis. 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 j AN hardware packages are complete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to conform to plan j down to cotter pins and all details.
INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
AEROLITE 306' *
ONE SHOP ONE STOP CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
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 103-13
Quality materials and Crattsman-
s>P ouy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG
e T M otaBACo
STITS AIRCBAFT COATINGS
POST OFFICE BOX 3084 S
RIVERSIDE, CALIFORNIA 92509
A.H. BUTLER, EAA 573S3
R 02. Box 174 BLAIRSTOWN. N J 07825 PHONE 714-684-4280
AC/201-362-6333

SPORT AVIATION 103

 P L Y W O O D S SPORT AVIATION '<.' ft;
ith EAA Aeronautical Engineering
AIRCRAFT To MIL-P-6070 ANNUAL FILE... Scholarships
MARINE To MIL P 18066 Set of 5 Holds 5 Yrs. Write EAA:
CB
HARBOR SALES CO., INC. $4.95 Post Paid J
P. O. Box 229
1401 RUSSELL ST., BALTIMORE, MD. 21230
Phone 301-727-0106 EAA CH. 202. Box 202 Panama City, Fla. Hales Corners, Wisconsin 53130
32401

/rf it! Did you check the tach first?

ADJUSTABLE PITCH PROPELLERS

>KE THE GUESS WORK OUT OF PROP. SIL ICTION

~~~ VW AIRCRAFT PARTS
& Leaf Type
STEEL & ALUMINUM LANDING GEAR
vw 1 ILADii _ 3 BLADES
SO HP. TO ISO H.P
V W
PLANETARY V-BELT DRIVE
' MANUFACTURED
GEAR DRIVE OR
lORSE CHAIN DRIVE
Price List SOc

METAL MASTERS
5S99 University Avenue
Checks accuracy of tach in panel, shows San Diego, Calif. 92105
true prop speed, 1800-2400 rpm, cw/ccw. (714) 582-2755
CORVAIR TACH-CHEK is self-contained, nothing to
PLANETARY GEAR DRIVE NOW IN STOCK
connect. Accurate! Easy to use! Pocket-
Flying Struts and Strut Tubing
sized w/carrying case. $12.95 ppd USA.
CHAIN DRIVES
'>i
ROBERSON & COMPANY, 17 E. Thomas
Stabilator Tabs, Control Sticks,
olw
Road, Phoenix, Ariz. 85012. Bushings & Other Goodies
Available For
Alum. F 85 Old* Dealers Wanted. Send Copy of Drawings for Quote
Alum. Buick Spec.
Chevrolet V-8
Alum. Vego
Pinto
Muttong II
FORD-VB Lorg.Cu.ln.
Fokon
FOR REPLICA FIGHTERS And Other,
CHAIN DRIVE

1975 WARBIRD CALENDAR

VWCORVAIH
DUAL PLUS
HEADS
MAG. DRIVES
6 beautiful 11 x 14 color in-
Dlret Oriv*
Strttm Lin* flight photos taken at Oshkosh.
No*. Con*i

-
-
NO ENGINE MODIFACTION REQUIRED
SELF STARTER EQUIPPED ALL ENGINES
VW- BELT Included are F6F, P-51, FM2,
DRIVES START
-
-
iUILD THEM TOURSELF - FROM SCALE PLANS OR
IUY THEM COMPLETE READY TO INSTALL
AS LOW ASSIW* P-38, P-40 and AT-6.
- SCALE PLANS KITS OF MAT . PARTS. (, CASTINGS Rdr To Instoll The TURNER T-40 Series all wood
FOR INDIVIDUAL ITEM SEND 13.00 FOR INFO.
GYRODYMMIC SYSTEMS Order From folding wing airplanes
FOR ALL ITEMS SEND S4.00 FOB INFO. PACKET
PHOTOS LAYOUTS SPECS DATA PR.CES f. O. BOX 55 DCPT. -191 T-40 Single Place P l a n s . . . . . . . . . . ^ 75.00
_
SEND SI 00 EXTRA OUTSIDE USA
INFO PACKET PRKI REFUNDAIU DEDLANDS, CALIF. 92373 WARBIRDS OF AMERICA T-40A Two Place Plans ......... .$125.00
P. 0. Box 229 Information Packet ..............$ 3.00
Hales Corners, Wis. 53130 E L. TURNER
High Intensity Strobes Only $2.50 including postage
21 Mansfield Dr.
Chelmsford, MA 01824

DUAL WING TIP STROBE

2 Model 429 strobe lamps,
wiring, remote mounting, &
power pack.
EXPLOSION PROOF
$189
EL G R I N G O
DUAL FUSELAGE Super Sport Take Home
,_ STROBE Stalls at 40 tops out at 140
Flush mounted strobe CRASH RESISTANT Steel tubing airframe. Easy Home Con-
struction. Quick removable wings. Alumi-
lamp assy. , wiring,
and
supply.
remote power
FUEL CELLS
Any Shape or Capacity
num and steel spars. Adjustable trim and
seat. New Techniques in Foam-Dynel
Epoxy and Aluminum. Volks Power. Plans,
$189 Sport, Stunt. Experimental Photos, Instr. $50.00
C. B. ENTERPRISES
THREE LIGHT Aero Tec Labs Inc. Dept 23. Hewson Ave 2022 N. Acoma Hobbs, NM 88240
Waldwick. N J 07463 / 201-444-6080
STROBE SYSTEM
Dual tip strobes plus
high intensity tail light
strobe, wiring and re-
mote power supply.

$268
SKYBOLT
STROBE-NAV LIGHT COMBINATION STAHDUSTER TOO
High intensity MA-5 CHARGER
strobe 1or left COOT O others
and right wings,
including left &
right navigation 41 JO Steel & Aluminum
light plus tail in tube & sheet
light, wiring & Spruce
power pack. Aircraft & Marine
Plywood
$199 AEROBOND 1178 (the
we know
SEND FOR FREE PARTS CATALOG
WAG-AERO. INC.
North Rd., I yens, Wl 53148 - 414-763-9588

104 JUNE 1975

 WENDT TRAVELER
Economical fast, com-
fortable, cross-coun-
Jtry. wood Airplane.
'torn either seat. Uses
Fuel Flowmeter
Cont. 65-100 hp. 12 p. brochure, 2 sample
drgs color print, S3. 55 drawings & 26 pp and Totalizer
instructions, S55. (Calif, residents add 6 C 0 Earl Sharitt used a FloScan*'
sales tax). WENOT A C ENGRG., 9900 Alto GPH Meter and Totalizer
Dr., La Mesa, CA 92041 in his Mooney Mark 20
when setting a new FAI
Class C1B non-stop flight
FLYING TO OSHKOSH? record of 1218 miles from
REDUCE YOUR FUEL COSTS with Victoria, B.C. to Tiajuana.
AVIENT'S AVGAS GUIDE Mexico. He used 46 gal.
the Totalizer read 47!
Fuel prices can vary by 15c or more per Write or call for more
gallon from one field to another. AVIENT'S information to:
AVGAS GUIDE lists prices of 80 and 100
octane and jet fuel at 3000 airports in the
48 states. Eastern. Central and Western
FloScan Instrument Co., Inc.
editions, each updated and published
quarterly. (Central includes N Dak, S Dak
Nebr, Minn, Iowa, Mo Wis, Mich, Ind'
3016 N E Blakely St..Seattle. Wa 98105
Telephone (206) 524-6625
FOR
III, Ark, La, Miss.) Listings also indicate'
airports with RESTAURANTS. SAFETY
For a one year subscription send $10 for READ THE CLASSIFIED ADS
one regional edition (4 issues), $15 for
two editions (8 issues), or $20 for nation-
wide coverage (12 issues), to ...
CUSTOM
AVIENT PUBLICATIONS
P. 0. Box 12088-X, Wichita Kansas 67212 BINDERS
plus
$4.25 co.
or 3 for
BEAUTY
$11.95

Now you can keep all of your issues of

FORD V-8
SPORT AVIATION together and in perfect
CONVERSION KITS condition for easy reference. Designed
COMPLETE READY FOR INSTALLATION in beautiful royal blue vinyl with gold
On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE letters, each binder has metal spines for
Fighter Replicas. Designed for installa- holding twelve issues of SPORT AVIATION
tion of constant speed propeller. Custom
engine building available. For illustrated or EAA "how to" publications. Copies
brochure, specs, price list, send $5.00. may be easily inserted or removed.
Specify
NOTICE WADSWORTH AVIATION
DEVELOPING TWO NEW ENGINES P. 0. Box 281 Lapel, Indiana 46051
2-1 Reduction
Pinto and Capri 4 cyl. (2000 cc and Indiana residents add 4% sales tax.
2300 cc)
Capri and Mustang II V-6
Postpaid in USA.
* Flight Proven1"
(2600 cc and 2800 cc)
These engines could be installed in
Durable AIRCRAFT FINISHES
many popular homebuilts with improve-
ment in performance and appearance.
for Executive, General
For further information contact us. and Agricultural
GESCHWENDER
Box 5152
AEROMOTIVE, INC.
Lincoln, Nebr. 68505 Aircraft...
POLYURETHANE
NEW BIPLANE FROM WICHITA BUTYRATE NITRATE
ACRYLIC EPOXY
ENAMELS PRIMERS

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 OO Javelin Aircraft Co. Inc..
9175 East Douglas. Wlchlta. Kansas 87207
NA/AD
Interested i" i.yro c c p t o r ' < sirp up to the Contact Randolph Products
real one. The all-aluminum Boomerang Company, for name of
uses 65 to 180 hp engines. So rugged
it makes a great 2-place dune buggy. nearest distributor.
