THE HOMEBUILDER'S

Corner
buPAUlH.POBfRHNY

-L I/ f cl IS NOW behind us. It has been a great year of progress for sport/general aviation. The num-
ber of flying activities have steadily been increasing, giving a more useful purpose to one's airplane,
whether it be a homebuilt, antique, Warbird or store-bought. These aviation events which cause one to
use his aircraft with greater frequency undoubtedly are the most important contribution to flying safety.
I am sure that it is apparent to most that the more frequent the flights, the greater the pilot proficiency.
True, some feel that check rides and biennial flight checks are the route to go and one finds that even our
government has no program to encourage owners and operators of aircraft to fly more frequently so as to
maintain a greater degree of pilot capability. In almost every release that one reads in newspapers and
magazines and in direct statements that come from FAA, we are told that their job basically is promoting
safety, which is as it should be. But how can one promote safety by making it more difficult or inconvenient
to own and operate one's personal aircraft. I am sure that most of you who own aircraft will admit that one
has to have a strong love for an aircraft when one counts its great inconveniences. Maybe it is because of
these great inconveniences and costs that aircraft continually find new owners and that comparatively so
few are produced each year by the manufacturers. We realize that many individuals at a local, state or
federal level or even heads of aviation organizations do not fully understand or realize the problems en-
countered by the aircraft owner. Where does one find a hangar to house his or her pride and joy? And if one
does, the rental fee makes one wonder if it can be justified to the family.
Most of you realize that it is not very easy to find a radio repair shop that within a matter of hours can
repair your radio to serviceability, especially when there are so many models and makes of radio. Parts
always seem to have to be ordered from the manufacturer.
Or even in the Northern Hemisphere, where does one wash his aircraft from November until April?
I don't think any of us would leave our automobiles unwashed for that period of time.
We've only touched lightly on a few matters pertaining to aircraft ownership matters which are
seemingly so unimportant to those who obviously feel that aviation's needs can be met simply by build-
ing extremely costly new airports solely for "transportation" needs. It is most difficult to understand the
need for great airport expansion programs in this day and age when, by many of the airline's own admis-
sion, the market for air transportation is dwindling and one can visit several major airports in the United
States and see airline aircraft stored and parked on ramps and offered for sale. Would it not be more pru-
dent that we try to hang on to what we have, using the funds wisely to maintain our current facilities and
put forth some effort into increasing aircraft ownership so that we may justify to the general tax-paying
public the great expenditures already made?

VIGILANCE IS THE PRICE . . .

I believe that each and every one of you should be alert in your own communities as to who is the spon-
sor of local airport expansion programs, where they get their information and why. Become involved and
and I think that you will be quite surprised.
We, here in our own Milwaukee area, have done just that and we have found that the planners, the
paid consultants and in some cases a few selfish individuals are most willing to spend your money and
hang a good portion of the bill on you as an airplane owner or pilot. (Continued on Page 84)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Prof it Organization Dedicated to Aviation Education SPORT AVIATION ASSOCIATION
INCORPORATED

DECEMBER 1975 VOL. 24 NO. 12

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
The Ghost Squadron Comes Alive . . . by Greg Erikson ................. 10
Warbird's President's Letter . . . by Rudy Frasca ........................ 14
Hopes and Challenges for a New MPA . . . by David Gustafson . . . . . . . . . . 15 Page 9
Reno '75 ... by John Teg/er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Headquarters Comment . . . by Mike Heuer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
10th Annual Mid-Eastern Regional Fly-in . . . by Don Berliner ............ 27
Thorp T-18 Fuel Injection System . . . by Robert M. Benzies ............. 30
First Plans-Built Wichawk . . . by Dave Blanton and Jim Crawford ....... 32 U 2 3 w'I,
r
Marana Fly-l n ... by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Stuka Project Update . . . by Louis F. Langhurst ........................ 40
Oshkosh '75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Wildcat! . . . by Mike Heuer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Page 32
New From NASA . . . The GA(W)-2 Airfoil . . . by Don Westergren ........ 55
Flying Formation Safely . . . by Paul L. Schriebmaier . . . . . . . . . . . . . . . . . . . . . 5 6
The Sportplane Builder . . . by Antoni Bingelis .......................... 60
EAA Air Museum Board of Trustees Meeting and
EAA Board of Directors Meeting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Donors to Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Oshkosh Panorama . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Page 51
PUBLISHER EDITOR-IN-CHIEF
PAUL H. POBEREZNY IACK COX ON THE COVER . . . Preston Parish s 1975
ASSISTANT EDITORS Grand Champion Warbird. FM-2
GOLDA COX. MIKE HEUER, RAY SCHOLLER Photo by Ted Koston
ADVERTISING MANAGER PUBLICATION LAYOUT
BONNIE SOUCY BERNICE SCHOLLER

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. IR., 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 $2000 per 12 month period of which $1000 is for the sub-
scription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES Please allow at least two
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SPORT AVIATION 3
 ORGANIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H POBEREZNY RAY SCHOLLER S H SCHMID ARTHUR KILPS
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DIRECTORS
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EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

DAVID SCOTT HERB CUNNINGHAM
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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.
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EAA AVIATION MUSEUM FOUNDATION, INC.

OFFICERS
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H POBEREZNY DAVE JAMESON DR LYLE MCCULLOUGH THOMAS POBEREZNY
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4 DECEMBER 1975

LETTERS
TO THE
EDITOR
Dear Paul.
Sorry to upset the record, but in the August
issue of SPORT AVIATION you printed a state-
ment by the Kelowna High School in British
Columbia saying that they were the first
Canadian high school to build and fly an air-
craft test flight June 25, 1975.
Well. I would like to state that Central Tech.
is the first (I hope) Canadian high school to
build and fly an aircraft test flight June 16,
1975 by Herb Cunningham. Chapter 189.
Toronto (also the sponsor).
We have had an aircraft mechanics course
running at Central Tech since 1928. and an
aeroscience course since 1973 (builders of
the Fly Baby). Our facilities include: a large
room containing a C.F 100 jet fighter. Fleet
Canuck. Cessna 150. a helicopter; various
piston and jet engines, a wind tunnel room
(open circuit), a flying room GAT.1 simu-
lator, a room equipped for homebuilding
(aircraft) and a room equipped for Theory of
Flight, instruments and Meteorology,
At present, we are rebuilding a Smith Mini-
plane for school use.
I will be in touch again, and thanks for a
fine publication.
Yours truly,
G. Cousins - Teacher
Central Technical School
725 Bathurst St.
Toronto. Ont., Canada M5S 2R5
Dear Paul:
Letter written by Ray Taylor appearing in
the Sept. issue voices my sentiments exact-
ly
My reason for joining the EAA was solely
for the purpose of building experimental air-
craft. As a bonafide builder I would like to see
each Chapter as a work shop instead of a
coffee shop. A work shop where labor, tools,
jigs, know how and material can be ex-
changed. Where several members could pitch
in and exert team effort to each of their res-
pective projects to expedite the building of
the project.
Yours truly.
Walter Godfrey
Box 481
Bay Springs, MS 39422
Dear Mr. Poberezny:
Recently I have witnessed a lot of attacks
in SPORT AVIATION concerning sometimes
the organization, sometimes its manage-
ment.
The main thing said once was that the only
benefit drawn from the organization was the
magazine. Let somebody who really has only
this benefit say that he considers it sufficient.
The quality of SPORT AVIATION is first class.
and I read with interest your Designee Cor-
ner. My experience is limited to the building
of a gyroglider which will soon go to be
transferred (when . . . ?) to something in the
Rutan line, and I need all tips!
I cannot be judge on your action on the fed-
eral side but I think that the work done by
EAA is towards the benefit of its U. S. mem-
bers and a good example for other nations.
Regarding the management, it is sad to
notice that as soon as an individual reaches
some limelight, there is a type of coalition
to get this individual downl Is it political mo-
tivation to have everybody equal? Is it pure
human jealousy? I don't know. But my own
view is that EAA is really devoted to sport
aviation and recreation, that it has nothing
to do with political actions, as long as these
actions do not interfere with our activities,
and subsequently I support without reserve
the present management as it is.
Well. I hope you understood my English!
Sincerely yours and keep up the
good job.
Mr. Guy Pied
48 Rue de la Roche aux Fees
45 140 St. Jean de la Ruelle.
France
Dear Paul and EAA Staff:
Finally made the big fly-in this year. All
those who provide only negative comments
should try and organize and carry out just
one little portion of such an endeavor.
I was impressed with everything, includ-
ing little details such as oiling of the roads
in the camping area, for the comfort of the
campers, including my wife and I.
A person usually receives personal satis-
faction equal to his involvement and Oshkosh
'75 was no exception. My wife, Lil. and I en-
joyed the two days we worked with Bob Mick
in aircraft registration more than any other
period of the five days we were there.
This was also our first opportunity to visit
the museum and workshop. This visit made
me regret the distance we live from EAA
Headquarters. I still intend to donate some of
my time to EAA Headquarters/shop upon re-
tirement. Meanwhile. I will continue my ef-
forts in keeping the Piper Vagabond PA/15-17
Community together and active.
Sincerely.
Cecil Ogles (EAA 21280)
Century Club 82/Antique-Classic 522
448 C
Coronado, CA 92118
Dear Paul:
Enclosed is a donation to the Museum in
honor of John T. Madigan. EAA 20706. who
died July 31. 1975. Chapter 122 proudly spon-
sors this donation.
John was a long time and devoted member
of Chapter 122. He was a designee of Chapter
321. A true EAAer, of the highest caliber, the
type of member who helped put EAA where
it is today.
A personal friend, and one who will be
missed by all of EAA. especially by those in
the Harrisburg. Lancaster, Reading area of
Pennsylvania.
He was an instructor pilot and is responsi-
ble for giving wings to many students.
He did not quite achieve his lifelong ambi-
tion to complete his beloved Pitts; however
his life was so much more complete because
of the fact that he almost did get it into the air;
time ran out on him.
He was a teacher in the local high school
who introduced aviation to the Senior class,
teaching the theory of flight and aviation
technology. He personally took every avia-
tion student for a plane ride, and required
each of the three students in the flight on a
three legged cross country, to be responsible
for the correct course on their leg. as they
were taught in the classroom. This event
very often was the highlight of the student's
lifetime of education, at that point.
John personally, by his own volition, was
one of the first in the state of Pennsylvania
to "push" for aviation in schools. His pro-
gram is slowly becoming a reality. Aviation
and aviation people were John's life
"He trod the high untrespassed sanctity
of space, put out his hand and touched the
face of God."
John was my friend, may he forever rest
in peace
Charles T. Vogelsong
EAA 10199/Designee340
To: James Dow. Acting Administrator
FAA
800 Independence Ave.. SW
Washington, DC 20591
Dear Jim:
The world's largest aerobatic contest ever
held is now a matter of history. In addition,
it was run super smooth by Contest Chair-
man Sam Huntington and his Co-Chairman
Jim Lacey.
However. I must hasten to add that we had
an abundance of help from many sources,
with great emphasis placed on how "Mother
Nature" treated us. But the smoothness of
this contest was enhanced by two of your
FAA monitors. Del Shanks and Theo Moore.
It is really a pleasure to have the opportuni-
ty to work together with these two fine gen-
tlemen. They were not only just doing their
job. but they were fair and understanding . . .
and when decisions had to be made, they ex-
ercised their options in the best interest of
the Agency and the aviation community. The
FAA should be most proud of the manner (and
ability) in which they conduct themselves.
Next year the Annual EAA/IAC Aerobatic
Championships will again be held at Fond du
Lac but at a different time slot than we al-
ways have had. Due to the heavy traffic com-
ing both in and out of Oshkosh during the
Convention, the IAC Board of Directors has
decided to move the dates of the aerobatic
competitions to a later time. The dates will
be August 30 through September 3. 1976.
Hopefully, this will work out a bit better for
you and your staff. Sure do hope that you can
put this on your calendar, and plan on join-
ing in the festivities.
Be looking forward to hearing from you
and seeing you the next time I'm in Wash-
ington.
With best regards.
Verne Jobst, President
International Aerobatic Club
Dear Paul.
Just a note to extend Chapter 260 s ap-
preciation to you and the EAA staff for a
pleasant, interesting tour of the Burlington
hangar and the Air Education Museum last
Saturday.
The Burlington portion of the tour helped
enlarge our understanding of EAA's efforts
to keep planes of historical value flying. Like-
wise, our tour behind-the-scenes at the head-
quarters/museum facility broadened our
knowledge of the administrative and shop
work necessary to keep EAA and the museum
moving forward.
It was a great day for our bus trip through
the Wisconsin countryside. I hope other chap-
ters will organize similar trips and tours.
Thanks again for your gracious hospitali-
ty. Paul. Your efforts and the help of the staff
at both facilities were, as usual, most ap-
preciated.
Yours truly.
Jim Riedle. Treasurer
EAA Chapter 260
Dotton, IL
SPORT AVIATION 5
 BACK COVER PAINTING
This month's back cover features a spectacular view
of a Boeing F4B-4 banking high over a Navy flattop.
Lou Drendel of 9 S 134 Aero Drive, Naperville, Illinois
60540 (who painted the Cessna Airmaster that appear-
ed on the back cover of the July 1975 issue) is the artist.
The F4B-4 and its U.S. Army equivalent, the P-12, are
favorites of biplane fans the world over. Powered by
the Pratt and Whitney R-1340 "Wasp", the F4B-4 was
one of the last of the between-the-wars biplane fighters
before the shift to monoplanes.
XP-51 RESTORATION
The first Mustang fighter delivered to the
U.S.A.A.F., the XP-51 (Serial 41-038), is in the hands
of the EAA Air Museum Foundation and is presently
undergoing complete restoration. The airframe, which
was found to be in an excellent state of preservation, is
in the shop of Warbird specialist, Darrell Skurich (EAA
68299) of Ft. Collins, Colorado. Darrell has stripped the
plane down to its smallest component, has repaired,
replated or refinished each as required and is beginning
to put it all back together again. The Allison V-1710-39
(F3R) engine is being overhauled by John Sandberg's
METMA corporation in Minneapolis. The aircraft's logs
show a total of just 291 hours much of which was
U.S.A.A.F. evaluation at Wright Field.
The officers and directors of the EAA's Warbirds of
America have pledged their financial support of the
restoration, however a wider base of assistance will be
needed before the work is completed. Any EAAer or
any P-51 enthusiast who is interested in seeing the very
first of the United States' finest World War II fighter
restored to better than new condition is encouraged to
send a tax deductible donation to the EAA Air Museum
Foundation, Box 229, Hales Corners, Wisconsin 53130.
Mark your checks for the "XP-51 Fund."
OSHKOSH DEBRIEFING
A two day debriefing session on the 1975 Oshkosh
Convention was held at EAA Headquarters on Novem-
ber 15-16. Approximately 130 Fly-in Committee Chair-
men and Co-Chairmen, volunteers and interested
EAAers participated, each having the opportunity to air
the problems encountered in his or her particular area
and to offer suggestions as to how to improve things for
the 1976 event. An extensive list of comments received
from members by EAA Headquarters since last August
was also given f u l l consideration. These dedicated
EAAers came from all over the U.S. and Canada to support
the constant effort to make the annual EAA Fly-in Con-
vention the biggest and, most importantly, the best avia-
tion event ever attempted by any group or even any
6 DECEMBER 1975
nation. It was recognized that a number of areas need
improvement for 1976, however, we sincerely believe
that more effort has gone into being as responsive as
humanly possible to the needs and desires of our mem-
bers than has ever been done for any event of the mag-
nitude of an Oshkosh Fly-in.
UNLIMITED HOMEBUILT RACER?
EAA President Paul Poberezny has been in conver-
sation recently with a number of people interested in the
revival of the homebuilt unlimited racer. It is recognized
that eventually the currently used World War II fighter
planes will either be used up or become too dear from a
financial standpoint for use as racers, so that homebuilts
will have to step into the breach if racing is to continue.
Paul's interest in this area is in the accelerated develop-
ment of the lightplane that could come about in the
competitive environment of air racing. He would be
interested in the comments, suggestions and recom-
mendations of members on all aspects of a new class of
homebuilt unlimited racers design, engines, rules, etc.
1975 U.S. NATIONAL AEROBATIC CHAMPIONSHIPS
AND WORLD TEAM SELECTION COMPLETED
This year's U.S. National Aerobatic Championships
were held on October 22-25 at Sherman, Texas' Grayson
County Airport. Leo Loudenslager of Sussex, New Jer-
sey, flying a highly modified Stephens Akro, was crown-
ed 1975 U.S. Champion. In addition to the determina-
tion of the new National Champions, this competition
also constituted the fly-off for the selection of U.S. Aero-
batic Team members to represent this counrty in World
Aerobatic competition in Kiev, Russia next year.
Following Leo in the Unlimited category, and qual-
ifying for the U.S. Team after a total of five flights,
were Henry Haigh of Howell, Michigan flying a modified
Pitts; Clint McHenry of Boca Raton, Florida flying a
Pitts S-IS; Bill Thomas of Miami, Florida flying a Pitts
S-IS; and Bob Davis of Woodstock, Illinois flying a
Pitts S-IS. Betty Everest of Boulder, Colorado was
selected as the U.S. Woman Team member.
In other categories, Dr. Bill McCollough of Level-
land, Texas won Sportsman in a modified Taylorcraft.
Tom Adams of Enumclaw, Washington was victorious in
Intermediate in his Pitts S-l. Finally, Chipper Melton
of Boulder, Colorado added Sherman to his Fond du Lac
aerobatic win in Advanced category. Chipper was also
flying a Pitts S-l.
Jim Hill, President of the Aerobatic Club of America,
sponsor of the event, worked many long and hard hours
helping to see the contest become a success. Unfor-
tunately, Sherman was plagued with high winds and low
ceilings for much of the competition. Judges were Mike
Murphy (Chief), Charlie Hillard, Marion Cole, Del
 HEADQUARTERS
Booth, and Bill McCollough for the Advanced and Un-
limited categories. Judges for Sportsman and Inter-
mediate were Champe Pool (Chief), Lisa Burden, Gerry
Zimmerman, Gene Olson and Art Miller.
After the Nationals were complete, the remainder of
the ground support personnel for the Team effort were
selected. Team Captain will be Frank Christensen,
Hollister, California, President of Christen Industries.
Team Trainer will be Bob Carmichael of Roanoke,
Texas, new President of ACA. Team Judge will be Don
Taylor of Hampshire, Illinois, former Vice President and
Director of EAA's aerobatic division, the IAC. Assistant
Judge will be Casey Kay, Arlington, Texas, a familiar
voice on the mike at Oshkosh. Technical Committee
member will be Terry Tubb, Cary, Illinois, former Trea-
surer of IAC. Mechanics are Greg Armstrong and Alan
Bush.
ACA asks EAA members for their support in the form
of donations so that the Team can be successful and
retain their title as the World Champion Aerobatic Team
as well as the individual men's and women's titles. Do-
nations can be made to the Aerobatic Club of America,
P.O. Box 401, Roanoke, Texas 76262. Checks should be
made out to "NAA For U.S. Aerobatic Team" and
are tax-deductible.
Mike Heuer
BUYER BEWARE . . . CONTINUED
EAA still receives occasional word from members
who have sent money to persons who have announced
new aircraft designs . . . and have received nothing in
return. Members are urged to investigate the design
have the plans been completed? has a prototype been
built? has it flown? has it flown off its restrictions?
BEFORE money is sent. SPORT AVIATION and other
magazines often carry stories of new designs as news
items to keep everyone abreast of what is happening in
the homebuilt world. SPORT AVIATION, however, does
not publish ads for the sale of plans until the aircraft
has flown off its FAA assigned flight restrictions. EAA
cannot, however, be responsible for your money if you
send it, unsolicited, to persons who are not set up to
service buyers.
EAA IN CONGRESSIONAL RECORD
On Thursday, October 9, 1975 Congressman Dale
Milford of Texas entered into the Congressional Record
a speech entitled "The Busiest Airport in the World."
This was his impression of the 1975 EAA Fly-in at Osh-
kosh and his evaluation of the role of the sport aviation
movement in the overall aviation scheme of things, as
well as the EAA'ers contribution to our national life.
Special emphasis was placed on our President, Paul
Poberezny, and his unique contribution to aviation. The
complete text of Congressman Milford's speech will be
printed in the January issue of SPORT AVIATION.
VARIEZE DEMONSTRATIONS
Burt Rutan has asked that we announce that by the
time you are reading this, a two hour period of time
from noon to 2:00 p.m. will have been set aside each
Saturday for VariEze enthusiasts to come to his facility
on the Mojave, California airport for a showing/
demonstrating/discussion session on his new design.
Previously, Burt has been forced to close his develop-
mental shop to all visitors in order to get anything done,
so great has been the interest. He hopes the new ar-
rangement will be a suitable compromise that will allow
prospective Eze Riders to inspect the object of their new
found affection, while at the same time permitting him
to meet his own timetable of having drawings and ma-
terials ready for you early next year. Burt still asks that
EAAers please not plan to visit except at the time shown
above. The second VariEze, the Continental 0-200
powered prototype for homebuilders, is progressing
nicely and, barring any unforeseen delays, should be
ready for flight testing by the first of the new year.
EAA COOK BOOK
EAA Chapter 243, the Wisconsin Northwoods Chap-
ter, is still working on the EAA Cook Book and needs
additional recipes. Profits from the sale of the book will
go to the EAA Air Museum Foundation. Send copies
of favorite recipes to Mrs. Marland Malzahn, Route One,
Antigo, Wisconsin 54409.
INVASION OF PRIVACY??
In his column in the October issue, EAA President
Paul Poberezny noted that he did not check the block
referring to traffic violations when filling out the re-
quired forms this year for his annual FAA flight physical.
When informed by FAA of a possible denial of his physi-
cal unless the information was provided, Paul requested
a written explanation as to why. He received the follow-
ing reply:
Dear Mr. Poberezny:
Your letter of September 2 to Doctor Davis concern-
ing the reporting of traffic convictions on the application
for airman medical certification has been referred to
me for reply.
This particular question on the FAA Form 8500-8
is intended to cover convictions for all traffic violations
including driving while intoxicated and manslaughter
arising out of a traffic fatality. This information is so-
licited as a valuable clue in assisting us to determine
whether the applicant has some underlying mental
SPORT AVIATION 7
condition (including alcoholism) that may be disqualify-
ing for airman medical certification.
While isolated convictions for minor offenses are
usually benign and do not require further consideration,
a record of repeated convictions or serious violations
may be indicative of a personality disorder or some other
mental abnormality that could compromise aviation
safety. In these circumstances, the FAA may request
additional information from the applicant regarding the
convictions, and if necessary, special medical evalua-
tions. Thus, it is not the convictions themselves that are
determinative of an applicant's qualifications, but rather
the presence or absence of underlying disease.
We trust this answers your questions and if we may
be of further assistance please let us know.
Sincerely,
H. L. Reighard, M.D.
Federal Air Surgeon, AAM-1
Federal Aviation Administration
Washington, DC 20591
Guilty until proven innocent, eh, Dr. Reighard?
During our coming Bicentennial Year, it would seem
an appropriate and patriotic gesture on the part of the
Ford Administration to instruct the various Executive
Department regulatory agencies, such as the FAA, FCC,
etc., to get back to observing the letter and spirit of
the U.S. Constitution in their dealings with private citi-
zens.
NEW FAA ADMINISTRATOR
President Ford has sent the name of Dr. John L.
McLucas to the U.S. Senate for confirmation as Admini-
strator of the FAA. A Senate Commerce Committee
Subcommittee hearing was held in early November
which was concluded in just over 20 minutes, so little
opposition is expected when the full Senate votes on
confirmation.
McLucas has been Secretary of the Air Force since
July 19, 1973 and his move to Administrator of the FAA
is seen as part of the top level shuffle of administration
officials recently ordered by President Ford.
Dr. McLucas was born in Fayetteville, North Caro-
lina on August 22, 1920 and grew up in McColl and
Latta, South Carolina. He took a bachelors degree from
Davidson College, a masters from Tulane and his doctor-
ate in physics from Penn State in 1950. He served as an
officer in the Navy from 1943 to 1946.
Prior to joining the Department of Defense, Dr.
McLucas was head of several firms specializing in elec-
tronics and so-called "think tank" activities. He is the
author of numerous scientific articles and holds 10 U.S.
patents . . . however, according to his testimony before
the Senate Subcommittee, his civil aviation experience
has been limited to riding as a passenger on airliners
and heading companies that operated aircraft for execu-
tive transportation.
Dr. McLucas is a highly respected member of the
nation's scientific community and has served his govern-
ment with distinction, but as FAA Administrator it will
be a matter of going back to Square One as far as EAA
and the sport aviation world is concerned. Shortly after
his confirmation, Dr. McLucas will be invited to par-
ticipate in Oshkosh 76 (see David Scott's Washington
Report) and it is hoped he will be thoroughly briefed
by his FAA staff on our unique problems and require-
ments immediately upon entering office. His predeces-
sor, Alexander Butterfield, also became Administrator
with an admitted lack of knowledge and experience in
general aviation matters, yet he made a commendable
effort to learn of all aspects of aviation, becoming in
time a good friend of EAA. At this point we can only
hope for as much from Dr. McLucas.
6 DECEMBER 1975
POTENTIAL ENGINE SOURCE?
It's not often homebuilders get to reap the harvest
sown by big megabuck government R and D programs
. . . but our time may be coming. An article in the Octo-
ber 27 issue of Aviation Week details a U.S. Army plan
to fund the development of a wide range of engines from
5 to 65 horsepower, plus the propellers and high output
alternators to go with them, for use in remotely piloted
vehicles (RPVs).
The Army's requirements are pretty tough . . . one
horsepower per pound of weight, a specific fuel con-
sumption of one pound per horsepower per hour,
adapted for drive of propeller and alternator, low vibration
and, of course, high reliability. And they would like manu-
facturers to deliver this performance for prices ranging
fror.\ about $150 for each of the 5 horsepower units up
to around $1,000 for the 60-65 horsepower mills based
on 1000 units per year. To have even a prayer of attain-
ing such low cost per unit price tags, Uncle Sam has
contacted existing manufacturers of small engines, such
as for chain saws, go-carts, etc., asking that they submit
proposals detailing how they could use off-the-shelf
components to assemble RPV engines. The Army even-
tually hopes to award contracts to two or more com-
panies for each of the major propulsive elements (en-
gines, props, alternators).
An interesting point is the fact that the duration of
the program is not to exceed two years. At that time a
number of manufacturers will have employees, tooling
and production capacity to build small aircraft engines
and propellers sitting idle. Furthermore, there will be
those who lost out when the contracts were originally
let whose engines and/or prices were not up to the Army
requirements. Any and all of these would be potential
suppliers of engines and props for the sport plane mar-
ket.
These RPV engines are generally short life units as
compared to normal certificated aircraft engines. How-
ever, modifications possibly could be made ( u s u a l l y
more durable bearings) that would make them suitable
for sport plane use. Perhaps some manufacturer, seeking
a more stable market than the low bid, government con-
tract ratrace, might even spring for FAA certification.
The Army Air Mobility Research and Development
Laboratory of Ft. Eustis, Virginia is responsible for the
RPV engine program. If any EAA member is involved,
either from the military or the manufacturing side,
please keep EAA Headquarters up to date so we can
contact the engine manufacturers about sport flying use
of their engines.
EAA CALLS FOR FAA DOT SPLIT
Calling on its Chapters for support, EAA recently
announced its backing for bills in Congress which would
split the Federal Aviation Administration away from
the Department of Transportation and establish it as an
independent agency.
In a letter to the EAA's Chapter Presidents, President
Paul Poberezny requested that its members contact their
Congressmen and Senators and support the bills in-
troduced in the House and Senate by Representative
Barry Goldwater, Jr., and Senator Barry Goldwater,
respectively. Bill numbers are H.R. 9930 and S. 2434.
Stating that the DOT has "hamstrung" FAA operations,
Paul went on to say that it supported the split so that
FAA could accomplish its safety mission in an "ef-
ficient and expeditious manner".
Attributing the fact that it has taken almost seven
months for the Ford Administration to find a person to
fill the job of FAA Administrator to the role the FAA
presently plays in the Department of Transportation,
Paul also stated that splitting the FAA away from DOT
would "make it easier for the Administration to recruit
capable men to head FAA." The nomination of John
McLucas, Secretary of the Air Force, to be new FAA
Administrator, fills a vacancy open since March 31, 1975
with the resignation of former Administrator Alexander
Butterfield.
In follow up action, personal letters were sent by
the EAA President to some 66 key Congressmen and
Senators urging their support for these bills. Included
in these mailings were members of the House Public
Works and Transportation Committee and the Senate
Committee on Commerce. These two committees are
considering the bills.
By throwing its support behind these bills, EAA
(Photo by Lee Fray)
hopes that aviation will enjoy a high level of recogni-
Raymond Jones, Jr. (EAA 94749) of Milford, Michigan
tion in overall government transportation planning.
has loaned this Morane-Saulnier Model 130 to the EAA
As usual, we would appreciate any copies of cor- Air Museum. The plane was designed in 1926 as a
respondence you may have with your Congressmen on
French military trainer and is fully aerobatic. Powered
these bills. Please send copies to the attention of Michael with a zero time 230 hp Salmson engine, the aircraft is
R. Heuer, Executive Assistant Governmental Affairs, in mint condition and is currently on display in the mil-
at EAA Headquarters. itary and aerobatic section of the museum.

(AOPA Photo)
EAA President Paul H. Poberezny, right, holds the Lawr-
ence P. Sharpies Award presented him by the Aircraft
Owners and Pilot's Association. The annual award,
which includes an honorarium of $1000, is intended to
"recognize and inspire unselfish contributions to
general aviation." President Paul received the award in
San Diego on October 11 during the AOPA's 1975 Plan-
tation Party and Industry Exhibition. At left is J. B.
Hartranft, Jr., president of AOPA. He and Paul flank
Audrey Poberezny who for many years was General
Manager of EAA and now serves as General Chairman
of the annual EAA Fly-in Convention at Oshkosh.

SPORT AVIATION 9
THE
GHOST
QUADRON
COMES ALIVE
AIRSHO '75
By Tom Poberezny
Each year in preparing for EAA's Annual Con-
vention in Oshkosh, I know that it will be an
exciting and action-filled event. But no matter how
much I think about it, nothing matches the feeling
of the actual start. The activity, the arrivals, the
feeling of excitement that prevails . . . they all con-
tribute to a surge of adrenalin that lasts for a week.
After 1500 miles and 11 flying hours I was on
final for Runway 13 at Harlingen, Texas. Off to my
left a Stearman and P-51 were preparing to land on
18 right. On my right was a sight that gave me
that old Oshkosh feeling. The adrenalin was again
flowing. There in front of me was a birds-eye
view of just about every World War II aircraft one
could think of ... parked in neat rows waiting to
surge into the air at a moments notice. Getting out
of the airplane, I could feel the aura of excitement
and anticipation that filled the air.
I became indirectly involved with AirSho '75
early in the year when I received a call from Col.
Lefty Gardner asking for information on the organ-
ization and preparation of EAA's Annual Conven-
tion. It was refreshing to hear their plans for we
need more events such as this to promote aviation.
.IRSHOW IT WAS . . . BUT this one was a little
different than what most of us are used to. There were
the skydivers and numerous aerobatic acts (Bob Hoover,
the Red Devils, Art Scholl, Duane Cole), but that was
only part of it. This show was air power! Where else
(except Oshkosh) could you see the likes of Mustangs,
Bearcats, Liberators, Flying Fortress', Wildcats, Zeros,
Messerschmitts . . . the formidable aircraft that have
been so much a part of the world's aviation past. AirSho
'75 was the Confederate Air Force's first show under an
expanded format and it was truly a success.
10 DECEMBER 1975
By Greg Erikson (EAA 56579)
1016 Valewood Rd.
Bartlett, 1/linoiK 60103
Photos by the Author
The Confederate Air Force did not let the magni-
tude of their job deter their enthusiasm. All phases
of the event were well organized and carried out in
a very safe and professional manner. The recrea-
tion of many of the battles of WW II were most
interesting with the reenactment of Tora, Tora,
Tora the highlight of the event.
I must admit, I was very pleasantly surprised
with the magnitude and organization of the CAF
operation in Harlingen. It is an almost insurmount-
able task to keep these famous WW II aircraft
flying, but the CAF is doing it. In addition they
have a fine museum and headquarters facility. The
new Officers Club is a great place to meet and
trade "war" stories.
Warbird President Rudy Frasca, as well as
many Warbird Directors and members were in-
volved in many of the activities, adding to the
event's success. In addition numerous EAA'ers
were in attendance as evidenced by the sea of EAA
caps that I saw. The recognition given by the CAF
to the EAA and Warbirds throughout the show was
noted and appreciated.
AirSho '75 was a success because many hard-
working aviation enthusiasts wanted it to be. The
CAF Colonels and all those who assisted them are
to be congratulated for their hard work and the
successful presentation of AirSho '75. I am sure
that all EAA'ers join me in wishing the CAF
nothing but success for 1976 and the future.
The CAF got its unofficial start in the mid-fifties
when a group of ex-service pilots in the lower Rio Grande
Valley of Texas bought a North American P-51 "Mus-
tang." As interest grew (an F8F Bearcat was the next
acquisition) it was decided to acquire other World War
II fighter type aircraft. Investigation revealed that very
few of these aircraft remained intact and that the U.S.
Navy and Air Force had not even preserved one of each
type for historical and museum purposes. This deplorable
situation inspired these men to dedicate their efforts to
preserve and perpetuate these valuable aircraft. The
How's this for a line-up of fighters a P-38, P-63,
P-40 and a P-47.
The CAF's DeHavilland Mosquito was purchased in
England in 1969 and was ferried across the Atlantic
by CAF Colonels Ed Jurist and Duane Egli in late 1971,
arriving in Harlingen in January 2, 1972. This is one
we'd certainly like to see at Oshkosh.

"Diamond Lil" is owned by the CAF and is the oldest

B-24 in existence. It was the 18th of over 18,000 built.
It was used as a company aircraft by Consolidated
A i r c r a f t Corporation during World War II, was an
executive aircraft for Continental Can for nearly a
decade and labored for Mexico's national oil company
(PEMEX) before being sold to the CAF in 1967. The
Liberator has been put in the markings of the 98th
Bomb Group of the 9th Air Force.