Costs no more to build than the little
ones. Forget the hard to get high octane
gas and the special strips. Take off from
and land on almost any terrain and even
use car gas in most engines. 1 airframe
for one - or two - place construction,
ideal for wide range of engines; so adapt-
able that almost any body can be used.
Shown above, the BOOMERANG I, with
a Jerry Barnett body. Kits start at $295.00.
Send $5.00 for information
$35.00 for complete one or two place
package,

plans, to
Wlchawk ha* now b*n granted Clasa ROTORMASTER AIRCRAFT
AA approval by th* National Association
of Sport Aircraft Dslgn*ra. 2176 Hancock San Diego, Calif. 92110

SPORT AVIATION 105

 NEED A & P RATING CUSTOM GRAFTED W O O D KITS
Guaranteed to pass written, oral, Practi-
cal. All Three Exams in 5 to 14 days.
A/C SPRUCE, PLYWOOD & SUPPLIES DISCONTINUED
Very Moderate Tuition. Examiner on Staff Wood kits for most homebuilts with parts INVENTORY SALE
For Full Information Call or Write: cut, sanded, ready to assemble. Spar kits
FEDERAL EXAMS with spars beveled and tapered. Aero 4130 Tubing, Hardware many
5602 N. Rockwell, Okla. City, OK 73Q08 Sport milled wing kit $398.39.
405/787-6183 TRIMCRAFT AERO parts and accessories at 1973
Western Division 4839 Janet Rd. Sylvania, OH 43560
4137 Donald Douglas Dr., Long Beach Apt. 419-882-6943 Catalog 25c
prices. Write or call for free
Long Beach, Calif. 90808 213/429-3315
illustrated inventory listing.
CORVAIR HI-PERFORMANCE EQUIPMENT STITS AIRCRAFT SUPPLIES
ULTRA-COOLEH OIL PAN I ROCKER COVERS ROCKER g P. 0. Box 3084
COVER BREATHERS ALUM. BRONZE V A L V E GUIDES* f
S U P E R - F L O W I P R O - F L O * OIL PUMP KITS HEAT $ Riverside, California 92509
TREATED, FLANGE HEAD NUTS QUICK SHIFT KIT IIG j
BORE HEAD GASKETS C A T A L O G FREE ORDER FOR |
H.P. BOOK.Hn* to Hotrod CORVAIR ENGINES 55.bt P. PO. 5
(714) 684-4280
SAL 2/3 Mustang Miniature Fighter
TOR REVISED '74 CATALOG Plans - $150.00 Brochure - $4.00
SEND SI.N S-14 High Wing All wood STOL
DUX till H SO. EL MONTE. CA 91733 Plans - $50.00 Brochure - $3.00
Also available F-9, F-10, F-ll & F-12 bro-
chures $3.00. Add $1.00 extra for Airmail,
Kits for above will be available. Let us
know your needs.
A & B SALES
36 Airport Road
Edmonton, Alberta, Canada
AIR SKIMMER 403/453-1441
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. Real Performance In A Proven Design
Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear. Engineered For Safety And
ICT DI A kic 180 Carmelo Drive (E) Simplicity VW Powered
Jtl fLANi CARMICHAEL CA 95608

Brochure . . . . . . . . . . . . . . . . . .$3.00
<v Ml NUT I -SCALE. J Seci.onol chart and clock an

Solve Your Metal Cutting

cis* Vf R flight planning anil contact navigation.
Plans (168 sq.ft.) ......... .$75.00
MINUTE SCALE i
Problems i( green 'uleis. gradu

Homebuilt 80-Inch Bandsaw .illcl lines ul iranjuaient blue seiiarjie the four speed 7OnH on Men iila
MocDonald Aircraft Co.
Build it in a few evenings rulei Tru-sets are mjiie in rither statute miles or in naulic*! mites, and t
vi hdi a speeO 'd-kjf of 80 thru 156 le.lher MIPH or knots).
P. 0. Box 643-S Sonoma, CA 95476
for about $100 using mater- np actual ground speed by marching it die and
ials you can buy at the V measuring ahead with MINUTE-SCALE. Also
lumberyard and hardware n MINUTE-SCALE.
store. It also has a high MINUTE-SCALE imely Products Company.
speed that zips through
wood.
Plans and step-by-step in-
structions $6.00 - check or FLYING BOAT
money order.
A Challenge to The Home Builder I
HOMEBILT TOOL COMPANY
Box 2136, West Lafayette, IN 47906

AIRCRAFT FOR SALE "OSPREY 1" FLYING BOAT

(sealed bid) Wood Construction Folding Wings
60 to 100 H.P. Stores in Garage Build and fly the boat that does
250 ft. Takeoff not use or need ailerons, eleva-
Easy to Fly Photo Brochure $3 tor or rudder. Information free.
1. 1955 Cessna 180 Complete Plans SE5
GEORGE PEREIRA, DESIGNER/BUILDER
OSPREY AIRCRAFT SPRATT CO., Inc.
2. 1947 Republic Seebee 3741 El Ricon, Dept. SA52 BOX 351 MEDIA, PA. 19OS3
Sacramento, Calif. 95825
3. Harvard Mark IV AT6

Successful bidder will accept

each aircraft "as is" in writing. SMYTH SIDEWINDER GYROCOPTER OWNERS
1969 EAA "OUTSTANDING DESIGN" FLEXIBLE SHAFT PREROTATOR
Complete const" uct ion plans, pjrts l i s t ,
operatipq and installation instructions
Bids will be accepted until July
$5.00
18, 1975. Also available Finished and un-
finished castings, parts, complete
unit - ready to install.
More details concerning the air-
craft and procedure for the 'sale'
can be obtained by contacting High performance, all metal, two-place
sportplane. Designed with the amateur
the Aviation Dept. Hawkeye builder in mind. Three-view, specs, sam-
ple drawing, 15 page illustrated brochure
Institute of Technology, Water- $2.00. Good quality, easy to follow, step-
loo, IA. 319/296-2320. Aircraft by-step construction drawings. $125.00.
Plans may be purchased in five - $25.00
may be seen at the above loca- packages if desired. DICK WUNDERLICH GYROCOPTER
Sales and Service
tion through arrangements JERRY SMYTH 1504 Conner Ave.. Locknort Illinois 6044 1
Box 308, Huntington, Indiana 46750 Phone 1815! 838 5833

106 JUNE 1975

LETTERS . . .
(Continued from Page 5)
I found an aerospace engineering student
who was bored with doing the usual super-
sonic-jet-and-space-vehicle problems that are
the bulk of the projects here at Virginia Tech
However even he has his limitations, because
ultra low speed flight is a big unkown as far
as research
So. we are working on some breakthrough
designs Wish us luck.
Part of the present concept is to keep our
airfoils aerodynamically clean so we're
considering wing-warping for control. Do
you know of any good sources on warping
control 9
Also, can you give me a list of local EAA
members within a 100 miles radius of
Blacksburg'
I've really enioyed SPORT AVIATION Even
though most of your articles are oriented
toward speed and family flyers, almost every
issue has had something that helped my
thinking on design problems
SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and
Tubing. All sizes, any length.
No minimum charge
Distributor for all STITS Products.
AN Hardware. Etc.
KNAPP AVIATION
P. 0. Box 764, Miami, Fla. 33148
305 ,888-6322_____________305/887-9186
CERTIFIED A I R C R A F T BIRCH
P L Y W O O
1/32" $8.40 3/32" $1360 3/16" $19.80
1/16" 9.20 1/8" 15.00 1/4" 25.20
FOB per 4x4' sheet. 20 or more 10%.
Cut in half, or smaller for prepaid parcel
post and faster service.
VIOLETTE PLYWOOD CORP.
P. 0. Box 141X LUNENBURG, MASS.
ALCLAD 2024
ROLLED AIRCRAFT ALUMINUM
T3 .016 by 36" wide $1 60 per running foot
T3 .016 by 48" wide $2.15 per running foot
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 .040 by 48" wide $2 95 per running foot
0 .040 - 5052 341/3" wide $1.95 per run-
Add $3 cutting charge for less than 5 ft.
Add $2 cutting charge for less than 10 ft.
B R A N D NEW SHEET FASTENERS ! !
3/32" or 1/8" 37c each - 36c each in
lots of 50 - 35c each in lots of 100.
Sheet Holder Pliers used $2.75 pair.
RIVETS (GOOD AIRCRAFT)
Lot HI Mostly 3/32 mixed 95c per pound
Lot 2 Mostly 1/8 mixed 75c per pound
Lot i?3 Mostly 5/32 mixed 50c per pound
Be sure to include ample postage, ex-
cess will be returned. 100% money back
customer satisfaction guaranteed, if re-
turned within 30 days.
Send 25c for brochure
AIRPARTS, INC.
1430 South 33rd Street
KANSAS CITY, KANSAS 66106
913/831-3903
I'd also appreciate it if you d let me contact
other 'birdmen interested in manpowered
flight by publishing this letter in one of the
next issues of SPORT AVIATION
Thanks,
Christopher A Pine. EAA 89052
1015 Giles Road
Blacksburg. Va 24060
Gentlemen:
I am trying to locate any available infor- Acrobatic
mation on McDowelt Manual Safety Starters
for light aircraft These are found on some
Aeroncas using Continental 65 h.p. engines.
The starter consists of a ratchet/pawl
Adventure
with proven products from
device actuated by a lever located in the
cockpit It has a recoil device similar in Christen Industries
operation to present day lawn mower engines
Any information, especially concerning
availability, will be appreciated.
Thank you
Very truly yours.