SPORT AVIATION 11
CAF was born and today is alive and well in Harlingen,
Texas.
Like many fellows, I have dreamed of being alone at
the controls of a P-51 or a P-38. Since that is not a
reality, I took the next best thing . . . a ticket to
Harlingen. The pre-show publicity gave simple direc-
tions ". . . just fly to the center of the country, turn
south and go as far as you can."
Though the show didn't start until Thursday, I ar-
rived on Monday so I would have plenty of time to
view all the aircraft and historical memorabilia. I start-
ed in the museum, a very neat, well kept building loaded
with WW II artifacts. You can see everything from crew
accessories and bombsights to actual charts used on the
bombing raids over Germany. Studying these charts
made me feel as if I were flying with General Savage on
a B-n raid in "12 O'Ctock High." Oh, the price of
being a dreamer!
I never tire of photos and there were plenty to see.
The fighter room had photos of almost all of the aces
from the various fronts and a little background on each.
Another section listed the Medal of Honor winners . . .
fine men who performed heroic deeds on behalf of their
country's defense.
Walking out the museum door, one is immediately
confronted by a P-47, F-82 (Twin-Mustang) and a The CAF lists no less than five B-25s on its roster.
Mosquito. You don't see that combination together "Executive Sweet" belongs to Challenge Publications,
very often. Making a right turn, I found myself in the new owners of Air Progress magazine.
Bomber Hangar. With all of the airplanes flying, this
empty hangar was used for the evening activities.
Adorning the massive hangar walls were the famous
names and paintings that graced the nose of almost
every bomber in WW II. Someone had the good sense
to save these irreplaceable pieces of the past before the
aircraft they symbolized were destroyed. If only they
could talk . . . what a story they could tell!
I crossed the ramp to the Fighter Hangar. One lone
Me 109 under restoration loomed alone in the shadows
. . . a stalwart of the German Luftwaffe which carried
many an aviator over the battle grounds of Europe.
This hangar housed various commercial displays during
AirSho '75. Next door was the Maintenance Hangar with
the multitude of tools and equipment needed to keep the
massive machines of the CAF airborne. This week
would be busier than ever in order to meet the heavy
schedule of flying activities.
Walking around the hangars to the north ramp, the EAA Director Gus Limbach flew the EAA Air Museum's
first thing I saw was a neat row of 4-engine monsters. Tora, Tora, Tora "Zero" down to Harlingen to partici-
There sat a beautifully camouflaged B-24 and the work- pate in the big show.
horse B-17, both nestled beside a glistening B-29 named
"Fifi". Behind them a B25 and an A-26 waited for ex-
pected arrivals. I was seeing only the beginning of the Immortalized for its crucial role in the Battle of Mid-
greatest private military collection in the world today. way, the Douglas SBD Dauntless is instantly recogniz-
Two P-51's along with a P-38, P-63, P-40, P-47, P-39 able by its perforated dive brake/flaps.
and an Me 109 sat ready. A SBD-5 Dauntless, SB2C-5

12 DECEMBER 1975
Helldiver, F8F Bearcat, FM-2 Wildcat and FG1-D Cor-
sair glistened in the sun. In the distance were the
numerous aircraft that would be participating in the
reenactment of "Tora, Tora, Tora" parked next to T-6's,
BT-13's, PT-22's and T-28's.
Thursday morning saw the pace quicken. Fighters,
bombers and trainers of every type imaginable kept
landing. The first two days of the show consisted of photo
missions, fly-bys and arrivals interspersed with air show
routines by Duane Cole, the Silver Eagles, Art Schell,
Bob Hoover and the Red Devils. In addition many of the
CAF Colonels performed aerobatic routines in aircraft
ranging from the P-38 to the F-8F. Author Martin
Caiden flew his Junkers JU-52 all the way from Florida
to participate in the show.
This was without a doubt an international show with
people from all over the world, as well as all parts of
the United States attending. Camping facilities ac- The CAF has a number of "movie stars" in its Ghost
commondated a large number of aviation enthusiasts as Squadron. This Messerschmitt Bf 109 tangled with Spit-
local motels were filled to capacity. fires and Hurricanes in the film "Battle of Britain."
Though this was billed as a four day show, Saturday It is an ex-Spanish Air Force fighter powered by a Rolls
and Sunday were still the big days. The morning and Royce Merlin engine. Spanish pilots transitioned di-
early afternoon hours provided much the same entertain- rectly from the 109 to Mach 2 F-104 Starfighter! The
ment that had been seen the previous two days. One Bell P-39 in the background is one of two flown by the
added twist was an aerobatic performance, including a CAF.
roll on take-off, in a stock Saberliner by the inimitable
Bob Hoover.
Upon the completion of Bob's performance and the
playing of the national anthem, silence turned to the
sound of bombs dropping, air raid sirens and air-to-air
combat. Out of the sun came countless Zeros, Vals and
Kates in a precisely executed recreation of the attack on
Pearl Harbor. EAA International Director Gus Limbach
participated, flying the EAA Air Museum Foundation's
Zero. Soon after the attack began, a P-40, an F-4 and
other famous fighters scrambled to engage the enemy.
Action was taking place in all quadrants.
During the raid the CAF B-17 simulated a sight
familiar to many. With smoke trailing from its No. 2
engine and only one gear extended, the Flying Fortress
attempted a landing. Rolling the length of the runway
on one wheel, it then took to the air again.
Before anyone knew it the SBD, TBM and FM-2
had launched to meet the Japanese in the Battle of Mid- The legendary Flying Fortress, the Boeing B-17. Per-
way and the Coral Sea. Also reenacted were such haps the most highly eulogized aircraft of World War
notable events as Thirty Seconds Over Tokyo, Battle of II, the Fort deserves every word of praise heaped upon
Britain and the D-Day Victory in Europe. Concluding it. It's difficult to think of the B-17 without remember-
the aerial display was a fly-by of the gigantic B-29 ing the seemingly endless WW II wire service photos
Superfortress and the missing man formation in honor of of the tough birds struggling home from Germany with
those who gave their lives in WW II. the tails, wings and fuselages half shot away.
Air Sho '75 is in the parlance of the day a "trip" . . .
a chance to live or relive, depending on your age, a time
of high drama, a time of patriotism, a time of firm The CAF's B-29 Superfortress. Paul W. Tibbets, pilot of
national purpose. It's an injection of uncut inspiration the "Enola Gay" from which the atomic bomb was
all of us could use from time to time. dropped on Hiroshima, was a guest at AirSho '75.
 WARBIRD PRESIDENT'S LETTER

-S THINGS SETTLE down, I think we will find that 1975 was the greatest year
yet for Oshkosh. 1975 was the first time we have been able to see the problems in-
volved of our annual event so that we could do something about them. This is due to
its success in drawing more people than could be accommodated.
As president of the Warbirds, I have asked the members to offer criticism, ideas,
solutions, etc., that Warbird directors could study prior to setting new goals for our
growing membership. We have received many impressive replies. Using these as a
basis for our past Warbird director's meeting, we went to work. Warbird directors
came from throughout the U.S. and Canada to meet at the Clayton House in Wheel-
ing, Illinois. Paul Poberezny was there to offer his insights.
Numerous subjects were covered, with Oshkosh being the most important. We
discussed safety, security, awards, waivers, grounds, fly-bys, pilot qualifications, etc.
We also went into subjects including insurance, membership, letters of authorization
for experimental aircraft, and training programs.
The Warbird newsletter was a special subject. In the past, the EAA staff has been
putting this together as best they could for all divisions. Being short staffed this was
difficult and sometimes done during off hours and often at their homes. Thanks to
Warbird director Tom Austin, the EAA staff will he relieved of this responsibility
except for their help. The newsletter will be monthly or bimonthly and will be mainly
a service to Warbird members by including ads, ideas, tips, new products, upcoming
shows, new purchases, projects, new members, etc. Special general interest articles
and pictures will be placed in SPORT AVIATION to be shared with all EAA members.
We suggest the other divisions consider doing the same, if possible.
The Warbirds are concerned about the relationship with other divisions and with
EAA in general. For instance, we do not like the idea of taking over runway 18-36 at
Oshkosh during one of our mass take-offs or landings. This unfairly deprives many
pilots of their much cherished and hard to get time slots. However, the requirements
of the liquid cooled fighters are such as they must get out quickly or overheat. The
fly-bys on runway 18-36 are a problem for the faster aircraft as we do have difficulty
staying clear of runway 9-27. Crowd control is something else. Warbirds have serious-
ly considered moving from Oshkosh because of safety and as a friendly gesture to
leave the field clear for other members. But feelings have been strongly expressed
by the EAA general membership that we are wanted at Oshkosh and that other
solutions be worked out. Some ideas have developed at our Warbird meeting and
have been found acceptable by Paul. These will be further developed and presented
to all concerned at a later date. Warbirds are still open to ideas that will make us all
a more compatible and closer knit organization. As Paul keeps preaching, we are all
basically EAA'ers.
One other point concerns the relationship of the general membership that is
inherent due to human nature and the different aircraft we fly. There seems to be a
feeling that the louder the airplane, the faster it is, the greater its price or aerobatic
capabilities, the more proportionally snobbish is its pilot. Sometimes this is true.
However, I find that this is largely a misconception of the viewer. We all do our thing
as conditions and funds permit. We should all respect this as long as it does not
bother others. So whether one flys a Breezy, Pitts, J-3, Staggerwing, Spitfire or T-33,
don't knock it, but appreciate the person for doing his or her thing. One thing that we
all will agree with when you put them all together at Oshkosh, it's impressive!
The next two years or so will be a period of adjustment for EAA and Oshkosh to
accommodate the many great things that are happening. Paul is willing and able to
give us leadership. Let's pull together and get behind him! After all, it is for our
benefit.
Rudy Frasca, President
Warbirds of America

14 DECEMBER 1975
 HOPES
AND
CHALLENGES
FOR A ,
NEW MPA
David Gustafson <EAA 73537)
18 Virginia Rd.
Barrington, R. I. 02806
(Photos by the Author)

SPORT AVIATION 15

J. RY TO IMAGINE a 78 foot wing that weighs only
75 pounds. Attach it to an airframe and tail group that
weighs another 75 pounds and you're on the way to visu-
alizing Joe Zinno's unique Man Powered Aircraft, the
Olympian ZB-1.
Joe's frail-looking craft is the product of roughly
6,000 hours split evenly in design and construction and
spread over four years. The odds he faces in even getting
the Olympian off the ground are impressive enough to
qualify Joe as a dreamer of impossible dreams. On the
other hand, when you see the parts of his magnificent,
if gangly, flying machine and take the time to listen to
Joe's explanations, you can't help wanting to make plans
to watch the flight tests.
"If I can just get it off the ground," says Joe with a
dose of Italian flourish, "I believe I'll have pulled off a
first in this country." Then he adds with a tense calm,
"if I can complete a circle in the air, it'll be a world's
first. Some people say there are better odds in buying a
lottery ticket, but we'll see."
Ultimately Joe hopes to capture the 50,000 prize
offered by British industrialist Henry Kremer. The
Pounds Sterling go to the first man or group of men who
can fly a figure-8 course around two pylons a half-mile
apart and cross the start and finish lines at least 10 feet
off the ground. Man power only. No rubber bands. No
stored energy of any kind. No pushing by ground crew.
16 DECEMBER 1975
Joe Zinno (EAA 4456), 44 Woodhaven Blvd., N. Provi-
dence, R.I. 02908 seated in the Olympian in which he
hopes to become the first to fly in the U. S. by human
power alone.
Joe's not the first to try. At least 16 MFA's have lifted
off since 1960, but none have come close to challenging
Kremer's purse. The Jupiter went 1,171 yards in a
straight line to the end of the runway and the Puffin final-
ly made a 180 degree turn after 90 attempts but crashed
shortly thereafter. At least seven others have been
turned into firewood.
What makes Joe think he can do it? "I've come this
far alone and haven't had to compromise with a com-
mittee. My bird also has a number of new gimmicks,"
he says with a smile that seems to hide secrets. But then
he's quick to point out his willingness to discuss any-
thing about the project: "I'll never build another, though
I'd be happy to share all the information that's come
out of this thing."
Among the firsts incorporated in the unusual and
fascinating structure of the Olympian are: ( D a dual air-
foil in the wing that produces high lift inboard and mini-
mizes the diving moments outboard, (2) the entire outer
5 foot section of the wing moves by means of a single,
spring-loaded cable, producing a full wing-tip aileron,
(3) the 8'/2 foot prop is geared for variable pitch (climb
and cruise settings for an MPA?), (4) drive power is de-
veloped through a freshly designed reciprocating pedal
system that's geared to produce 230 rpm in cruise and
a maximum of 295 revs. Joe's also making use of an in-
verted airfoil on the stabilator and looks forward to
accomplishing flat turns with an enormous rudder.
Few designers have been as weight stingy as ole
Scrooge Zinno in fabricating a prototype. His ribs are
made of balsa strips, fitted to a box spar of 1/32" ply with
spruce spar caps, and skinned with clear mylar plastic.
The fuselage is given its odd shape with aluminum tub-
ing that's so thin a child could bend it. The boom run-
ning back to the tail group was originally a spruce-
plywood construction but an untimely photo call along
with the effects of some gusty winds on those huge tail
surfaces created a wooden pretzel, so Joe opted for the
additional weight of a single aluminum tube.
Final assembly of the ZB-1 is taking place at the
abandoned Quonset Naval Air Station in Rhode Island.
The 8,000 foot runway there is long enough to give Joe a
crack at two records on the first day of flight tests: first
MPA to fly in the United States and the world's distance
record. As soon as the plane has left the ground it will be-
come an immediate candidate for a museum. If it can be
pumped through the Kremer course one time that will
definitely be the last flight. How many guys will devote
6,000 hours putting together an airplane that won't fly
more than 15 minutes if it flys at all!
Why bother? "I needed a new challenge," said the re-
tired Lieutenant Colonel (USAF), "and what could be
more unusual than to turn from C-141's with their 84,000
horsepower, to an ultra light with one man power?"
What indeed, Quixote?
This frontal view shows the turn-over structure . . .
SPECIFICATIONS even at a cruise of 20 mph one's noggin needs some
DESIGNER/BUILDER: Joe Zinno (EAA 4456) protection.
44 Woodhaven Blvd.
N. Providence, RI
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 ft.
Length ....................................... 21' 6"
Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 sq. ft.
Wing Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 Ib./sq. ft.
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Ibs.
Gross W e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 Ibs.
Airfoils:
Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wortmann
10' Inboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS 150-B
Outer 2 5 ' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FX 63-137
Prop . . . . . . . . . . . . . . . . . 8' 6" x variable airfoil and pitch

PERFORMANCE
Top Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 mph
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 mph
Lift Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 mph
Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 mph
Take Off Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 ft.
Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 tt./sec.
Rate of Sink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 ft./sec.

The inner ten feet of each wing panel has a Wortmann

MS150-B airfoil while the outer 25 feet uses the Wort-
mann FX63-137. Tail group of the Olympian.
SPORT AVIATION 17
 Joe poses with the ZB-1's port wing tip aileron. Ribs are of balsa and the box spar is built up with 1/32
plywood. Covering material is clear mylar plastic.

BOOK REVIEW
Jungmeister Junket by Sam Burgess. Vantage Press,
Inc., 516 West 34th St., New York, New York 10001.
334 pages. $8.50.

In 1970 Sam Burgess flew his homebuilt replica of a

Bucker Jungmeister on a tour of all 50 states. A series
of articles in SPORT AVIATION (October, November
1970) recounted the adventure and later the aircraft
was placed on permanent display in the EAA Air Muse-
um. Sam more recently made a similar 48 state tour in
the EAA Acro Sport.
He has now expanded his Jungmeister trip articles
into a full-length book that will be of interest to all
EAAers. The many details that could not be included in
a magazine article, the people, the countryside, the States
weather all are found in Jungmeister Junket.
This is not a typical "there I was at 10,000 feet"
hangar tale. Rather it is one man's expression of love
for flying and his country. Sam has crisscrossed the U.S.
innumerable times as a military pilot and now as a sport
pilot, but he is never bored. Mountain ranges, rivers,
harbors and cities passing slowly beneath him serve as
an open history and geography book. Past and present
become one. Indians, pioneers, soldiers, farmers, towns-
people and statesmen trod the same ground, occupy the
same space in his imagination because from his vantage
point, he can see the scenes of all their lives, all their
endeavors in a glance.
A tour of the United States through Sam Burgess'
eyes . . . and heart . . . is well worth your time.
Jack Cox

18 DECEMBER 1975
 By John Tegler (EAA 44250)
Rt. 5, Box 287
Arnold, MD 21012
(Photos by the Author)

\ -\

The Unlimited Championship Racing Aircraft which

(Ran Slaton Photo)
Five of the eight aircraft that participated on the Race-
Horse Start of the Formula I Silver Race. Left to right:
No. 41, "Shark" with Bill Skliar; No. 87, "Pogo" with
Pat Hines; No. 51, "Anaconda" with Bill Sullivan; No.
15, "Loki" with Ken Haas and No. 35, "Sump'n Else"
with Tom Summers.
constituted the fastest field ever put together in the
history of the sport lined up in front of the spectator
area prior to the start of the Championship Race on
Sunday. Aircraft, left to right, are: Clay Klabo's No. 85,
"Iron Mistress"; Mac McClain's No. 5, "Red Baron";
Gary Levitz's No. 81, "Precious Metal"; Cliff Cum-
mins' No. 69, "Miss Candace"; Ken Burnstine's No.
34, "Miss Foxy Lady"; Lyle Shelton's No. 77, "Air-
craft Cylinder and Turbine Special"; Darryl Greena-
myer's No. 1, "Conquest I" and Bob Hoover's Rock-
well Mustang Pace Aircraft.

~ Ar ,

SPORT AVIATION 19
 1 HE RENO NATIONAL CHAMPIONSHIP Air
Races hold the record now for being the longest consecu-
tive running air racing event in the history of the sport.
They have also been one of the most successfully oper-
ated events of this kind. On the 9th through the 14th of
September, Reno celebrated its twelfth anniversary with
what was probably their most successful event to date
in every respect but one.
This, the second major air racing meet of the 1975
season, was smoothly and professionally operated with
a minimum of fuss and problems. It saw excellent plan-
ning and operation on the part of the Reno management
itself, smooth operation by the sanctioning body, The
Professional Race Pilots Association, excellent flying
and competition, good officiating, and records broken
in three of the four participating classes.
The only respect in which this event was not near
letter-perfect was in the area of fatal accidents. In the
entire twelve year history of Reno, there has only been
one fatality and this occurred during a Sport Biplane
race when one of the participating pilots apparently
suffered a heart attack or a stroke and crashed. 1975 The No. 35 Pioneer Aviation Starduster in which Don
saw one fatal accident in the T-6 Class of racing and, Metzner won the Sport Biplane Race at Reno, 1975.
minutes later, wing-walker Gordon McCollum was lost
while attempting an inverted ribbon pick-up from the
top of Joe Hughes' Super Stearman during part of the
air show.
September 9 through 11 saw some eighty aircraft in
all four classes attempt to qualify for the available rac-
ing slots. Sid White, flying the No. 1, "Sundancer", led
the Sport Biplane Class with a new record qualifying
speed of 204.934 mph. Right behind him came Don Beck
in the No. 89, "Sorceress", at 202.247, which had been a
new record speed also until White had come along later
in the time trials and set a new one. The Sport Biplane
Class ended up with fifteen aircraft qualified for racing,
and the remainder of these qualifiers after White and
Beck were led by Don Fairbanks in his No. 5, "White
Knight", with a much improved 186.851.
The Formula I Class had sixteen slots open for rac-
ing. Eight each in the Silver and Gold Races. When all
was said and done, eighteen aircraft attempted to quali-
fy for these spots and every one of them, without excep-
tion, posted qualifying speeds in excess of 200 mph. Ray No. 51, "Anaconda", in which Bill Sullivan from Hen-
Cote in No. 16, "Shoestring", led the pack with yet derson, Kentucky won the Formula I Silver Race at Reno.
another qualifying record for the class of 241.611 mph.
His nearest competition during the time trials came from
two Easterners. Marion Baker in his recently revamped
No. 20, "Aquarius", out of Huron, Ohio was second at
233.261, and Bob Moeller in the ever-amazing No. 81,
"Boo Ray", out of Hollywood, Florida was third at
230.769. The remainder of the field saw speeds from the
high 220's all the way down to a 204.159 and a 203.774
posted by Bud Pedigo and Jim Miller, neither of whom
made the cut-off line for the sixteen qualifying spots.
Either of these qualifying speeds would have been more
than sufficient to make the Silver, if not the Gold Race,
just a few years ago. Really an improvement of the breed!
Both the Formula I and the Sport Biplane Classes at
Reno this year had seen a total absence of rookie pilots
attempting to qualify and the T-6 Class was almost the
same with only one rookie in the line-up. The nineteen
qualifiers in this class were led by former Reno and
Mojave Champion, Pat Palmer, with a near record speed
of 213.018 mph in his new T-6F, No. 99, "Gotcha". Ralph
Rina, in his No. 73, "Miss Everything", just made the
second qualifying spot at 208.897 with Dennis Buehn
in his No. 43, "Midnight Miss", right on his heels at
208.092 in third. All but six of the T-6's qualified at bet- Vince DeLuca of Rancho Palos Verdes, California who
ter than 200 mph with low man, Jim Stirwalt, in No. 46, flew a great Championship Race in the Formula I Class
"Turkey 46", posting a 188.811. and finished in second behind Ray Cote in his No. 71,
"Lil1 Quickie".
20 DECEMBER 1975
 Many have speculated, over the years, about a gradual
demise of the ex-World War II fighter based Unlimited
Class. Quite to the contrary, Reno 1975 saw twenty-two
of these machines turn out for racing which was a larger
number than was seen in any other class. By the time
qualifications were over, two of these aircraft had fal-
len by the wayside. John Sandberg's trouble-prone P-63,
"Tipsy Miss", was out with engine problems and one of
the two rookies who attempted to qualify in this class,
Jim Maloney, had decided not to race after posting the
bottom end qualifying speed of 305.455. The remaining
twenty aircraft that did qualify and race were led by
Darryl Greenamyer in his No. 1, "Conquest I", who set a
new record qualifying speed in the class of 435.556 mph.
According to the new rules in this class, the fastest seven
qualifiers would go directly into the Championship Race.
An eighth starting slot for this race would be available
for any aircraft that ran as fast or faster in the Unlimited
Medallion, or Silver Races as had the seventh qualifier.
If no one accomplished this, then the Championship or
Gold Race would be run with just the original seven quali-
fiers and with the eighth highest qualifier standing by
as the first alternate for the race in case one of the origi- The very famous Formula I, No. 92, "Rivets", which
nal seven had any problems. As it turned out, everyone of was flown to a third place finish in the 1975 Reno For-
the top seven qualifiers ran at speeds in excess of 400 mula I Championship by Bill Falck of Ellenton, Florida.
mph which made this the fastest Unlimited starting field
ever in the history of air racing. Behind Greenamyer
came Lyle Shelton in his No. 77, "Aircraft Cylinder &
Turbine Special", who was having a few mechanical
problems, but was still able to post a 423.529. Next came
Ken Burnstine in his No. 34, "Miss Foxy Lady", at
421.505. Then Cliff Cummins who had won at Mojave
in his No. 69, "Miss Candace". He, too, was having some
mechanical problems and had torched a piston just prior
to his first qualification attempt, but came back after
his crew had affected repairs to post a 414.571. Gary
Levitz in his No. 81, "Precious Metal", was fifth in the
qualifications at 409.281 and was followed by Mac
McClain in the Red Baron entry, who was having his
problems also at 407.390. During practice, the RB-51
had suffered a failure to its custom-made blower gears
which reduced engine boost to virtually nothing. The
Red Baron crew did not have a second set of custom-
made gears and, consequently, installed a set of stock
gears in order to get the airplane qualified. In the in-
terim, they called down to Los Angeles and had a new set
of custom gears made up and got these installed in time
for the Championship Race on Sunday. The final air-
craft to make the Championship field from qualifica- Chan Stokes of Roseburg, Oregon who was the winner
tions was the attractive black and white No. 85, "Iron of the T-6 Silver Race at Reno in his No. 8, "Do It".
Mistress", flown by Clay Klabo who posted a 400.909 in
this rather stock appearing aircraft which apparently
had more going for it than immediately met the eye. The
remaining thirteen aircraft in this class were led by Jack
Sliker in his No. 4, "Escape II", who posted a 393.311
to become the eighth qualifier and first alternate for
the Championship Race and went all the way down to
Bob Guilford in his No. 93, "Blue Max", who was "tail-
end Charlie" at 307.050.
Friday, the 12th of September was the first day of
racing at Reno this year and two heat races each in the
Sport Biplane, Formula I, and T-6 Classes were run as
well as the Unlimited Medallion Race. Heat IB in the
Biplane Class was taken by Bob Clark of Yuba City,
California in his Mong Sport, No. 46, "Love American
Style", at 146.441 mph. Heat IA in this Class saw Sid
White of Canoga Park, California set a new race record
of 200.619 to win in his No. 1, "Sundancer". Heat IB in
the Formula I Class was won by Don Beck of Tahoe Vista,
California in his No. 18, "Gnat", at 208.298 mph and the Rookie Jimmy Leeward of Ocala, Florida in the cock-
IA Heat was won by Ray Cote of EI Cajon, California in pit of his No. 9, "Miss Florida" in which he won the
his No. 16, "Shoestring", with a speed of 228.935. Unlimited Medallion Race at Reno.
SPORT AVIATION 21
The highly modified F8F Bearcat, No. 77, "Aircraft
Cylinder & Turbine Special", in which Lyle Shelton won
this year's Unlimited Championship at Reno.

The unique Red Baron RB-51 in which Mac McClain

finished in second in the Unlimited Championship
Race. Notice the remodified empennage which had
been totally redesigned and rebuilt since Mojave in
June.
22 DECEMBER 1975
 The IB Heat for T-6's was the race in which M. D.
Washburn of Houston, Texas in his No. 12, "Miss Hous-
ton", was lost. He had leapt into the lead on the pace lap
from his fourth place starting position and continued to
lead as the aircraft neared the No. 1 Course Pylon on
the first official lap. For some reason, Marion Wash-
burn did not begin his turn around this pylon until the
last possible moment. He was flying quite low and his
left wing struck the top of the pylon tearing a section
of the wing off which flipped the aircraft inverted and
it dove into the ground at something in excess of 200
mph. Why this happened, or how it happened we shall
probably never know. Suffice it to say that air rac-
ing lost a fine gentleman and an excellent competitor.
Through the coolness and expertise of the remainder of
the pilots in the race who were grouped quite closely
behind Washburn, no further incidents occurred and the
race continued on to its normal conclusion with Ralph
Rina of Hawthorne, California in his No. 73, "Miss Every-
thing", winning at 205.323. A victory which we are sure
Ralph could have done without under the circumstances.
Friday's IA Heat for T-6's was taken by top qualifier,
Pat Palmer, Seattle, Washington in his No. 99, "Gotcha",
at 212.042.
The only other rookie entered in the Unlimited Class
turned out to be a winner in his first outing. Jimmy Lee-
ward of Ocala, Florida took the Unlimited Medallion
Race in his No. 9 Mustang, "Miss Florida", with an aver-
age speed of 362.466. Jim Modes of Burbank, California
in his No. 7, "Candy Man", gave Jimmy something of a
battle and finished second in this almost all-Mustang
race. Joe Henderson finished in third with Dave Nor-
land in fourth, Vernon Thorpe in fifth, and Bob Guil-
ford in his Corsair in sixth.
Since there were to be no Medallion Races in the Sport
Biplane and Formula I Classes this year at Reno, Satur-
day's schedule listed the T-6 Medallion Race and the Sil-
ver Races, or Consolation Races, in all four classes. The
only rookie racing in the T-6 Class repeated Jimmy Lee-
ward's performance of the previous day and came up a
winner in the T-6 Medallion Race. John Gerber of Grants
Pass, Oregon took the race in his No, 76, "Don't Tread
On Me", at 206.107. His closest competition came from
Fred Sebby of Torrance, California in his No. 15, "Blue
Canoe", and he was followed by Gary Meermans, Ralph
Twombly, Cal Conroy, and Jim Stirwalt. The T-6 Silver
Race featured an excellent battle between Chan Stokes
of Roseburg, Oregon in his No. 8, "Do It", who was the
winner at 206.435 and Jim Mott of Long Beach, Califor-
nia in his No. 42, "Mis-Chief, who was second at 206.304.
Another battle, which was just as good, developed be-
hind them for third place between Ben Hall in his No. 98,
and Colene Giglio in her No. 7. Hall took third at 200.557
Six time Reno Champion, Darryl Greenamyer, provid-
ing some air racing humor and color with a brace of
oxen who towed his aircraft out for qualifications.
Greenamyer established a new qualifying record of
425.556 mph.
 with Giglio in fourth at 200.371. They were followed by
Dick Sykes and Barrie Simonson.
Don Metzner of Northridge, California was a sur-
prise victor in the Sport Biplane Race in his No. 35 Star-
duster at 148.931. Don Ferri was second with Al Kramer
third, Earl Allen fourth, Win Kinner fifth, Bob Hugo
sixth and Stan Brown seventh. A rather rare weather con-
dition for Reno occurred during the day on Saturday with
light rain showers and some rather gusty winds. Be-
cause of this the Silver Race for Formula I's scheduled
for later in the day was postponed and inserted into
Sunday's schedule. However, the Unlimited Silver Race
was run on Saturday as scheduled with dry weather on
the east end of the course and intermittent rain showers
on the west end of the course. In what turned out to be
an excellent Silver Race competition, Jack Sliker of
Wadley, Georgia in his No. 4 Bearcat, "Escape II",
emerged as the victor with a speed of 387.196 mph after
an early duel with at least two other aircraft. Former
Korean Jet Ace, Bob Love of San Jose, California in his
No. 97 Mustang, "Oogahonk Special", passed John
Wright of Reno, Nevada in his No. 20 Mustang right near
the end of the race to take second with Wright in third.
John Putman finished in fourth and was followed by Lloyd
Hamilton, Howie Keefe and Lefty Gardner.
The 27,500 spectators on hand for Sunday's program
saw some absolutely outstanding competition. Things
started off rather mildly with Pat Palmer dominating
the T-6 Championship Race, as he had dominated just
about everything in the class at Reno. He won with an
average speed of 207.194 which was almost five mph
faster than his nearest competition. The real race came
immediately behind him with an excellent duel for sec-
ond between Dennis Buehn of Long Beach, California
in "Midnight Miss" who took the position at 202.342 and
Marshall Wells of Grants Pass, Oregon in his No. 9,
"Cum'n Thru", who took third at 202.247. Ralph Rina
finished in fourth with Mac McClain in fifth and Bill
Turnbull in sixth.
The re-scheduled Formula I Silver Race was a "horse
of a different color", however, with excellent competi-
tion throughout. Bill Sullivan of Henderson, Kentucky,
a veteran performer in this class achieved his first major
victory in his sleek orange and white No. 51, "Anaconda".
He came from behind to win at 215.892 mph with Don
Becky in second, Tom Summers, who had moved up from
the back end of the pack, in third, and Pat Hines in
fourth. Bill Skliar was fifth, Bob Downey sixth, Glenn
Tuttle seventh, and Ken Haas eighth.
Don Beck was racing once again in the Sport Biplane
Championship Race. This time in his No. 89, "Sorceress".
He jumped to an early lead after passing Dave Forbes
and outlasted Sid White to win his second Championship
in the class this year at 198.987 mph. Sid White, in the
No. 1, "Sundancer", had worked his way past several
aircraft after the start and began to play catch-up with
Beck, however, he was not quite able to manage it and
finished in second at 196.408. Dave Forbes was his al-
most usual third, with Don Fairbanks fourth, Earl Hoff-
man fifth, Tom Wrolstad sixth, Clem Fischer seventh,
and Bob Clark eighth.
There really are not enough words in this entire cov-
erage to begin to describe the action and passing that
took place in the Formula I Championship Race. It was
absolutely beautiful! Virtually no one in this eight plane
race was in the same position at the end of the race that
they were in at the start. By the mid point of the race,
Vince DeLuca had worked his way into the lead with
Cote coming up from behind. While all the rest continued
to battle for the other positions, DeLuca and Cote fought
for the lead with Vince doing an absolutely superb job
of staying in front of Ray. However, shortly before the
24 DECEMBER 1975
end, Cote did manage to pass and began to pull away to
take the checkered flag for his eighth consecutive Reno
Formula I victory at 227.464 mph. Vince DeLuca of
Rancho Palos Verdes, California in his No. 71, "Lil*
Quickie", was second at 226.843. Bill Falck of Elleton,
Florida in his No. 92, "Rivets", had gotten away at the
start in the eighth position and moved up steadily dur-
ing the race to finish in a clean third. Bob Moeller in No.
81, "Boo Ray", was fourth, with Fred Wofford in No. 9,
"Proud Bird", in fifth. Nick Jones, in sixth, in his No. 7,
"Mother Holiday", finished in almost a dead heat with
Wofford, and Judy Wagner in her No. 44, "Wagner's
Solution", was seventh, with Marion Baker in eighth.
Every airplane in the race finished well in excess of 200
mph with low-man Baker's speed being 214.712. This
race exemplified the best in aerial motorsports competi-
tion and the crowd loved it.
For crowd response, action, speed and beautiful fly-
ing, the Unlimited Championship Race on Sunday was
as equally well received. At the same time, it was an exer-
cise in frustration for some of the participants. It all be-
gan before the race itself even started. Darryl Greena-
myer, who had set a new qualifying record and who as a
former six time champion in this class was naturally one
of the favorites, experienced prop governor problems
and was not even able to take off for the start. Jack Sliker,
as the first alternate for the race, was launched in Green-
amyer's place and became the seventh starter. Every-
one else moved up one notch in the starting positions
which put Lyle Shelton on the pole. From this position,
he moved into the No. 1 spot and never relinquished it
for the duration of the race. Shelton flew probably his
smoothest race to date to cross the finish line with a new
record race speed in the class of 429.96 mph and, by so
doing, copped his second Reno Unlimited Champion-
ship victory. Mac McClain, in the Red Baron RB-51,
proved once and for all that he and this aircraft are a
factor to be reckoned with in Unlimited competition.
Starting from the fifth spot, he quickly moved past
Gary Levitz to take fourth, then passed Cliff Cummins to
move into third. Shelton and Ken Burnstine, in No. 34,
"Miss Foxy Lady", were some distance ahead in first
and second but McClain eventually caught Burnstine
and passed him to move into second. By this time Shel-
ton had built up about an eight second lead over McClain
in second and Mac started to play catch-up. He was not
able to catch Shelton, but was closing on him at the fin-
ish, and had cut the separation in half or to about 4 sec-
onds. McClain, in the RB-51, finished in second at a
speed of 427.313 mph.
From here on, things got a little bit confusing. Gary
Levitz had actually crossed the finish line in the official
third position, but was disqualified for crossing the race
deadline. This moved Jack Sliker, who was one of the
other two aircraft still running at the end of the race,
into the third finishing spot since he had passed Clay
Klabo shortly before the end of the race. Ken Burnstine
was officially credited with finishing in the fourth posi-
tion since he had completed six official laps prior to pul-
ling out of the race. After being passed by McClain,
Burnstine had stayed with the RB-51 for a lap or more,
but eventually had blown his induction system right in
front of the crowd on the main straightaway and pulled
up and out just after completing his sixth lap. Clay Kla-
bo in his No. 85, "Iron Mistress", was awarded the fifth
finishing position which was the actual position in which
he crossed the finish line. He was not moved up one slot
because of Levitz's disqualification due to the fact that
he had cut several pylons and was thus officially credited
with only four legal laps completed putting him behind
Burnstine in the finishing order. Cliff Cummins, in
No. 69, "Miss Candace", had also experienced some of the
same kind of frustration that several others had in this
race when he torched another piston shortly after hav-
ing been passed by McClain and was thus credited with
completing only one official lap and was placed sixth in
the finishing order. The two May-Day situations in this
race were handled expertly by Cliff Cummins and Ken
Burnstine with some assistance from "Guardian Angel"
and pace pilot, Bob Hoover, and both brought their
wounded birds in successfully with no further incidents.
Reno, 1975 had, indeed, been one of the best, if not
the best air racing event in many, many years in spite
of the two tragic accidents which left many with the mixed
emotions of helplessness, anger and frustration that are
often felt at times like these, not to speak of the loss it-
self. These feelings were further amplified two days after
the races were over when reports were received of the
death of air racing veteran, Jack Sliker, in his Bearcat
during his return trip to Georgia. Jack had crashed off
the end of the runway at Flagstaff, Arizona.
John M. Sliker, or Jack, as he was better known to
aviation and business people all over the country, was
probably one of the most highly thought of and respected
pilots in the air racing fraternity. A highly successful
executive charter and ag pilot and the owner and operator
of Jack's Flying Service and Southeastern Aircraft, Inc.
in Louisville, Georgia, Jack had come on the air racing (Bob Burns Photo)
scene as a participant initially during the 1969 season. Ray Cote of EI Cajon, California who won his eighth
He had been most successful in competition, both Cross- consecutive Formula I Championship at Reno this
Country and Closed Course Pylon in first his No. 17 year in his famous No. 16, "Shoestring".
Mustang, "Escape I", and later in his No. 4 Bearcat,
"Escape II". Among other things, Jack had been the apparently had a more aesthetic side to his nature since,
Unlimited Class Drag Race champion for 1974 and 1975 over the years, he had written several very sensitive and
and had won the Unlimited Silver Race competition at imaginative poems which expressed his feelings and
both the California National Air Races in June and at those of many others toward aviation in general and
Reno. He also finished third in the Unlimited Champion- flying in particular. One of these poems which was found
ship Race at Reno 1975. An Air Force veteran and in- among Jack's effects is printed elsewhere in this issue
structor pilot with well over 20,000 hours in the air, Jack and bears the title of his racing Bearcat, "Escape II".
had also been most active in several agricultural flying
organizations and in EAA/Warbirds. Known primarily Lyle Shelton of Granada Hills, California signs auto-
as a straight-forward and professional type guy, Jack graphs for the crowd after winning his second Reno
Unlimited Championship Race with a new record speed
of 429.916 mph.