Douglas L. Motley. EAA 88876
Box 2278
Danville. Va 24541
Dear Jack:
This is in response to the letter from Mr
G. H. Bryan of Concord, Va in the April issue
in which he describes destroying by fire the Christen 801 Series
Inverted Oil Systems for all direct-
(Continued on Next Page)
drive Lycoming aircraft engines
|^ WHEELS AMD BRAKES
E^V New, manufactured to F.A.A.
^1 Standard:. Will fit sld. ailes
D JlC.1 * includes sealed Denting. Christen 844 Manual
* I 2.80/2.50x4 ................ ja.so Fuel Pump System
- 5.00x5 ............................109.50 lor reliable
6.00x4 ..........................J 19.50 fuel control. A
MASTER BRAKE CYLINDERS miniature self-
leservoir style with park contained fuel
ing brake and sealed acrobatic type.
New. Mfg. far Cessna, letch, Piper
control unit
A A.C. I ECT. . with pump,
selector valve
THROTTLE QUADRANTS and filter-drain.
Push-pull controls, ignition switches, vole,
primers, rudder ptdalt, control wheels, etc.
Sff YOU* OISTKIBUTO* FOX
THCSC PRODUCTS
Christen 820 Seat
PRODUCTS CO., INC.
Belt/Harness System
P. O. BOX 175 for positive
VANDAIIA, OHIO X3377
support during
unlimited-class
YOUR A I R C R A F T NEEDS:
VX-6 BATTCHY ADDITIVf
Fights Sulphation . . .
THE "CRIPPLING CANCER"
OF ALL BATTERIES!!
Restores "dead" batteries competition aerobatic flight
I back to life again!
(Those batteries that are
mechanically sound - but have Christen 814
failed because of excessive
sulphation deposits) flight goggles
Helps your battery to perform for wide angle
Better in frigid conditions of 60 vision and
below freezing, or under roasting
heat conditions of 160! comfort during
open cockpit
Improve the electrical storage
capacity of your battery. You aerobatic flying
get brighter lights, faster starts,
more power, better performance!
Carries an unconditional S year Send two dollars f i r s t - c l a s s
guarantee to prolong the life of
your battery, or your money postage and handling (refundable
back in full! with order) to receive new full
DON'T TAKE CHANCES . . . color product catalog
Add VX-6 to your battery today
and enjoy that "safe" feeling of Christen Industries, Inc.
important "VX-6 Batttery protection!
1048 Santa Ana Valley Road
Send $3.98 To:
Hollister, California 95023
THOMAS R. DOUGLAS & SON
29 Kenneth Ct., Florham Park N. J. 07932 Telephone: (408) 637-7405
National Dynamics Corp.
Quality products for sport aviation
SPORT AVIATION 107
 LETTERS . . .
(Continued from Preceding Page)
defective fuselage of a Taylor Monoplane
with it's foam-Dynel-epoxy skin. He con-
cludes advising against the use of foam
because of inherent characteristics.
I'm writing to put a few facts into proper
perspective, not to defend the foam industry
nor the foam-Dynel-epoxy method, and am
writing as an "experimental aircraft builder,"
not as an expert in aircraft construction
(which I am not).
After reading Mr. Bryan's letter I tested a
chunk of the tan urethane foam (not green)
I'm using in my KR-1. As there are many
kinds of foam I'm not using white Styrofoam
(it dissolves in gasoline) nor the light green
polyurethane foam (not available in my town)
but rather the light tan urethane foam that
is available. It is fire retardant and not dis-
solved by gasoline.
I inserted a 1" x 2" block of urethane foam
6" long into a gasoline filled tin can for 5
minutes. Then I removed it and touched a
lighted match to it. It burned a little until the
gas had exhausted itself from it, then it went
out. After a few minutes I lighted it again
and again it burned a few minutes before
going out. This piece of urethane foam did
not burn "faster than an oil soaked cloth"
as did Mr. Bryan's green foam. It did char a
little around the edges, however.
Urethane foam is not the same as poly-
urethane foam and one has to read the
manufacturers information to really know
what he has.
Building a small fire in my fireplace I laid
some strips of my urethane foam on the
burning wood. The foam burned and melted
readily which I expected it to do, since the
manufacturer of the foam reports that this
foam "will burn when the exposed surface is
subject to a fire having sufficient intensity
and heat."
Would you like to hear what happened to
the strip of old doped fabric from the J-3
wing I laid onto the fire next? To be fair to
the foam I had to test "Brand X" method as
well, and it too failed the "fireplace test."
Observation: Doped Grade A cotton and
foam are very compatible with buring wood.
While I respect another man's observations
and opinions and would urge him to use
the construction method he feels safe with, I
would also hope that fair comparisons would
be made in contrasting a new construction
method with the old standbys. Do we recog-
nize the inherent hazards of proven methods
we already have come to accept as normal
risks of the art? (e.g.: doped fabric burns
readily, gas lines can leak, metal fatigues,
wood burns, fabric deteriorates, welds can
break, etc.) I'm not suggesting we blithely
accept new risks unquestioningly but that we
understand inherent characteristics of new
ideas, use them carefully and wisely, compen-
sate for their weakness, consult with more
experienced persons, test materials and designs
adequately and in general, exercise common
sense to an uncommon degree.
Consequently, I choose to use urethane foam
in my KR-1 as specified in the plans and
anticipate no fire destruction on the tail sur-
faces and wing areas. Within the engine
compartment I will use a minimum of foam
and seek to fireproof the area adequately
using accepted norms. Since mine is an all
wood plane I will exercise much care in
rigging gas lines and will preflight the engine
especially well.
However, I will continue to experiment with
new ideas as they apply to my situation,
following the guidelines suggested above.
This is the mandate to the imaginative, experi-
menter drawn into the EAA. Do your thing,
take the calculated risk, learn from the
mistakes of others, since you'll not live long
enough to make them all yourself. But move
ahead in faith in your abilities and TRY. To
be free to indulge an aspiration, a new goal,
a new idea; that is true freedom. And this is
what the EAA is all about.
Cordially,
Jim Snyder, EAA 21833
Box 696
Hesston, Ks. 67062
Dear Sirs:
Shame on you total shame!
How can you refer to the "HERCULES"
(April issue page 6) with the hated title of
"Spruce Goose"? Its name is, I repeat,
"Hercules."
Forgive them, Howard, for they know not
what they do.
Regards.
Dave Mangum
Torrance, Calif.

Cleaning and Polishing Transparent Plastic

(Reprinted from Michigamme)
Plastics have many advantages over
glass for aircraft use, but they lack
the surface hardness of glass and care
must be exercised while servicing
the aircraft to avoid scratching or
otherwise damaging the surface.
Plastic should be cleaned by wash-
ing with plenty of water and mild
soap, using a clean, soft, grit-free
cloth, sponge, or bare hands. Do not
use gasoline, alcohol, benzene, ace-
tone, carbon tetrachloride, fire ex-
tinguisher or deicing fluids, lacquer
thinners, or window cleaning sprays
because they will soften the plastic
and cause crazing. The plastic should
not be rubbed with a dry cloth since
this is likely to cause scratches and
also build up an electrostatic charge
which attracts dust particles to the
surface. If after removing dirt and
grease, no great amount of scratching
is visible, the plastic should be fin-
ished with a good grade of commer-
cial wax. The wax should be applied
in a thin even coat and brought to a
high polish by rubbing lightly with a
soft cloth.
If, after removing dirt and grease,
the surface is found marred by scrat-
ches, hand polish or buff out the
scratches. Hand-polishing or buffing
should not be attempted until the sur-
face is clean. A soft, open-type cot-
ton or flannel buffing wheel is sug-
gested. Min^r scratches may be re-
moved by vigorously rubbing the af-
fected area by hand or with a soft,
clean cloth dampened with a mixture
of turpentine and chalk or an auto-
mobile cleanser applied with a damp
cloth.
Remove the cleanser and polish
with a soft, dry cloth. Acrylic and
cellulose acetate plastics are thermo-
plastic and friction created by buffing
or polishing too long in one spot can
generate sufficient heat to soften the
surface. This will produce visual dis-
tortion and should be guarded against.

SWAGE-IT
YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated:
fi '/,". 12 for $1; Hi". 10 for $1 "SWAGE-IT"* TOOLS
" !/,", 20cea.; Hi". 25c ea. #2 for %",&" W
K". 50c ea.: y,". 75c ea
Nicopress Oval Sleeves $12.50
Stainless Steel Thimbles:
) AN 100-C3 (V & &"> 8 for $1; #3 for V4", %". %" and "A"
' AN 100 C4 ('/,") 6 for $1; Nicopress Oval Sleeves $27.50
AN 100-C5 (&") 20cea.
Tightening bolts applies swaging pres-
AN 100-C6 (%") 30c ea._______
Galvanized Cable MIL-W-1S11A:
7x7, >,y, lie ft.; Jjj". Heft.;
sure. Will hold full rated strength of VOLUNTEER
7x19, %", 19cft.: y,i. 21cft.;
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13th Year Nationally Advertised
S & F TOOL CO.
YOUR HELP
Send check or M.O. with order.

\
Calif, residents add 6% Sales Tax. -E-Box 1546 Costa Mesa, Calif. 92626 I
Orders postpaid in U.S.A.- Foreign Orders Add 10%.
AT OSHKOSH!
108 JUNE 1975

Classified Ads
ADVERTISING CLOSING DATE 1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE: Regular type pei word 30t Bold face type: per word
35<. ALL CAPS: p-.'f wor<? 40c (Minimum charge $500) (Rate covers one insertion one
issue) CLASSIFIED DISPLAY $?? 00 per n c h i 2 ' 4 width column]
CASH WITH ORDER
Address aflvelismg 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.