SPORT AVIATION 25

HEADQUARTERS COMMENT
In formulating positions on various aviation prob-
lems, one of the strongest factors that EAA Headquarters
takes into consideration is what you the member
think about the issue. The opinions that you express to
us, whether by phone, by letter, or by personal contact,
are extremely important in how we will act and what sug-
gestions or alternatives we will propose. Some of the
most common questions asked are, "How will this affect
our members?", "What will the members think?", "Will
this be beneficial or detrimental to our members?"
It is undoubtedly true that most members have con-
siderable faith in what Headquarters is doing and trust
us to effectively and wisely act on your behalf. Never-
theless, member input helps us all better understand
your problems, your concerns, and your needs. Contacts
from members are our link to the "grass roots". This con-
tact has good and bad aspects, however, which should
be examined and noted. For example, if we get a con-
siderable number of letters slanted one way or the other
on a particular issue, it can lead us to believe that this is
the opinion of the majority of our members. This can
happen very easily and one can even see examples of it
on the news when a Congressman will stand up before
the press and quote figures on how many letters and tele-
grams he got from his constituency on any given subject.
Letters from our constituents carry equal weight. Any-
one who believes that EAA Headquarters is not respon-
sive to the desires of its members has never bothered to
study the effects of member opinion on Headquarters
action. However, a well-balanced cross-section of opin-
ion from the membership is what Headquarters needs so
that our response is not due to the whims of a vocal
minority. This is why it is important for you to let us
know if you have a complaint or would like to express an
opinion either on your own behalf or through your
elected officials in your local Chapter.
When a member of the Headquarters staff travels to
Washington, D.C. it is especially important for him to be
armed with the knowledge that the EAA membership is
behind him and to have solid evidence that this is so. It
is better to pull a thick file folder out of your briefcase,
full of members' comments, than to pull an opinion out
of your hat. Not only do your comments let us know what
your concerns are, but it is also very impressive to those
in government who see EAA's actions are solidly based
on its member's feelings.
Therefore, I would like to take a small survey of what
your opinions are on a variety of issues which we deal
with frequently and see what your opinions are. Some
have been the subject of considerable discussion, others
have not. Think about some of the questions a little bit,
draw from your own personal aviation experience, and
tell us what you have learned and what you think. A let-
ter would be much appreciated and would help us con-
siderably in our work here. Here are the issues:
USER TAXES
Under the Airport and Airway Development Act of
1970, the present user taxes were established. For gen-
eral aviation, these include the 7c per gallon tax on fuel,
the annual $25 plus 2c per pound (over 2,500 pounds)
26 DECEMBER 1975
By Mike Heuer
of piston powered aircraft, and a tire and tube tax. These
funds are diverted into the ADAP Trust Fund which is
used for airport and airways development. The ques-
tions: (1) Do you feel that this user tax schedule is equit-
able? (2) As a sport flyer, do you feel that you benefit
from the taxes that you pay? (3) Is the support of the
aviation system the responsibility of the user or is it a
public responsibility? (4) Should a different method of
taxation be derived?
BIENNIAL FLIGHT REVIEW
Since November 1, 1974 every general aviation pilot
has been required to take a review with a flight instruc-
tor every 24 months. The questions: (1) Do you feel that
you have been "ripped off" by anyone when you took
the review? (2) Have you noted any abuses of the pro-
gram? (3) Do you think that it is necessary for pilots to
take a review? (4) Do you favor a minimum level of ac-
tivity or flying hours which if accumulated would exempt
a pilot from having to take the review? (5) Do you feel
that the Biennial Flight Review is a disguised "check
ride"?
ANNUAL INSPECTIONS
Under Federal Aviation Regulations, an "annual" in-
spection is required on all aircraft operated under Part
91. This must be accomplished no later than the end of
the twelfth month after the previous inspection. The
questions: (1) Would you favor increasing the time inter-
val on this inspection to say 18 or 24 months? (2) Would
this compromise safety in any way? (3) Is a 12 month
interval really necessary?
AIRPORT SECURITY
On airports served by air carriers, FAA has required
certain security standards. These security measures have
made access to certain portions of airfields difficult for
general aviation pilots. The questions: (1) What has your
experience been with airport security as a pilot? (2)
Have you found it difficult to use the services of FAA or
Flight Service Stations? (3) Has your aircraft been diffi-
cult to get to upon return to the airport? (4) Do you feel
that security standards are consistent and uniform? (5)
Are most of these measures necessary?
TERMINAL RADAR SERVICE AREAS
At nearly 50 locations throughout the United States,
Stage III radar sequencing is used for VFR aircraft in in-
tegrating IFR and VFR operations. While not mandatory,
approach controllers relieve tower controllers of separat-
ing VFR and IFR traffic. There have been problems in
this program's implementation. The questions: t l ) Is
Stage III radar service useful to you as a VFR pilot?
(2) Does it cause delays in arrival or departure? (3) Do
you feel obligated or pressured to use it? (4) Does Stage
III radar service enhance safety?
These are a few of the questions that we face at
Headquarters. There are many more which I will bring
to you in the future. Drop us a line with your thoughts.
It will be a big help.

10th Annual
Mid-Eastern Regional
Fhj-In
J. T'S SUPPOSED TO stop raining. The weatherman
said so. The weather map shows a lot of clear air coming
in from the west. But the steadily increasing gathering
of early arrivals just keeps getting wetter.
The corn roast scheduled for Friday evening has been
pushed indoors by a series of hard rains. People should
be relaxing around a campfire; instead, they're crowded
into a little building where the local Civitan Club is
preparing to feed the hundreds of pilots, EAA members
and general public who are supposed to crowd the Marion
(Ohio) Municipal Airport for the latest edition of "MERFI"
(Mid Eastern Regional Fly In).
Last year, the trouble was fog. And before that, it
was more rain. You really can't blame people for being
pessimistic. On the walk back to the 30 or 40 trailers
and campers already in place, the talk is mostly of mud
and pools of water . . . and of tomorrow. Will the bad
luck continue, or will the skies finally clear? Not the
most pleasant thoughts as one tries to get to sleep.
Next morning, Saturday, September 6, doesn't look
especially great, at least not at first glance. The low
clouds are sure to keep away all but the most dedicated
of enthusiasts. But the clouds aren't all that thick, and
they seem to be moving fairly fast in the proper direc-
tion. By all rights, they should begin to break up as
the morning sun heats things up. But the weatherman
doesn't issue guarantees with his forecasts. You just
have to sit there and wait and hope.
By Don Berliner (EAA 5654)
1202 S. Washington St., Apt. 227
Alexandria, Virginia 22314
Along about 10, some little patches of blue start to
show, and the sun gets its first chance to make shadows.
Pretty soon, there are some small, fast-moving shadows,
as the first arrivals make themselves known. And be-
fore you get much of a chance to comment on the cheer-
ful prospects for (gasp!) clear skies, there are suddenly
a lot of airplanes in the pattern and the temp starts to
pick up.
Before long, it becomes obvious that the preparatory
work had better be finished, because the first row of
display aircraft is filled and the second is fast taking
shape. And people are starting to mill around the air-
planes. Better give 'em jobs, because there's a lot of
work to be done, and time is rapidly slipping away. The
campsite is almost full, and there must be six or seven
planes on final approach, and what's that Cessna 172
doing parked in the middle of a row of homebuilts?
No time to worry about how the weather is going to
be for the rest of the weekend. Too many planes and peo-
ple and cars and questions to be handled right now! All
of a sudden, it feels like a fly-in! The spirit and the at-
mosphere are a lot like the old days at Rockford. The well-
equipped airport in flat-as-a-pancake Central Ohio is
full of happy people and pretty airplanes. Not so many
of each that you can't spend a little time with most of
them. But enough to give you the feeling that "MERFI"
is getting into the big-time.
By the time the friendly sun begins to set behind
enough streaky clouds to give you a beautiful sunset at
the end of the first day, there must be close to 100 dis-
play aircraft on the register, and nearly as many fac-
tory planes. The annual meeting of the "MERFI" or-
ganization in the blue hangar draws an over-flow crowd.
The people then split up into small groups to sit in their
campers or around campfires to talk about what draws
them together: special, personal kinds of flying ma-
chines. The warm, happy talk goes on and on and on ...
* t. I t ff^wp
Most qj lh airplanes at Marion, OKtd,-SpIembeT7,
the 10th annual Mid-East Regional .fly-in.
"SPORT AVIATION 27
 Next morning, it looks like there may not be a cloud
in all the Western Hemisphere. The sky is as blue as it
ever gets in this part of the land. The long rows of air-
planes are covered with a thick coat of dew which has
protected them well from whatever mysterious spirits
prowl the airport in the dead of night. In the early morn-
ing haze, they look eerie.
The haze quickly burns off and the dew evaporates.
With the final judging time getting close, owners and
old friends and sudden new friends swarm around new
and old airplanes with rags and cans of wax and eager
muscles. This is going to be a fine day, and the airplanes
will have to look their best. Not just for the judges, but
for hundreds of pairs of knowing eyes which will glance
at a l l , study many, and dissect a few choice items.
By the time breakfast, on-the-field church services,
and airplane polishing have been completed, there must
be close to a dozen airplanes in the pattern. And it keeps
up until noon. By then, the swarming has been pretty
well completed. The rows and rows of airplanes stretch
almost as far as they used to at Rockford. "MERFI" No.
10 is a successful fly-in. (Photo by Don Berliner)
Then it's time to get down to the serious business of Grand Champion Warbird: the AT-6F of Joe Dulvick,
who has done the best job of building and rebuilding. Pontiac, Michigan.
Sure, everyone deserves some sort of award, but there
has to be a best and a second-best, for that's the way
things are done in the world of sports. And "sporting
aviation" is certainly part of the world of sports.

(Photo by Don Berliner) (Photo by Don Berliner)

Grand Champion Antique: the Rearwin Sportster of Grand Champion Classic: the Aeronca Champ of Mel-
W. Nyiri, Strongsville, Ohio. vin Hill, Danville, Illinois.

The two guys in charge of determining who gets
which trophy for having done what the best, are Awards
Chairman Ray Loughridge, of Chapter 118, and Chief
Judge Dan Ashley, of Chapter 304. They have a lot of
help (not all of it official or appreciated), and together
they make the difficult decisions:
Grand Champion Custom-Built Joe SanGeorge,
Dunkirk, N.Y.; Steen Skybolt N77SG.
R u n n e r - u p Nathan Davis, Kokomo, Ind.; Pitts
Special S-IS N6RD.
Grand Champion Antique W. Nyiri, Strongsville,
Ohio; Rearwin Sportster NC-15801.
Runner-up Ronald Nash, South Bend. Ind.; Fair-
child KR-21 NC-235V.
28 DECEMBER 1975
Grand Champion Classic Melvin Hill, Danville,
111.; Aeronca Champ N83633.
Runner-up Joe Kikel, Geneva, Ohio; Cessna 195
N9344A.
Grand Champion Warbird Joe Dulvick, Pontiac,
Mich.; AT-6F N6FD.
Grand Champion Rotorcraft Homer Bell, Dayton,
Ohio; Scorpion 2 N17HB.
Best Static Display Clyde Aircraft, Clyde, Ohio;
P.D.Q.
Original Design Award Adam Stolzenberger, Day-
ton, Ohio.
Unique Custom Replica Dave Cronk, Schoolcraft,
Mich.; Bi-Baby N507.
 Special Judges Award Charles Otcasdek, Euclid,
Ohio; Volmer VJ-22 N889M.
The main items of statistics were certainly impres-
sive for a regional fly-in: 58 Custom-built aircraft regis-
tered, 107 Classics, 15 Antiques, 7 Warbirds. Among the
many hundreds of pilots and EAAers who registered,
there were representatives of 48 different chapters,
and people from 10 states, Canada and Australia.
Credit for this multi-faceted event must obviously
go to a lot of people, and not all of them had titles or
were known by name to more than a few. Along with Gen-
eral Chairman Bob Herman, were MERFI Secretary
Marilyn Fisher, of Chapter 118 and Treasurer Jim But-
ler and his wife, From Chapter 50. Committee Chair-
men included Displays, Dale Wolford, Chapter 148;
Camping, Doug Kenyon, Chapter 118; Runway Flagmen,
Tony Goebel and his crew from Chapter 127; Registra-
tion, headed by Flo Decker of Chapter 9; Aircraft Regis-
tration, headed by Dave Newbury, of Chapter 149; Flight
Line Safety, headed by Ed Fisher, of Chapter 118; and
the Air Show, by Ken Pepper. The "Follow Me" vehicles (Fred Weber Photo)
were driven by Jim Lewis (dressed as Snoopy) and Myrna Charles Otcasek of Euclid, Ohio and his Volmer Sports-
Lewis (dressed as the Red Baron). man licensed on the opening day of the fly-in. Charles
The first weekend of September, 1976, will see these received a special Judge s award for N889M.
and a lot of others converge once again on Marion, Ohio,
this time for the 11th annual Mid-East Regional Fly-
in. And this time they will bring with them memories
not only of friendly people and interesting airplanes,
but of the near-perfect weather which blessed the 1975 (Photo by Don Berliner)
MERFI fly-in, and which henceforth must be expected. Grand Champion Custom-Built: the Steen Skybolt of
Rain is a thing of the past . . . the future is all blue skies. Joe SanGeorge, Dunkirk, New York.

(Photo by Don Berliner)

Lots of airplanes. Taken from E. C. Fisher's Citabria
at the high point of the MERFI Fly-in, Sunday afternoon.
 THORP T-18, FUEL INJECTION SYSTEM
By
Robert M. Bernies
2 Creekridge Court
San Mateo, CA 94402
(Photos by Oats Tokle)

M, .GST THORP BUILDERS are currently using a

carbureted engine as opposed to a fuel injected engine
because of the seemingly inherent problems requiring
modifications to: the Dyna-Focal engine mount; the
exhaust system cross-over pipes so that they would fit
around the fuel injected engine's oil pan; the engine
cowling due to the internal modifications; and the ob-
vious problem of limited space for induction air when
mounting the injection servo out the back side of the oil
pan.
However, Oats Tokle (EAA 33139), a United Air-
lines DC-10 Captain, has overcome these and all other
associated problems. Oats has done this with a very
neatly engineered fuel injection installation, designed
and built by himself for his recently completed 180
hp Lycoming 0-360 powered Thorp T-18 (NllOAT).
Oats thanks Joe Pass of Redwood Aviation Main-
tenance located at Sonoma County Airport, Santa Rosa,
California for his encouragement to convert to a fuel
injection system.
How did Oats get the rabbit into the hat? It's quite
simple if you know how the trick works. Due to the
30 DECEMBER 1975
precisely hand-crafted, tight fitting baffling and pressure
cowling system, an unlimited supply of air is available
to the induction system through a three-inch diameter
hose which is connected directly to a firewall mounted,
specially designed nine-inch diameter air filter container
that holds an eight-inch Fram air filter.
From the bottom of the filter is another section of
three-inch hose that connects to an Oats' designed and
built "air induction box". This "air induction box" is
made of .025 a l u m i n u m with a bottom door, spring
loaded closed, and designed such that should the normal
system become clogged or collapsed the door will open
automatically to allow alternate air to be directed to the
fuel injection servo.
This "air induction box" is attached directly to the
Bendix fuel injection servo. (Pay attention now!) The
fuel injection servo is attached to an aluminum extension
block which itself is attached ( N o w here comes the
secret!) to an 90 elbow, looking aft, attached to the
bottom center of an oil pan belonging to a carbureted
engine. NOT to the aft end of an oil pan belonging to a
fuel injected engine.
 By using the 90" elbow at the bottom attachment
point instead of the aft end connection Oats has
completely circumvented the real or imagined need to
modify any of the: designed engine mount bracing; ex-
haust system cross-overs; engine cowling; plus having
more than adequate space for the induction air to be
delivered directly to the fuel injection servo.
To date the engine has been operated for over 60
hours w i t h o u t a s i n g l e skipped beat. For those in-
terested in further information please contact Oats Tokle
at: 480 Pheasant Lane, Santa Rosa, California 95401.

SPORT AVIATION 31

FIRST PLANS-BUILT
WICHAWK
Information and Photographs
Supplied By
Dave Blank}" and Jim Crawford
J- HE FIRST P L A N S - b u i l t ver-
sion of Dave Blanton's Wichawk was
flown August 2, 1975 by builder Jim
Crawford ( E A A 53691) of College
Park, Georgia.
A retired Eastern Captain, Jim
Crawford is not new to homebuiId-
(Courtesy Jim Crawford)
Jim Crawford (EAA 53691) of 3390
Harris Dr., College Park, Georgia
30022.
ing in fact, his long and highly
successful a v i a t i o n career was
launched on April 9, 1931 in a Model
A powered Storms Fliver he had built
. . . and taught himself to fly. More
recently he built a Bowers Fly Baby.
In between came a stint as a second
lieutenant in the Air Corps Reserve,
which provided the opportunity to
fly the now-legendary Boeing P-12,
and work as a crop duster from 1935
to 1939. By the end of 1940 Jim was
with Eastern and following a short
period as a co-pilot was promoted to
captain in December of that year.
He retired in November in 1969, nev-
er having put a scratch on a piece
of air line equipment.
In retirement Jim has not exactly
opted for the ol' rocking chair. He
and his sons Jimmy and Pete have
gone auto racing in NASCAR's big
time Grand National stock car cir-
cuit, battling such stars as Bobby
Allison, David Pearson and Richard
32 DECEMBER 1975
Petty. Both younger Crawfords, in-
cidentally, have followed in their
father's illustrious footsteps both
are Eastern co-pilots.
After building the Fly Baby, Jim
decided he would l i k e to tackle a
more a m b i t i o u s project a two
place biplane. He wanted a larger
machine, one that was particularly
rugged so that it could be taken al-
most anywhere. The fact that the
Wichawk is a 12G airplane designed
to accommodate engines up to 300
horsepower was a major factor in
his selection of it as his next pro-
ject.
Actual building started in Janu-
ary of 1974 and by the first of June,
the fuselage was complete and on the
gear. The engine was installed, but
not cowled and p l u m b e d . At this
point work was suspended for the
summer months to allow time for
things like farming, going racing,
etc., but Jim was back at work on
the Wichawk September 1. By July
I of 1975 the aircraft was completed
after a total of 15 working months.
He estimates 2400 hours of actual
construction time.
The Crawford Wichawk is powered
by a six cylinder Continental 0-470-
II rated at 225 hp. The propeller is
84 inches in diameter with a 56"
pitch. Designer Blanton feels the
ultimate engine for the Wichawk is
the E-225 Continental used in all
Bonanzas from 1947 to the H Model.
This is a dry sump engine equipped
with a pressure carburetor, mak-
ing it the only engine available in
its power range that is fully aero-
batic without modification. It pro-
duces its rated horsepower at rela-
tively low rpms which allows the
use of a large, efficient propeller
and can be operated on either 80 or
100 octane fuel. Further, they are
readily available and are currently
selling for under a thousand dollars
. . . and now that the Navy is replac-
ings its Beech T-34s with the new
turboprop version, a big chunk of
0-470s and parts are expected to ap-
pear on the surplus market, making
the choice of t h i s engine for the
Wichawk even more attractive.
Jim gives very high marks to
Dave Blanton's plans, expressing
amazement at not finding any in-
correct m e a s u r e m e n t s along the
way. He also has found the esti-
mates of performance with the 0-470
engine to be pretty much on the
money . . . top speed at low altitude
(Courtesy Jim Crawford)
Jim Crawford's Wichawk, the first
plans-built version to be completed
and flown. Several fairings were
not installed when this photo was
taken.
N29JO
is 140 mph and cruise is 125 to 130.
Rate of climb is about 2500 feet per
minute. Jim's opinion of the aircraft
is perhaps best expressed by this
statement, "My impression of my
Wichawk to date is that it flies more
like a Boeing P-12 than anything
else I have flown. If I had a single
cockpit, I believe I would think I
was back in a P-12 thirty years ago."
114 sets of Wichawk plans have
been sold and a recent survey re-
veals that 82 (or 72%) are actually
b u i l d i n g . Dave Blanton believes
this is the highest per centage of
builders-to-plans-purchasers of any
homebuilt now offered to the public.
The Wichawk's structure has been
stress analyzed and a static test of
the Continental E-225 and 0-470 en-
gine mounts was conducted on Feb-
ruary 2, 1974. With a surplus Conti-
nental 0-470 a Wichawk can be built
for around $3500, according to the
designer.
 MARANA FLY-IN
By Jack Cox
(Photos by the Author)
^CCORDING TO THE major TV networks and big
city press, all one has to do to find a CIA agent these
days is turn over the nearest rock or look behind the
nearest door.
A recent network expose revealed some strange do-
ings in out-of-the-way places around the good ol' U S of
A like the Marana Air Park, just north of Tucson. It
was alleged that the old World War II training base had
been turned into a sleepy-appearing civil operation that,
in reality, was (gasp!) a front for the super snoops.
Granted, there are some unusual things to be seen
and experienced at Marana . . . non-uniformed guards at
the main gate who stop all vehicles and ask the drivers
to state their business, old barrack buildings that have
"Best Military Category' . . . an Ercoupe?? Easy there,
big fellow, what you are looking at here are two U. S.
Army Air Corps Y0-55s, as per USAAF Contract 7100
dated February 26, 1941. In the foreground is N51BW
owned by E. H. Warner of Goodyear, Arizona and be-
yond it is N113RW owned by J. R. "Red" Ward, also
of Goodyear. N113RW won the "Best Military' award.
The decal on the nose of each proclaims the Coupes
members of the "Screaming Chickadees".
A highly modified Teenie II built by John C. Logan of
Tucson. It has over 750 hours of flying time one of
the highest time VW powered homebuilts of which we
are aware. The protrusion on top of the canopy is a
stop which allows the canopy to rest level on the right
wing when it is swung open. Logan is nearing com-
pletion of a two place aircraft similar in construction
to the Teenie II.
been converted into dormitories and motel-type accom-
modations, a restaurant/cafeteria equipped and staffed
to handle hundreds at a time and a ramp full of decom-
missioned air liners ranging from Convairs to brand new
Lockheed 1011s.
Regardless of what covert activities may or may not
have taken place at Marana in the past, the fact remains
that the place has been and continues to be good
for sport aviation. Model airplane and sport parachut-
ing contests have been held there for years and more re-
cently Marana has become the home of the annual Ari-
zona Council EAA Fly-in. An enormous concrete ramp,
large enough to handle an entire good sized fly-in, in-
cluding non show-type aircraft; a snack bar with a big
roofed over observation/dining area right at the edge of
the ramp; the dorm/motel and restaurant facilities; a
large pool; plus perpetual sunshine and unlimited visi-
bility constitute a tidy all-in-one-airport package EAAers
east of the Rockies only dare to dream about.
The Arizona Council consists of the state's five chap-
ters: Chapter 28 of Phoenix headed by president Don San-
tee; Chapter 81 of Tucson, Louis Kelly, president; Chap-
ter 128 of Phoenix, Bill Renfroe, president; Chapter 228
of Mesa/Tempe/Scottsdale, Dick Farrington, president
and Chapter 538 of Northwest Phoenix, David Smedley,
SPORT AVIATION 33

"Best High Wing" award went to Jim Murphy of Hunt-
ington Beach. California for his BD-4, N486JM.
president. With one chapter in Tucson and the remain-
ing four 118 miles to the north in Phoenix and Marana
between the two just off Interstate 10 our Arizona
members obviously have a marvelously compact area
in which to work and a ready source of manpower to get
things done. Add the fact that Los Angeles and San
Diego lie perhaps one fuel/coffee break stop away to the
west and roughly the same for the gang in Las Vegas
(Chapter 1631 and it all adds up to the fact that the
principal ingredients are in place for a great weekend
. . . and that's just what happened this year.
A few early birds zipped in on Friday but most of the
aircraft began arriving on Saturday morning. The show
planes were a balanced mix of Antiques Fairchild
24s, Culver, Fleet, Staggerwing; Classics Cessna 170,
120/140.S, 195s, Bellanca, Luscombes, Champs, Cubs,
Pacer, Bonanza, Ercoupes, Super Cruiser, T-Craft,
Mooney Mites, Swifts; Warbirds PT-22, T-6, BT-13s,
"Best Antique" was this Fleet 7 flown in from San
Diego by owner Bob Von Wilier and EAA Antique-
Classic President Buck Hilbert.
34 DECEMBER 1975
YO-55; Homebuilts KR-2, Midget Mustangs, BD-4,
Starduster Too, RV-3, Cougar, Baby Ace, Messersnipe,
Tailwind, Pitts, Jeannies Teenie, Cavalier, T-18s and
Skybolt. Even a couple of Rogallo hang gliders were on
display. A big attention getter was a bicycle propelled
by a pusher propeller turned by the pedals to stop it
was necessary to go into "reverse pitch" by pedalling
backwards.
A surprise was seeing Bob Von Willer's beautiful
Fleet 7 arrive from San Diego with EAA Antique/Classic
president Buck Hilbert at the stick. Capt'n Bucky is
master of one of United Air Lines' Kerosene Komets so
has a pass to go almost anywhere the big birds do. If you
have a fly-in, he's liable to show up.
For those who could tear themselves away from the
flight line, a fine line-up of workshops and forums was
being presented in still another marvelously convenient
building right at the edge of the ramp. Dope and fab-
ric work, sheet metal, wood working and composite struc-
tures were demonstrated and forums were held on For-
mula V racing, building the VariViggen, Warnke pro-
pellers and fire resistant materials. The Phoenix area
--X.
"Best Biplane' at Marana was this Pitts Special flown
by Roy Jensen of Las Vegas.
is doubly fortunate in that Bob and Skip Burbick chose
it as a spot in which to retire. Bob is the father of the
FAA's homebuilt regulations and is now very active in
the Designee Program. He conducted a forum for the
Designees present at Marana '75 and did his usual bang-
up job. Bob is building a PL-4 at his home in Sun City
and has made a beautiful set of form blocks and tooling
which he invites his fellow chapter members to use. How
would you chapter program directors like to have one of
the most knowledgeable men in the world on aviation,
the FAA and the homebuilt movement in your midst??
Every EAA fly-in, large and small, I have attended
this year has incorporated forums and workshops into
its program. This is most significant for the entire EAA
movement as it represents a major step forward toward
one of our stated goals to provide a "how to", "hands
on" learning experience at the local level for those who
want to build and/or maintain their own airplanes. No
more compelling force could be utilized to induce new-
comers to join both EAA and the local chapter than these
workshops and forums. The talent we have in the ranks
of this organization to conduct such programs is awe-
some . . . it is most encouraging to see some of it being
put to such good use.
The awards banquet held Saturday evening featured
an excellent dinner followed by the presentation of tro-
phies and plaques. The major awards are plaques crafted
by local EAA members, handsome wood bases in the
shape of the state of Arizona mounting the EAA logo
hammered out of copper . . . Arizona is the "Copper
State". Garland "Mac" McClure of Chapter 228 served
as master of ceremonies, whipping through the presen-
tations with a humorous, rapid-fire delivery that kept
everyone in a receptive, affable mood. Winners were:
Best Workshop Lyle Alexander, Glendale, Ari-
zona for his Dope and Fabric Demonstration
Honorable Mention Jim Hamstra and Garland
McClure of Tempe, Arizona for their Woodworking Dem-
onstration
Best Static Display Lou Heindel of Tucson for
his Jungmeister

"The Longest Distance" award at Marana went to

Larry Burton for flying his super slick Cavalier 900
miles from Klamath Falls, Oregon to Arizona. This
head-on shot shows off Larry's 3-blade Warnke pro-
peller.

Best Classic Piper J-3 Cub owned by Don John-

son of Fullerton, California
Honorable Mention (Classic) Stinson 108-2
owned by Jim Mankins of Corona, California
Experimental - Best Low Powered RF-4 owned
by William Madden of White Sands, New Mexico
Experimental - Best High Wing BD-4 owned by
Jim Murphy of Huntington Beach, California
Experimental - Best Low Wing Midget Mustang
owned by Paul White of Vista, California
Experimental - Best Biplane Pitts Special flown
by Roy Jensen of Las Vegas, Nevada
Experimental - Best Biplane, Honorable Mention
Steen Skybolt owned by Laurence Wohlers of Tucson,
Arizona
Grand Champion (All Categories) Midget Mus-
tang owned by Paul White of Vista, California

This beautifully restored 1936 Fairchild 24G (Ser. No.

2942) belongs to Jack P. Hummel of Corona, California.

Honorable Mention H. G. "Mac" McKenzie of

Mesa, Arizona for his Olds V-8 powered biplane, the
Starfire
Best Forum Jim Cavis of Scottsdale, Arizona for
his forum, Building the VariViggen
Apreciation Awards Jack Wall, manager of the
Marana Air Park and the local CAP unit
EAA Spirit Award Raoul Messier of Mesa, Arizona
Longest Distance Award Larry Burton, who flew
his Cavalier 900 miles from Klamath Falls, Oregon
Special Award Paul H. Poberezny, President of
EAA
Best Antique Fleet 7 owned by Bob Von Wilier
of San Diego, California
Best Military YO-55 (Ercoupe) owned by "Red"
Ward of Avondale, Arizona

"Best Classic" at Marana was this Piper J-3 owned

by Don Johnson of Fullerton, California.
SPORT AVIATION 35
 This superb restoration of a 1950 Mooney M-18L is
the work of Anthony A. Terrigno of Corona, Califor-
nia. Completely disassembled, repaired and reglued
over a 20 month period, the Mite required the expendi-
ture of 1500 man hours and $3000 over the initial pur-
chase price to attain the condition you see here.

The camera catches the first puff of exhaust smoke

as Harry D. Berton of Palo Alto, California fires up his
sharp little Culver Cadet. N101B is a 1941 LCA, Serial
Number 305. This Al Mooney design is one of the most
economical production designs ever to be marketed
anywhere and was many years ahead of its time. It's
surprising today the number of people who think it is
a modern homebuilt.

David C. Logan of Tucson has developed a version of

the Swiss aircraft muffler described recently in SPORT
AVIATION for his Baby Ace. An identical installation
runs down the left side of the fuselage, resulting in an
impressively quiet airplane. No power loss is measura-
ble with the installation. Still experimenting with dif-
ferent materials, Dave hopes to come up with mufflers
so cheap and easy to build they can be simply dis-
carded at every annual inspection. Here Dave revs up
the hushed Continental while his father, John (right),
holds a strut. M4982 --'_

Ken Allison's (Tucson) Jeannies Teenie another

high time VW powered homebuilt.