BAKENG DUCE left wing, right wing, cen-
ter section, ailerons, flaps, plans. First
$300.00. Ralph Mitten. Enid. Oklahoma.
405/233-2836, no collect.
BD-5D, Serial #3495. contracted for the orig-
inal $4400. Selling for $600, you pay bal-
ance of $4000. 10 days before delivery. 3121
395-2392
VP-1, flight tested, award winning school
project. Selling to re-coup funds for next
aircraft project. 1600cc engine, hangared,
$2000. Joe Webber, c/o Willowbrook High
School, Villa Park, Illinois 60181.
TAYLOR MONOPLANE 65 Lycommg, 130
TT airframe. open cockpit, sunburst paint
scheme, beautiful finish, radio. $3000. Be-
fore 8 A.M. CST 309/828-7040
AMPHIBIAN 70"< complete with rights to
sell plans. Builder deceased, best offer over
$800. Send $1OO for 20 page booklet des-
cribing plane. Kam-Craft. Box 1, Okauchee,
Wisconsin 53069.
BAKENG DUCE PROJECT wings ready for
assembly Fuselage tubing. Flaps, ailerons,
center section glued. $1050 crated. L
Combs (eve) 214/242-0290
TEENIE II 75'7r completed, no engine or
instruments, best offer. C. Reardon. 9605
South Albany. Evergreen Park. Illinois 60642
FLY BABY Beautiful red and yellow, always
hangared. dacron covered. C-65, inspected
3/27/75. 242 TTAF & E. Must sell for pusher
project Asking $2750. Jerry Ingram, 3612
Quiette Drive, Austin. Texas 78754. 5121
926-8665.
PIPER L4J C-65. 70 SMOH, rebuilt 1974,
linen cover, wing tanks, new wood spars,
wired for electric. Buy me. join "Warbirds"
at Oshkosh. $4.37500. Sheldon Hein, 605/
599-2305.
1941 J-3 20 hrs SMOM. metal prop, spare
engine, sga^e set.off4nas. new tires. Tail-
feathersQeare)etl Damage to vertical fin
and to alQjng/ Wfty"$1699. David Basket!,
1005 Tnij_LJHHi nnriiiii Texas 76513,
evenings. 817/939-6973.
MIDGET MUSTANG MM-1 project. Fuselage,
all aluminum parts formed. All 4130 plate,
tubing, hardware, aluminum sheet to fin-
ish Canopy, gear, tires and spinner FAA
OK'd Like to find partner or sell. Steve Ste-
venson. 25346 Butternut Ridge Road, North
Olmsted. Ohio 44070 216/779-8685 after
6:00 P M
WITTMAN TAILWIND N2732. 260 hrs. full
panel MK II. C85-12. Oshkosh best Tailwind
trophy, fast miser, immaculate. $7500
Arkansas 501/565-6100.
ADVERTISING MANAGER SPORT AVIATION
KR-1 PROJECT Woodwork 9XW done, hard-
ware, landing gear, canopy, etc. Brookfield,
Wisconsin 414/781-6179.
BD5A kit electrical system, large engine,
extended noseboom. Vertical stabilizer,
left wing, and fuselage. Shell completed.
Right wing ready to be signed off Good
workmanship. Clecos included Best offer
over $2650 Don Ausmus, 1714 Enfield,
#205, Austin. Texas 78703. 512/478-6112.
BD5B, 70 HP with electric option Basic hull
complete, signed off Best offer 216/486-
3560. ___ _____________
STOREY AMPHIBIAN 0-360. 180 HP Lycom-
ing. constant speed Hartzell New PA-18
wings with flaps. Genave Nav-Com. Excel-
lent workmanship. Contact Tom Benedict
evenings, 503/646-1547. Write Portland-
Hillsboro Airport, Hillsboro. Oregon.
BD-SA 70 HP, other options, wings and
rudder 90* complete Best offer over
$2000. Glen Bentz. 38 Constellation Drive.
Charleston Heights. SC 29405. 803/552-
7097. ___
T-18 PROJECT with 0-290G engine,
$2950.00. firm. Send for description. Fred
Farnsworth, 6322 Solano Drive, San Jose.
CA95119.
ANTIQUE 1933 Stinson. Sr . Jr.. partially
rebuilt, ready for finishing. 300 hp Lycom-
ing, OSMOH, float kit, many extra parts,
and material, extra engine, wing, tail feath-
ers, hydraulic brakes. 907/272-4495 days,
907/279-4620 nights. $9000
BD5D #3785. below present cost. $800
cash, you finance $4000. K. Eugene Smith.
906 Grant. Apt. 117. Wichita Falls. Texas
76301. 817/723-5933.
SHOESTRING fuselage assembly; form-
ers and stringers, controls, landing gear,
wheels, brakes and tires, and engine mount
installed. Landis Ketner. Box 762, Vero
Beach, FL 32960.
PITTS SPECIAL tack welded complete with
fuselage, vertical and horizontal stabilizer,
axlegear assembly, all metal parts to com-
plete, expertly Grafted Includes a new Spar-
craft four aileron fully acrobatic conversion
wing kit, complete set of Cleveland wheels
and brakes, tires and tubes, hydraulic mas-
ter cylinders - $1500 One damaged en-
gine, broken crankshaft, four rebuilt jugs
0290-G conversion, 12 hrs. TT. as is. $200
Mrs. A J. Sutton. R. R. 9. Box 266, Hunt-
ington, Indiana 46750, 219/344-3612
BLUE TEAL AMPHIBIAN 2 place. 160 HP.
Lycoming. 120 hrs since major, cruise 63
knots, top 90. Total hours on aircraft, 180.
Stalls at 55 knots. Includes king radio with
omni. service jacks and paddle. Always
hangared. Razorback covering $4500.00
H R. Crowder. 38 Kennedy Street. Brant-
ford. Ontario, Canada 519/752-0053.
TRADE (or sell) SPENCER AIR CAR AM-
PHIBIAN PROJECT for flyable two-place
amphibian. Cash for any difference. Have
all Spence's metal parts; wood, ribs, ex-
tras. Hull ready for cover. Gear fitted. John
James. #301. 568-2470 evenings; 981-4418
days.
Engines
PROFESSIONALLY ENGINEERED CONVER-
SION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2
and other aircraft Simple, low cost, ex-
tremely reliable. Flight tested and proven
over 300 hours. 28 page brochure $7.00 ppd.
U.S.A. Chas Ackerman. 1351 Cottontail
Lane, La Jolla, California 92037.
CORVAIR propeller reduction box plans and
kits information $1 00 COUGAR tri-gear
plans $10.00. Bud Rinker. 169 El Sueno
Road, Santa Barbara, CA 93110.
LYCOMING ENGINES Homebuilders see
or call us first We build the best from 0-320
to 0-540 Call Dick or Gene 1-305/422-6595.
1325 W Washington Bldg. A-6. Orlando.
Florida 32805.
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-
erai I & II. Introducing - ready to run con-
verted VW's 100% new parts, Monnett Con-
version. Posa Carbs. you add exhaust and
gasoline! 1600cc $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
CARR TWIN Ultra light opposed twin-cyl-
inder four stroke, built mostly from exist-
ing VW engine parts. See S.A. Jan 1975. Pro-
fesionally drawn plans, $20.00. Info. $200.
Carr Conversions, P. O. Box 671, Beaverton,
OR 97005.
VW ENGINE BUILDERS, low. low prices.
Valves - .99c, valve guides - .60c. Send for
complete list. CARR CONVERSIONS, P. 0.
Box 671. Beaverton. OR 97005.
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.
JACOBS R-755-9 (245 HP) complete firewall
forward. Including hydraulic GS prop and
manuals. L. Combs. 214/242-0290. $675
crated
C-85-8 14J w Also McCauley
prop, spii acks. mount, cowl
from my iSIane. Bob Davis 216/
354-3509
RANGER 6-440 C-4. 200 HP. no logs $400
or best offer. Jenkins. 607/936-4353 even-
ings.
CORVAIR EXPERIMENTAL AIRCRAFT EN-
GINE TECHNICAL MANUAL, $300 VOLKS-
WAGEN EXPERIMENTAL AIRCRAFT EN-
GINE OVERHAUL MANUAL, $ 3 0 0 The
TWO-CYCLE AIRCRAFT ENGINE, $3 00.
R. G Huggins, 4915 South Detroit, Tulsa,
OK 74105
1936 R1340-C, beautifully preserved engine,
trade only for R1340 AN series engines.
Col ley Aviation, Nezperce, Idaho.
LYCOMING, 160 HP, 0-320, Vi" valves. 733 on
chrome major, 2000 hour engine with acces-
sories. Best offer over $2,000. Kam-Craft,
Box 1. Okauchee. Wl 53069. 414/593-2578.
CONTINENTAL A-65 complete, firewall
forward, runs good, no logs. $250.00. Robert
Gould. R #3, Eaton Rapids. Ml 48827. 5171
663-3072.
WANKEL ROTARY 115 HP engine includes:
alternator, dual Solex carbs. radiator, in-
strument panel with tach and complete set
of manuals. A new set of rings and seals
should put in top notch shape. Will trade
for 150 HP Mercury outboard powerhead
or take $500. CPT Norman L. Wootan. HO
USAMMAE DIC; APO New York 09052.
SPORT AVIATION 109
C-85-12 App 470 SMOH, Bendix (shielded)
mags, starter, generator, mufflers, cylin-
der bafflings, air cleaner complete, 71-46
metal prop, no logs. $950.00. JACOBS
245 HP, 187 hours, since top, just with carb.
with logs, make offer. C-0300-D accessory,
rear case, $65.00. C-0300-D, Bottom case,
$50.00. TAYLORCRAFT, landing gears -
tapered axles. For that Tuholer project -
$50.00. 1 - BENDIX engine starter type G-20,
brand new, $50.00. Iggy - 212/743-8364.