36 DECEMBER 1975
 Sunday was still another beautiful day but with the
long distances to travel the California, Nevada, New
Mexico and Oregon folks were long gone by noon. About
the last airplane out in the fly-by pattern was Buck
Hilbert busy taking the C.A.P. cadets for rides in the
Von Wilier Fleet in appreciation for their work in park-
ing aircraft.
Marana '75 was a good fly-in . . . safe, excellent
weather, lots of airplanes. I can't t h i n k of a thing else
one could have asked for.
As an aside, Golda and I flew our own airplane to
the Marana Fly-in the first time we have had an oppor-
tunity to fly to the Southwest. Taking a few days of per-
sonal vacation in the process, we decided to plan a route
that would include a number of legs our west coast mem-
bers traverse flying to and from Oshkosh. We cruised
out across the Great Plains to Tucumcari, New Mexico,
into the Rio Grande valley just south of Albuquerque
and down to Deming. From Deming we flew the tradi-
tional route west to Tucson and then north to Phoenix.
For a native of the U.S.'s eastern seaboard, the unlimited
visibility and stark landscape was as different as going
to the moon. The Deming-Tucson leg was particularly
surrealistic.
REPLOGLE REVISITED
Myrle Replogle is alive and well in Tucson, Ari-
zona.
Lest any of you who remember Myrle and his
legendary Gold Bug from the Rockford years feared
frequent predictions of his imminent demise had
proven tragically accurate, be assured this is not
the case. As a matter of fact, since selling the 'Bug
to Pappy Spinks of Ft. Worth, Myrle has continued
to participate in EAA activities he is at Oshkosh
every year and presently is serving as vice presi-
dent of Chapter 81 in Tucson.
Furthermore, Myrle is still designing and build-
ing airplanes. His latest is quite a departure from
the single place, high wing Gold Bug. It is a full
cantilever, low wing three placer with very long
wings and fuselage. Like the 'Bug, it is of all wood
construction and is designed to have an extremely
lightweight airframe. Power will come from a modi-
fied Corvair turning a four blade prop through a
long extension shaft. Myrle, incidentally, is the
local Corvair king, having some 15 of the Nader-
ized machines sitting around his home.
The accompanying pictures will give you some
idea of what the aircraft is like and its relative
size. Notice the HUGE flaps . . . and that a separate
belly flap gives them the effect of being one unit
from aileron-to-aileron. Myrle expects to operate
(See Pictures on Next Page)
I returned from the trip with a number of impres-
sions, a couple of which I would like to share with all
of you. First, we noticed that the further west we flew,
the more the FBOs seemed to be geared for itinerate
traffic . . . rather than simply taking care of locally
based aircraft. We got super service at every stop west
of the Mississippi. At Deming, Phoenix/Litchfield and
Dalhart, Texas we were even able to get our bird in a
hangar overnight. I've run across a number of FBOs in
the east who should make a similar flight and get a few
pointers on friendly, speedy service.
Second, even though the 3600 miles we flew (round
trip) would have to be considered more or less routine in
our spam can, I kept thinking of you guys and gals who
fly the same route every summer in homebuilts and vin-
tage airplanes with 12 gallon fuel capacities and 85-90
mph cruise speeds. California or Arizona to Oshkosh is
one long haul and includes some high, hot and often
very windy landings along the way . . . plus some stret-
ches of pretty scary terrain. I have a new respect for the
effort you westerners put forth to get your aircraft on
the line at Oshkosh each year for the rest of us to enjoy.
Finally, the trip was further reinforcement of my
long held opinion that we U. S. citizens have the most
varied and beautiful terrain imaginable over which to
fly. We must resist to the last breath in our bodies any
attempt to take away our freedom to enjoy it from the
cockpit of a lightplane.
the plane from the often high and hot airports of
the Southwest so has designed for a landing speed
of about 35 mph and expects good climb on low
power from his high aspect ratio wings. The long,
long fuselage puts the tail surfaces far enough back
to provide sufficient moment for good control at
the low take-off and landing speeds anticipated.
The landing gear is one of those things only
Myrle Replogle would think of: a more or less con-
ventional set of steel tube "Vs" having arms that
extend across the fuselage to near the front hinge
point of the opposite gear. Here the arm picks up a
little vertically mounted rod extending into the
cabin, to which are mounted two Corvair valve
springs. When a load is placed on the gear, the
arms pull downward, compressing the springs . . .
and that is the landing gear shock system! The
springs and their support brackets couldn't weigh
more than a half a pound or so and occupy only a
few square inches of cabin space . . . and appear to
work as claimed when Myrle gets in and bounces
up and down on the fuselage. With his supply of
Corvair parts, the mechanism certainly didn't cost
much.
Myrle says the bird will be at Oshkosh next
summer. Somebody better hide the Pazmany Ef-
ficiency Contest trophy . . . unless you want it re-
tired permanently in Tucson!
Jack Cox
SPORT AVIATION 37
 REPLOGLE REVISITED'.
(From Previous Page)

Myrle Replogle and his latest and, as yet, unnamed

homebuilt design.

Some homebuilts don't have wings as large as those

flaps!

The bed-type Corvair engine mount and landing gear

snubbed by Corvair valve springs are visible from this
angle.

38 DECEMBER 1975
Grand Champion of the 1975 Marana EAA Fly-in was
Paul White's Midget Mustang. This aircraft was built
several years ago and has been constantly improved
since. Notice the western desert scene painted on the TP^
wheel pant. Paul hails from Vista, California.

REPLOPLE REVISITED . . .
Continued

Wing construction detail. Yes, that's a hardware store

hinge attaching the aileron to the rear spar. The wing
has a plethora of individual parts, but is super light
and very strong.

SPORT AVIATION 39

-L HIS IS THE second progress report on the Lang-
hurst 7/10 scale replica of the Junkers JU87-B Stuka. For
a comparison of progress see my first report in SPORT
AVIATION, August 1974.
All internal parts and equipment are now installed
in the fuselage, such as: flight controls, trim control,
engine controls, fuel management, radio, instruments,
battery, wiring, hydraulic brake system, seat belts
and shoulder harness.
As can be noted from the photos this has turned out
to be a rather complex homebuilt and since it is intended
Front cockpit of the Langhurst Stuka. Notice the turn-
over structure and shoulder harness. Good show,
Louie!
40 DECEMBER 1975
Louis F. Langhurst (EAA 25110)
Rt, 1, Box 315
Carriere, Mississippi 39426
(Photos Courtesy the Author)
Sure looks like the genuine article, doesn't it?
as a true replica, the external configuration is being
closely adhered to.
This, of course, poses a problem in weight and bal-
ance so during construction the weight distribution of
all components was carefully considered and the heavi-
est items such as the battery, etc., were placed at the
most advantageous CG position. The CG location is con-
tinually logged and whenever a new part is to be added
to the aircraft it is first weighed (even if it is just a few
ounces) and the arm and moment is logged. In this way
we have a running weight and balance on the aircraft
and within reasonable limits hope to control the final
CG with a minimum of ballast.
The three bladed fixed pitch propeller is a Ted Hend-
rickson custom prop and here again the special shape of
the Stuka prop was carried out. Most military type air-
craft use a propeller designed for that particular air-
craft and this is apparent also in the Stuka. It was feared
that a standard three bladed metal prop would change
the appearance of the plane too much to be considered a
replica.
The next step in construction will be the engine cowl-
ing, then the horizontal tail plane. At that point the pro-
ject will have outgrown the present shop space and in late
fall or winter will be moved into a hangar now under con-
struction on our own airstrip. The wing panels will be
fitted to the center section in the larger hangar space.
As might be expected many inquiries have been re-
ceived regarding availability of the plans for this pro-
ject, but at this time there is no intention of marketing
plans since it would take hundreds of man hours to pro-
perly detail construction drawings and further, we are
only in this for the fun of it and we are not interested in
the commercial aspects.
This is a one man project all the way from research
Ted Hendrickson (Ted's Custom Propellers) carved
through design, drafting and construction. The aircraft
is being built with the simplest of hand tools. No one this three blader for Louie the bird wouldn't have
looked right without it.

Compare this photo with the one on page 31 of the

August 1974 issue of SPORT AVIATION and you will see
the progress Louie Langhurst has made in one year.

Detail of the Stuka's belly, showing to good effect the

rudder pedal, brake and stick control systems . . . also
some super sanitary craftsmanship.

can deny the fact that a shop full of sophisticated ma-

chine tools is an asset to the home building of an air-
plane, but the sheer pleasure of being able to hand
fashion all these fittings, parts and pieces is my great-
est satisfaction.
Certainly not least is the patient and understand-
ing wife. Lucky indeed is the airplane builder whose wife
will not only put up with his project but will come out to
the shop and "hold the other end" whenever he needs an
extra hand.
No target date for completion has been set but it
seems reasonable that the airplane will be flying some-
time in the late summer of 1976.
SPORT AVIATION 41
 (Photo by Ted Koston)
Sue Parish of Hickory Corners, Michigan flew her SNJ to Oshkosh '75. Next year her Curtiss P-40 may
be ready to challenge husband Preston's FM-2 for Grand Champion honors. The P-40 is being restored
in Frank Sander's shop at Long Beach Airport in California.
WARBIRD AIRCRAFT IN ATTENDANCE
REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER

BEECHCRAFT
N1BD T34A Earle Parks. Amarillo. TX BELL
N 6763 P-63 King Cobra Jack Flaherty. Monterey. CA
N5RD T34A Rod Daulton. Mmooka. IL
N7CN T34 Charles Nogle. Champaign. IL
Jim Laidlaw. Champaign. IL BOEING
N16JL T34
N89RG Stearman N2S Richard K Sullivan/Greg LMI.
N34TE T34 Travis Edwards. Ashland. VA
Barrington. IL
N44A T 34 R A Morse. Ottawa. IL
N7614 Stearman PT-17 Jim Cawley. Buckley. WA
N69RG T34 Gary C Caner/C Nogle. Charleston. IL
N76RW T34 Robert Williams. Roanoke. TX
Steven E Smith. Tulsa. OK CESSNA
N334A T34
N101GC OE-2 M L Miller/Gulf Central Aviation.
N1115V T34 Marshall Seymour. Tullahoma. TN
La Porte. TX
N1260 T34 Tom Steuby. Glendale. MO
N2129X 02A Skymaster Bill J Grace. Orlando. FL
N5052K T34 Medeleme Brewer/John Brewer.
N10015 01-A Birddog Doug Forsythe/Ft Leavenworth
Ft Wayne, IN
Flying Club. Parkville. MO
N5156V T34 Harvey K Hawkins. Jonesboro. GA
N7716B T 34 A Lou Drendel'Mentor Flyers. Naperville. IL
CURTISS
N9015R T34 Oave Easton. Madison. Wl
N151U P-40 Tom Camp. San Francisco. CA
N12264 T 34 A William Enk. Blue Springs. MO
N12274 T34 Ralph Brotz. Sheboygan. Wl

(Photo by Ted Koston)

Harvard Mk 4's. Left, C-FUUU owned
by the Canadian Warplane Heritage
and flown by Norman Shrive of
Dundas, Ontario and C-FWPK owned
by James Vernon of Oakville, Ontar-
io.

SPORT AVIATION 43
 (Photo by Ted Koston)
Ed Messick of San Antonio wheels on the Confederate
Air Force's Jug. a Republic P-47D.
(Photo by Ted Koston)
John Schafhausen of Spokane, Washington leads the
pack out for its evening exercise in his F4U Corsair.
 (Photo by Dick Stouffer)
Wildcat, Hellcat and Corsair the
U.S. Navy's principal fighter air-
craft of World War II.

f U S AIR FORCE

(Photo by Ted Koston)

George Enhorning of Wolcott, Connecticut owns this
big T-28A.

DE HAVILLAND GRUMMAN
N2790 Chipmunk W M Whittington. Ft Lauderdale. FL N9G f BF Bearcat Gunther Balz. Kalamazoo. Ml
N4996 Chipmunk Ronald C Nowling. Ft Wayne. IN N198F F8F-2 Bearcat John Gury. St Louis. MO
N700H F87-2 Bearcat Chub Smith. Knoxville. TN
DOUGLAS N150U F6F Hellcat Connie Edwards. Big Spring. TX
N26WB A26 Denny Sherman/Don Whittington. N79863 F6F-5 Hellcat Michael Rettke. Atlanta. GA
N Palm Beach. FL N1PP FM-2 Wildcat Preston Parish. Hickory Corners. Ml
N6290C FM-2 Wildcat Rudy Frasca. Champaign. IL
FAIRCHILD N1146 J2F6 Duck Carl Koelmg/EAA Museum.
N46180 PT-19 Jack Baker. Monticello. KY Hales Corners. Wl
N50808 PT-19 Patrick O Connor. Blue Island. IL N1214N Duck John Siedel. Sugar Grove. IL
N 58202 PT-26 Frank Donnelly. W Covina. CA N67790 Duck Frank G Tallman. Newport. CA
N136607 U S -2B Tracker John W James/U S Navy.
GOODYEAR Washington. DC
N33714 F4U Corsair John Schafhausen. Spokane. WA N71Q Widgeon G-44-A Richard Burns. Hinsdale. IL
C-GCWX FG1D Corsair Dennis Bradley/Canadian Warplane
Heritage. Missasuaga. Ont . CAN

SPORT AVIATION 45
 Centerspread Photo

LEEWARD P-51D
NL9LR is a P-51D owned by James R. Leeward
of Ocala, Florida. Manufactured in 1944, the Mus-
tang was sold to the Swiss after World War II,
who later sold it to Israel. It was imported back
into the U.S. in 1965 by Pioneer Aero, which, in
turn, sold the plane to Larry Strimple of Mansfield,
Ohio the following year.
Not flown from 1969 to 1974, when it was sold
to Jim Leeward, the '51 was then put in ferriable
condition and flown to Darrell Skurich's Vintage
Aircraft Ltd. in Ft. Collins, Colorado for complete
restoration. Every part was overhauled or re-
placed with new components. It has a custom
instrument panel with everything moved from the
right side panels to the front, a two-place interior
and a complete IFR Narco "Spectrum" radio
package. The engine is a dash 7 bottom with
transport heads and banks, dash 9 supercharger,
dash 9 carburetor and dash 9 water injection.
Completed early in 1975, NL9LR was then
flown to Charlie Day's shop in San Angelo, Texas
for an AlumiGrip paint job. It was rolled out on
July 31, 1975, the restoration complete, at last.
Jim Leeward, 35, is president of the Leeward
Companies of Ocala which are involved in real
(Photo by Mike Heuer)
estate development and aircraft leasing and sales.
EAA Fly-in Photographers, left to
He has been flying quite literally since early child-
right, Lee Fray, Jack Scholler, Cam
hood once performing climbs, turns and glides
Warne, Dick Stouffer and Ted Kos-
for news reporters at age 3! By age 14 Jim had
ton. Jim La Malfa was not present
completed AT-6 school and was flying co-pilot
on DC-3s and Lodestars. On his 16th birthday, he
when this picture was taken.
officially soled a Cessna T-50 "Bamboo Bomber"
and a BT-13. Today he has a Commercial license
with single engine land and sea, multi-engine
land, instrument, helicopter and glider ratings.
He is also type rated on the DC-3, Lodestar and
Howard 500. Flying time in almost all the pro-
peller driven aircraft active today is recorded in
Jim's log book, including pylon racing experience
beginning in Formula I at age 20.
(Photo by Ted Koston)
"I See No Problem" it says on the snoot of this B-25.
Don Ericson and Lynn Florey flew this Mitchell down
from New Brighton, Minnesota.

48 DECEMBER 1975
LOCKHEED CF-UFZ Harvard Mk 4 Tony Swain. Vancouver. BC, CAN
N1118U T-33 William Harrison. Tulsa. OK CF-UUU Harvard Mk 4 Norman Shrive/Canadian Warplane
N12416 T-33 Edward G Fisher. J r , Kansas City. KS Heritage. Dundas. Ont . CAN
N12417 T-33 Douglas J Clark. Daytona Beach. FL CF-WPK Harvard Mk 4 James Vernon. Oakville. Ont . CAN
N9005R P-38 William Ross. Winnetka. IL N9LR F-51D Jim Leeward. Ocala. FL
N11CD L-18 Ed Erickson/John Sandberg. N19H P-51 William Edwards. Big Spring. TX
Waconia. MN N30FF P-51 Don Plumb. Windsor, Ont. CAN
N117E P-51 John Williams. Tampa. FL
NAVY N169MD P-51 Bums Byram, Marengo. IA
N 12063 N3N-3 Ahlers-Niedner. St Charles. MO N201F P-51D Paul Poberezny/EAA Museum.
Hales Corners. Wl
NORTH AMERICAN N6S1D P-51 John Bolton. Maitland. FL
N2WS Harvard MK IV Stephen F Ramsey. Muncie. IN N921 P-51 John Schafhausen. Spokane. WA
N6FD AT-6 Joseph F Dulvick. Lake Orion. Ml N988C P-51 R J Shaver. Linwood. NJ
N13AA SNJ-5 James G Pete Malone. Sikeston. MO N 5423V P-S1 William "Robby" Roberts. Maitland. FL
N101GB AT-6 George Bowers, Galesburg. IL N5441V P-51 Steven Hinton/Planes of Fame.
N141SP SNJ Sue Parish, Hickory Corners. Ml Claremont. CA
N194A AT-6 John C Mosby. Chesterfield. MO N 5551 D P-51 John S. Steinmetz. Gainesville. GA
N641NR SNJ-5 Jeff Michael, Lexington. NC N6306T P-51 Tom Wood. Indianapolis. IN
N1044C SNJ-6 J. H. Bohlander. Marengo. IL N6320T P-51D Kent W Jones. Dallas. TX
N1666T SNJ-5 Gary Lund. Redwood Falls. MN N6327T P-51 Garland Brown. Ft Wayne. IN
N2831D AT-6G John Brickerhoff. Redondo Beach. CA N 12700 P-51 Will Martin. Palos Park. IL
N3188G AT-6 Michael C Sukosky. Los Angeles. CA CF-FUZ P-51 Gary McCann, Stratford. Ont. CAN
N3682F SNJ-SB G A "Doc Swayze. Mesquite. TX N 840 P-64 Paul Poberezny/EAA Museum.
N3687F SNJ-5 G L. Walbrun. Charlotte. NC Hales Corners. Wl
N3698F AT-6 Dennis K. Simpson. Anderson. IN N100JE T-28-KA John Ellis. Delton. Ml
N6625C AT-6 Danny Dunagan. Atlanta. GA N213BC T -28 Charles Lazier. St Louis. MO
N6628C SNJ-5 Graves Sanford. Columbia. MO N3313G T-28A George Enhornmg. Wolcott. CT
N6983D AT-6D EAA Museum. Hales Corners. Wl N4642C T-28A R J Dieter. South Bend. IN
N7197C T-6 Doug Goss. Hanover Park. IL N5251V T-28A Tony Guirreri. Atlanta, GA
N7230C AT-6 ' Richard J Bowers. Rockford. IL N9674C T-28A Robert Dunavant/John Gury.
N7418C AT-6D Howard Crowe. Toledo. OH Warson Woods. MO
N7448C AT-6 Pat Ouinn. Saugus. CA N14141 T-28-KA Tom Austin, J r , Greeneville. TN
N7461C AT-6 John P Swartz. Mishawaka. IN N 146 238 T-28C Michael Davis/U. S. Navy.
N7476C AT-6 Peter Vandersluis/N A Flyers. Washington. DC
New Fairfield. CT N3161G B-2S Don Ericson/Lynn Florey.
N7980C AT-6 Paul Schorn. Niles. IL New Brighton. MN
N7986C AT-6 (Zero Replica) EAA Museum. Hales Corners. Wl N9167Z B-25N Allan R Crosby. Wauwatosa. Wl
N8214E SNJ-5B John Paul Stamer. jr.. Louisville. KY
N9161 AT-6 Bob Harkey. Indianapolis. IN PIPER
N9604C AT-6 Elmer F Ward. Santa Ana. CA N33561 L-4 R E Townsend. Garden City, KA
N9670C T-6G Lou Antonacci. Oak Lawn. IL
N9785Z AT-6A Willis L Webb. Ft Valley. GA REPUBLIC
N9825C SNJ-6 Bernard Karsh. Champaign. IL N47DB P-47 Thunderbolt Ed Messick/C A F . San Antonio. TX
N9871C AT-6 Jack Hagle. Roswell. GA
N 13595 Harvard Gus Limbach/Confederate Air Force. RYAN
St Paul. MN N47620 PT-22 Hugh W. Moreland/Harold Watson.
N44999 SNJ-5 Dan Dameo. Somerville. NJ Havana. FL
N51428 SNJ-4 C. Bruce Ashenfelter. Toronto. Ont.. STINSON
CAN CF-ZMW L-5 Jon Verrneulen. Winnipeg. Mani.. CAN
CF-HWX Harvard 2 John S Cowan. Ottawa. Ont. CAN
CF-MKA Harvard 2 Norman Beckham. Woodstock. Ont.. VULTEE
CAN N59961 BT-13 Solar/Fritz/Fredline. Kentwood. Ml
CF-RZO Harvard Mk 4 Chuck McWilliams. Missisauga. Ont.. N63838 BT-13 Louise Pfoutz. W Alexandria. OH
CAN N67789 BT-13 Paul G. Pfoutz. W. Alexandria. OH

(Photo by Dick Stouffer)

T-6s away!
 (Photo by
Jim McDonnell)
Joe Dulvick of Lake
Orion, Michigan
and his AT-6, win-
ner of the "Best AT-
6/SNJ" award at
Oshkosh 75.

(Photo by
Jim McDonnell)
Dr. Allan Crosby of
Wauwatosa (Mil-
waukee), Wiscon-
sin greases on his
B-25N "The Devil
Made Me Do It."

(Photo by Jim McDonnell)

Mike Rettke of Atlanta
fires up his Grumman
F6F-5 Hellcat.

50 DECEMBER 1975
 (Photo by Ted Koston)
The 1975 Oshkosh Warbird Grand Champion the General
Motors FM-2 "Wildcat" owned by Preston Parish of
Hickory Corners, Michigan.

By Mike Heuer

W, ILDCAT SURELY A name to stir the blood of

any fan of Warbird aircraft. A diminutive fighter when
compared to some of the other American behemoths of
World War II, the Wildcat was accorded its due at this
year's Oshkosh EAA convention. Preston Parish's beau-
tiful and authentically painted General Motors FM-2
NL1PP was awarded the much coveted Warbird Grand
Champion trophy the first time a Wildcat had ever
won such an honor at an EAA Fly-in.
Preston's immaculately restored Wildcat is painted
in the colors of the Navy VC-90 squadron, which was a
composite unit of FM-2s and TBM "Avengers" during
World War II and based on the jeep carrier, "Steamer
Bay". Quite a bit of research was conducted prior to
painting to insure that the paint scheme was accurate
in every way. Major John Elliot, U.S. Marine Corps,
and archivist with the Smithsonian Institution provided
much valuable assistance to Preston during this pro-
cess. More and more in recent years, fancy custom
paint jobs have been giving way to authentic military (Photo by Ted Koston)
schemes as the owners have become increasingly aware Sue and Preston Parish of Hickory Corners, Michigan
of the historical value of their aircraft. Call it nostalgia both very active in EAA's Warbirds of America Division.
if you will, but the importance of authenticity cannot be The Parish's are now restoring a Curtiss P-40 which Sue
overemphasized if history is to be preserved. will fly upon completion.
SPORT AVIATION 51
 Therefore, it would be appropriate if we look back
and review the history of this much ignored little fight-
er. It has a record of distinction and a few surprises.
On researching the records, the first surprise was
that the F4F "Wildcat" was originally conceived to be
a biplane. Subscribing to many military pilots' idea that
a fighter wasn't any good unless it had two wings and
certainly no monoplane could stand the stress of aerial
combat, Grumman "Ironworks" engineers initially en-
visioned the F4F as a successor to the famous F3F Navy
biplane fighter. However, due to developments in
fighter aircraft design in Europe during that time and
the fact that only marginally better performance could
be expected over the F3F, Grumman decided to continue
the F4F design as a monoplane. Despite lingering doubts
about the feasibility of using monoplanes on aircraft
carriers, the airplane ultimately became America's first
successful shipboard monoplane.
Thus, the XF4F-2 (the -1 being the biplane) project
began on July 28, 1936 as a competitor to Brewster's
XF2A-1. This aircraft first flew on September 2, 1937 and
was delivered to Anacostia Naval Air Station on De-
cember 23 of that year for evaluations. In these tests,
the XF4F-2 did not fare well against the Brewster. Even
though its speed was respectable, it was disappointing
in many other ways. Due to the results of these tests,
the prototype XF4F-2 was returned to the factory for
major rework which resulted in the XF4F-3. Several
significant modifications were made which drastically
altered the appearance of the aircraft to what we know
today. Wing area was increased from 232 to 260 square
feet, wingtips were squared off, the tail surfaces were
changed in shape and design, and a 1200 horsepower
experimental Pratt and Whitney XR-1830-76 engine
was installed. This aircraft resumed trials on February
12, 1939 and performance was much improved. During
these tests, the tail was redesigned further, the stabilizer
and elevator were raised, and an intake was added on
the upper lip of the engine cowling. Due to the success
of this revised aircraft, the Navy placed a production
order for 78 F4F-3s. Export models were also produced
(Grumman designation G-36A) and served with some
distinction in the European theater with the British
Fleet Air Arm. Called the "Martlet" by the British, the
F4F has the distinction of being the first U. S. aircraft
in British service to destroy a German aircraft. On
Christmas day, 1940, a Martlet shot down a Junkers
Ju 88, near Scapa Flow. In all, the British ordered 90
G-36As under Lend-Lease.
The U. S. Navy F4F-3 first flew on August 20, 1940.
This had a fixed wing, whereas the British export model
G-36B (Martlet H) was the first F4F built to have fold-
ing wings. 103 F4Fs were built in 1940 and 323 were
built in 1941.
It is interesting to note that British operational ex-
perience with the F4F helped with the development of
the aircraft and assisted in its success during the early
years of the war. It is not widely known that the F4F
served with the British, but the fact that it did and this
resulted in a better airplane when used by the U. S.
Navy is quite noteworthy.
It was not until 1941, however, that the aircraft was
officially named the "Wildcat" by the U. S. Navy. Thus,
the F4F became the first in a long string of "Cats" that
were to serve our country well in time of war. This name
was standardized by the British in January 1944. Mean-
while, from 1940 to 1944, the British aircraft continued
to be called Martlets.
The first Wildcats to see action in U. S. military forces
were serving with the Marine VMC-211 squadron on
Wake Island. In a battle that has now become legendary,
8 out of 12 aircraft were initially destroyed by the Jap-
52 DECEMBER 1975
anese during their attack on the island of December 8,
1941, but the remaining 4 fought on for two weeks, caus-
ing considerable havoc among Japanese forces. These
were later destroyed by Japanese forces when they oc-
cupied the island.
By 1942, the Wildcat equipped all U. S. carrier fighter
squadrons and became the only American shipboard
fighter for the first half of World War II. The F4Fs des-
troyed a total of 905 enemy aircraft for a loss of 178 of
their own numbers.
Production figures are interesting: 1468 in 1942 and
only 100 in 1943. At this time, Grumman was scaling
down its Bethpage, Long Island Wildcat production to
start on F6F Hellcat production. It was during this time
that the Eastern Aircraft Division of General Motors
picked up the ball on producing this aircraft still
much in demand and redesignated it the FM-1.
The XF4F-8 began trials in December 1942 which
were prototypes for General Motors' FM-2.
Thus, in 1943, Wildcat production shifted to the East-
ern Aircraft Division. They were to ultimately produce
4,777 Wildcats. It is also surprising to note that pro-
duction continued until the very end of the war August
1945. Even though the Wildcat was virtually obsolete
from almost the beginning of the war, it was popular due
to its simplicity and ruggedness. It could effectively
operate from small carriers and, therefore, was still
an effective weapon.
General Motors flew their first Wildcat on Septem-
ber 1, 1942, and which they designated the FM-1. The
FM-1 was essentially the same as the Gruman F4F-4.
The wing machine guns were reduced from six to four .50
calibers but ammunition capacity was increased. The
Pratt and Whitney R-1830-86 engine was retained. 23
FM-ls were cranked off the assembly line in 1942 and
1,127 were produced in 1943. Of that number, 312 were
sent to Britain as Martlet IVs. Finally in September
1943, production began on the revised FM-2 the sub-
ject of this article.
Many have asked what the differences were between
the FM-2 and the Grumman F4Fs. The principal dif-
ference was the Wright R-1820-56, 1,350 horsepower en-
gine used in the FM-2. This was a single-row, 7 cylinder
engine, in contrast to the Pratt and Whitney twin-row,
14 cylinder. The FM-2 also had a slightly higher verti-
cal fin and redesigned cowl flaps. Due no doubt to the
increase in horsepower, the FM-2 had considerably bet-
ter performance than the F4F models, as the specifica-
tions accompanying this article bear out.
3,130 FM-2s were built in 1944 an impressive
number in view of the fact that it was obsolete and in-
ferior in performance to other Navy fighters of that
period. In the service of the U. S. Navy, FM-2s accounted
for 422 enemy aircraft in 1944 through 1945.
Thus, when World War II came to a close, the Wild-
cat and the Curtiss P-40 held the unique distinction of
having served with U. S. forces for the entire duration
of the war.
Preston Parish's beautifully restored FM-2 is a fit-
ting tribute to that outstanding record. Resplendent in
military colors, Preston's FM-2 is a living monument to
the hundreds of Navy and Marine pilots who saw com-
bat in the seat of a Wildcat. When this aircraft along
with many other beautiful Warbird aircraft fly at Osh-
kosh and thrill hundreds, the memory of that record is
revived and relived.
This particular aircraft, NL1PP, holds Bureau Num-
ber 8658 and was previously owned by another well-
known Warbird member, Gunther Balz. Gunther has
been seen at many EAA Fly-ins over the years with his
spotless Grumman F8F-1 Bearcat, now painted in the
colors of the Siamese Air Force. This airplane is the only
-1 model still actively flying.
Much of the restoration work was done by Richard
Schaus, mechanic with Kal-Aero in Kalamazoo, Michi-
gan. EAA'ers will recall that John Ellis, owner of Kal-
Aero, won the Grand Champion Warbird trophy in 1974
for his "Blue Angels" T-28. Thus, the FM-2 NL1PP be-
came one more tribute to Kal-Aero's excellent work-
manship.
The electrical system was completely refurbished
as well as the cockpit area and avionics systems. The
propeller and engine were removed and overhauled.
As we mentioned before, one of the chief appeals to
the military of the FM-2 was the simplicity of the air-
craft. This carries over today, even with more emphasis
due to rising costs of parts and labor, and this airplane
is probably the simplest of the Warbird fighter types.
The only hydraulic system on the aircraft is the
brakes. The rest is mechanical, electrical, or vacuum.
The landing gear must be raised by the pilot with a hand-
crank taking 29 turns and much huffing and puffing
to completely tuck it in. The flaps are a simple vacuum
system and the propeller is a Curtiss electric. In the
maintenance department, a Wildcat owner is surely the
envy of every other Warbird owner.
The beautiful military paint scheme original ex-
cept that the paint is polyurethane in the interest of
maintenance and appearance was also done by Kal-
Aero under the supervision of Maurice Hovius, manager
of aircraft service. The painters, who beautifully applied
the striking paint job, were Rick Hoyt and Ed Schippers.
Preston's aircraft was completed in May of this year
and since that time he had accumulated 40 hours of fly-
ing time at the time of the Oshkosh Fly-in. Carrying
126 gallons of fuel, the aircraft burns about 45 gallons
per hour and cruises 200 knots true.
The airplane is amply equipped with avionics gear
much more than the original ever did. It features
Collins and King equipment including PN-101, trans-
ponder and encoding altimeter. It is fully certified for
IFR flight.
Preston says, "The airplane is very easy to fly, is
stable and maneuverable, and has excellent visibility
in the air." 85 KIAS is used on base and it is slowed
up to 65 to 70 KIAS on final with power on for approach.
The Wildcat has always had a reputation for being a
very docile aircraft.
No slouch on flying ability or experience himself,
Preston hails from Hickory Corners, Michigan, and is
an executive with the Upjohn Company, a major phar-
maceutical firm. His wife, Sue, is also very active in the
Warbirds of America, flies an SNJ, and was a fomer Di-
rector of the Warbirds. Preston is now on the Board of
Directors of Warbirds. Preston and Sue now have a Cur-
tiss P-40 under restoration which Sue will fly when it
is complete. An amazing couple!
Preston's military flying career did not begin until
after World War II. However, he did serve in the USMC
Fleet Marine Force from 1941-1946 and saw action, as
an officer, on such battlefields as Guadalcanal, New
Guinea, New Britain, and Pelilieu. From 1945 to 1946
he attended military flight training, remained with
the inactive reserve after the war, and retired with the
rank of full colonel. Preston holds an ATR and has 3,300
hours of flying time.
Thus, as a military officer and pilot, the Wildcat
is even more significant to Preston. In addition to the
radio equipment listed before, the aircraft has a num-
ber of other systems and features which make it safer to
fly. For example, a chip detector is installed on the en-
gine and anytime an unusual number of chips are de-
tected by this sensor, a small warning light goes on in
the cockpit. There is also a fuel vapor warning system
installed which performs a similar function. Printed
checklists are installed in the cockpit as an additional
feature to insure flight safety. The cockpit is better than
new and is well-designed in layout and utility.

WILDCAT SPECIFICATIONS COMPARISON

General Motors FM-2 Grumman F4F-4

ENGINE 1,350 hp Wright R-1820-56 7 cyl. 1,200 hp Pratt & Whitney R-1830-86
radial. Air cooled. 14 cyl. radial. Air cooled.

ARMAMENT Four .50 caliber machine guns with Six .50 caliber machine guns with
430 r.p.g.; Two 250 lbs. bombs or six two 100 lb. bombs.
5 inch rockets.

PERFORMANCE Maximum - 332 mph at 28,800 feet;
306 mph at sea level; economical
cruise 164 mph.
Initial rate of climb - 3650 fpm.
Service ceiling - 34,700 feet.
Normal range - 900 miles; Maximum
range - 1,310 miles.
Maximum - 318 mph at 19,400 feet;
281 mph at sea level.
Initial rate of climb - 1950 fpm.
Service ceiling - 39,400 feet.
Normal range - 770 miles.

WEIGHTS Empty - 5,448 lbs. Empty - 5,758 lbs.

Normal Loaded - 7,487 lbs. Normal Loaded - 7,406 lbs.
Maximum - 8,271 lbs. Maximum - 7,952 lbs.
DIMENSIONS Span - 38 ft., O in. Span - 38 ft., O in.
Length - 28 ft., 10% in. Length - 28 ft., 9 in.
Height-9 ft., 11 in. Height - 9 ft., 2Vz in.
Wing area - 260 sq. ft. Wing area - 260 sq. ft.
Note: Above figures from "Fighters - Volume 4" by William Green. Doubleday and Company, 1962.

SPORT AVIATION 53
 With approximately 1,000 pounds of military armor
and armament removed, the FM-2 is an excellent per-
former. Undoubtedly, it will be enjoyed by many hund-
reds of aviation enthusiasts at fly-ins to come.
Our congratulations to Preston Parish for a beauti- (Photo by Mike Heuer)
ful aircraft and our thanks for keeping this aircraft in Another view of the Grand Champion General Motors
such fine condition as a living tribute to the Wildcat's
FM-2, NLIPP. The aircraft is painted in original Navy
outstanding record of military service.
VC-90 squadron colors which was accomplished after
much research to maintain originality.

(Photo by Mike Heuer)

The cockpit of Preston Parish's FM-2 Wildcat. Easily
visible are the PN-101 HSI, the encoding altimeter, warn-
ing light systems, and Collins and King avionics. Also
note the specially printed checklists on the left console.

54 DECEMBER 1975
 TABLE I
NASA GA(W)-2 MEASURED AIRFOIL COORDINATES
e 61.01 cm (24.02 inches)

x/c (z/c) (z/c)

upper lower
0.0 0.0 0.0
.00199 .00922 -.00486'
NEW FROM NASA . . . .00498 .01481 -.00847
.01246 .02365 -.01385
THE GA(W)-2 AIRFOIL .02498 .03304 -.01870
.03747 .03957 -.02196
.04996 .04460 -.02465
.07494 .05230 -.02904
.09992 .05831 -.03246
.12490 .06323 -.03528
.14988 .06731 -.03769
.17485 .07080 -.03966
By Don Wextergren (EAA 423871 .19983 .07381 -.04129
3942 Calavo Dr. .24980 .07857 -.04353
La Mesa, California 92041 .29975 .08171 -.04471
.34971 .08357 -.04508
.39967 .08441 -.04475
NASA has completed tests and is now publishing in- .44963 .08425 -.04363
formation on the new GA(W)-2 airfoil. This 3M thick air- .49958 .08294 -.04149
foil shows increased max and L/D ratio over the .54954 .08025 -.03803
IT7( GA(W)-1 airfoil while retaining the same stall .57452 .07835 -.03582
characteristics. The preliminary report is NASA TM .59950 .07609 -.03326
X-72697 (Order Number N75-24678) entitled "Low .62448 .07342 -.03048
Speed Aerodynamic Characteristics of a 13% Thick .64946 .07035 -.02745
Airfoil Section Designed for General Aviation Appli- .67444 .06688 -.02428
cation". This report is available from the National .69942 .06305 -.02107
Technical Information Service, Springfield, Virginia .72440 .05890 -.01783
22161. Cost is $4.25. The final report is to be published .74938 .05446 -.01460
in late 1975. .77435 .04974 -.01145
.79933 .04476 -.00851
.82431 .03956 -.00587
.84929 .03417 -.00357
.87427 .02864 -.00187
.89925 .02296 -.00086
.92423 .01712 -.00052
Figure I .94921 .01112 -.00143
Section Shape for NASA GA(W)-2 Airfoil .97419 .00497 -.00377
.99917 .00143 -.00720
1.0 .00164 -.00732
.2

I
.4 .5 .9 1.0

x/c
SPORT AVIATION 55
FLYING
R\ Paul L. Schriebmmer lEAA 92576)
Box 118, Shady Hill Dr.
Apalachin, New York 7,77.72
About The Author
Paul Schriebmaier is a former military pilot
having flown over 300 hours combat formation in
B-24 Aircraft. He has been a GFI for 25 years,
holds a Commercial pilot's license, SEL and MEL
ratings and is building a Pitts Special. He is a tech-
nical engineering specialist w i t h the Aircraft
Equipment Division of General Electric.
INTRODUCTION
On occasion, formation flights are desired for the
visual effect they present or as a convenient way to tra-
vel enroute as a group. Formations can be enjoyable, they
are esthetic in appearance and they are legal for con-
senting pilots. They can also be disastrous to the un-
initiated, but the element of danger can be minimized if
a few basics are understood and caution is exercised.
This article discusses the rudiments of formation fly-
ing but it is not intended to be a substitute for formal in-
struction. A competent pilot with formation experience
should be employed to demonstrate the techniques in-
volved. A recent three plane mid-air collision which oc-
curred during formation practice for a fly-in under-
scores the wisdom of this advice.
AIRCRAFT QUALIFICATIONS
Ideally, all aircraft in a formation should be of the
same type. Since we are not always subject to ideals some
compromise must be made; however, all aircraft should
have approximately the same speed and climb envelopes.
The lead plane should be selected from the most sta-
ble of the slower aircraft. The more powerful (or faster)
should be placed at the extremes of the formation for they
have the speed and acceleration reserve needed for posi-
tion control at these locations.
LEADERSHIP
The lead pilot should be the smoothest and the most
experienced. Without a qualified leader, plans for a
formation should be abandoned.
The' most important role of the flight leader is safe-
ty, for he alone is the eyes of the formation, he alone
knows the position, altitude and attitude of the forma-
tion. He alone sees what lies ahead and is responsible
for establishing safe clearance around all terrain and
airspace obstructions for all planes in the formation.
All other pilots must concentrate their attention on their
immediate lead pilot. Failure to do so invites disaster.
When flying into control zones the leader establishes
56 DECEMBER 1975
SAFELY
contact with the tower. He identifies the formation and
the number of planes in it. He receives and carries out
instructions, all other pilots follow his lead.
To the control tower, a formation is considered one
aircraft and it is left to the individual pilots to establish
their own separation during approach and landing.
Smoothness is the essence of leadership. Without it,
it will be difficult for others in the formation to main-
tain their position. Every error in leadership will be
transmitted down the line and amplified at each suc-
ceeding stage. The speed of the lead plane should be ad-
justed so that wing positions need only normal power set-
tings to hold their positions. Once any given speed is
established for flight, whether in climb, cruise, or des-
cent, the leader must maintain a constant power set-
ting.
When power changes are necessary, the adjustment
should be made slowly and smoothly to the new setting.
This permits wing positions to adjust their speed with-
out resorting to excessive throttle control.
Signals are desirable, especially in the early stages
of training. All changes in flight direction should be an-
nounced prior to i n i t i a t i n g the maneuver. Signals can
be visual or by radio.
Turns should be made with .'30 degrees or less bank
angle to make it easier for wing pilots to follow. At an-
gles greater than 30 degrees, some low powered planes
on the outside of the turn may not have sufficient power
to keep abreast with the formation.
WING PILOTS AND TECHNIQUES
Wing pilots should also be selected with care. Each
should be well experienced with the limitations of the
aircraft they fly. Each should know and understand any
visual signals to be used by the leader. Each should know
exactly which position they are to hold in the formation.
Safety in formation requires a new technique of co-
ordination for transverse movement of wing aircraft.
Lateral separation must be made with rudders only,
skidding in and out as position requirements dictate.
The skid permits a gradual lateral movement, providing
a long time constant for control. In contrast, even a shal-
low bank angle will cause a position change too rapid
for safety. Your author lost two planes from a three
plane element during a night formation during WW II.
One pilot who had fallen too far behind and too wide at-
tempted to regain position by b a n k i n g (less than 10")
towards the lead plane. A collision occurred killing the
pilots in both craft.
Ailerons are used only to keep wings at the desired
attitude, level during level flight, banked during a for-
mation turn. When a formation turn is initiated, nor-
mally coordinated rolls are necessary to establish the
turning rate; however, separation is still controlled by
skids during these turns. The pilot must be careful not
to "move" the rudders, but only apply the pressure ne-
cessary to get the desired reaction.
 LONGITUDINAL
Good control of longitudinal separation mandates SEPARATION
LATERAL _
good speed control. Without it, over control and appre- SEPARATION
hension are prevalent. Pilots should be aware that short
bursts of full power, or a reduction of all power may be
required at various times to hold a position, but with a
good leader such "throttle-jockeying" can be held to a
m i n i m u m . In fact, an experienced pilot can hold con-
stant position for many minutes without adjusting the
power setting.
Small changes in speed are easily made with elevator
control. A small gain in altitude will slow down forward
velocity while a loss of altitude can be used to effect a
gain in speed. When a trade-off in altitude for speed ex-
ceeds ten feet, throttle must be used.
If visual contact is broken with the leader, and the
wing pilot is confused as to his exact position with res-
pect to the formation, he must, for the safety of all, break
VERTICAL
from formation. This requires that he roll sharply away SEPARATION
from the formation in a level or climbing turn. When
well away from the formation, and after visual contact
is regained, the pilot may then establish a re-entry into
his position. Full power may be required to approach the
formation, but caution must be exercised to prevent over
shoot and all lateral closure must be made by skidding ALTERNATE ALTERNATE
into position. POSITION B VIEW FROM BEHIND POSITION
FIGURE 1. THE VEE FORMATION
FORMATIONS
There are many formations possible, the Vee, Dia-
mond, Echelon and Javelin to name a few. Most are more
adapted to the military, but a few are applicable to gen-
eral aviation. The Vee, and its extension into the dia-
mond have a high esthetic value while the Echelon makes
a good pattern for dispersal or landing approach.
Perhaps the easiest formation to fly is a three plane
element in the shape of a Vee as shown in Figure 1. It
is shown as seen from above and behind. Number one
aircraft is the lead plane. It is the key plane which
both wing planes used to establish their respective posi-
tions.
Wing aircraft may be above or below the lead as shown
in Figure lb. It is strictly a matter of choice but both
wing planes should be at the same level for best ap- (a) VIEW FROM ABOVE
pearance. At no time should they maintain the exact
altitude of the lead. The vertical separation is a safety
buffer zone which prevents interplane contact should
one change its velocity abruptly.
Generally, high winged aircraft present better vision
below so that a high position is desirable while low winged
aircraft, with their inherently poor downward vision
may dictate a low position on the lead. With caution both .jd
positions can be used by either type aircraft.
The simple expedient of tucking a fourth plane below
and behind the lead converts the Vee into a diamond for-
mation as shown in Figure 2. This fourth plane also uses
no. 1 as his key for position and separation.
A larger formation can be formed by adding a second (b) VIEW FROM BEHIND
three plane element to the Vee as shown in Figure 3. FIGURE 2. THE DIAMOND FORMATION
In this formation, planes 2, 3 and 4 maintain separation
from plane 1 as in the diamond. Numbers 5 and 6 how- chain" amplifying the error at each position so that the
ever, fly as though the first element does not exist. last in line is virtually on the end of a whip.
Number 4 is their leader and they provide their separa-
tion from it. It is prudent to be aware of the first ele- AIRCRAFT SEPARATION
ment, keeping it in peripheral vision to avoid a possible
collision should one or more planes drift from position. Proper separation of aircraft is required for safety,
The Echelon formation is one where all planes are appearance and ease of control. Improper separation is
staggered rearward to one side of the lead as seen in Fig- perilous as it can place wing aircraft in the down wash
ure 4. You will note each progression becomes higher from the leader's wing and it leaves no room for maneu-
(or lower if desired) than the previous aircraft. Each air- ver should turbulence or aircraft wake be encountered
craft maintains separation from the one immediately while flying too close. On the other hand, too great a
ahead of it. This is a more difficult formation requiring spread destroys appearance and makes position control
smooth leadership. All errors by the lead, or by any wing- difficult. It is easier to note and correct small changes in
man except the last, are transmitted down the "daisy- position when the separation is at its optimum.
SPORT AVIATION 57
 A good lateral position to start with separates two
planes by two wingspans length. Vertical separation
should be approximately ten feet. Longitudinal separa-
tion should place a wing aircraft where the pilot's line
of sight positions his wing slightly behind the empen-
nage of the leader as shown in Figure 5.
This position can be altered for less clearance as
experience is gained, but for overall appearance all wing
craft positions should match that of the lesser experi-
enced or timid pilots.
In gusty and turbulent air masses, caution must be
exercised and a separation greater than one wing span is
necessary for safe operation. Holding position during
straight flight is not difficult. It becomes a bit harder
during turns but a few techniques will facilitate the
management of your position.
Consider the four plane formation in Figure 2, as an (a) VIEW FROM ABOVE
example. The maneuvering of each position during a left
turn will be discussed.
A little study will show that each plane will move
about a different radius as the formation wheels around
the turn. This means that each wing plane must alter its
speed to remain fixed on the leader.
The lead should roll into the turn with a slow but
positive maneuver. The bank angle should not exceed
30". The leader's power setting should remain constant
and elevator pressures should be steady to keep altitude
change, with its inherent speed change, to a minimum. (b) VIEW FROM BEHIND
The outside position (no. 2 during a left turn, no. 3
FIGURE 3. FORMATION OF TWO VEES (BOX)
during a right turn) will be the most difficult to hold but
it can be made easier by anticipating the turn. When the
lead signals his intention to turn slide more forward
than usual and gain altitude (about 10 feet) at the same
time, see Figure 6a.
As the turn is initiated increase power while simul-
taneously loosing some altitude to help increase speed.
Sliding back to normal position also helps reduce over
control on the throttle while establishing the new speed
requirement.
The inside plane will have a problem with overshoot-
ing during the turn. The pilot should fall back and loose
altitude (as shown in Figure 6a) upon receiving the left
(a) VIEW FROM ABOVE
turn signal. As the turn is initiated a gain in altitude as
well as regaining position will help reduce speed as the
new power setting is made. The pilot on the inside should
never permit his plane to slide ahead of the leader dur-
ing the turn. To do so breaks the visual contact with the
lead forcing a break from formation and it restricts move-
ment of the lead so that he must abandon the turn or risk
collision.
By far, the easiest position to hold is that of no. 4 who
needs only change the turn radius to keep in position.
The turn should not require any power adjustment, in- (b) VIEW FROM BEHIND
stead, aim inside the lead plane to reduce separation,
FIGURE 4. ECHELON FORMATION
conversely aim outside to increase it as shown in Figure
6b.

TAKE-OFF AND FORMATION
Experienced pilots can and often do take off and land
while in formation. It is not the intent of this article that
such practice be outlined. Instead the take-off in train
is proposed.
After completing refiight checks, all aircraft should
congregate at the take-off end of the runway in order of
their positions, lead first, followed by 2, 3, etc.
The leader should establish take-off clearance with
the tower of by visual perusal of the pattern. Each air-
craft should then take off in turn at thirty second in-
tervals.**
The lead should climb straight out until pattern alti-
tude is reached whereupon a level 180" turn should be
initiated while maintaining climb air speed until all air-
craft have advanced to their position.
As the lead starts the 180 turn, all wing aircraft
start their turn while climbing, varying their turn rate
to permit joining formation in a minimum of time as
shown in Figure 7. Once the grouping is completed, the
lead plane can slowly advance to a pre-determined cruise
speed.
CHANGING POSITION
At times it may be desirable for wing positions to in-
terchange to permit experience at either wing position,
or the formation may wish to change from the box to an
Echelon formation. Wing positions can be changed safe-

58 DECEMBER 1975
 ly from the Vee formation if both wing planes fall behind
the leader where they will not loose it as a visual refer-
ence during transition. Both planes should then rotate
about the leader in a clock wise manner as shown in Fig-
ure 8.
A six plane box formation can be changed to a modified
Echelon which is easier to control than the more con-
ventional alignment. Transition is accomplished much
the same as described for a Vee except here, rear ele-
ment moves as a unit. No. 4, the second element leader,
selects a position on the first element which permits space
for his wing planes as seen in Figure 9.
Breaking from larger formations for dispersal or
landing is more uniform if made from the modified Eche-
lon. Planes can then "peel off' in succession without
interfering with the flight path of the remainder.
Dispersal is implemented upon signal from the lead-
er; consider the modified Echelon shown in Figure 9.
Upon receiving the signal, no. 3 aircraft will immediately
roll left to "peel off' in a left turn while all others con-
tinue on in straight flight. At a pre-determined inter-
val (10 to 30 seconds) no. 1 will break left followed in
succession by nos. 2, 6, 4 and 5 each at the prescribed
interval.
In summary, the leader must be an experienced pilot
for both safety and smoothness. Wing pilots must know
their aircraft and their position requirements. Main-
tain an adequate, but not too large, separation in all three
planes of flight, lateral, vertical and longitudinal. Above
all, never bank the aircraft to close the lateral separa-
tion, always skid in and out with rudder. If visual con-
tact with the lead is lost, immediately roll away from the
formation and re-enter the position after regaining visual
contact. Formation flying, like anything else, can be safe
if the proper procedures are learned and followed.
** Caution: at uncontrolled airports each pilot should
scan the approach to be sure it is clear before ad-
vancing to take-off position.
(a) ANTICIPATING A LEFT TURN
s

(b) POSITION DURING TURN

FIGURE 6. THE FORMATION TURN

FIGURE S. SEPARATION

I/

NO. 2 JOINS

0OP BELOW
LEADER

NO. 3 JOINS (b) VIEW FROM BEHIND

FIGURE 8. CHANGING WING POSITIONS

DEPARTURE
;/" V NO 1 INITIATES
\l TURN
[- - 30 SEC ^. - 30 SEC. |

NO. 7 FORMATION AFTER TAKE-OFF

When the dispersion is made into the landing pattern,

the interval of separation should be not less than 30 sec-
onds. This will put all aircraft closely in train on the ap-
proach. It is therefore, imperative that each landed air-
craft clear the runway as rapidly as possible so as not to
interfere with the landing of following aircraft.
FIGURE 9. CHANGE FROM BOX TO ECHELON
SPORT AVIATION 59
 CONSTRUCTION
METHODS . . .
FAIRING STRIPS
-S LONG AS fabric covered
aircraft are built, the installation of
fairing strips will continue to be an
element of construction h a v i n g a
greater effect on the looks of the air-
craft than on structural integrity.
Naturally, none of the essential
internal aircraft structure . . . no mat-
ter how beautifully executed, is evi-
dent in the finished aircraft; while
the all too obvious presence of the
fairing strips supporting and shaping
the aircraft's fabric surfaces does
show. In other words, the external
appearance of the fuselage is deter-
mined not only by the shape and the
location of the formers, but also by
the lofting of the fairing strips or
stringers.
Fairing strips must blend into the
structure at their forward and aft
attaching points to obtain the best
possible effect. F u r t h e r m o r e , the
fairing strips should be so positioned
that the impression of long smooth
flowing lines is created. After a l l ,
t h i s effect is w h a t makes fabric
covered aircraft so appealing to the
eye. Crudely or carelessly installed,
the fairing strips alone can ruin the
appearance of the aircraft.
It is u n f o r t u n a t e that there are
instances where the builder finds,
after the fabric has been put on and
shrunk, that the strain on the fairing
strips and their attachment points
was more than anticipated and the
f a i r i n g strips distorted under the
fabric's tension. He learns too late
that fairing strips must be stiff
enough to withstand flexing under
the lateral loads imposed along their
length by the fabric . . . that they
need to be secured rigidly and sup-
ported at sufficiently close intervals
to forestall the unattractive conse-
quence of "the sags".
FAIRING WOOD FUSELAGES
Installing the fairing strips on a
wood fuselage can be a satisfying
stage of construction. Everything is
accessible and visible and the results
fairly predictable.
Wood fuselages, however, have
external gussets, ordinarily in the
area aft of the cockpit where they
can create a "cosmetic" p r o b l e m .
For example, no matter how severely
the gussets are beveled along the
longeron edges, they nevertheless
show up as u n a t t r a c t i v e bulges
beneath the fabric.
60 DECEMBER 1975
THE
SPORTPLANE
BUILDER
EAA Designee Program Advisor
A first time builder may not rea-
lize that there is a simple remedy
for this condition. Small strips of
wood about Vfe"-%" wide, and of the
same thickness as the plywood
gussets, s h o u l d be glued to the
longerons as f i l l e r strips between
each of the gussets. Figure 1.
A typical fabric covered wood
fuselage sports at least one, maybe
two f a i r i n g strips along the sides,
perhaps 3 more on the bottom, and
several others on the top of the fuse-
lage comprising the turtledeck.
While some plans indicate locations
for each of the fairing strips, others
do not show this detail or how the
installation is to be made. The de-
tails are left to the builder. In the
absence of guidance as to the ma-
terial to be used, you might con-
sider making the fairing strips from
spruce, Douglas fir, or aluminum.
Although fir is stiffer and stronger
than spruce, it does splinter and split
easily and is somewhat heavier. The
size of the strips varies a bit from
one design to another. Essentially
though, for a given size, stringers
or fairing strips seem to be quite
effective when their cross sectional
dimensions approximate a 4:1 ratio.
That is, a "4" thick strip would be
a p p r o x i m a t e l y 1" wide. F a i r i n g
strips are ordinarily mounted edge-
wise. They should be supported at a
number of places along their length
to m i n i m i z e deflective b e n d i n g .
However, it is difficult to be specific
as to the spacing of attaching points.
Sometimes bulkheads and formers
are not spaced closely enough and
additional supports may be needed.
Before p e r m a n e n t l y securing a
fairing strip in place, temporarily
tack or clamp it in place and give it
one final eyeball check. Back off and
view it from the side. Does align-
ment in relationship to the longerons
and o v e r a l l fuselage shape look
natural? Take a look at it from the
front end of the fuselage and then
from the aft end. By squinting your
eyes a bit you can get a better over-
all impression. Docs it look right?
Are both sides u n i f o r m ? Do the
By Antoni (Tony) Bingelis
8509 Greenflint Lane
Austin, Texas 78759
stringers (fairing strips) appear as
smooth flowing lines?
FAIRING STEEL TUBE FUSELAGES
Anyone who has had the unique
experience of recovering an old
"tube and rag" fuselage will assume
and naturally so, I guess, that fairing
strips are almost certain to be found
badly warped, rotted, or split, and
f u r t h e r m o r e . . . t h a t all f a i r i n g
strips will ultimately develop a per-
manent sag between the attach
points.
When recovering an older aircraft,
it would probably be easier to re-
place the sagging, suffering stringers
than it would be to salvage them.
A builder aware of this chronic
sagging problem should attempt to
minimize the condition with a fair-
ing strip installation that is well
supported.
Sometimes, warpage is caused by
inadequately secured fairing strips.
Fairing strip attachment difficulties
are a bit more prevalent with welded
steel tube fuselages than with wood
fuselages. While wood can be glued
to wood in one simple operation with
permanent results, steel tube fuse-
lages require a different treatment.
Ingenious use must be made of weld-
ed brackets, clamps, cord, rivets,
tape and bolts or machine screws
to obtain good results.
Brackets or tabs may be accurately
located for welding by using a long
temporary stringer clamped to the
fuselage as an aid to marking the tab
locations. It might be necessary to
shim out the strip to obtain the exact
curve desired. The length for each
tab can be determined at this time
by m e a s u r i n g from the fuselage
upright to the outside edge of the
temporary stringer at each intended
attachment point.
The blending of fairing lines and
curves is more complex in some steel
tube designs than in most all-wood
varieties. For example, in many
s m a l l b i p l a n e s it is d i f f i c u l t to
achieve a pleasing appearance
around the area of the fin. These

small aircraft customarily incorpo-
rate an a l u m i n u m skin over their
turtledeck which ends abruptly at
the juncture of the fin. Inevitably the
t r a n s i t i o n from the edge of the
smooth rigid metal portion to the un-
supported fabric portion of the fin
is marked by a harsh edge beneath
the covering. Extra attention and
preparation is required in this area
particularly if small details are im-
portant to you.
HOLDING DEVICE FOR
WELDING TABS
Preparing a welded steel tube
fuselage for the attachment of the
stringers or fairing strips generates
the need for scads of small metal
tabs. As previously mentioned, these
must be welded to the structure in
order to provide a means for se-
curing the fairing strips to the fuse-
lage frame.
Similar tabs are used to secure
formers, instrument panels and other
components. With so many to install
and align, it becomes quite frus-
trating when you can't keep the tab
positioned where you want it until
it can be tack welded in place. Figure
3 shows you one way to solve this
problem.
The feature that makes the device
practical is the short ductile piece
of heavy gage copper wire (about
3
/3i" to '/" in diameter) which has
a small alligator spring clamp solder-
FIGURE I.
ed to one end and a medium size
battery clip secured to its other end.
In using this rig as a holding device,
the wire can be bent to any position
you want. It will retain that position
i n d e f i n i t e l y , assuring you of the
precise positioning of the tab. With
both hands free, tack welding it in
place is a breeze. If you cannot ob-
tain a heavy gage copper wire for
FIGURE
the purpose, you might try using a
couple of strands of lighter gage
wire twisted together. The wire or
wires used must have sufficient
rigidity to support the weight of
the clamp and the tab in whatever
position it is bent.
ALUMINUM FAIRING STRIPS
There is a type of a l u m i n u m chan-
nel strip u t i l i z e d by companies
m a k i n g a l u m i n u m windows and
doors that is suited for use as fairing
strips and stringers. The channel is
sold in 12 foot lengths. It is very light
and extremely rigid when secured
in place as a fairing strip. In its
natural state, each of these strips of
channel material seem to have a long
gentle curve along their entire
length. This may be due to the manu-
facturing process but it in no way
presents a problem in its use. The
channel can, of course, be bent,
drilled, cut or contoured to whatever
shape you wish.
These metal fairing strips may be
secured in place with a cotter pin or,
if only a single attachment tab is
provided on a tube fuselage, pre-
ferably fastened to the tab with a
small bolt or machine screw. See
Figure 4.
IN SUMMARY
The slightest deviation of a fairing
strip from its intended profile is
certain to be magnified after the air-
craft is covered and painted. Strive
for perfect alignment even if you
have to use shims. Avoid sharp
FABRIC WILL ASSUME
COMTOUft OF
DOTTED LINES
2
SPORT AVIATION 61
tapers at both ends of the fairing
strips. Be sure the edges of the fair-
ing strips are smooth and gently
rounded, and that no part of the sup-
port formers or attaching brackets DESIGNEE NEWSLETTER
will touch the fabric covering. At any SUBSCRIPTIONS
location where the metal or wood
skin terminates and the stringers In addition to Tony Bingelis'
begin, extra effort should be taken monthly column, The Sport-
to effect a smooth transition. In the plane Builder, EAA Head-
case of wood skin, the edges can be quarters p u b l i s h e s a montly
Designee Newsletter contain-
tapered and in some locations
scalloped. Finally, before you cover,
FIGURE 3. ing even more "How To"
material, a compendium of the
once again eyeball the overall effect
previous month's Designee
. . . from the front, from the rear
inspections and a summary of
and from the sides. all homebuilt accidents occur-
ring around the nation the pre-
vious 30 days.
Any EAA member can sub-
Technical Advisors this month
My thanks to: scribe to the Designee News-
letter for $7.00 per year. Make
Donald Childs your check payable to:
11404 Hunters Lane EAA
Austin, Texas 78753 P.O. Box 229
Hales Corners, WI 53130
Bob Serack, EAA Designee
P.O. Box 595
Fremont, California 94537 FIGURE 4.

HmH0MHHBVHW^BWBMi^^~

"SCOTfSBLUFF EiEv.3945 MUNICIPflL

flIRPORT

(Photo by Gene Chase)

P-40N, N1197N, photographed at Scottsbluff, Nebraska
in 1956. This aircraft was fitted with a silver iodide
burner fueled by propane, and was flown by Gene
Chase, Warbird 282, in a cloud seeding/hail suppres-
sion program. The burner is visible mounted on the left
side of the fuselage behind the wing fillet. The plane
was owned by the Weather Modification Co. of San
Jose, California.

62 DECEMBER t975

Business session of the EAA Board of Directors held
Saturday, November 8, 1975.
EAA AIR MUSEUM BOARD OF
TRUSTEES MEETING
Friday, November 7, 1975
Place: Haedtler Hall, EAA Air Museum, Franklin,
Wisconsin
Present: Paul H. Poberezny, Dave Jameson, Dr. Lyle
McCullough, Tom Poberezny, James Barton,
Robert Fergus, Jim Gorman, E. E. Hilbert,
Morton Lester, Robert Puryear, Ray Scholler,
Ray Stits, Dick Stouffer, Bill Turner, M. C.
"Kelly" Viets, Gar Williams, Mike Heuer
The meeting was called to order by President Paul
Poberezny. The Secretary's and Treasurer's reports
were accepted as read.
A "Project Crossroads" report was given by Trustee
Bill Turner. The project was a success with $126,211.07
raised to date.
The recent Aviation Greats Day program was dis-
cussed. Suggestions were made regarding follow-up on
this important event. Jim Barton was appointed to in-
vestigate the feasibility of hosting an Early Birds re-
union at Foundation Headquarters.
An update on restoration projects in conjunction with
a summation of new Foundation acquisitions was pre-
sented by the President.
A committee was appointed to monitor the flying of
Foundation aircraft. Members of the committee are
Gar Williams and Dick Stouffer.
The future of the EAA Air Museum Foundation was
discussed. A paper was presented listing past and pre-
sent accomplishments which provided insight as to fu-
ture direction. The Board felt that it was now time to
move ahead with the planning of the EAA International
Aviation Center at the Burlington, Wisconsin site.
An Engineering Committee was appointed. Members
of the committee are M. C. "Kelly" Viets, Chairman,
Morton Lester, Ray Scholler and John Parish. A Build-
ing Committee was established with Morton Lester ap-
pointed chairman.
Future Board expansion was discussed.
(Lee Fray Photo)
EAA BOARD OF DIRECTORS
MEETING
Saturday, November 8, 1975
Place: Haedtler H a l l , EAA Headquarters, F r a n k l i n ,
Wisconsin
Present: Paul H. Poberezny, Ray Scholler, S. H. Schmid,
Arthur Kilps, Harry Zeisloft, Robert J. Gyllen-
swan, Gus Limbach, Steve Wittman, Jerry Wal-
brun, Ron Scott, Bob Puryear, Van White,
Dave Yeoman, Herb Cunningham, Tom Pober-
ezny, Chet Wellman, Verne Jobst, W. L. Good-
man, E. E. Hilbert.
The meeting was called to order by President Paul
Poberezny. The Treasurer's and Secretary's reports
were accepted as read.
The Directors and Officers were briefed on subjects
covered at the EAA Air Museum Board of Trustees
Meeting held on Friday, November 7, 1975.
Another organization has approached EAA regard-
ing the leasing of the Oshkosh Convention facility.
After reviewing the information, the Board authorized
the Headquarters staff to pursue negotiations.
Correspondence received from members was read
and discussed.
A committee was established to evaluate the type
of membership available in other organizations. Com-
mittee members are Dave Yeoman and Van White.
Insurance proposals received by Headquarters were
reviewed. None were accepted. One proposal regarding
sport aircraft insurance is to be pursued.
Plans, improvements and acquisitions for the 1976
EAA Convention and Sport Aviation Exhibition were
discussed. Suggested registration fees for 1976 were
reviewed.
Division reports were presented by Verne Jobst of
the International Aerobatic Club, Buck Hilbert of the
Antique-Classic Division and Jerry Walbrun from the
Warbirds of America.
Other items discussed and reviewed were: Conven-
tion Chairman's Debriefing Session, EAA Flight Re-
search Center, Museum Acquisitions and Washington
Report.
SPORT AVIATION 63
 Francis L Birchard
DONORS TO PROJECT CROSSROADS Greenbelt. MD
V C. Bomar