Lye. HO-360-B1B, OSMOH Sensenich prop
76/60 included (repairable) $3000 or best
offer: For more information call 215/345-
1424 after 9 EDST.
Continental C-85-12 flange type. 75 hours
SMOH. with carburetor, airworthy, $850.00.
Roy Reabe, Waupun, Wisconsin 414/324-
3519
Lycoming 0-290-02, 400 hours SMOH with
carburetor, airworthy, $1050.00 Roy Reabe,
Waupun, Wisconsin 414/324-3519.
CARBURETOR, oil sump, intake pipes, new,
off Lycoming 0-360-A1G (horizontal rear
mounted), f i t s 0-360 engines for slimmer
profile. Want trade for bottom mounted
carburetor, sump, pipes or sell. John Schip-
pers, 8208 Arroyo Way, Stockton, Califor-
nia 95207.
0-200 CONTINENTAL complete and run-
ning. 362 hours total time since new. One
Owner, $2100.00. Ray Stits. Box 3084. Riv-
erside, California 92509. 714/684-4289.
LYCOMING 0-290-G Just overhauled, bal-
anced crankshaft, new rings, bearings,
valves, etc. Garry Fancy, 2073 Kingsley Road,
Ottawa. Ontario K2C 2X6, Canada.
LYCOMING IO-320-A1C with logs, magne-
tos, starter, alternator, fuel pump, injec-
tors, and plugs all in good operating con-
dition. Oil analysis included. Just removed
from Twin Comanche due only to TT 1650
hours. Crated and ready for shipment from
New Castle, Delaware Call Max or George
weekdays at 302/328-1354.
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.. 9917 Air-
port Way, Snohomish. Wash. 98290. 206/
568-6792.
PROPELLERS 23 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P. 0. Box 63. Man-
hatten Beach. California 90266.
CUSTOM MADE WOODEN PROPELLERS
Proven design. VW, Continental, Lycoming.
others. Recommended by Ray Hegy.
Wayne Ross, Box 7554, Phoenix, Arizona
85011. 602/265-9622.
PROPELLERS Custom modified metal for
experimental and racing aircraft. Rebuild-
ing, repair, service, all types. Prompt atten-
tion. ANDERSON PROPELLER CO. INC.,
DUPAGE COUNTY AIRPORT, WEST CHI-
CAGO, ILL. 60185. Phone 312-JU-4-8787.
PROPELLERS: VW, Corvair, Continental, etc.
Ray Hegy, Marfa, Texas 79843.
PROPELLERS V. W., Corvair. Continental,
etc. H. A. Rehm, Dousman. Wisconsin 53118.
GROUND ADJUSTABLE PROP for VW, Cont.,
Lye., up to 125 HP. All wood, lightweight,
VW prop - 8 Ibs., mirror finish, 2, 3 and 4
blades. Bernard Warnke, Box 50762, Tuc-
son, Arizona 85705.
PROPELLERS maple, oak, walnut, one kind
or combination, VW, Cont., etc. Nelson Keith,
P. 0. Box 118, Uniontown, Kansas 66779.
316/756-4747.
110 JUNE 1975
AIRCRAFT PROPELLER MAKER'S TECHNI-
CAL HANDBOOK, $4.00, How to design your
own, including two full size drawings. R. G.
Huggins. 4915 South Detroit, Tulsa, Okla-
homa 74105.
PROPELLER Model M-74-DM, L-70, P-54,
or will trade for MA3-SPA carb. Edmund
Mason, West Lebanon, New Hampshire
03784. 603/298-8956.
SENSENICH M76EMMS-0-60, $135.00, prop
is 75 inches now, Bokodi, 820 North Cline
Avenue. Griffith, Indiana 46319.
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. O.
Box 246-E, Lomita, California 90717.
HANG GLIDING Designing/Building/Flying
handbook. 200 pages. New edition. $5.95
postpaid. Dan Poynter, Box 4232-A, Santa
Barbara, CA 93103.
Books
MODERN AIRCRAFT RE-COVERING Com-
plete manual with 50 illustrations on re-
covering with Grade "A 1 cotton or Cecon-
ite. $2.00 postpaid. Airtex Products, Box
177, Morrisville, Pa. 19067.
AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised ma-
terial includes new tables, graphs and
photographs. Previous editions used in 30
colleges. $13.95. M.O. with order. Johnson
Publishing Co., Dept. S.A., Box 990. Bould-
er, Colo. 80302
Books for Aircraft Designers, Builders. Out-
of-print and current. List 25c. John Roby,
3703T Nassau, San Diego, California 92115.
LIGHT AIRPLANE DESIGN 80 pages. 61
figures, 16 photos, 18 tables. Step-by-step
guide for amateur designers. No difficult
math, $8.00. LIGHT AIRPLANE CONSTRUC-
TION for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools,
jigs. 311 illustrations, 92 pages. $9.00. PL-4
CONSTRUCTION MANUAL 104 pages,
394 figures, Team-mate of CONSTRUCTION
book. A "must" for amateur builders. Con-
struction tips, VW engine installation in-
structions, Pop-Riveting technique $10.00.
PAZMANY A I R C R A F T CORP., P. O. Box
80051S, San Diego, CA. 92138.
WOODEN AIRCRAFT DEVELOPMENT HIS-
TORY 64p, over 300 color illustrations,
$10.50. JOHN ROBY, 3703T Nassau, San
Diego, CA 92115.
O'Neill JAKE radial engined. clipped wing
Aristocraft II, conventional gear, roomy, fast.
Brochure, $3.00. O'Neill. 791 Livingston.
Carlyle, IL 62231.
WOULD YOU LIKE TO FLY? by Russ Bundy.
Tells how to get started. Great gift. $1. post-
paid. 206 Thunderbird, Marshalltown, Iowa
50158.
AERIAL PHOTOGRAPHY - FLY FREE - BUILD
OR BUY YOUR PLANE PLUS A GOOD IN-
COME My book tells how to make $200 -
$300 weekends, more if you don't do your
own selling. Any rating O.K., you don't need
your own plane now. Book gives several
methods of earning - camera tips, angles,
tax info - partnerships and "shoe-string"
beginnings. Let your flying pay you for a
change! $4.00 to EAA'ers (Ca. res. - 24c tax)
CBE, 521 Orange #146. Chula Vista, Cali-
fornia 92011.
Miscellaneous
SPORT AVIATION BINDER Now holds 12
plus. U. S. $4.25, Canada $4.50, postpaid.
EAA No. 79, Box 917, Spokane, Wash. 99210.
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-
hen, 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.
T-18 BUILDERS Extrusions; sheet metal
and hardware; instrument panel; gas tank;
gas cap; landing gear; engine mount and
ring; aluminum windshield f r a m e ; hori-
zontal spar tube assembly; Cleveland 500x5
wheels and brakes; axle stub; Pilot-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.
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, % 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 a x l e s
$19.50 each. 1975 600x6/6 tires $17.00.
Also conversion kits for Cessna, Beech,
Stinson, Swift, etc. Stamped envelope for
free list. Hardwick A i r c r a f t , 1612 Chico,
South El Monte, Calif. 91733.
T-18 BUILDERS Save time and material.
Buy material marked per matched hole
tooling. We have 907, 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 d r a w i n g s including canopy
latch. Send for list. Dewberry Industries,
4751 Hwy. 280 So.. Birmingham. Ala. 35243.
NEW WOBBLE PUMPS united aircraft pro-
duct, AN4009 type D-2 with handle, $48
each while they last. Javelin Aircraft Com-
pany, Inc., 4175 East Douglas, Wichita,
Kansas 67207.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling. $50.00 postpaid. Dick Ertel, RR
#7, Quincy. Illinois 62301.
ALUMINUM kits; Mustang I, Mustang II, T-
18, Davis DA-2A, Sonerai, drills, reamers,
Gerdes wheels and brakes. Send large self-
addressed envelope stamped to: SMITH
SUPPLY COMPANY, Route 4, Brown Deer
Lane. Janesville, Wisconsin 53545.

COOT BUILDERS! The finest in machined
parts, fittings. All parts now available
many in stock. Also custom work. Forney
Precision, Inc.. Box 75, Cambra, Pennsyl-
vania 18611.
WITTMAN TYPE GEAR LEGS for Tailwind.
Sidewinder. Davis, Daphne. RV-3, and oth-
ers. Expertly machined and polished from
6150 steel Write H C Lange. R. #1, Merrill,
Wis 54452
ATTENTION CFI's Biennial flight review
Ground and In-flight check lists Provides
permanent record Pad of 40: $3.95. Sample,
.50c. Kick-Shaw. Inc.. 3527 Hixson Pike.
Chattanooga. TN 37415
CANADIAN KR-2 ENTHUSIASTS Why pay
more. Eliminate importation problems.
Write, phone or visit your ONE STOP KR-2
CENTER, for KR-2 plans and building needs
Wood, foam, epoxy. dynel. professional
parts we have them all. Free price list.
CANADIAN RAND AVIATION. Hangar #2,
Toronto Island Airport. Toronto M5V 1A1,
Ontario. Canada 416/366-4253
FLYTE BOND EPOXY A new, low viscosity,
high strength, epoxy Specially formulated
for use in wood/foam/dynel aircraft struc-
tures Does not soften polystyrene foam, or
become brittle on polyurethane foam. Low
toxicity Use this one material as glue, filler,
coating, laminating resin and strengthening
filler material. Does not shrink, craze, de-
laminate or crack Water, gasoline and chem-
ical proof, it is also impermeable to water va-
por and so prevents dimensional changes in
wood with changing humidity. Prevents
wood rot $32 00 Gal Send for booklet.