July 1 through September 18 Peachtree City. GA

R N. Bransom
Burleson, TX
Bill Browning
Austin, TX
Project Crossroads has now reached a total of Harvey M. Mayer Cohn A. Clarke Byron L Buckles
Reatan. HONDURAS Sioux City. IA Los Angeles, CA
$126,111.07. Following is a list, in order of receipt, of Henry Smiechowski James Daley John Burrell
donors whose gifts were received during the months of Cudahy. Wl Bricktown. NJ Sylmar, CA
July, August and through September 18, 1975. Dona- Dale E Vickland Don Dickenson A J Caldarale
tions received prior to this period have been listed in Seattle. WA Santa Paula. CA Smyrna, DE
Victor H Baier Donald M. Dole. Jr. Frank Carlmo
previous issues of SPORT AVIATION. Oshkosh, Wl Indianapolis, IN Franklin Park, IL
A J. Dobrowski William H Donnelly Timothy D Casserly
Chicago. IL Springfield, IL Rockford, IL
Guy A Snyder Paul A. Weeks Jerry Ferguson Lyle Hefel Leslie J. Elliott Don C Christensen
Bartonville, IL Lakeland. FL St. Louis, MO Dubuque, IA Valley City. ND
Leland F. Van Allen Albert Lea, MN
C. E Montgomery Stephen H. Syrus Charles L. Henkenins Wilbur Fomento Herbert A. Oahlbom
Roseburg. OR Bngham. UT Irvine. CA Moorhead. IA East Hampton, CT
Elmer F Ward Sebastopol. CA
Donald Shull Arnold J Weber Craig Mitchell William Garry Fox Sam Davis
Santa Ana. CA Ludmgton. Ml Cedar Springs, Ml Birmingham, AL Atwater. OH Corpus Christi. TX
J. W. MacGillivray William K. Woodcock J. Ralph Brown Bruce H Vardeman James W. Gavin
Onawa. Ont . CANADA
Jesse A Denison
Eureka. CA Kannapolis. NC Cedar Rapids. IA Surfside Colony. CA Memphis, TN
Miles J. Hubbard Arthur L. Yoder William Safranek David E Carr Donald Hanson J M Donald
Nokomis. IL Reedsville, PA Lancaster. CA Menomonee Falls, Wl Shirley. IN
William R Long Gulfport. MS
Fmie Moser Harold A Troxel Glenn Davis Walter 8 Harris Robert T. Dnschel
Atlanta. GA St Augustine, FL Gardena, CA LaSalle, IL Cleveland. OH Decatur, IL
George Moulds Frank E. White Allen P Walt; Edwin 0 Disch W. T. Haskell, Jr.
Fairbank, IA E H. Fletcher
Lakeland, FL Flonssant, MO Brooklyn, Wl Comfort. TX Canby. OR
Lyne Preston Stewart K. Wright James T. Wentmk C Hadlai Hull Phil Hipe Byron H. Fowler
Thorton. CO Glendale. AZ Wheaton, IL Chicago. IL Mongaup Valley. NY La Canada. CA
Stan Siggins Robert L tome Arlie Marlenson Maurice E Lewman E T Kirkpatrick Marshall W. Freeman
Fmleyville. PA Emmetsburg. IA Rock Falls, IL Knightstown. IN Boston. MA Diablo. CA
Lee Strzelecki Don Morton Jack R Poison W A. Van Der Molen Sherburne W. Klein Cecil M Fritz
Downers Grove. IL Denver, CO Burlington. IA Soldiers Grove. Wl Redwood City, CA Indianapolis. IN
Fred Minden EAA Chapter 16S EAA Chapter 291 Stephen Bedlek Myron Knapschafer Bernard Gallagher
Miami. FL Little Rock, AR Le Mars. IA Chicago, IL Denver. CO Palisades, NY
Walter M Petersen Jack J Topper Semard Kasha Richard Flamang, Jr. George Krumm Tim Goodin
dence*. MN Haslett. Ml Sewaren, NJ Solon Springs. Wl Clyde. OH Whitehall. PA
Bruce Runyon John J Zseleczky Howard A Oakley Daniel A Jaworski David S. Kugler Marvin H Greenwood
Flemington. NJ Sea Cliff. NY Troy, 11 Wisconsin Rapids. Wl Minneapolis. MN Bellaire, TX
Hilmer S. Swanson EAA Chapter 166 F H. Seabrook Walter M. Korol, Sr. J Allen Lancaster L. C Halverson
Kent. WA Manchester. CT Lucenne Valley. CA Chicago. IL Flint, Ml E. Falmouth MA
Lee W lowers EAA Chapter 250 L A Jemsjo John t Nell Lindholm James E. Miller Klaus Heddergott
Wayzata. MN Menomonee Falls. Wl Jeddah, SAUDI ARABIA Omaha, NE St Joseph. MO La Habra, CA
Walt Tubb P Richard Coughlin Shelby B Hagberg Allan Lune George B. Moore Roger A Huff
Scottsdale. AZ Syracuse. NY Greenville, IA Peoria, IL Dayton, OH Columbus. OH
Frank J. Wilson Norman Erhardt R. Kenneth Brown T. Mitrenga L. C McClain John W. Hughett
Reseda. CA Bassano, Alta . CANADA Wray. CO Chicago, IL Amarillo, TX Johnson City. TN
Edward Yencliius Kurtiss E. Raygor Walter K. Langendorf Jennifer Olsen George J. Nimm James J Irby
Mentor, OH Scottdale. PA Stony Brook NY Beloit. Wl Watertown. Wl Killeen. TX
EAA Chapter 474 Edward W. Stehl Jaime Ruiz Norman Sten James Parkerson Marshall J. Kaiser
Warwick. NY Dreel Hill. PA APO New York, NY Minneapolis. MN Bakersfield. CA Allentown. PA
Margaret S. Middleton Frank S Ben F Vondrak Frank B. Easton Tom Arbogast John F Phillips Tarry Kubert
Little Rock. AR Brookfield. Wl Salem. OH Madison. Wl Las Vegas. NV Racine. Wl
Ken Stremming Robert E Wales Gus Lmbach Wayne Collier Virgil E. Rabine Myron M Lewoczko
Chicago, IL Rockford. IL St. Paul. MN Stockbridge, Ml Corpus Christi. TX Middleboro. MA
Paul R. Grundstrom Werner G. Wilson Lincoln G Thomas Gerald K. Czarniak Charles A Roehrig Lawrence Leybum
Clearwater. FL Milwaukee, Wl Milwaukee. Wl Greenfield. Wl Utica. NY Cato. NY
Curtis D. Macomber Earl F. Yost. Jr Jon Sadler James C Hayes Al Rolando Nancylee Malm
Big Spring. TX Furlong. PA Burlington. IA Big Lake, MN Vmeland. NJ Rocky River. OH
Bill Schauer Arch Young James S. Westover Vernon L. Hicks Clare Sawallesh Bob Massey
Honolulu, HI N Redington Bch.. FL Medina. OH Littl Rock. AR Union City. IN Norton AFB. CA
John t Mary Hesser Jonny Brumbaugti Errol Jansen Jerome E Johnson Ted Schaal Charles R Milam
Oshkosh, Wl North Pole. NH Houston. TX Fargo, ND Aptos, CA Lafayette. LA
Clayton J. Brukner Donald L. Olsen Russell R Sprague Matthew D Kiriazis R M Simpson Russel A Miller
Troy, OH Decorah. IA Randallstown. MD Detroit. Ml Birmingham. AL North Benton, OH
Percy M Hyde, Jr Jan J Skibinski Donald 8. Lovern Clair 0. Meyer Theron Southard Kenneth L Moore
Topsham. ME Richmond. VA Miami, Fl Estherville. IA Manistique. Ml Harlem, GA
James L. Mechling EAA Chapter 491 Cecil R Rogers Manuel F Perez Wayne W Springer James A Morgan
Coconut Creek, FL Solvang, CA Eunice. LA Kansas City. MO Detroit. Ml Miami, FL
Frank P. Morgan N L. Heintzman L Vance Hester Frednck W Ray Max G. Stone Chester Motyka
Whitesburg, GA Oak Ridges. Ont , CANADA Denver, CO Delhi, NY Jacksonville. FL Plymouth. MA
John M Scott Richard B Smith Fred A Seban R J Schmidt Bruce Talmadge George A Paschke
Adelaide. S AUSTRALIA Dover. MA La Grange. IL Pasadena. CA Hampton Falls. NH Pompano Beach. FL
James A Taylor Arville L. Stanley Eugene Toner Albert B Aplin Robert R Ueeck Arthur Patstone
Mequon, Wl Albemarle. NC Renton. WA Miami. FL Hopkins. MN Ann Arbor. Ml
Karl Turkot Mrs. John F Taylor Robert M Berns Richard L Benson Robert E Wales Glenn L. Pierce
Haddonfield, NJ Essex. ENGLAND Calabasas. CA Douglas. GA Rockford. IL South Bend. IN
EAA Chapter 6 Irving T Woodhams Floyd L. Brown. Jr. Wilfred Benzing John White Ralph Rodieck
Atlanta. GA Kalamazoo, Ml Clovis. CA Neosho. Wl Mabel. MN China Lake. CA
William Davis Jim Hazelton David Dreisbach Robert Bidigare Allen G Wiesner Ted Rohlfing
Smyrna, GA Antioch. IL Wisconsin Rapids, Wl Warren. Ml Stafford. VA Los Altos, CA
Harold R Lamed Alexander M. Lippisch Bernard Gross Carl Biro. Jr. John T Wright Wilbur E Ruess
Pleasantville, NJ Cedar Rapids. IA Flushing, NY Marblehead, OH Salinas, CA La Mesa. CA
Larry Nelson Richard C. Stiles Walda Hasselberg Glen R Borchard Jack Allwardt John W Sadler
Broken Bow, NE Berkeley. MO Ukiah, CA Fremont. CA Salinas. CA Lake Worth, FL
Lawrence H. Russell Roger W Story Robert L Ruddick John Caldwell Tuck Archer Keith B. Sekavic
Toledo. OH Alplaus. NY Ukiah. CA Genoa. IL Bartlesville. OK Denver. CO
Pierce E Woodworm Ray 1. Scroggms Donald R Lindsey Glenn P Carroll David M. Best Gerald K Shaffer
Warren. Ml Brookfield, Wl Springfield, VT Macon. IL Seattle. WA Cumberland. MD
Ernest H Webb S R Chambers Edward C Looker William C Chellew Gordon R Binns George W Shott
Charlotte. NC Duncan. OK Maribel. Wl Superior, Wl Elmwood Park. NJ Fords, NJ

64 DECEMBER 1975
 Guy J Smith Vern Doolittle Wayne H. Boiler Francis W Reed
Dallas. TX Port Townsend. WA Freeburg. IL Johnstown, NY
Frank Stites Harwood S. He)leu Robert Bradbury Richard Roeller
Wayland. MA Lynwood. CA Clarkston. Ml Clifton. NJ
Donald L. Stovall Lee Hurry J W Braden William H Sanders
Allen, TX Hopkins. MN Hutchinson. KS Winter Park, FL
Carl Vik F. E. Jenkins Alan A Brubaker C H. Schmid
Villa Park. IL Pompano Beach. FL Woodbury. PA Grand Forks. ND
Don Wagner W. B. Lunn Gerald W Dick John E Schmidt
EI Paso. TX Culver City, CA St Paul. MN San Bernardino. CA
Orlo R. Watson Warren E McCalmont James R Dubois Burton S. Shiner. Jr
Concord. CA Montezuma. KS Somersworth. NH Mesa. AZ
Dell L Wescott Harold L Prior C. J Gronewold Francis H. Spickler
Freeport. IL Fulton. NY Lake Crystal. MN Westtown. PA
Clayton D Wilhelm B. H. Rawls, Jr. XPERIMENTAL Alvin L. Haas David & Mary Waldemer
Helena. MT Ormond Beach. FL Des Plaines, IL Fairdealing. MO
Clarence E Williams John B. Severin Richard E Hartjen William R. Wilt
Marshall. TX Mount Angel. OR IRCRAFT North Canton. OH Marllon, NJ
H. T. Winn Alan Sewall Hellmut HeU
Ft Worth. TX Thomaston, ME Wilton. CT
Malcolm H Zirges Roberts E. Snively Aaron B. Higley
Logsden. OR Hoopeston. IL SSOCIATION Yuba City, CA
Charles L Banks Stephen S. Wemple Jack Kashak
Austin. TX Douglas. A2 Chesterton. IN
Wallie R. Bumgardner Walter Yeider Fred H Kramer
Hampton, VA Cody. WY Jamestown, NJ
Robert W Bunke David C. Yeoman Milo Miller
Rushford. MN Toddville, IA Skokie. IL
James O Burgard Ken Allison Edward Murphy
Pontiac. IL Tucson. AZ Troy, NY
Paul M. Carabelli Dennis Ames Eugene F Pascoe
Sepulveda. CA Darien. Wl Kansas City. MO
Don Clisham Richard H Balderson Neil H. Perkins
Ann Arbor. Ml Citrus Heights. CA Dayton. OH
1 William Davis George R. Blackmore Kenneth Porter
Edina, MN Bethany, OK Madison. Wl

_***_!

(Photo by Lee Fray)

The erection of the new EAA Air Museum building at
Burlington, Wisconsin is progressing nicely as this-
panoramic shot by Lee Fray illustrates. The 100lx 100',
steel building was donated by the Toledo Public School
System through the efforts of Herb WillfordJEAA 89),-
the Dana Corporation of Toledo and, EAA Chapter 149
of Toledo. The new structure is located' just north-
west of the EAA hangar at Burlington and although
slated initially.for storag'e pf museu.jri aircraft,, jcpuld
eventually be the site CHtfie proposed EAA FligTrt Test
and Research Center. . ""*
 OSHKOSH

(Composite Photo by Jack Scholler

t-JJ (Photo by Ted Koston)

A portion of the Warbird area at Oshkosh '75. The Convention was going at full tilt when this picture
was taken.

66 DECEMBER 1975
 PANORAMA

(Photo by Ted Koston)

One of more than 12,000 Hellcats cranked out by Grum-
man's Bethpage "Ironworks" in World War II. Owned
by Connie Edwards of Big Spring, Texas.

(Photo by Ted Koston)

Early morning mists haven't had
time to dissipate before the ad-
mirers of the big iron are up and
about.

SPORT AVIATION 67
 EAA SHOPPER (Photos by Lee Fray)

JACKETS SIZES
New EAA Jackets in our traditional blue with double white
stripes. EAA Patch over stripes. The new Antique Airplane Adults Small
Jacket is in the same style as the EAA Jacket but made of Adults Medium
same material as jumpsuit below. Choice of top quality Adults
knit or polyester cotton. Adults X-large

J1 Knit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $26.95
)2 Polyester Cotton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $15.95 Children Small (5-8)
J3 Antique Airplane Pattern (Polyester Cotton Only) . $15.95 Children Medium (8-11)
J4 Liners for above jackets (order same size Children Large (10-13)
as Jacket) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.95

JUMPSUITS
You've been asking for it for years an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex
fire retardant material also a wild antique airplane pattern.
These jumpsuits are tailored and fit beautifully no
baggy look.

51 Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95

52 Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . . $27.95
53 Antique Airplane Pattern (Polyester Cotton Only) $27.95
54 Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95
SIZES

Men 36-50 Regular Ladies 6-20 Regular

Men 38-50 Long Ladies 8-20 Long

Note When specifying sizes for jumpsuits, indicate Note Orders for Jackets, and Jumpsuits should be sent to I A -\
Headquarters. Apparel will be shipped directly from the manu-
height, weight and suit or dress size in addition to the above facturer. Flight Apparel Industries, Hammonton Airport, Flight
information (i.e., 40 Regular). Apparel Lane & Columbia Rd., RD 4, Hammonton, N) 08037.
Any returns or exchanges must be made directly to Flight Ap-
(Above Items Postpaid - Allow 4-6 weeks for delivery) parel Industries.

JEWELRY
The following jewelry items are shown left W6 Acro Sport Earrings
(from left to right): (wire type, silver/blue) . . . . . . . $ 5.25
W7 EAA Bracelet (white/gold, blue/silver,
W1 P-51 Tie-Tac (silver) . . . . . . . . . . . . $ 3.25 or white/silver) . . . . . . . . . . . . . . $ 4.25
W2 Acro Sport Tie-Tac W8 EAA Necklace (while/silver) . . . . . $ 4.25
(silver/blue) . . . . . . . . . . . . . . . . . $ 4.25 W9 EAA Earrings (gold, wire type) . . $11.25
WJ EAA Lapel Pin/Tie-Tac W10 EAA Earrings (gold, r e g u l a r ) . . . . . $ 9.80
(blue/gold) . . . . . . . . . . . . . . . . . . $ J.00 W11 EAA Charm
W4 EAA Lapel Pin/Tie-Tat (on yellow gold plate) . . . . . . . . $ 4.80
(white/gold - not shown) . . . . . $ 3.25 W12 EAA Charm (blue/silver, white/silver,
W5 EAA Earrings or white/gold) . . . . . . . . . . . . . . . $ 2.75
(gold, pierced post type) . . . . . $11.25 (Above Kerns Postpaid
Please Specify Color)

68 DECEMBER 1975
 PUBLICATIONS SHIRTS
Basic Hand Tools, Vol. 1 P26 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30l
Basic Hand Tools, Vol. 2 P27 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . 4.30|
Custom Aircraft Building Tips, Vol P28 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . 4.30l EAA T-Shirts
Blue nylon mesh material with "EAA-Sport Aviation" on front.
Custom Aircraft Building Tips, Vol P29 EAA Air Show & Fly-in Manual . . 2.80| Machine washable high quality!
Custom Aircraft Building Tips, Vol P30 EAA Log Book for the Custom-Built T1 Child Sizes small, medium, large . . . . . . . . . . . . . . . . . . . $5.25
. Custom Aircraft Building Tips, Vol T2 Adult Sizes medium, large only . . . . . . . . . . . . . . . . . . . . . S6.95
Airplane . . . . . . . . . . . . . . . . . . . . 1.301
Custom Built Sport Aircraft P31 Flying Manual, 1929 . . . . . . . . . . . . 2.30l Oshkosh 1975 lerseys
Handbook P32 Flying & Glider Manual, 1932 ... 2.30l Dark blue cotton, tootball-style jerseys with "Oshkosh 75"
and EAA emblem on front. Special reduced price!
( Design, Vol. 1 P33 Flying Miscellaney, 1929-33 . . . . . 2.301 T3 Child Sizes small, medium, large . . . . . . . . . . . . . . . . . . . $3.90
Design, Vol. 2 P44 Hang Gliding (by Dan Poynter) . 5.951 T4 Adult Sizes small, medium, large, extra large . . . . . . . . $5.60
10 Design, Vol. 3 P45 How to Build the Acro Sport . . . 4.501 EAA Sport Shirts T5
11 Engine Operation, Carburetion, P46 Service & Maintenance Manual . 3.8o| Knit pull-over types with zipper at neck. EAA emblem. Sharp
Conversion P47 Theory of Wing Sections (Abbott and in red or blue! Specify color. Small, medium, large, extra
large . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S10.95
12 Engines, Vol. 1 Van Doenhoff) . . . . . . . . . . . . . . 6.501
13 Engines, Vol. 2 P48 Wings of Memory . . . . . . . . . . . . . 2.80J
14 Engineering for the Custom Aircraft
Builder Hoffman (All books above Postpaid)
15 Metal Aircraft Building Techniques
16 Modern Aircraft Covering Techniques
17 Pilot Report & Flight Testing
18
19
Sheet Metal, Volume 1
Sheet Metal, Volume 2
WATCHES
QUALITY LEIOUR WATCHES
20 Sport Aircraft You Can Build
AT A 30% SAVINGS
'21 Tips on Aircraft Fatigue
'22 Welding
'23
24
Wood, Volume 1
Wood, Volume 2 $3 ea.
'25 Wood Aircraft Building Techniques
(All Books Above Postpaid)
The Major L1
17 jewel, shock-resisljnl I umi-
^H nous dial and hands. Sweep-second
hand, window frames when at rest
EAA Embroidered in ?ero position. Date changes
Cloth Patches a u t o m a t i c ally nightly. to minute
register. Tai hynieter scale. Availa-
M1 EAA - Small (cap size) ...... $ .75
M2 EAA - Medium (3'/i" x 4V2") $1.95 MERCHANDISE ble in gold or white $82.00

M3 EAA - Large (5" x 6") . . . . . . . $2.25

M4 EAA Wings . . . . . . . . . . . . . . . . $1.50
M5 Aircraft Builder . . . . . . . . . . . . $1.75 Plans
M6 Antique/Classic Division ... $1.75 M22 EAA Acro S p o r t . . . . . . . . . . . $60.001
M7 I.A.C. Division . . . . . . . . . . . . $1.95 M23 Super Acro Sport Wing
M8 Oshkosh '75 . . . . . . . . . . . . . . $ .75 Drawings . . . . . . . . . . . . . . $15.00|
I he Flygraf - LJ
EAA Vinyl Decals M24 Acro Sport Info Kit . . . . . . . S 4.00I Ihe pilot's w a t c h ' This precision
M25 EAA BiPlane P-2 . . . . . . . . . . $27.0ol thronograph <an he used as a slide
M9 EAA Standard (round) ...... .50 rule. 17 jewel, mcahloc, shock pro-
MIO EAA Winged . . . . . . . . . . . . . . .50 M26 Pober Pixie . . . . . . . . . . . . . . $40.001 tected movement in an all slain-
M11 Antique/Classic Division ... .50 M27 Farm Type Hangar . . . . . . . . $ 5.00l less sieel w a t e r - r e s i s t a n t c a s e .
Luminous hands and dial Records
M12 I.A.C. Division . . . . . . . . . . . . .50 passage ol time up to 24 hours.
Other CHRISTMAS Chronograph has desirable 'time-
out" lealure. Slainless steel brace-
M13 Metal Aircraft Placards ..... $2.50
M14 Flight Bags (14"x5"x11'/j") .. $7.50 SPECIAL. . . let . . . . . . . . . . . . . . . . . . . . . . $152.00

M15 Garment Bags (1 suiter) .... $2.25 EAA JACKET REDUCED

M16 EAA Lucite Key Chain ...... $1.25
M17 EAA Letter Opener . . . . . . . . $1.80
M18 EAA Coaster Set (4) . . . . . . . . $1.55
EAA CAPS
M19 EAA (white mesh,
blue visor) . . . . . . . . . . . . . . $3.50
Men's sizes . . . small, medium, large
x-large
Ladies . . . one size, adjustable to fit all
M20 "Fun in the Sun" . . . . . . . . . . $5.00
(sailor type - small, medium, large,
x-large)
M21 Knit (navy and gold) . . . . . . . . . . $3.95
The EAA Jacket (not shown) with I
the triangular white panel is being!
closed out.
M28 Unlined medium and large
only (formerly $14.45)
M29 Lined medium and extra small
only (formerly $21.45)
(All Items This Section Postpaid)
I he Pegasus II L i
I h is high quality chronograph has
17 jewel, shock protected move-
ment Records passage of time up
$11.45| to 12 hours All slainless steel case
guaranteed water-resistant. Slain-
less steel bracelet. A fine time-
$17.45| piece . . . . . . . . . . . . . . . . . . . . $142.00
(Above Items Post paid i

Send check or money order to*

EXPERIMENTAL AIRCRAFT ASSOCIATION

P. O. Box 229 Hales Corners, Wisconsin 53130
(Wisconsin Residents Add 4% Sales Tax; Please Include Item Number)
SPORT AVIATION 69
WASHINGTON REPORT . . . vice organizations can stay in business only because of the
(Continued from Pag* 91) revenue they get from personal flying. If this support
aviation and should be given some responsibility in disappears it would mean the closing of many airports
handling problems on its own rather than monitoring and aviation service facilities which are vital to the short
programs run by other divisions of the FAA. range transportation needs of business aviation, including
We are deeply concerned by statements from FAA air taxis and commuter airlines.
officials that restraints should be placed upon the growth One of the chief jobs of an FAA Administrator is to
of general aviation and particularly personal flying be- use effectively the great reservoir of aviation talent that
cause the system cannot handle the increased traffic. In lies within the building at 800 Independence Avenue.
other words if the system is inadequate to meet the There is no doubt that the aviation experience here is
needs of the users, then the users must be curtailed second to none and the trick is to use this expertise ef-
rather than designing a system to meet their needs. This fectively.
philosophy is contrary to the Federal Aviation Act of 1958 Our working relationship with FAA personnel is ex-
and the intent of Congress which clearly states that the cellent, both at the Washington and local levels. We are
function of the FAA is to foster and PROMOTE aviation. the principal organization that actively works with FAA to
Artificial restraints on personal flying will do incalcuable solve the problems of the growing sport aviation communi-
harm to all civil aviation. Many airports and aviation ser- ty ... competitive aerobatics, airshows, air racing, ama-
teur building, etc. EAA is, in fact, involved in all matters
that affect the operations of the privately owned air-

PL-4
Winner ol Oshkosh 1972 Awards
lor "Outstanding New Design"
and "Outstanding Contribution to Low Cost Flying".
Under construction as a trainer tor Canadian Ministry of Defense Air Cadet
plane. No group works so closely with your general avia-
tion district offices, largely in connection with the
certification and inspection of amateur built aircraft. A
relationship has been built up over the years that is
mutually beneficial to the FAA and the flying public.
We wish you great success in your new job and hope
that we will have an opportunity to meet with you per-
Program. A superbly engineered design. Roomy cockpit. Fun IFR instru- sonally so that we can get better acquainted. Other Ad-
ment panel Sate and Easy to lly. SO Hp VW to 100 Hp Continental. Folding
wing Towable. All metal. Pop riveted. Easy to build. Aerobatic Large ministrators have accepted our invitations to come out to
baggage space. Keep your flight proficiency tor less than $2.00/hour EAA Headquarters and see our aviation museum and
Introductory Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J 3.00 also attend our annual Fly-in and Convention at Osh-
Drawings ................................................... S80.00
Construction Manual ........................................ f 10 00 kosh in the summer. We hope you will avail yourself
Exploded Views ............................................. 112.00 of these invitations. In the meantime you can always count
Drawings + Construct. Manual Exploded Views ............. $9500
Materials, Hardware, Pre-fab Parts Kits Available
on our assistanceon any task where we can be of help.
Yours sincerely,
PAZMANY AIRCRAFT CORP.
Experimental Aircraft Association
Box 80051-S, SanDtego, Calif. 92138

NIW ELECTRIC AND MAGNETO POWERED AltCMFT INSTIUMENTS

AIRCRAFT ELECTRICAL
SYSTEM NOT REQUIRED
All new manufacture, low
cost. lightweight instru-

accuracy, dust and mors-

ture proof, lighted. 2'.4"
and 3',s" standard sizes.

CROWDED PANEL?

Jacobs 30 STOH
Cent. W-670 . . . . .
Lyc. IO-360 A1A 900TT .
Rate ol Climb . . . . . . . . Lyc. 0-360.AIA 2257TT

HOMEBUILDERS Altimeter ........... Lyc 0-320-E30 201 ITT

Lyc. 0-290-G As removed
Electric Turn and Slip
Complete One Stop Shop For Your Aircraft Remote Compass
Cont. ZERO SMOH . .

Engine And Needs G-Meter . . . . . . . . . . .

Manifold Pressure . . .
Suction .
Fuel Pressure
LYCOMING 125 HP TO 260 HP
CONTINENTAL A-65's TO 0-200's

Completely remanufactured engines plus high

and low time engines. (91 aircraft engines built
in 1974. 41 this year to date). NEW OIL COOLERS
For ALL 4 Cylinder and most 6 Cyl
NEW ENLARGED CATALOG
Send *1 00 Refundable First Order

Our Name /s Our Guarantee

AIR ENGINES, LTD.
1325 W. Washington Bldg. A-6, Orlando, FL 32805 36O5E SPRING ST *2I8
1 305-4224595 nights 1 305-896 3692 LONG BEACH (AIRPORT). CA 9O8O6
(213)4274703
DICK WATERS or GENE KERR

70 DECEMBER 1975
 Oshkosh Tower
and
Claudia Jones

6 or more
SIZE PLY 1-6 (One Size) TUBE PRICE
5 00 x 4 4 $2409 $21 14 $1230
5:00 x 5 6 18 10 1685 906
6:00 X 6 4 2034 1928 9 13
6 00 x 6 6 2095 1989 9 13
800 x 4 4 4520 4320 1363
800 x 4 (Smooth)
h) 4535 4035 1363
800 x 6 4 3687 3487 1486
8 00 x 6 6 3702 3582 1486
7 00 x 6 6 2245 21 40 933
7 00 x 6 8 2334 2234 933
6 50 x 8 6 2597 2397 11 70
6 50 x 10 6 2895 2745 11 93
8 50 x 6 6 44 27 4232 1473
8 50 x 10 6 4582 4287 1831
A tape cassette featuring Oshkosh
15 x 6 00 X 6 4 31 26 30 15 1233 tower communications during the 1974
15 x 600 X 6 6 3226 3081 1233
CIAL CORPORATE TIRES EAA Convention and aviation songs by
1 8 x 5 x 5 TuBeless. 10 ply . . S 94 16 S 90 16 Claudia Jones is available from Fun
26 x 6 x 6 Tubeless 10 ply 13095 12595
Flite Enterprises.
The Oshkosh Tower side of the tape
WAG AERO - Box 181, Lyons, Wisconsin 53148 414. 763-9588
g i v e s a r e c o r d i n g of tower
communications on August 2, 1974,
1976 Aircraft Calendar when controllers handled a world record
13,645 aircraft movements in one day
13 AIRPLANE PORTRAITS IN at the world's largest air show. The
BRILLIANT COLOR. 131/4" X10%" fast-moving patter lets the listener in on
A collectors treasure, our 1976 moments of tension, suspense, and good
calendar is a panorama of the humor as the world's tightest traffic
past. Superbly printed, each page pattern is handled with breath-taking
has a large pad with room for
efficiency.
notes. Available in hobby shops
and book stores or direct. $4.95 The B side of the cassette offers five
each, plus 51.50 (overseas S2.50) catchy aviation songs by Claudia Jones,
per calendar for handling. Las Vegas entertainer and Piper dealer.
Calif, residents add 6% sales tax. Her songs offer an appealing variety of
themes varying from the fascination of
LYMAN E. COX PO. BOX ISSOZSA, SACRAMENTO, CA. 95313 flight to chuckling aviation humor.
The cassette, which is suitable for gift
giving, personal enjoyment, or as
background for an aviation event, may
be ordered for $5.95 plus 50? for
postage and handling from Fun Flite
Enterprises, P.O. Box 603, Lock Haven,
PA 17745.

FUN FLITE ENTERPRISES

P. O. Box 603
Lock Haven, PA. 17745
Name
Add ress______________
City________________
State_______________
Zip___________________

Cassette Tapes
Payment enclosed - Total $6.45 ea.

SPORT AVIATION 71
 CA LEX it A n OF EYE\TS
JANUARY 19-25 LAKELAND. FLORIDA 2nd Annual Mid-Winter
Sun 'n Fun Fly-in Contact Martin Jones. 1061 New Tampa Hwy..
Lakeland. Fla (813) 682-0204

MAY 1-2 CORONA, CALIFORNIA Southern California Regional

EAA Fly-in sponsored by EAA Chapter 1. 7, 11. 92. 96. 448 and 494
For information contact Terry Davis. 13905 Envoy A v e . Corona.
Ca 91720 Phone (714) 735-8639

MAY 22-23 HARTFORD. CONNECTICUT Bicentennial Air Show.

Brainard Field Aerial performers, static display of military, an-
tique, classic and homebuilts Display space available. Chap-
ter 166 assisting in preparation and seeking display aircraft from
above categories For further information contact Joe Gauthier
after 6:00 p.m. and weekends (203) 635-4058 or Hercy Lord week
days between 5:30-7 30 (203) 563-7813

JULY 31 - AUGUST 8 OSHKOSH, WISCONSIN 24th Annual EAA

International Fly-in Convention. Start making your plans NOWI
FUEL CAPACITY
TOP SPEED
420 LBS
WO LBS
CRUISE SPEED
STALL SPEED
AUGUST 30-SEPTEMBER 3 FOND DU LAC. WISCONSIN 11th
VW 1600 SEATS Annual EAA/IAC International Aerobatic Championships. Spon-
sored by International Aerobatic Club

YOU ARE INVITED to send for a free, illustrated

Send $1 For Info Pack
RAND/ROBINSON ENG., INC
TO the brochure which explains how your book can be
published, promoted and marketed
Whether your subject is fiction, non-fiction or

author poetry scientific scholarly, travel, memoirs, spe-

cialized (even controversial) this
handsome 52-page brochure will

in search ot
show you how to a r range f or prompt
DETAILED PUNS t INSTRUCTIONS '45.00 publication
Unpublished authors, especially,
will find this booklet valuable and

a publisher informative For your free copy, or

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

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

aero 22 BIG SHEETS OF BEAUTIFULLY DRAWN

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

NOW AVAILABLE

ACRO SPORT PLANS Super Acro Sport

Wing Drawings $15.00

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

COMPLETE PLANS Box 229
and Builder's Manual . . . . $60.00 Hales Corners, Wisconsin 53130
72 DECEMBER 1975
 FOR
DURABILITY

SPORT TRAINER
plus
BEAUTY

7/ie CUBy - A New Dimension In

Amateur Built Aircraft plus
A PROVEN DESIGN. Available in kit f o r m with many p r e f o r m e d and p r e -
welded components, providing ease of construction and assembling
PROTECTION
Send for FREE information packet showing photos and 3-view
illustrations plus complete list of assembly kits and accessories
available.
Builder Assembly drawings available for $65.

WAG-AERO, INC.
Box 181, North Road,lyons, Wise. 53148

SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $7.50
Because of the tremendous response to our special "warehouse bargain price"
Flight Proven"
sale, this offer has been extended indefinitelyl Added to this SPECIAL are
SPORT AVIATION issues for 1972! Go through the following list, pick out any
12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is mak-
ing this offer to clear out badly needed storage space. Take advantage of this
AIRCRAFT
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 . . .
FINISHES
POLYURETHANE
1960 - July, September, October, November BUTYRATE NITRATE
1961 - July, August, October
1962 - May, June
ACRYLIC EPOXY
1963 - September, October, November, December ENAMELS PRIMERS
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
NEW...
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. Painting Manual
Available, Over
1970 - January, February, March, April, May. June, July, Aug., Sept., Oct., Nov., Dec.
70 Pages . . . $3.00
1971 - January, February, March, April, May. June, July, Sept., Oct., Nov., Dec. per copy
1972 - January, August, September, November
1973 - July, August. September, October, Ncvember
1974 - January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec.
1975 - February, March. April, May, June, July. August, Sept., Oct., Nov. WRITE FOR NEAREST DISTRIBUTOR
8 BACK ISSUES OF AMERICAN AIRMAN 1956 - 61 (Not All Available)
were .50 each NOW ONLY 25c ppd.
Make check or money orders payable to
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
P.O. BOX 67
P. O. BOX 229 CARLSTADT N. J. 07072
HALES CORNERS, WISCONSIN 53130 tow ../. J.-201-431-3700
/ N.Y.-212.279-3254

SPORT AVIATION 73
 BARKER
VW Engines - Ports - Fittings
Ted Barker
Experimental Engines
Palomar Airport Bldg. SE
Carlsbad, California 92008
Telephone (714) 729-9468 or 729-9033

ALL NEW (including case)

HAND BUILT ENGINES VW
5 5 - 1 0 3 H. P. Ready to install. BD-S HOMEBUILDERS Finish Your Airplane NOW!
CONVERSION PLANS BD AIR SPORT can supply ANY part(s) you need to finish it.
by TED BARKER (VW) $5.00 RIGHT NOW, put your BD-5 on its landing gear with Trun-
ions(LG147) and Pivot Axels'LG 14). We have them in stock
INFORMATION PACK now. You eventually will receive only raw stock (steel) as
AND CATALOG $1.00 part of your kit and will have to do the critical machining
and heat-treating yourself.
XENOAH ENGINE Purchasers Order a light weight, long
lasting. Stainless Steel Muffler now and have it when your
"SWAGE-IT" engine comes. The muffler runs from the exhaust manifold
to the Extractor, and weighs less than 3'/2 Ibs. A super
YOURSELF quiet, larger system is also available (7 lbs.).
Handy, Compact, Precision Tools for Nicopress Sleeves NEWLY AVAILABLE PART PRICES
Pre-Christmas
Nicopress Oval Sleeves: Zinc Plated: Description Reg. Price Special Price
ft '/'. 12 for Jl. ^ . 10 lor Jl "SWAGE-IT"* TOOLS
" V,". 20cea : V 25c ea *2 fir V. &" t '/" Main Landing Gear
V. 50.cn ; '/,-. 75c ea Trunions(LG147) ........$64.95/pr. $49.95/pr.
Stainless Steel Thimbles:
Nicopress Oval Sleeves $12.50
) AN 100 C3 (',. & V i 8 for Jl: *3 for Vi", V. V and W Gear Actuation Pivot
' AN 100 C4 (', ) 6 for Jl Nicopress Oval Sleeves $27.50 Axels(LG 14) . . . . . . . . . . . 64.95/pr. 49.95/pr.
AN 100 C5 (S, ) 20c ea
AN 100 C6 (>,. ) 30cea.______ Tightening koltt applies swaging pres- Side Mount Canopy Latches . . 9.95/pr. 8.40/pr.
sure. Will hold full rated strength of
divinized Cable MIL-W-1311A: cable. -trademark Write for our Brochure of other pre-made parts and align-
77. '' lic fl Si 14cft ment services, or a quote on ANY part of the airplane.
7il9. '-,". 1 9 c f t !- . 21c ft 13th Year Nationally Advertised
K. . 25c ft We have completed and flown our BD-5, so we know what
S & F TOOL CO. its all about.
Send check or M.O. with order.
Calif residents add 6% Sales Tax =E-Box 154$ Costa Mesa, Calif. 12826 BD AIR-SPORT, MINUTEMAN FIELD, STOW, MASS. 01776
V Orders postpaid in U.S A - Foreign Orders Add 10% (617) 897-6916

WHAT IS

The National Association of Sports Aircraft

is an independent, non-profit organization of air-
craft designers and enthusiasts, dedicated to the
development and improvement of aircraft and
related components.
WHAT DOES NASAD DO? SA!02.5 CAVALIER BROCHURE . $4.00
1. NASAD has set up a system of standards All Wood Two Place PLANS ....$125.00
to evaluate the commercially available aircraft
plans and drawings for amateur-built aircraft.
2. NASAD's panel of experts has, at the re-
quest of the designers, evaluated twelve design- JUNGSTER II
ers so far. Of these, nine have complied with at All Wood Aerobatic & X Country
least the minimum standards, and have been Brochure . .$4.00 Plans . .$75.00
awarded a "Certificate of Compliance".
3. NASAD makes available its evaluations
fee to its members and to the public at a nominal
fee in order to promote excellence in all phases
JUNGSTER I
of aircraft design.
Brochure $4.00
4. NASAD provides a forum for the free ex-
change of ideas among its member designers and Plans . . $75.00
enthusiasts.
5. NASAD coordinates with other national
aviation organizations to achieve regulations
which will deal fairly with Sport Aviation. K & S AIRCRAFT
Annual memberships available for $25.00 4623 FORTUNE RD SE
CALGARY ALBERTA
BOX 1861
WESTERN CANADA T2A-2A7
DAYTONA BEACH, FLORIDA 32015

74 DECEMBER 1975
 LOTS Strong RAZORBACK ' METHOD ' ,.,
OF FEE
MUG OF AIRCRAFT COVERING
Pliable .#^. Durable
-^3^
Permanent /^^I^, ^x- v> Economical
2.95 ^-\ f
FAA Approved g^ ,r^> f Fire Resistant
di%J
WHX.INC. ,BOX 24?fe , ROUTE Z A HOG FOR PUNISHMENT
MINOCQUA, , WISCONSIN
RAZORBACK RECOVER KITS RAZORBACK GLASS PRODUCTS
AIRCRAFT MAKE & MODEL LIST PRICE PART NO PER ROLL
High Intensity Strobes Aeronca 11-AC .................... $219.60
44" Pretreated Glass Cloth
100 Yard Roll 200 $24600
Beech D-17 . . . . . . . .............. 372.37 51" Pretreated Glass Cloth
Bellinca U Series ............ 290.82 100 Yard Roll 250 285.00
DUAL WING TIP STROBE Boeing Stearman PT-17/Waco . . . . . .
Cassutt Racer ........
375.96
136.02
72" Pretreated Glass Cloth
50 Yard Roll 300 195.00
2 Model 429 strobe limps, Cessna 120. 140. 170 ............ 95.04 3/8" Reinforcing Tape
wiring, remote mounting. & Champion 1-2 & 7-AC . . . . . . . . . . . . . 22452 36 Yard Roll 100 1.80
power pack Consolidated PBY Series . . . . . . . . . . . . . 804.48 1/2" Reinforcing Tape
DeHavilland Dove ................ 173.64 36 Yard Roll 175 1.95
$229 Douglas DC-3. C 47 . . . . . . . . . . . . . . . . 254.10 3/4" Reinforcing Tape
Douglas DC-4 .......... 332.04 36 Yard Roll 150 2.59
Ercoupe 415 Series ......... 77.64 1" Glass Finishing Tape
Fairchild M62-A Series ........ 238.56 50 Yard Roll 150 3.70
Grumman AG CAT G-164 ....... 197.46 2" Glass Finishing Tape
Luscombe 8A Series 110.64
DUAL FUSELAGE Mini Ace 161 15603
50 Yard Roll 225 6.72
3" Glass Finishing Tape
STROBE Piper 1 3 PA 11 L-4 Series
Piper J 5. PA 12. PA-14 Series
242.46
235.59
50 Yard Roll 350 11 76
Flush mounted strobe 4" Glass Finishing Tape
Piper PA-18 Series 244.41 50 Yard Roll 350 14.96
lamp assy-, wiring, Piper PA 16 17. 20 22 22050
and remote power 6" Glass Finishing Tape
Piper PA-25 Series ... . . . . . . . . . . 214.56 50 Yard Roll 375 1780
supply. Pitts/Smith Miniplane ............. 148.68
Sonerai . ............... 54.04 (Each Additional Diameter Inch ,03<)
$229 Starduster Too .............. 208.26 Cloth Less Than Full Rolls. Add \0%.
THREE LIGHT
STROBE SYSTEM
Stinson 108-3 SerieJ . . . . . . . . . . . . . . 19302 TIME TESTED - PROVEN QUALITY
Stilts Playmate ............... 150.42 No adhesives, sealers, irons or other gimmicks not
Dual tip strobes plus Tailwind . . . . 131.88 to be confused with other coverings. Razorback is
high intensity tail light Taylorcraft. All Series 243.75
100% glass cloth especially pre-treated to give
strobe, wring and re Partial & Other Kits available upon Request you the best money can buy. Tautening by use of
mote power supply Prices F O B Manila. Arkansas C.A B. dope. No STC necessary Fully F. A A and
Military apro/ed Compare! Then choose the number
$319 Each Kit consists of sufficient Glass Cloth. Glass one covering.
Reinforcing Tape and Glass Finishing Tape required
Instructions and Decals included in each kit.
STROBE-NAV LIGHT COMBINATION DOPES AND THINNERS
High intensity 54 GAL.
GAL 5 GAL DRUM
strobe tor left CONTROL SURFACES C A B . Clear Dope $5.63 $5.31 $5.13
and right wings,
including left & DC 3 (C-47) BEECH 18 (C-45) C.A B Thinner 3.93 3.62 3.43
right navigation Elevator $417 00 Elevator $275 00 C . A B . White 8.13
Aileron 496.00 Aileron 210.00 Retarder . 5.89 5.58 5.39
light plus tail Non Tautening Dope 5.29
light, wiring & Rudder 456.00 Flap . . 195.00
Rudder 180.00 Dope Softner 8.25
power pack Nitrate Clear Dope 8.00
Fresh Razorback Cover with 12 coats C A B . dope Nitrate Thinner 3.94 3.63 3.44
Finished thru silver. Exchange-outright FAA 337 Aluminum Paste $3.13. All Dopes and conform
Satisfaction guaranteed. Write or call: to MIL Specs

WAG-AERO, INC. RAZORBACK 1FABRICS. INC.

North R d . Iyons, Wl 53148 4147639583 P. O. Box 217 - Manila. Ark ansas 72442 (501) 561-4447

NOW! You get PROVEN PERFORMANCE

" _ with the ALL NEW

two-place
amphibian

WOOD. FOAM AND FIBERGLASS CONSTRUCTION

T R I C Y C L E , R E T R A C T A B L E LANDING GEAR
ACCEPTS 125 TO 160 H.P. ENGINES

I
Ctmplete Plans

I
lntormition pick
ties 3 vie* drawings color picture includes 150 sq fl ol prints, construe
'ior manual wttr- eve1 SO photos, matenal
*." .''. (URe pnolo bcrMr $500 .n: .JOPIC ' sim.- $151)0(1
Desig STILL AVAILABLE:
3741 El Ricon Way. Dept SA-12 OSPREY I, SINGLE PLACE SEAPLANE
Sacramento. California 95825 Plans . . . . .$65.00 Info Pack . . . . S3.00

SPORT AVIATION 75
 INVERTED OIL SYSTEMS . . . . . . . . . . . . . . .$107.50 BUILD YOUR OWN AMPHIBIAN
Includes *Oil changeover valve

PITTS
*Sump fittings
SKYBOLT
*0il Separator tank

ACRO SPORT
"COOT"
Two-Place
*Fuel Tanks - Smoke Tanks *Dyna Focal Ring Kits Folding Wings
*Flop Tubes Wing Fittings *Dyna Focal Rings Towable
Complete with Bearings Completely welded Easy Construction "COOT-A with fiberglass hull.
* Stainless Steel Exhaust We have hard to build parts and hull shells SEND
*"l" Struts - Slave Struts 150-180 and 10-360 200 HP available
* Engine Mounts *Pilcl Tubes $3.00
For Complete Listings and Prices Construction Photos $25.00 For Specifications
Write To: Photo, 3-Views,
COMPLETE PLANS AVAILABLE
A C R A - L I N E PRODUCTS Prices and
P. O. Box 1274 Kokomo, Indiana 46901 (317) 453-5795 MOLT TAYLOR Information Packet
Box 1171 Longview, Wash. (98632) Phone (206) 423.8260

ATTENTION EAA MEMBERS

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

SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS

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

"YOUR FAVORITE PILOT"*

The PERFECT GIFT
tr Sky Blue Bank Checks that are TRULY PERSONAL
ft 1,000 Checks from your B & W Photo only $40.00

Personal size Plane Checks follow the self-addressing format
used on the larger business check. Used with our "No Fuss"
double window envelopes, they will speed up bill paying time,
so you can get back to building your airplane sooner.... 100
free envelopes with each order.
Please furnish one sample check, and one deposit slip from
the "favorite pilot's" checking account. Also, please indicate
clearly any changes on these items. Both these documents
are necessary to make your checks compatible with the
bank's computer, and the American Bank Assn. specifica-
tions Enclose photo and mark envelope "DO NOT BEND."
Any size photo of good quality is acceptable The subject
matter should be approximately twice as wide as it is high.
If you do not have a photo available, our files contain pictures
of most recent production aircraft. Our artist can fake in
your "N" number on any photo. There is an add'l. $15.00
charge for this service

IDENTITY CHECK COMPANY

P.O. Box 1490
Ship to: Park Ridge, Illinois 60068 Starting Number____________
D Photo & Check for S40.00 enclosed
Name_
O No Photo. Check for S55.00 enclosed
Address_______ Aircraft__________________
City_________ State _2ip. "N" Number____________
(Checks are shipped by United Parcel Service. Some- Send information on your other
one should be at this address to sign for package) Aviation Checks.

fj"LEAVE MAGAZINE AND PHOTO WHERE ONE OF MY "HELPERS" WILL FIND IT." Santa

76 DECEMBER 1975
 PLANS FOR ALL-WOOD FLY BABY
PLANS NOW AVAILABLE . . .
FOLDING-WING
SINGLE-SEATER

WINNER OF 1962
EAA DESIGN
CONTEST.

$25.00

Simplified step-by-step assembly drawings SEND $1.00

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

POBER PIXIE PETER M. BOWERS

13826 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
field performance, economical operation and is easy to
built. Plans consist of 15 big sheets drawn by Bill Blake
who also did the widely acclaimed EAA Acro Sport plans

The Pixie is a very docile little- sportsplane designed

for the pilot who wants an honest, inexpensive fun air-
plane for weekend and sparetime flying.

Plans are only $40.00. Mail your check to:

HATZ CB 1
Thrifty 100 h.p.

EAA AIR MUSEUM 3-view & photo

S3.00
FOUNDATION, INC. Plans $125.00
BOX 229 DUDLEY KELLY
HALES CORNERS, WISCONSIN 53130 Rt. 4,
Versailles, Ky.

AL BUTLER will do your

49% with PRECISION!

COMPLETE SERVICE STITS C A T A L O G

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* ^ CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
ONE SHOP ONE STOP
4130 TUBING KITS MADE UP TO THE SPECS OF STRIPPER, REPAINTING & RECOVERING SUPPLIES.
PACKAGE
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 protect. We are WRITE OR PHONE FOR CURRENT CATALOG AND STITS
a shop, not just a store/ DISTRIBUTOR LIST
FAA Facility * 103-13

Quality materials and Craftsman-

PitrtHMil by Pimulti Button ship are buy-word* at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG
TM o CIBA Cb
STITS AIRCRAFT COATINGS
POST OFFICE BOX 3084S ^
RIVERSIDE, CALIFORNIA 92509
A H BUTLER. EAA 57353
R D 2. Box 174 BLAIRSTOWN. N J 07825 PHONE 714-684-4280
AC 201-362-6333

SPORT AVIATION 77
 OFFSET TIN SNIPS
CUTS FROM ONE SIDE OF SHEET, KEEPS YOUR HAND SAFELY AWAY FROM
CUT, NO EDGE DISTORTION, FIXED STOP, SOLID CHROME-XICKEL STEEL,
FULLY GUARANTEEED, MADE IN GERMANY BY ROBIN. ORDER NO. RA403,
$19.50 EACH, FREIGHT PREPAID. 1.65 LBS., 11" LONG.

THE SAME AS ABOVE WITH ADJUSTABLE STOP, 14" LONG, 2Vfr LBS
ORDER NO. RA407. $22.50 PPD.

NAME ...
ADDRESS
CITY .... STATE ZIP JOIN NOW!
QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COVETED MEMBERSHIP
NORI, P. O. Box 141, Kenilworth, Illinois 60043 Receive twelve big issues of The Vintage
Airplane featuring never-before-told stories
and photographs. Just $10.00 a year.
Send check to EAA Antique/Classic Div.
Box 229, Hales Corners, Wl 53130

JACK HOOKER

BUILD THE ALL-METAL T-18 Phone: (716)745-9544

SPECIFICATIONS & 3-VIEW... .$3.00 PLANS... .$180.00

THORP ENGINEERING CO. 1635

P. O. Box 516 Sun Valley, Calif. 91352 LAKE ROAD, YOUNGSTOWN, NEW YORK 14174

"Perhaps the nearest thing to a fighter the average pilot will ever fly.1
Possibly the fastest all-wood 2-place retractable in existence
200 mph plus!!
Will take 150 to 300 H.P. engine ^
Docile!! Well mannered!! T^
Sophisticated . . . yet simple to build
Stressed for limited aerobatics
Comfort for 2 large people
Engineer designed ^__^_ i

Information Brochure - $5.00

JEFFAIR CORP.
Dept. RS, Box 975
Complete Plans - $125.00 Renton, WA 98055

78 DECEMBER 1975
JUNGMEISTER
JUNKET
50 States in a Biplane
ORDER FROM- _____ oy Dick Stouffer)
A full side shot of a rare Warbird, Jack Flaherty s
VANTAGE PRESSING. . (Monterey, California) Bell P-63 Kingcobra. Most were
f l o w n to Russia during World War II to soldier as
516 W. 34TH. ST. NX N.Y 1QOO1 low-level tank busters.

MONARCH ULTRALIGHT
SAILPLANE

plans and kits

information
pack......$2.00

$8.5O MARSKE AIRCRAFT CORP

by SAM BURGESS 130 Crestwood Dr.
Michigan City,
Lt. Col., U SAP, Ret Indiana 46360

SPECIAL OFFER!buy direct &save

EXTENDED TWO YEAR WARRANTY

ML 200 100 CHANNEL COMM. 845.00

QIC 30 100 CHANNEL NAV. 475.00
$1320.00
A COMPLETE COMM/VOR/LOC SYSTEM
YOUR COST ONLY $695.00 PACKAGE, FLEXIBLE INSTALLATION
ML 360 360 CHANNEL COMM $ 945.00
ML 105 200 CHANNEL NAV $ 595.00
vOOOO corporation QIC 30 VOR/LOC
For more information on the complete QIC CONVERTER $ 525.00
Terra Corporation line of communication $2065.00
and navigational equipment, write to
T E R R A CORPORATION, 3520 PAN AMERICAN FREEWAY,
ALBUQUERQUE, NEW MEXICO 87107.
YOUR COST ONLY $1275.00

SPORT AVIATION 79
 AIRCRAFT SPRUCE AND PLYWOOD
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
4130 Chromoly tubing and plate, Sitka * Surfaced either two or four sides.
Spruce and plywood, dopes and fabrics, * Plywood and spruce in stock for
immediate delivery.
oluminum sheets. * Dynel Fabric
25c FOR PRICE BOOKLET Polyurethane Foam and
CLASSIC AIR Epoxy Resins for KR-1 Aircraft.
(813) 686-1285 WICKS AIRCRAFT
723-S Saratoga Ave. Lakeland, Fla. 33801 Madison County Highland. III. 62249
BUILD THE LITTLE 0-8 SAILPLANE: 618/654-2191 No Collect Calls, Please
* All Metal
* Easy to build for beginner and
veterans alike P L Y W O O D S
* Plans only $39.00 EAA Aeronautical Engineering
* Brochure $1.00 Scholarships AIRCRAFT To MIL-P6070
PACIFIC AIRCRAFT MARINE To MIL P 18066
P. O. Box 2191 Write EAA:
La Jolla, California 92037 P. O Box 229 HARBOR SALES CO., INC.
Hales Corners, Wisconsin 53130 1401 RUSSELL ST., BALTIMORE, MO. 21230
Phone 301-727-0106

DRAGON SKIN Sport Aviation Supply Ltd.

Fiberglass wing and fuselage skins.
1104 Cambie Rd., Richmond Vancouver,
Sheets up to 4 x 8 in four thicknesses.
B. C., Canada V6X 1L2 604/273-8501
Also molded leading edge materials
'75 Award Winner, Bill Pomeroy, Ont. Can. Send $1.00 for sample and specifications.
THE AMERICA COMPANY CERTIFIED AIRCRAFT BIRCH PLYWOOD
VAN'S RV-3 1521 Breezeland, Oconomowoc, Wis. 5306* In stock in thicknesses from .6mm 3-ply
thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner
NOW IN STOCK
The total perfomance homebuilt, Tops IPROPFLANGE REINFORCING PLATE
For Lycoming 0-290 Engines AIRCRAFT SITKA SPRUCE (MIL 6070S)
195 mph on 125 hp. Lands 48 mph. STOL. 3
Aerobatic. Aluminum structure. Easy to Model G 'o' Lyc O 290 G Modei D for A", 1", 2" x 6'", dressed to 20' long.
build and fly. 85 - 150 hp. Parts Avail- Lyc 9 290-0 engines wtien prop extension HOMEBUILDERS SUPPLIES,
able. is used AN, BALSA, AEROLITE GLUE
Brochure $3.00 Plans $85.00 Eiircr Monel S29 95 Prop bushings lor use witn Reinforc
mg 0itt $47.50 isel ol 6| Write For Free Quarterly catalog
VAN'S AIRCRAFT AIRCRAFT SPRUCE SPECIALITY CO.
22730 S. W. Francis, Beaverton, OR 97005 Box 424 Fullerton Ca 92632
COMPLETE HARDWARE
SUPPLIES
Aqua Glider Kingfisher
Eaby 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
FIRST IN SPRUCE Heath
Others in Process
Bantam
Second to none in building supplies of all kinds including spruce kits, steel tubing
kits, covering materials, instruments, accessories and hardware.
KILN DRIED SPRUCE TO SPEC. S-6073 EVERYTHING IN HARDWARE
Finished spars, stringers, capstrip All sizes available SEND YOUR REQUIREMENTS
3.i" x 6" lengths 10-14'___________$1.80 lin. ft.____________
SPENCER AIRCRAFT
AEROLITE* HUGHES FPL-16A
Wood Glue Epoxy Wood Glue INDUSTRIES
1 lb. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00 8410 DALLAS SEATTLE, WA. 98108
S lb. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90
8 lb. Kit 15.05
* Trademark of Ciba Co. Ltd. F O. B. Fullerton, Calif.
ASSORTED SUPPLIES
Dynel Fabric, 39" $1.50 Yd. Seatbelt 8> Harness Set
Epoxy Resin Kit $25.70 2" Quick Disconnect $23.50
Foams 2ir Rigid 24" x 48" Vernier Controls
Blk, Blue, Red Knobs 4' 19.50
Styrofoam Polyurethane Injector Carbs for VW 49.95
..$2.12 $4.65 New AC SR-88 plugs 5.95 VJ-ll
1" ................... .. 3.68 5.20 LA-47 plugs for VW 3.25 "Sole" H*n(
Glidtr
2" ................... .. 7.36 10.40 Radair 10 radios (Port.) 330.00 to build
Dacron Frabric 2.7 oz. 66" $1.90 Yd. Battery Packs 75.00 biplane fl.dt'
world's first :
Non-Taut. Nitrate Dope 5 Gal.. $22.75 Intercoms (Battery Opr.) 99.50 control hn(
Butyrate Dope 5 Gal. $24.75 RT-7 Recording Tachs 32.50 Ihder
All Prices F. O. B Fullerton, Calif.
AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 80' 45* 90* 45*
1/32" 3 ply 1.53 2.27 (Poplar only)
1 /" 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 2.18 1.37 2.20
3/16" 3 ply 1.36 2.26 1.51 2.1
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 424, FULLERTON, CALIFORNIA 92632 714/870-7551
80 DECEMBER 1975
 WORLD'S LARGEST

I.M.S.C. SELECTION OF
MILITARY FLIGHT
CLOTHING AND EQUIPMENT

USAF ISSUE L2B LT. WT. NYLON JACKET

Sage Green Color
Knit cuffs and waistband
Orange reversible lining
10 0
' 0 'b Nylon twill shell

USAF ISSUE MAI MED. WT. FLIGHT

JACKET
Same Jacket but Dacron Lined for Cold
Weather ......................... $34.95

USN TYPE LEATHER INTERMEDIATE

JACKET
* Mouton like fur collar
* Bi-swing back, Rayon lined
* Knit cuffs and waistband
$74.95 Extra Size $79.95
Genuine USN Issue . . . . . . . . . . . . . . $99.95

WW II TYPE A2 BROWN LEATHER JACKET

* Genuine steerhide leather
" Wool quilted lining
- Knit cuffs and waistband
V32!(j *74-95 Extra size

Same Jacket in Leather Look .... $24.95

$79.95
Full Color
MILITARY TYPE LEATHER FLIGHT
JACKET
* Genuine steerhide leather
Sport Aircraft Cutaways
A unique new concept in sport aircraft construction drawings. These illustrations are
* Two-way front patch incredibly detailed and drawn to perspective scale directly from the latest aircraft plans
pockets
* Fur collar * Fleece lined set. A worthy addition to your den and a valuable visual aid to clarify construction
* Knit cuffs and waistband details of your aircraft project. Available now with highest quality color reproduction
* Heavy duty zipper on heavy weight matt white stock 18" x 24". D PITTS S-IS O STARDUSTER TOO
$84.95 Extra Size $89.95 D STEPHENS AKRO Price including postage and sturdy mailing tube is S 12 for
In Leather Look . . . . . . . . . . . . . . . . . . $39 95 one drawing. $22 for two and $30 for the set of three. (Calif, residents add 6% tax)
Remit check or money order to Ivan Clede Studios. 296 Ridgemark Dr.. Hollister. Ca 95023
WW II TYPE B3 BROWN LEATHER
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* Shearling fur lined
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SPORT AVIATION 81
 NEED A & P RATING
Guaranteed to pass written, oral, Practi- CUSTOM CRAFTED WOOD KITS Z E N I T H
cal. All Three txams in s to 14 aays. A/C SPRUCE, PLYWOOD & SUPPLIES Top performance 2 seater - 85 to 160 HP
Very Moderate Tuition. Examiner on btaif Kits for most homebuilts with parts cut, - Award Winner - NASAO quality seal -
For Full Information call or Write: sanded, ready to assemble. Spar kits INFO $3.00; Plans $150.00; Kits; Parts.
FEDERAL EXAMS with spars beveled and tapered. The
5602 N. Rockwell, Okla. City, OK 73008 Wood Specialist.
405/787-6183
Western Division TRIMCRAFT AERO
4137 Donald Douglas Dr., Long Beach Apt. 4839 Janet Rd. Sylvania, OH 43560
Long Beach, Calif. 90808 213/429-3315 419-882-6943_______Catalog 25c

SOUTH FLORIDA
Homebuilders Supplies, 4130 Sheet and MONO Z
Tubing. All sizes, any length. You can afford to build . . . and fly this
No minimum charge economic single seater: V.W. powered -
aerobatic performer: 100 HP Continen-
Distributor for all STITS Products. tal. Removable Wings - INFO $2.00; Plans,
AN Hardware, Etc. SAL 2/3 Mustang Miniature Fighter
Plans - $150 00 Brochure - $4.00 Kits, Parts.
KNAPP AVIATION ALL METAL - BLIND RIVETS
S-14 High Wing All wood STOL
P. O. Box 764, Miami, Fla. 33148 EASY TO BUILD - SAFE TO FLY
Plans - $50.00 Brochure - $3.00
305/888-6322____________305/887-9186
Also available F-9, F-10, F-ll & F-12 bro- Designed by Chris Heintz
chures $3.00. Add $1.00 extra for Airmail, ZENAIR, LTD., 236 Richmond Street
Kits for above will be available. Let us Richmond Hill, Ontario, Canada, L4C 3Y8
know your needs.
A & B SALES WHEELS AND BMKfS
36 Airport Road
Edmonton, Alberta, Canada New, manufactured to F.A.A.
403/453-1441 Stondords. Will fit sid. ules
AIR SKIMMER t includes seoled bearing.
Performance so intriguing the U. S. Navy , 2.80/2.50x4 .50
L
purchased these plans and the proto- "1971 EAA * 5.00x5 ......... .109.50
type! Folding wings-Cont. or VW, 60-90HP OUTSTANDING .Wl* .........
DESIGN" 119.50
The orginal plans by the design engineer.
Info. $3. Plans $65. Special to EAA Mem- MASTER BRAKE CYLINDERS
bers $55 including plans for landing gear. leiervoir style with pork-
,CT D| AkJC 180 Carmelo Drive (E) ing broke ond seoled ocrobolic If ft.
JCI fLArO CARMICHAEL CA 95608
New. Mfg. for Cessno, Beech, riper
A A.C. t ECT.

BAKENG DUCE THROTTLE QUADRANTS

Outstanding, roomy, two-place, basic Push-pull controls, ignition switches, yokes,
steel tube fuselage, wood wing. Simple primers, rudder pedals, control wheels, etc.
to build. Agile but yet docile.
SEf YOU* OISTflBUTO* fO*
Flaps, 75 to 125 hp. 100 to 150' take-off,
amazing climb. 35 to 120 m.p.h., cruise, THCSC PRODUCTS
top 140. p PRODUCTS CO , INC.
^ P O BOX 142
Plans $45.00 Brochure $400
- BROOKVILLE AIR PARK
A D J U S T A B L E PROPELLERS 2-3 BLADED
BROOKVILLE OHIO 45309
PLANETARV GEAR DRIVES
C H A I N D R I V E SYSTEMS ALL
ALL ENGINES
ENGINES
BAKENG AIRCRAFT
V - B E L T DRIVES FOR V O L K S W A G E N S 19025 92nd West
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CUSHION COUPLINGS ENGINE TO DRIVE
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IIR C O O L E D W A T E R C O O L E D E N G I N E S
C O R V A I R - V W - P O R D - C H E V - O L D S - B U I C K
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ONE ITEM 'NFO PACK J3 00
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GVRODYNAMIC SYSTEMS
P O BOX SS. DEPT
REDLANCS CA 97373
UNITS

ni JET ENGINE A Challenge to The Home Builder!

if REVOLUTIONARY! All who see it
marvel at its POWER. SIMPLICITY.
PUSH-BUTTON STARTING'
100%Throttleable CONTROL!
SAFE! RELIABLE! Clean Eihaust!
LIGHTWEIGHT Never wears out!
POWER your Glider. Small Plane.
Ice Sled. Boat. Go-Karl Test Stand. Etc
O EASY TO lulLD CONSTRUCTION PLANS
15-11 THRUST JET WT 5 IBI PLANS SI2 00
40 Li THRUST 116 00 * W-IB 1S 5
Build and fly the boat that does
title INf ORMATION PKtl|C. not use or need ailerons, eleva-
p.r^-"f * *ir^ t>!1f .Fl- ^0 j Boo* on Uses
tor or rudder. Information free.
n Brochure! ft CalalMI I t Four lilO sPhotot
SPRATT CO., Inc.
EI AK G ENGINEERING CO. BOX 351 * MEDIA, PA. 19OG3
18518 4 SO. BROADWAY. GARDENA, CAL 90248

SMYTH SIDEWINDER TAYLOR MONOPLANE &

INTERESTED IN GYRO-COPTERS?
STEP UP TO THE REAL ONE!
The all-aluminum Boomerang uses 65
to 180 hp engines. So rugged it makes a
great 2-place dune buggy. Costs no more
to build than the little ones. Forget the
hard to get high octane gas and the
special strips. Take off from and land on
almost any terrain and even use car gas
in most engines. 1 airframe for one-or
two-place construction, ideal for wide
range of engines; so adaptable that al-
most any body can be used,
above, the BOOMERANG II. Kits start at
$295.00. Send $5.00 for information pack-
age, $35.00 for complete one or two-place
plans to
ROTOR MASTER AIRCRAFT
Shangrila Ranch, P. O. Box 81769
Ramona, CA 92138
1969 EAA "OUTSTANDING DESIGN"
High performance, all metal, two-place
sportplane. Designed with the amateur
builder in mind. Three-view, specs, sam-
shown ple drawing, 15 page illustrated brochure
$200. Good quality, easy to follow, step-
by-step construction drawings. $125.00
Plans may be purchased in five - $25.00
packages if desired.
JERRY SMYTH
Box 308, Huntington, Indiana 46750
TAYLOR TITCH
Taylor Mono. The popular single-place
low wing, all wood, aerobatic model. 30
to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
$jO 00. Taylor Titch. A super single place
low wing aerobatic tourer/racer. Simple
to build wood construction for 40 to 95
H.P. engines. Superb plans for this su-
perb airplane include full size rib sheets,
material list, and numerous advisory
rotes. $40.00. Send $3.00 for details,
brochures and colored photo of both air-
planes. Construction pictures, per set
$2.50. These plans are obtainable only
from . . .
Mrs. John F. Taylor
25 Chesterfield Crescent
Leigh-on-Sea, Essex, England

82 DECEMBER 1975
CERTIFIED AIRCRAFT BIRCH
P L Y W O O D
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 10b.
Cut in half, or smaller for prepaid parcel
post and faster service.