"WOOD/FOAM AIRCRAFT CONSTRUCTION
WITH FLYTE BOND EPOXY". CANADIAN
AEROMARINE SERVICES. Hangar #2. To-
ronto Island Airport, Toronto M5V 1A1. On-
tario. Canada 416/366-4253.
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 RLES! 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. 1'/<"
or 1'/j" flat, or Vt" round spring mounting.
$27.95 postage paid. Free brochure AVIA-
TION PRODUCTS INC . 114 Bryant. Ojai.
California 93023.
WHEEL PANTS Lightweight, 500 x 5, as
used on Sonerai, $35.00 pr Split racing type
- $45 00 pr. 12" aluminum spinners and
backplates - $25.00 "F I & F V formed 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 protrudina
head. V" stainless steel. $25.30/1000; Va"
aluminum, $11.55/1000. G28 Hand Rivet
Tool for above plus 120 dimple die $23.00
Send $1.00 for Sonerai information Monnett
Experimental Aircraft. Inc. 410 Adams, El-
gin. Illinois 60120
PITTS ROUND WINGS (S1S) Covered, com-
plete, canopy with cowl. misc. parts. 703/
860-2441.
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.
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 - $120. 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.
Steel Tube 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 lO'J discount to EAA member
Eugene Livingston. 4928 Eleanor Drive.
Charlotte. N C 28208. 704/392-5981
BD-5 BUILDERS AND BUYERS Free Club
information. James XD-5 Club. Box 151.
Pasadena. California 91102.
2 Ib. URETHANE FOAM, KR-1 & KR-2 kits
available. Send stamped, addressed en-
velope, free sample, price list Low prices.
Jim Snyder, Hesston. Kansas 67062
LAKE FRONTAGE, $20 00 per ft., clear, spring
fed water Site for 3000 ft. strip Three miles
of frontage available. Minimum purchase
1000 ft 200 air miles from Milwaukee Write
Box 91753, Milwaukee. Wisconsin 53202.
SPOKED WHEELS WITH BRAKES Com
plete set of plans, with parts sourcing in-
formation. 16" - 18" rim size. 1VV axle, use
on one or two place aircraft, price $4 50
postpaid. R & B Aircraft Company. RD #3.
Box 446. Flemington, N.J 08822 315/732-
6513______________________'
DRAGON SKIN fiber-glass wing and fuse-
lage skins Sheets up to 4 x 8 in four thick-
nesses Also molded leading edge materi-
al. Send $1.00 for sample and specifica-
tions The America Company 1521 Breeze-
land, Oconomowoc. Wisconsin 53066
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.
BENDING BRAKE drawing (4-7 ft.; steel) free
with orders of quality "One-Sided/Hand"
rivet dimple dies, hole flanging dies, cut-
ters (1" - 3%" dia.); monel "Pop" rivets,
guns. U.S.A. shipments daily. Free bro-
chure(s). Dandy Dimple Die. 172 Boniface.
Kitchener, Ontario, Canada.
INTERIORS new. surplus. 1971-1973 Grum-
man American. All vinyl or with rich cloth
inserts. All colors, all models. Seat covers
and side panels. Low. low prices Firebird
Aviation, 436 Casement Avenue, Paines-
ville, OH 44077. 216/354-3509.
FROM 1946 FAIRCHILD 24 pair of wheel
pants, $25 and landing light. $25. Jenkins.
607/936-4353 evenings.
KR-1 KR-2 NEWSLETTER want to know
what's happening? Swap your ideas, modi-
fications, spare parts, etc. with builders
and owners everywhere. Subscribe now! 6
mo at $2 50. 1 yr at $4.50. Ernest Koppe.
6141 Choctaw Drive. Westminster, Calif.
92683
CERTIFIED HARDWARE: Acquired through
government surplus inventory. Much AN-
MS-NAS hardware 50.000 bolts, screws,
more. Want to sell almost all. SASE for
list I'LL BEAT ALL GOING PRICES BY '/>.
Hardware. Rt. 6. Box 805M, Lake City. Flori-
da 32055
WOODWORKING homebuilts and antiques,
complete wings or any part, rebuilding or
repairing. Francis Dahlman. Rt 4, 6254 High-
way 36, Burlington. Wisconsin 53105 414/
763-3036 ___________
SKIN CLAMPS for half the price of Clecos
'/ dia - kit to make 50 clamps. $11 75. 100/
$21.95 Postpaid Data 25c. Swanson Tool.
4018 S. 272nd St.. Kent, Wash. 98031
MISCELLANEOUS BARGAINS Sensitive
altimeter. 12V turn-banks, ball-bank, throt-
tle quadrant, microphones, cloth helmets,
Baby Great Lakes plans. .016" aluminum
sheet. 75' x V4" x .035" 4130 tubing and 12'
miscellaneous V" to 1*4" short lengths
'/T capstrip. Al Cleave, P. 0 Box 96. Wes-
laco, Texas 78596 512/565-3855
BUBBLE CANOPIES twenty sizes, send
stamp. See you at Oshkosh with special
bargains BOUWENS AEROSPACE. Twing
Road. LeRoy, NY 14482
VW CONVERSION booklet: includes plans,
instrument markings, serial numbers. H.P.,
ignition wiring diagram, step by step in-
structions. $7.00 pp VERTEX MAGNETO,
inserts into distributor hole. List $237 50.
EAA $19900 pp TACHOMETER, electric.
3", 5000 RPM, magneto actuated INSTRU-
MENTS: engine and fuel. For price sheets
contact BAC. 78 E Stewart Avenue, Lans-
downe. Pennsylvania 19050.
STITS covering materials in stock; polyfiber
yardage, polybrush. polyspray. tapes, etc
Write for information. Call orders collect
EAA Discount. We will also recover your
plane for you Sugarbush Stits, Box 68.
Waitsfield. Vermont 05673 802/496-2290
RIVETS-BULB CHERRYLOCK. Universal,
countersunk, and Unisink Heads Approved
by FAA Hand guns and air tools POP
RIVETS, aluminum closed-end, monel.
threaded ANCHOR NUT PLATES, 6/32 -
8/32-10/32 threads NUT PLATES RIVETS.
See you at Oshkosh fly-in. Booth C-22. Write
for FREE information. Fastener Products.
615 West Colfax, Palatine. Ill 60067
METRIC SYSTEM It's here now! Save time
and money Know impact on you - What?
When? How? Comprehensive newsletter
only $6/yr FREE sample to EAA member.
METRIC AVIATION, Box 51A-10. Fort Jones.
California 96032
4130 AIRCRAFT STEEL SHEET .080 AN-
NEALED 24"x36"x 080. $1000. shipping
weight 22 Ibs.; 18" x 24" x .080, $6 00. ship-
ping weight 12 Ibs.; 12"x18"x.080. $350.
shipping weight 6 Ibs ; 9" x 12" x .080. $2.00.
shipping weight 3 Ibs Include postage with
order Airedale Service, 3704 Cambridge,
Midland. Michigan 48640.
GYROS Sperry D.G. AN 5735-1. used but
excellent condition $75.00. New 5-inch Head-
ing Indicator for T-34. includes eyebrow
lighting. Win Dole. 6008 - 8th Avenue, Keno-
sha. Wisconsin 53140 414/658-3311 even-
ings.
Parachutes
CLOSING OUT SALE All chutes 1<n to
20^ off. Surplus, seats, backs and Pioneer
thin backs. Midwest Parachute. Novi. Michi-
gan 48050
Services
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.
SPORT AVIATION 111
BD-5 BUILDERS. Structure strengthening
mods. Flight controls, re-designed for dual
path failure mode. Weldments re-designed
to "YOU MAKE" redundant sheet metal
parts. Fourth edition. Send 20 cent business
size stamped envelope for index.
KR-1, KR-2. The missing "HOW TO". Photos
or slides plus instructions. Design Review.
Issue One, specify airplane. Index available
upon receipt of 20 cent business size
stamped envelope. Gillespie Aero Services,
404 South Reese Place, Burbank, Califor-
nia 91506.
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.
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.
BD-5 BD-5 BD-5
PLANE CHECKS
To make paying bills easier and faster, Plane Checks
were styled after the self-addressing business checks.
Used with our "No-Fuss" double window envelopes
they will save you the bother of addressing envelopes.
and assure you that there is never a chance of sending
the check to the wrong place.
Complete the order form, and write out your check.
Now, get a deposit slip from the same account, and
clearly indicate address changes etc.. on the deposit
slip. (These two documents will furnish us all the data
we need to make your checks compatible with your
bank's computer, and Amer. Bank Ass'n specs.) On
gift orders, send your check and mark his check VOID.
Identity Check Co. Box 149-D Park Ridge, III. 60068
3 300$6.50 n 600$11.25 Tl 900 $15.75
Deposit slips, register and checkbook cover are included with every order
D PIPER Assortment D CESSNA Assortment r. BEECH Assortment
D Cherokee H Hawk r Sundowner
O Arrow J 210 Centurion _ V Bonanza
D Twin Comanche D 310 Q Baron
D BD-5 D Mooney
D TWA 747 a United DC-10 3 Eistern 1-1011
D Continental DC-10 G Western DC-10 G American DC-10
_____ "No-Fuss" self mailing envelopes at $1.80 per 100.
D 1000 Checks from your B&W photograph $50.00
D 1000 Cks. your "N" number any current production plane $70.00
"N" number surtlncN*. .
(101 or higher)
NAME _______________________________________
i UmtM Parcel Service where available - b *
ing th day to liflo for (he package.
112 JUNE 1975
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.
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, due.. 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 seater:
$80. COUGAR all wood racer: $75.
- TOURBILLON fully aerobatic. all-wood
single seater: $60. - EDELWEISS all-metal,
retrac. tri-gear, 2 seater. $125. - 4 seater:
$175.00 - Specs, 3-view, photos, $2 per air-
plane to E. Littner, P. 0. Box 272, Saint-
Laurent, H4L 4V6, Quebec, Canada.
SE5A 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.
LITTLE TOOT PLANS Reduced to book
form, sixteen sheets 11" x 17", $25.00. Full
size blue prints, $75.00. Illustrated bro-
chure, $2.00. Meyer Aircraft, 5706 Abby,
Corpus Christi, Texas 78413.
R. L. 3 MONSOON, low wing 2 seats all wood
construction Brochure $3.00, plans $75.00.
Wood kits available. WESTERN AIRCRAFT
SUPPLIES, 623 Markerville Rd., N.E., Cal-
gary, Alberta, T2E 5X1, Canada. Bus. Ph.
BD-5
403/261-3046.
BG-6, BG-7, BG-12D and BG-12/16 plans from
$35 to $95.00. Information packages:
BG-6 and BG-7, $1.00; BG-12D, BG-12/16,
$1.00. Both for $1.75. Sailplane Corporation
of America, El Mirage, Rt. Box 101, 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.
JL-4 four passenger, wood and foam con-
struction, engines to 260 HP, retractable.
STOL. 200 T cruise, information kits $2.00.
Jim Londo, Rt. 3, Box 83, Arlington, Wash-
ington 98223.
TAKEHOME T-18 WING Airway to Highway
in just minutes. Information $3.00. Plans
$35.00. Sunderland Aircraft, 5 Griffin, Apal-
achin, N. Y. 13732.
BABY GREAT LAKES Champagne per-
formance on a beer pocketbook! Cutaway
drawing and full reports, $3.00. Complies
with NASAD "AA" quality standards. Dealer
for Great Lakes Sport Trainers and parts.
Send $3.00 for special info packet. Barney
Oldfield Aircraft Company, P. C. Box 5974,
Cleveland, Ohio 44101.
Knight Aircraft Drawings for Knight Im-
perial, $95.00, Sunday Knight, $95.00. Info
package $3.00. Vernon W. Payne, Rt. 4,
Box 319M, Escondido, Calif. 92025.
JET ENGINE PLANS and newsletters, in- plane plans available. 3-view, photos,
fo. $1.00. Doyle, Box 310, Montclair, New
Jersey 07042.
SAILPLANE PLANS Pioneer II plus com-
plete ribs, $75.00. Tern II plus construc-
tion manual, $75.00. Ernie Loesser, 23B
Shady Lane, Little Falls, New Jersey 07424.
evenings 201/256-7206.
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. Northampton, Mass.
01060.
P.D.Q. 2 A super simple, low cost, ultra-
light aircraft you can build in 6 months at
minimum cost. See S. A. October '73, page
39. Completely detailed plans, $20.00. In-
formation free. Wayne Ison, #7 Alpine Lane,
Elkhart, Indiana 46514.
COOT A PLANS all construction photos, all
information and wing ribs, $120.00. 414/
966-7206 between 5 and 6.
TEENIE TWO CHANGE OF ADDRESS PLANS
STILL FOR SALE AT $45.00 BOX 181, DRA-
GOON, ARIZONA 85609. C. Y. PARKER,
PHONE 602/586-3836.
STARDUSTER TOO & ACRO DUSTER Com-
plete plans, never used, $40 ea or both for
$70. Nolan, Rt. 1, Box 22A, Friendship,
Maryland 20758 or 301/627-7322.
STITS PLAYMATE including all updates,
$65.00. PAZMANY PL-1 plans, $20.00.
CAVALIER SA-102 without tip tanks, $20.00.
John Lambert, 11307 Evesborough, Hous-
ton, Texas 77072.
THE KOCH MARK 4! (ref: March 1975 Sport
Aviation) a safe, roomy, stall/spin proof,
FOUR PLACE FAMILY AIRPLANE. Easy
and economical to build and fly. Wood, foam
and fiber-glass. Information pack $4.00.
Koch Aircraft, Dept. S, P. O. Box 994, St.
Charles, Mo. 63301.
KR-1 plans unused for VP-1 plans. James
Wells, Box 321, Mt. Mesa, Lake Isabelle,
Calif. 93240.
FOKKER TRIPLANE DR-1 Full size info
kit, $3.00, Plans $50.00. Redfern Replica,
W. W. Redfern, Rt. #1, Athol, Idaho 83801.
EAA BIPLANE P-2 A fine sport plane for the
amateur builder, 85-150 HP, cruise 105-140
mph. Fully aerobatic. This rugged single-
place biplane has spruce wings, steel tube
fuselage, very detailed shop drawings, plus
full size wing rib and jig drawing. $27.00
to EAA members. $37.50 non-members (in-
cludes one year's EAA membership). Ex-
perimental Aircraft Association, P. 0. Box
229, Hales Corners, Wis. 53130.
WITTMAN TAIL WIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Cont.) over 150 mph at 5,000 ft. at 70%
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.
SMITH DSA-1 "Mlnlplane" Plans. 17 ft. Bi-
plane. Excellent drawings, $25.00. Mrs.
Frank Smith, 3502 Sunny Hills Drive, Norco,
California 91760.
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-
specs., $3.00. Condor Aero, Inc., P. O. Box
762, Vero Beach, Fla. 32960.
RAND KR-1 PLANS $25.00. The VW pow-
ered Styrofoam retractable. Ken Rand, 6171
Cornell Drive, Huntington Beach, Calif.
92647.
UNUSED PLANS SA11A Playmate, $75.00;
Wicnawk, $100.00; Zenith. $100.00 Bel-
lando. 2 Barbara Lane, Titusville. NJ 08560.
ANDERSON KINGFISHER SPORT AMPHIBI-
AN Flight proven, simple and economi-
cal. Wooden construction. Piper Cub wings
PLANS $150, information brochure $300
Present builders note new address Earl
W. Anderson, P O Box 422. Raymond. Maine
04071
Wanted
Will purchase P & W R1340 and R985 engines
Also Ham Std 2D30 and 12D40 propellers
Mid-Continent, Drawer L. Hayti, Missouri
63851 314/359-0500.
MA3-SPA CARB, exhaust stacks for Lycom-
mg 0-290 Edmund Mason. West Lebanon,
NH 03784 603/298-8956
WANTED for IO-470 Continental. McCauley
prop governor *290D1-T3-DCFS or DCFU
pair used stacks (C310 - Baron outlet
straight to rear) James Smith. 117 South
Wall. Calhoun, Georgia 30701.
Soaring
SOARING magazine comes with SSA Associ-
ate membership, only $12/yr. Or, send $1 50
for sample copy plus literature Soaring
Society of America. Box 66071-X. Los An-
geles. Calif. 90066
Helicopters
SCHEUTZOW HAWK ITS REALLY FAST -
build an outstanding helicopter; HAWK 90
or HAWK 140; choose single or two place
Information package contains both designs;
specs. 3-view drawings, weight and balance,
and performance data Handling charge.
$500 SCHEUTZOW HELICOPTER MANUAL
Airfoils, dynamics, power requirements,
structures, mchanics. test procedures.
$17.00. Add $2.00 for foreign postage Webb
Scheutzow. 451 Lynn Drive. Berea. OH
44017.
TAYLOR MONOPLANE &
TAYLOR TITCH
Taylor Mono. The popular single-place
low wmg, all wood, acrobatic model. 30
to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
Sjij.UO. Tayior Inch. super single place
low wmg aerobatic tourer/racer. Simple
to build wood construction tor 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. bend $3.00 tor 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

WANTED, OLD AVIATION MAPS, charts and

Jeppesens prior to 1941 Send details and
prices B. Tepfer. 2 Lawrence St.. New Hyde BUILD YOUR OWN AMPHIBIAN
Park, NY 11040.

WANTED: Abandoned project, trade for RC

setup. Bonner Stearman. Veco. Around $500
"COOT
Two-Place
Joe Locasto, 447 State. San Mateo. Calif Folding Wings
94401 Towable
Easy Construction "COOT-A with fiberglass hull.
We have hard to build parts and hull shells SEND
available. ... $3.00
Construction Photoi $2Mqw \^J.ot Specifications
COMPLETE PLANS "" *! ^^^ Pnoto. 3-Views,
, . _ . . ... ~~ o^^^^^ .. Prices and
MOLT TAYLOR V. Information Packet
Box 1171 Longview, Wash. (986:2) Phone (206) 423.8260

INVERTED OIL SYSTEMS ............... .$107.50

Includes *Oil changeover valve *0il Separator tank
*Sump fittings
PITTS SKYBOLT ACRO SPORT
HATZ CB 1 * Fuel Tanks - Smoke Tanks * Dyna Focal Ring Kits
Thrifty 100 h.p. *Floc Tubes - Wing Fittings *Dyna Focal Rings
Complete with Bearings Completely welded
3-view & photo * Stainless Steel Exhaust
$3.00 *"l" Struts - Slave Struts 150-18C and 10-360 200 HP
* Engine Mounts *Pilct Tubes
Plans $125.00
For Complete Listings and Prices
DUDLEY KELLY Write Tc:
Rt. 4, A C R A - L I N E PRODUCTS
Versailles, Ky. 0. Box 1274 Kokomo, Indiana 46901 (317) 453-5795

ATTENTION EAA MEMBERS

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

'' SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS

L . ($6.00 outside continental limits of U.S.A.)
PITTS AVIATION ENTERPRISES Box 548E, Homestead, Florida 33030

SPORT AVIATION 113

 TAKE A
STOLP STARDUSTER CORP.
4301 TWINING TERN
RIVERSIDE. CA. 92509
(714) 686-7943
FOR THE BETTER
ZENITH
RYAN ST
All Metal 85-160 HP X17" SPAN
$350

AERONCA
C-3
ACRODUSTER 1
RATE OF ROLL 240 /SEC.
18" SPAN
AWARD WINNER 1973
BROCHURE $5.00
A safe economical 2 sealer. 26 MPG at
S350
COMPLETE KIT - $4500.00
130 cruise on 100 HP. Short field per- NOT SHOWN
former. Professionally designed for min. D.H. TIGER MOTH $3.50
jigs. No air tools required. Building time
1000 hrs. NASAD quality seal for average CURTISS ROBIN $3.50
amateur. Plans $150.00; Info $3.00. Mater- PORTERFIELD
ials, Kits and Parts available. COLLEGIATE $3.00
CHRIS HEINTZ 236 Richmond St.
THESE ARE JUST A FEW OF
Richmond Hill Ontario, Canada L4C 3Y8
"TERN A E R O " PAPER & STICK
KITS. ALL 17" SPAN OR MORE.
ADD $1.00 POSTAGE & HANDLING
STARDUSTER TOO COMPLETE"TERN-
PLANS $60.00
ANTIQUE & AEROBATIC CATALOG . . . . . . . . . . . . . . . . . 5 0 c
AIRCRAFT PILOTS SEND 50c FOR C A T A L O G SHEETS 8, B R O -
Leather Flying HELMETS C H U R E S ON ALL PHASES OF MODEL
New maufictiire with ligltwei(ht BUILDING INCLUDING RADIO CONTROL.
suede lining Limoswoil ear cusN- C H A R G E C A R D S ACCEPTED.
ion, ud chin strip. Made from
the finest materials
available . . . . . . . . $23.95
Sizes: Sml.-med -Itj-exlrj
Fully Lambswial lined ... {26.95
Stanton
Siede lined helmet witb earphone Hobby Shop Ino.
adaptors
4734 NORTH MILWAUKEE AVENUE
STARLET iuiiiiid......... $27.95 CHICAGO. ILLINOIS 6063O
__ lambswool lined helmet with
PLANS $45.00 PHONE 3 1 2 / 2 8 3 - 6 4 4 6
tarpbone adaptors
BROCHURE $2.00 i n o t a l l e d . . . . . . . . . $30.95
The new 510. The finest goggle
made. Curied Triplex safety

AIRFOILS
iglass. Soft leather lined mask,
lightweight headbaid covered
lith nylon . . . . . . . . . . . . 518.95
Extra smoked lent . . . . . . $ 7.00
Extra clear l e n i . . . . . . . . t 5.00

Wide vision curved laminated NOW FROM EAA

glass. Can be worn over glasses.
Sturdy lightweight strap. $1395
VSTAR pr. Extra smoked lennes $4.00
PLANS $45.00 extra head strap (2.50
B R O C H U R E $2.00 Limited Supply.

Mk9 RAF style goggles. English

made witb excellent visibility,
adjustable center piece. 511.50
pr. Extra tinted lenses $4.00,
extra headstrap $1.00.

Please write for Free Catalogue.

Styled after the Navy and THEORY OF WING SECTIONS

Army A2 flight jacket. Both
ACRODUSTER TOO feature warm quilted lining, By
2-SEATER and knit cuffs and waist Ira H. Abbott
PLANS $60.00 bands. The A2 is made of and
B R O C H U R E $2.00 fine leather with leather
collar. Navy Style is made Albert E. Von Doenhoff
of fine goatskin with a The best single volume study available
Bi-swing back and fur like on subsonic wing sections. 693 pages
collar. Satisfaction guaran- include theory, airfoil ordinates, etc.
teed! Sizes 36 to 50, brown
only. $5.50
Navy Style ........ $76.95 (Includes hook rate postage)
A2 Style . . . . . . . . . . $69.95 FROM
Sizes 48-50, add $8.00
EAA
Enclose sufficient amount for postage. Box 229
GLENN BEETS SPECIAL HALES CORNERS, WISC. 53130
PLANS $50.00 California Residents add 6% sales tax.
BROCHURE $5.00 Please write for Free Catalogue
LOWEST PRICES ON 4130
STEEL - 2024-T3 AL.
SPRUCE, PLYWOOD, HARDWARE, ETC.
CATALOG $2.00
SPLIT S. AVIATION
15320 Willow Drive
Los (Jatos, California 95030
AIRFOILS
114 JUNE 1975

4jteDori
By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
Airport Development Aid
Program Testimony
(Editor's Note: On April 10. 1975 EAA submitted a pre-
pared statement and presented oral testimony before
the House Sub-Committee on Aviation. Below is the
official transcript of the proceedings as they will
appear in the committee's records.i
2:35 p.m., the subcommittee was reconvened, the
Honorable Glenn M. Anderson. Chairman of the Sub-
committee, presiding.
Mr. Anderson. The Subcommittee on Aviation w i l l
come to order.
This afternoon we continue our hearings on the
various proposals that will extend and modify the Air-
port and Airway Development Act.
Our witness at this time is David H. Scott, a repre-
sentative of the Experimental Aircraft Association, to
be followed by Mr. Henry Boyd, Jr., who is the Airport
Director of the Raleigh-Durbam Airport Authority and
Southeastern Airport Managers' Association.
Mr. Scott, we welcome you and appreciate your
being able to be with us this afternoon and present the
views of your association.
Mr. Scott. Thank you very much, Mr. Chairman.
My name is David H. Scott, and I appear here as the
representative of the Experimental Aircraft Association
of Hales Corners, Wisconsin.
I do have a prepared statement which I would like
to submit for the record, but I will give a brief oral
summary of the m a i n points, rather t h a n read the
entire statement this afternoon.
Mr. Anderson. Is that the one entitled "Statement
of the Experimental Aircraft Assocation"?
Mr. Scott. Yes, sir. That is right.
Mr. Anderson. No objection: then that will be
deemed to be a part of the record, and you will be able
to skip around any way you want.
(Prepared statement follows:)
Statement Of The
Experimental Aircraft Association
Before The House Public Works
And Transportation Committee
Sub-Committee On Aviation
April 10, 1975
Mr. Chairman, my name is David H. Scott and I
appear here as the representative of the Experimental
Aircraft Association of Hales Corners, Wisconsin. EAA
is an organization of some 45,000 members. It was
formed by a small group of pilots in 1953 in Milwaukee,
Wisconsin, who were interested in developing new con-
cepts of light aircraft design through individual initiative
and inventiveness. In the past 23 years, it has grown to
an o r g a n i z a t i o n t h a t operates the world's largest
privately owned aviation museum, holds the largest
aviation event in the world at Oshkosh, Wisconsin each
year, and has a "grass roots" organization of 440 local
chapters in all 50 of the United States and in 9 countries
throughout the world.
Although originally formed to encourage the de-
velopment of general aviation aircraft, the Association
has expanded its interests over the years to include all
forms of recreational flying, personal transportation,
proficiency flying, competition flying, the restoring
of antique and classic aircraft, and preservation of
World War II military aircraft.
We therefore appear before you as spokesmen for
those who are primarily interested in aircraft as a
recreational vehicle the majority of the general
aviation fleet in contrast to those who will be speak-
ing for a i r c r a f t operated p r i m a r i l y for business or
utility transportation.
The Airport Development Aid Program is of interest
to us because we have been required to contribute to the
Airport and Airways Trust Fund through registration
fees and fuel taxes. We therefore are concerned as to
how our monetary contributions are spent.
Before discussing specific points of the legislation
that your distinguished committee is considering, may
we make a few observations about the type of flying
performed by a large majority of EAA members.
For the most part, we do not have a requirement for
the elaborate navigation and communication system
established and maintained by the federal government
for those who use airplanes primarily for transportation
purposes. Many of our aircraft are based on privately
owned and small community airfields with sod runways
and we have no essential requirement for paved run-
ways, control towers, radar service, or even the basic
VOR navigation aids provided by the federal govern-
ment. It is true that we do use the basic VOR airways
system as a convenience. But we do so because it is
there and available but not essential to our needs.
May we now comment on specific legislation that
has been referred to your committee, namely H.R. 4312,
H.R. 4830, and the Administration bill H.R/5017.
H.R. 4312 and H.R. 4830 provide for $75 million a
year for general aviation airports, whereas H.R. 5017
proposes a figure of $50 m i l l i o n a year for general
aviation airports. It would be expected that as a partial
user of publicly owned general aviation airports, we
would support the higher figure of $75 million a year.
But our position must be tempered by the taxes or
fees that we would be required to contribute to support
a program of this financial magnitude.
The Administration bill provides that 75'; of the
funding for air carrier and reliever airports should be
contributed by the federal government with the individ-
ual states t a k i n g over the e v e n t u a l f u n d i n g and
a d m i n i s t r a t i o n of all f i n a n c i a l and a d m i n i s t r a t i v e
assistance to general aviation airports. It is our con-
sidered opinion that the funding and administrative
h a n d l i n g of aid to general aviation airports should
remain the province of the federal government. It is
true t h a t m a n y state airport programs have been
successful in building airports at less cost and in less
time than airports constructed under the federal pro-
grams. We believe t h a t the federal government's
management of the ADAP program could be improved
by the streamlining of procedures and the revision of
airport engineering standards. We are pleased to note
(Continued on Page 84)