Aerobatic
Marine, Cabinet, Plywood, Lumbercore.
Most all species, up to ?y. 4 x 8 ' sheets
or cut to size
VIOLETTE PLYWOOD CORP.
P. O. Box 141X LUNENBURG, MASS.
Engineered For Safety And
Simplicity VW Powered
Adventure
with proven products from
DO you flfWfMflf a the
<jjyi **>en dl tor pln inclu- Brochure . . . . . . . . . . . . . . . . . .$3.00 Christen Industries
ded t er mi w*ch at $333 down.
Plans (168 sq. ft.) . . . . . . . . . .$75.00
Ihtngt Ilk* brht, oomptu fX)
tailwheel?
Announcing tne introduction MacDonald Aircraft Co.
o* J foully new *fitu-*via-
tion product - jnlique pUne
O. Box S43-S Sonoma, CA 9S476
adv reproduced hign-Qualiiy
decontive potteri")
ORIGINAL dwtitermnti tor
Piper Cub Taylorcraft. Beech-
craft. Aeronca. Waco. Cmna. VW AIRCRAFT PARTS
St i rt*on. LuKombe. Fairchild. & Leaf Type
etc - piu* several noveHy *vu
tion-ilaid adl trom the ume
STEEL & ALUMINUM LANDING GEAR
era' - Ow SO different adver
nternerm lo e hoot* from' V
Send name "O *Odr*i *
PROP 'N HOPE Price List SOc
AVIATIOH PRINTS Christen 801 Series
P O Bo* 6O36 W*ih.. O C 20005
METAL MASTERS Inverted Oil Systems for all direct-
5599 University Avenue
San Diego, Calif. 9210S drive Lycoming aircraft engines
(714) 582-27SS

KIT AVIONICS
NOW IN STOCK
Flying Struts and Strut Tubing
Stabilator Tabs, Control Sticks, Christen 844 Manual
Bushings & Other Goodies Fuel Pump System
BUILD, INSTALL. REPAIR YOUR OWN: Audio
Send Copy of Drawings for Quote
Panel, 3Lt Mkr. Rcvr, Test Equip. & More lor reliable
fuel control. A
miniature self-
contained fuel _
control unit *
Low Cost Reliable with pump, *~ "
High Quality Legal selector valve
SEND STAMP FOR FREE CATALOG and filter-drain.
FORD V-8
RADIO SYSTEMS TECHNOLOGY
P O Box 23233 B San Diego. CA 92123 CONVERSION KITS
( 7 1 4 ) 277-1917 COMPLETE READY FOR INSTALLATION
On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE Christen 820 Seat
Fighter Replicas. Designed for installa-
tion of constant speed propeller. Custom
Belt/Harness System
1975 WARBIRD CALENDAR engine building available. For illustrated for positive
brochure, specs, price list, send $5.00.
support during
6 beautiful 11 x 14 color in- NOTICE unlimited-class
flight photos taken at Oshkosh. DEVELOPING TWO NEW ENGINES
2-1 Reduction
Included are F6F, P-51, FM2,
Pinto and Capri 4 cyl. (2000 cc and
P-38, P-40 and AT-6. 2300 cc)
Caori and Mustang II V-6
Order From (2600 cc and 2800 cc)
competition aerobatic flight
WARBIRDS OF AMERICA These engines could be installed in
many popular homebuilts with improve-
P. O. Box 229 ment in performance and appearance.
For further information contact us. Christen 814
Hales Corners, Wis. 53130
GESCHWENDER AEROMOTIVE, INC. flight goggles
Only $2.50 including postage Box 5152 Lincoln, Nebr. 68505 for wide angle
vision and
comfort during
open cockpit
Homebuilders, Antiques, Custom o aerobatic flying
o
World's Largest Variety of Fiberglass Parts. Send two dollars first-class
New items are under construction all the postage and handling (refundable
time. Special machined parts, hardware, with order) to receive new full
spruce. Components color product catalog.
Write for catalog - $1.00 MARCEL JURCA
MJ-77 Christen Industries, Inc.
1048 Santa Ana Valley Road
RATTRAY AIRCRAFT CO. (P-51 3/4 scale Hollister, California 95023
2357 Afton Road Beloit, Wis. 53511 Information Package) Telephone: (408) 637-7405
(608) 362-4611 $5.00
Quality products for sport aviation
SPORT AVIATION 83
HOMEBUILDER'S CORNER . . .
(Continued from Page 2)
On a national level, I am very proud of the many
chapters and EAA'ers within our organization who have
shown concern and who have actively participated in
aviation affairs on the local, state and ational level.
1975 has shown us here at Headquarters that there is
much to do for the cause of sport/general aviation. I am
sure that many people feel that EAA is only involved in
homebuilding of aircraft, as indicated by many conversa-
tions and letters received. Not so EAA has long recog-
nized that upon completion of their projects, those who
design and build or restore immediately have the same
problems of aircraft ownership that those members who
own factory built aircraft have. Consequently, EAA feels
an obligation to its members and to its beliefs to continue
encouraging and working toward insuring a strong and
healthy growth and a great future for those whose pri-
mary reason for owning and operating aircraft is for fun
and recreation.
Oshkosh '75 was another good example of combining
fun and recreation and a bit of transportation in aircraft
ownership. We certainly disagree with the statistics that
have been put out by the aviation industry in national
newspapers and publications that only 5% of the flying
done in the United States is for sport. We have some 6,000
experimental/amateur built aircraft in our general avia-
tion fleet alone, and when one looks at the approximately
100,000 privately owned aircraft in the general aivation
fleet, that's a large percentage alone.
EAA does not consider approximately 30,000 aircraft
such as air taxi, corporate owned aircraft used for trans-
portation of personnel or materials, agricultural and
others as part of the sport/general aviation fleet and
recommends that thought be given to a seperation of these
identities. One can hardly justify corporations owning
business jets being classed in general aviation on an
equal basis with individuals operating a Stinson, home-
built or a Bonanza.
True, all of us would like to call ourselves "profes-
sionals" and operate our aircraft in a professional way.
But the difference is the purpose for which the aircraft
was purchased . . . and the crews that operate these air-
craft or employees who are paid for their professionalism.
PUBLICATIONS
On another subject, from time to time we receive letters
from members asking why we don't have more how-to-do
material in SPORT AVIATION. They would like more tech-
nical material on riveting, sheet metal work, wood work,
laying out wing ribs, items that may be applicable to
getting started on a homebuilt project.
For many years, we have combined much of this ma-
terial into separate "How To" publications to add continu-
ity and produce a great amount of it under one cover. It is
a bit discouraging to receive these constructive sugges-
tions knowing the sales picture. These publication are
done strictly out of our sense of responsibility towards
the educational aspect of our organization, for from a
business and publisher's standpoint, not enough are pur-
chased by the homebuilders to warrant the investment. In
most cases, the funds invested would earn a lot more for
BUILD 18 IN BAND SAW FROM KIT
Precision crowned aluminum wheels,
ball beanng drive and blade guides
ALSO KITS lor 12 in Band Saw 10 in
Till Arbor Saw. 6x48 Belt Sander.
Wood Shaper. Comb Drill Press
Lathe Kits from $23 99 to $89 99
Send $2 00 each lor Plans or 26c lor
catalog
GlLLlOM MFG CO Dept SA 1.
St Charles. MO 63301
84 DECEMBER 1975
other services to the member drawing interest in the bank
than in boxes in the warehouse and as stock on the shelves.
If you have not completed your library, please do.
LOW BUDGET DESIGNS
We also receive letters from time to time from mem-
bers stating that they are dropping out of the EAA be-
cause of costs and that the designs available are centered
around big money the 125, 180 and 200 h.p. designs.
Yet, the aircraft that are currently causing the greatest
commotion in the homebuilt world the VariEze, BD-5,
KR-1 and 2, MiniIMP, W.A.R. Fighters, Sonerais, etc.,
are all low horsepower designs. There are some 150 designs
to choose from and there seems to be an airplane for every
pocketbook and every taste. If the past few years are any
sort of reliable indicator, you will see even more of the
same in the days to come new configurations, new ma-
terials, new powerplants. EAA will continue to encourage
the development of the sportplane, as it has for the past 23
years.
LOOKING BACK . . . AND AHEAD
In closing, for 1975 I would like to take this opportun-
ity to thank all of the Chapter presidents and officers who
have worked so hard throughout the year to promote not
only your organization, but sport/general aviation as well;
the EAA Board of Directors and Air Museum Trustees who
shoulder their responsibilities with great interest and out-
standing participation to insure that the affairs of both
EAA and the EAA Air Museum are accomplished in a
business-like manner and that the welfare of everyone is
considered; and to the over 100 Chairmen and Co-Chair-
men who attended the Oshkosh 1975 De-Briefing here at
Headquarters last month to take apart Oshkosh 1975
with the aim toward improving the Bicentennial 1976
edition. Our hats are off to all of these Chairmen, Co-
Chairmen and the several hundred others who take their
vacations or time away from work to volunteer their ser-
vices, yet pay their own Convention fees and oftentimes
use their own automobiles to accomplish the task at hand.
And for those of you who plan on comi ng to Oshkosh '76,
be a little less critical, be a little more understanding and
if you would like to be a part of the "clique", we welcome
you aboard. You will find the hours long, the work tiring
and providing a great deal of satisfaction. When you drag
into bed after 10, 12 or 18 hours of work, you can rest
comfortably knowing that within three or four hours you
will be back out at the field working for your fellow men
and women and for the cause of sport/general aviation.
There is no greater satisfaction.
(Photo by Dick Stouffer)
This sharp SNJ-5 is owned by Jerry Walbrun of King
of Prussia, Pennsylvania. Jerry is a past president of the
Warbirds of America.

Classified Ads
ADVERTISING CLOSING DATE: 1t OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE: Regular type per world 30c. Bold Iac* type: per word
35c ALL CAPS: per world 40c. (Minimum charge $5.00). (Rate covers one insertion one
issue). CLASSIFIED DISPLAY $22.00 per inch (2Vt" width column).
CASH WITH ORDER
Address advertising correspondence to ADVERTISING MANAGER. SPORT AVIATION
Box 229. Hales Corners, Wisconsin 53130.
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE
Aircraft
PITTS S1S Best in country. Many extras
Not Cheap Call. Bill Oprendek, 703/860-
2441
KINGFISHER amphibian project, plans,
all hull frames plus many purchased com-
ponents. Excellent workmanship. 115 HP
Lycoming engine certified with 1900 TT.
Lionel Robidoux, 195 Crestview Road. Ot-
tawa, Ontario K1H 5G1 613/731-5814.
TRADE tri-gear 1961 (rebuilt 1974) Cougar
for amphibian^Jt^?50o/5rhche Fast. safe.
dependabler^EOfceTOTse. tested to 200,
loaded. ValuT$6000.00. 805/964-1093.
PITTS SPECIAL S-2A Factory manufac-
tured, FAA aerobatic certified 200 HP F.I.
smoke system TTA-plus-E 356. Price
$22,900 (original $32,000). Call 809/723-
2364. Write Pitts. Box 5747. Old San Juan,
P.R. 00905.
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.
1945 J-3 CUB 325 hrs. SMOH, damaged
wing tip, otherwise good condition, $2500
314/528-8306.
BUSHBY MUSTANG I C-90. Stampe SV-
4-C. Both licensed and flying. Must sell
to pay school tuition. Terry Gardner -
evenings, 816/665-2352
VP-1 N3817. pictured February Sport Avi-
ation, 90 hours TT A & E. 1650 cc, fuel in-
jector. $2000.00. 309/289-4968.
BD-4 kits 1. 3 through 7. plus metal wing
plans, fuselage and tail 90% complete.
$3999.00 513/574-5833.
T-18 PROJECT #387 - 80% complete. 150
HP Lycoming, ext, prop, starter, generator,
Woodard. 340 S Lomita Street, Burbank.
California 91506.
LUSCOMBE 8A Want left wing strut. Lloyd
Alan LaFlin, P. O Box 511, Lake Forest,
Illinois 60045
TAILWIND TTA 190 HR Cont C90-12, slant-
ed tail, 150-plus, sharp Geneva 360 Nav-
Com. $4100.00. Less radio. $3600.00 Trade.
"Ray". 312/689-5847 weekdays 8:00 to 4:30.
T-18 without engine. Aircraft built as school
project and flown 1 hour. Flies well and in
good condition. Contact Marlyn Tibbets or
Agner Anderson. 2751 South Lennox. Bay
View High School. Milwaukee. Wisconsin
53207 414/744-9840. This is the second
airplane built at this school.
JODEL D-11 400 TT. 80 HP Cont., full elec-
trical system, King KX 120, transponder,
rotating beacon, strobe, nav and landing
lights, ELT. fresh rework wing fabric, fiber-
glass fuselage and tail. $4500 00 firm. N.
A. DesRosiers. Box 62, Butner, North
Carolina 27509. 919/575-4143.__________
RV-3 0-290-D11, red and white poly, beau-
ty, 95 hours TT, Oshkosh '75. $8000 00.
602/931-1661
ESPERANZA AMPHIB A-1. welded parts,
ailerons, flaps, elevator, rudder, nose-
wheel & fork. Cut: wing strut fittings, con-
trol parts, strut material. Plans & parts.
$325.00. Parts $195.00. 312/438-4543 even-
ing.
THORP T-18 Real bargain over 50% com-
plete 0-290-G engine included, $1500.00.
For more information write J. R. Michaels,
310 Hilltop Drive. Upper Sandusky, Ohio
43351. or phone (no collect) 419/294-1987
between 9 AM and 3 PM weekdays.
SONERAI II project, fuselage complete on
gear, all controls in and signed off with
Monnett converted engine installed. Wings,
rudder and elevators covered and signed
off. Canopy, cowling and wheel pants in
shipping crate. Ronald Rengel. 913 Ridge.
Mundelein. Illinois 60060. 312/566-0529
1917 SE-SA replica. 4/5 scale. 4 blade prop.
Sebrings trophy winner, now 100 HP.
$6950.00 firm Mal Piper. 1844 Southpark
Drive. Arlington. Texas 76013. 817/429-
0404.
COOT A PROJECT wings almost finished,
majority Taylor parts, hull, trailer. Hirse-
korn s canopy. Plexiglas, pylon, tail kits.
Other items. $400000 Deloy Blotter, 3648
Fowler. Ogden, Utah 84403 801/399-4840
after 10:30 PM MST.
SCORPION II Now you can afford to build
one Welded frame, cabin, controls, ex-
tras, invested over $2000.00, firm $1500.00
Leonard Cooke. Comanche Trail. Coven-
try. Rhode Island 02816.
1932 FRENCH MORANE-SAULNIER 130
Rebuilt 1973 to original condition. Biplane,
aerobatic, motor Salmson 230 HP. 65 hours
on engine/airframe. Perfect for museum
collection. Only two in world. $39,000 in
your container 1926 FRENCH MORANE-
SAULNIER 138 Rebuilt 1975 to original
condition. Biplane, aerobatic, motor 80
HP Rhone rotary, zero hours. Only one in
the world. $41,000 in your container. For
information contact Jean Salis. Aerodrome
de La Ferte Alais. Cerny 91. France or Dale
Brooks, 5903 Bois D Arc. Houston. Texas.
STARDUSTER TOO PROJECT Health for-
ces sale. Fuselage, tail and gear 90% weld-
ed up. Wings and center section partially
completed. New Lycoming 180 with prop.
Numerous new parts and materials Will
sell for amount invested. $6,000.00. 216/
825-9686.
BD-5 HOMEBUILT $12.500 complete. Trun-
ions. pulley axels and spacers $110/set.
main gear alignment $145, rudder pedals,
all gear parts, fiber-glass rudder fairing,
instrument glareshield available, for
wing, flush gas caps, gauges and drains
$75/set. MORE . . Kibler Bede Aircraft,
14118 Orange Avenue. Paramount. Cali-
fornia 90723.
T-18 PROJECT 80% complete, fuselage
100% including tailgroup and outboard
wing panels Lycoming #E3D 150 hp. com-
plete with prop and prop extension. Write
for complete information packet and pic-
tures: T-18. 368 Xavier St., Las Vegas. NV
89107.
PIETENPOL PROJECT 2-place. with com-
pletely major overhauled Model A Ford en-
gine, and accessories Mint craftsman-
ship, all wood construction, ready to cover
except wings. All ribs finished. Chrome
wire wheels, all fittings included. $2700.00.
No collect calls. 616/684-1349 or 616/684-
6613 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.
LYCOMING ENGINES Homebuilders see
or call us first We build the best from O-320
to 0-540. Call Dick or Gene 1-305/422-6595.
1325 W. Washington Bldg. A-6. Orlando.
Florida 32805.
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount, Slick magneto
for aircraft engine look and performance.
Fits type 3 VW blocks. No modification to
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.
LYCOMING ENGINES factory new. crated,
for Acro. 150 HP 0-320A2A carbureted, Ben-
dix ignition complete, $3895.00. 180 HP
IO-360B4A solid shaft, fuel injected, com-
plete $569900 0-360A4A 180 hp aerobatic
engine, carbureted. $4599 00 Send check
or money order to Aero-Fabricators, North
Road, Box 181. Lyons. Wisconsin 53148.
414/763-3145.
VW 2074 cc All new parts. POSA or Mikuni
carb. $1875.00 fob. Full electrical system
available. SSE for specs. Bob Hoover.
1875 Monte Vista. Vista. Calif. 92083. 714/
724-1513.
Now Available! Brand new Continental R-
670, 240 HP, 7 cylinder radial* for home-
builders. Weigh only 485 Ibs. Prop hub and
new design wood prop available. Contact
Chris Stoltfus, Box 470, Coatesville, Penn-
sylvania 19320. 215/384-1145 - or - Ken
Stoltzfus. North Lawrence. Ohio 44666.
(216) 833-7265. No Sunday calls please.
VW CONVERSION booklet: H.P.. ignition
wiring diagram, step by step instructions.
$7.00 pp VERTEX MAGNETO, inserts into
distributor hole. List $23750 EAA $19900
pp TACHOMETER, electric, 3 , 5000 RPM.
magneto actuated INSTRUMENTS, engine
and fuel. For price sheets contact BAC.
78 E. Stewart Avenue. Lansdowne. Pennsyl-
vania 19050.
RANGER model 6-440-C2. 175 HP with mags
and carb on PT-19 engine mount. $300
O.B.O. Maurice E. Bissell, 27 Lark Street,
Cobleskill. New York 12043.
Heath Henderson with hub. Large pan, not
run since overhaul. $325.00 Unused Hegy
prop available. Wm. R. Peters, 5070 Com-
monwealth Drive. Sarasota. Florida 33581.
For Sale or Trade: 10540J4A5. 1465 TT. since
new has new mags, alt., starter, looks like
new platinum plugs, cross over exhaust
pipe, fuel injector. $2.000.00. Trade for
10540 C4B5. 304/252-7908. Clemens Flite
Service. Beckley. West Virginia 25801.
Jack Clemens.
PROPELLERS TO TAILWHEELS Acces-
sories Engines. Instruments. Wheels
Brakes Belts Helmets. Manuals. Parts.
Etc Bass. R D . 1, Toms River. NJ 08753.
SPORT AVIATION 85
 Propellers
PROPELLERS, Custom wood, epoxy dynel.
finish R Mende. Rt 2. Quitman, Ark. 72131.
501/589-2672
PROPELLERS Custom manufacture, plas-
tic leading edge. 2. 3. or 4 Blade Tractor
or pusher Ted's Custom Props. 9917 Air-
port Way, Snohomish. Wash 98290 206/
568-6792
PROPELLERS 23 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P O Box 63. Man-
hatten Beach. California 90266
CUSTOM MADE WOODEN PROPELLERS
Proven design. VW. Continental. Lycoming,
others Recommended by Ray Hegy.
Wayne Ross. Box 7554, Phoenix, Arizona
85011 602/265-9622
PROPELLERS: VW, Corvair. Continental, etc
Ray Hegy. Marfa. Texas 79843
GROUND ADJUSTABLE PROP for VW. Cont.
Lyc . up to 125 HP All wood, lightweight.
VW prop - 8 lbs., mirror finish, 2. 3 and 4
blades Bernard Warnke, Box 50762, Tuc-
son. Arizona 85705
CARVE YOUR OWN with this step-by-step
Oshkosh forum handbook $300 plus 50
PP Merle Miller. Aeroneering. Inc , Box 8.
Claxton, Georgia 30417
I CAN HELP Solve your propeller prob-
lems, standard, experimental. 33 years
FAA APP STA #3727 Tremendous inven-
tory. Hartzell distributor, new. exchange,
recondition, McCauley. Beech. Ham. Std..
Aeromatic, Curtiss electric, etc Straight-
ening. Chromic anodize. shot peening.
Magnaglow, our service. Experience and
ability is a legend in the industry Infor-
mation and propeller log book - send $1.00
or call ANDERSON PROPELLER INC.,
DUPAGE AIRPORT, WEST CHICAGO, ILL
60185 312/584-8787
PROPELLERS VW. Continental. Lycoming,
etc (Formerly M Steinhilber) ZENAIR
LTD, 236 Richmond St.. Richmond Hill.
Ont, Canada L4C 3Y8
PROPELLERS V W . Corvair. Continental,
etc approved for V P by Evans H A Rehm.
Dousman. Wisconsin 53118
WOODEN PROPELLERS to suit wide range
including VW, Continental. Lycoming &
DeHavilland engines, also for gyrocopter,
airboat and air cushion vehicles Variety
of leading edge sheathings and finishes.
Contact: lan Hart, Hawker de Havilland Aus-
tralia Pty Ltd . P O Box 30, Bankstown,
NSW Australia Telephone: 77 0111 Syd-
ney
PACESETTER - 200 Custom wood propel-
lers developed specifically for high speed
aircraft. 150 - 200 mph-plus. Mustangs.
T - 1 8 s , Cassutts. RV-3 s. etc Bill Cassidy.
4652 Montview Blvd . Denver. Colo 80207
303/322-3423
PROPELLERS: VW, Continental, etc. Choice
of hardwoods Nelson G. Keith. P. O Box
118. Uniontown, Kansas 66779 316/756-
4747.
Hang Gliding
HANG GLIDING PARACHUTING FREE
information package 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' cotton or Cecon-
ite $2 00 postpaid Airtex Products. Box
177. Morrisville. Pa 19067
Books (or Aircraft Designers, Builders. Out-
of-print and current List 25c John Roby,
3703T Nassau. San Diego. California 92115
86 DECEMBER 1975
AVIATION MAGAZINES, etc 1913 up Pri-
vate collection For list, write Jim Weins.
RD #1. Box 581, Portjervis. New York 12771.
SASE
SIMPLIFIED Aircraft Performance Estima-
tion, $300 Full size airfoil patterns. $300
Free brochure McCoy Aircraft Co., Dept
X. 505E Rosecrans. Gardena, California
90248.
BIPLANES THEN/NOW Outline of biplane
history Nearly 100 photos. $3.00. W. Thum-
ma, 1314 Dulee Drive. Elwood. IN 46036
AIRCRAFT PROPELLER MAKER'S TECHNI-
CAL HANDBOOK $400. How to design
your own. including two full size drawings
R. G. Huggins. 4915 South Detroit, Tulsa.
OK 74105
Miscellaneous
WHEELS Custom made aircraft wheels,
complete with brakes and bearings
500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
700x4 (will take 800x4 tire) .$110 per pr
Master cylinders. $20. per pair with wheel
order $23 per pair without Alfred H. Rosen-
han, 810 E 6400 South. Salt Lake City
Utah 84107
FIRESTONE A SHINN wheels & brake parts
1" brake lining kit. $770, 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 frame; hori-
zontal spar tube assembly: Cleveland 500x5
wheels and brakes; axle stub: Pitot-static
tube; wing ribs: Maule tailwheel Write for
catalog. MERRILL W JENKINS CO.. 2413
Moreton St., Torrance, Calif 90505
LARGE STOCK of new and used light aircraft
and engine parts. Lots of parts for home-
builders The home of flight tested aircraft
parts. Nagel Aircraft Sales. Torrance Air-
port, Torrance. Calif 90505
SPORT AVIATION BINDER Now holds 12
plus U. S. $4 25. Canada $4 50. postpaid
EAA No 79. Box 917, Spokane. Wash 99210
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
$17000 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 A v e . So Seattle. Wash 98148
Glen Breitspecher
Dynel, fiber-glass, resins, polyurethane foam
Complete supplies Catalog 25c Kick-Shaw.
Inc , 3527 Hixson Pike. Chattanooga. TN
37415
DON'T TAKE CHANCES on uncertified sur-
plus or used wheels and brakes' 500x5 or
600x6 NEW PRODUCTION Cleveland wheels
and brakes, brake brackets $150 plus $6 50
for postage Wheel dust covers $7 50 set;
M.B.C. with park brake $45 00 pair Bonanza
type $4500 pair; 500x5 or 600x6 Cessna
axles $53 00 pair; CONVERSION KITS for
all Cessna. Beech, Stinson, Navion. 195.
etc Stamped envelope for free list Hard-
wick Aircraft, 1612 Chico. South EI Monte,
Calif 91733
T-18 BUILDERS Save time and material.
Buy material marked per matched hole
tooling We have 90% of all material, hard-
ware, parts and assemblies Write for cata-
log. Ken Knowles Sport Aircraft. 27902 Al-
varez Drive, Palos Verdes Peninsula. Cali-
fornia 90274.
T-18 MACHINED PARTS 67 parts exactly
per Thorp's drawings including canopy
latch Send for list Dewberry Industries.
4751 Hwy. 280 So.. Birmingham. Ala 35243
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
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.
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 $25 50/U S. Gal Send for bro-
chure "WOOD/FOAM AIRCRAFT CON-
STRUCTION WITH FLYTE BOND EPOXY".
CANADIAN AEROMARINE SERVICES. Han-
gar #2. Toronto Island Airport. Toronto
M5V 1A1. Ontario. Canada 416/366-4253
AN HARDWARE & FITTINGS Send 50c
for catalog refundable first purchase. HB
AIRCRAFT STANDARD PARTS. BOX 4358.
FLINT, MICHIGAN 48504 313/239-2992.
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. V/4"
or 1'/z" flat, or H" round spring mounting.
$2795 postage paid Free brochure AVIA-
TION PRODUCTS INC. 114 Bryant. Ojai.
California 93023
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.
WHEEL PANTS Lightweight, 500 x 5. as
used on Sonerai. $35.00 pr. Split racing type
- $4500 pr 12" aluminum spinners and
backplates - $2500. T I & F V formed alu-
minum landing gears. 5' Azusa wheels and
brakes, plexiglass canopys. fiber-glass
nose bowls for VW s, Cassutt canopy caps,
etc
POSA INJECTOR CARBS The answer for
carb problems. As used on Sonerai 29, 32,
35, 37 mm models available. $50.00. Why
pay more? Include engine type and HP.
RIVETS Cherry commercial "pop type"
rivets. 120 flush or standard protruding
head. Vt" stainless steel. $25 30/1000; V"
aluminum. $11.55/1000. G28 Hand Rivet
Tool for above plus 120 dimple die $2300
Send $1.00 for Sonerai information. Monnett
Experimental Aircraft, Inc., 410 Adams. El-
gin. Illinois 60120.
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation. 16" - 18" rim size. 1V' axle, use
on one or two place aircraft, price $4.50
postpaid. R & B Aircraft Company, R.D. #3.
Box 446, Flemington, NJ 08B22.
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.
COOT BUILDERS My husband is so busy
building beautiful new airplane that he
never got around to editing the several
hundred pages of COOT notes, comments,
and instructions So. I got busy and with
some help now have all of this material
edited, organized, cataloged and beauti-
fully printed. Copies are available for $6.00
Send your check to Mrs. Molt Taylor.
Box 1171. Longview, Washington 98632.
WILL CONSTRUCT your aircraft or any com-
ponent part of your specifications and to
any stage of completion desired. All weld-
ing and work accomplished by certified
mechanics We specialize in W.W. 1 air-
craft. W. R. Petrone, Dayton Park Road.
Ames, Iowa 50010. 232-5363
AXLES - AZUSA WHEELS & BRAKES %"
steel axles for Azusa wheels. $42.50 pr
with nuts Full assemblies including cables
and actuating levers Prop hubs and ex-
tensions for VW. 2074 cc VW engines ready
to fly. $1875.00 fob. Bob Hoover. 1875 Monte
Vista. Vista, Calif. 92083. 714/724-1513.
RIVETS-BULB CHERRYLOCK Universal,
countersunk and unisink heads. Approved
by F.F.A. Hand Guns and Air Tools. POP
RIVETS, aluminum closed-end, Monel.
Threaded. ANCHOR NUT PLATES. 6/32.
8/32. 10/32 threads Write tor FREE infor-
mation. Fastener Products Co . 615 W. Col-
fax. Palatine. Ill 60067
BD-S ENTHUSIASTS Join the James XD-5
Club. Free Information, newsletter. James,
Box 151, Pasadena, CA 91102.
ELECTRIC CAR companion project to VW
powered aircraft. Kit converts VW in sin-
gle weekend to electric with 30 mile range.
57 top speed. Kits $895. details $1.00,
MacArthur. Box 634, South Windsor, CT
06074.
COOT BUILDER'S NEWSLETTER $6/yr
Richard Steeves. 956 Highland Avenue,
Pelham Manor. New York 10803
KR-1 KR-2 NEWSLETTER Join the build-
ers who have found the shortcuts. Sub-
scribe now 6 mo. $2.50; 1 yr. $4.50; Ernest
Koppe. 6141 Choctaw Drive. Westminster.
CA 92683
YOUR AIRCRAFT'S PORTRAIT PAINTED
Great gift. Any size painted in oil. J C.
Hooper. 70 Beacon Street. Marblehead.
MA 01945. 617/631-7487
ALUMINUM OUR SPECIALTY See July
Sport Aviation for product lln*. Catalog
SOC refundable. BJG AIRCRAFT, 40 Coun-
tryside Drive, St Paters, Mo 63376.
BUBBLE CANOPIES twenty sizes, send
stamp BOUWENS AEROSPACE, Twing
Road. LeRoy. NY 14482 716/967-8215
Stits covering materials in stock: polyfiber
yardage, polybrush. polyspray, tapes, etc
Write for information Call orders collect
EAA discount. We will also recover your
plane for you Sugarbush Stits, Box 68,
Waitsfield. Vermont 05673. 802/496-2290
KR-I-II/W.A.R. BUILDERS Polyurethane
foam and dynel Best deal. Sport Craft,
3510 Langdale Drive. High Point. NC 27260
919/869-3969
FIBER-GLASS SHAPES Cowls, fairings,
blisters Custom work on request. Cowls
for "Starduster Too" $125.00 "Sonerai II"
$150.00 Don's Sports Specialties, 4110
Wayside D r . N.. Saginaw. Mich 48603 5171
792-3031
COOT BUILDERS Anyone purchasing
parts from Forney Precision. Incorporated,
please write to J DePippo. 114 Saskatoon
Drive, Weston. Ontario. M9P 2G4 regard-
ing quality of workmanship.
FLY WARM IN HEATED CLOTHING Self
contained power packs for gliders Plug
into 12 volt system of open cockpit planes
and get FREE HEAT. Catalog heated suits.
vests, socks. 25c. Chill Chasers. Box 486.
Bridgeport. Conn. 06604.
BENDING BRAKE drawing (4-7 ft; steel) free
when ordering 'One-Sided/Hand rivet dim-
ple dies, hole-flanging dies, monel rivets,
tools. Free brochure(s) Dandy Dimple Die.
172 Boniface. Kitchener, Ontario, Canada
0-290-G OWNERS - Don't lose your prop.
Clamp-on-Crankshaft Flange Reinforce-
ment More protection than any other re-
inforcement on the market. Limited supply
at this low price Pictured on page 20, No-
vember 1973. SPORT AVIATION Precision
machined from 4130. Cadmium plated and
baked. Flange. $45.00. Bolts $1.35 per set
Add $2.00 postage and handling. Pennsyl-
vania add 6% sales tax Presque Isle Air.
Inc.. 7016 Belle Road, Harborcreek. Pa
16421
Sale: FOAM/DYNEL/EPOXY test wing kit.
KR-1 airfoil. 24" chord. 30" span. All ma-
terials provided with urethane, extruded
Styrofoam, instructions. $29.00. SUN-
FLOWER AIRCRAFT. Box 696. Hesston.
Kansas 67062.
University of Albuquerque offering Bache-
lor of Science in business administration
with concentration in aerospace adminis-
tration; associate of science degrees in
aerospace science, professional pilot
training in fixed- and rotor-wing aircraft.
Associate of science with emphasis in
air traffic control available for those with
facility rating only Academic credit for
military/FAA training; courses approved
for GI Bill funding. Contact Dan Reece.
Aerospace Programs. University of Albu-
querque. St. Joseph Pl NW. Albuquerque.
New Mexico 87140. 505/831-1111. ext. 334.
CABLES - SUPERSTRONG - ULTRALIGHT
5 X strength-weight ratio stainless DuPont
PRD-49 HiFlex urethane jacket
1/16 MinBreak 600* Wt 0025#/'.17c/ft
3/32 MinBreak 900# Wt 0037#/'.23c/ft
1/8 MinBreak 1800* Wt 0065#/'.34c/ft
5/32 MinBreak 2700* Wt. 0090#/'.46c/ft
3/16 MinBreak 4000* Wt. 0150#/'.65c/ft
Swage and Hydrotest fittings. $2.75/end.
Order length and fittings required each
end, SSAE and coin for samples at list
price. AirCraftMarineEngCo Calabasas.
CA 91302.
TIRE - WHEEL COMBO for ULTRALIGHTS
DuPont Hytrel Pneumatic two ball bear-
ings. 10 x 3.50 Load 230# Wt 1 1/2#, Bore
H . $11.50; 11 x 4.00 Load 350# Wt. 2 1/2#
Bore H". $14.50; 13 x 5.00 Load 450* Wt.
3 1/4# Bore %". $19.50. AirCraftMarine-
EngCo. Calabasas. CA 91302__________
KR-2 FLIGHT CONTROLS KITS Parts fix-
ture-drilled and profiled. Send 50c for list.
Greg Stringham. 615 Canyon Road. Red-
wood City. CA 94062.
TRANSCEIVERS Radair 10. includes mount-
ing case, eight crystals, two more option-
al Factory new warranties. $298 00. Use
as portable or permanent installation Por-
table rechargeable Gel Cell batteries op-
tional. $26.00 Send SASE for brochure
Southern Aeronautical Corp . 14100 Lake
Candlewood. Miami Lakes, Florida 33014
MODEL IGNITION ENGINES Complete or
otherwise - parts Have you a neglected
"oldie" needing T L C . ? (wives excepted)
Am augmenting lifetime model hobby with
engine collection - static/flying. Send par-
ticulars for cash/barter offer W V Krecek.
8151 Matilija. Panorama Cily. CA 91402
213/780-7066
SKIN CLAMPS for half the price of Clecos.
V dia - kit to make 50 clamps. $11.75, 100/
$21.95. Postpaid Data 25c Swanson Tool.
4018 S. 272nd Street, Kent. Wash. 98031
10% DISCOUNT TO EAA MEMBERS - Ma-
chine Shop Services. Send drawings for
quote Pikes Peak Machine & Prototype.
112 East Mill Street. Colorado Springs, Col-
orado 80903 303/475-7625.
W.A.R. BUILDERS Have your metal hard-
ware custom made. Send 25c for price list
EAA members 10% discount. Pikes Peak
Machine & Prototype. 112 East Mill Street.
Colorado Springs. Colorado 80903. 303/
475-7625.
CANOPIES Lowest Price. Perfect Optics.
KR-1 $56. KR-2 $67. Single seat bubble 21 x
55 x 12.5 $56. Super two seat bubble 32 x
70 x 14.5 for KR-2. etc $119 All available
in clear, green, bronze, grey. Prices include
crating. Save freight, visit the Air Force
Museum and pick up your canopy Availa-
ble soon T-18. Mustang II. Sidewinder,
T-40A, CA-65 Also new low silhouette
Vari-Viggen. THE AIRPLANE FACTORY. 7111
Brandtvista Avenue. Dayton. Ohio 45424.
EPOXY RESIN 1 gallon plus 1 pint hardner
$17 50. Urethane Foam. Vi, 1. 2. x 24 x 96.
,50c board foot, plus postage. THE AIR-
PLANE FACTORY. 7111 Brandtvista Ave-
nue. Dayton. OHIO 45424.
TRADE ONLY One Bendix RSA5 EXP Fuel
Injection System; Carb . Injector nozzels.
Injector lines, and Distributor for one oper-
able aircraft Transceiver, omni receiver not
needed. G. H Sollart, 18 Stadtmauer Dr.,
Clifton. NJ 07013.
ANTIQUE RADIOS New. Shopworn. Be-
noix Flightweight" transmitter, receiver,
speaker, headphones & mike; Also Lear-
adio AMT-12 transmitter, receiver, train-
ing antenna, loop antenna, headphones
and mike Make offer. Also 70' diameter
Sensenich propeller like new Gilbert
Trimmer. 9 Marine Dr., Vero Beach, FL
32960
HOMEBUILDERS SUPPLIES hardware,
instruments, hoses, pilots supplies. Send
$1 00 (refundable on first order) to Aero
Supply. 2701 E Wardlow Rd.. Long Beach.
CA 90807
SLING SEATS provides seat belt attach
points Weight; two pounds. Seat: $8. mount-
ing kit; $5. Postage; $1/seat. (KR-1; $14.)
(KR-2; $28.).
SILICON MICROSPHERES $2/half pound
postpaid James Bates. Box 45146. San
Diego, CA 92145.
THORP T-18 OWNERS NEW: MULTICEL
INSULATION & NOISE REDUCTION KIT
Encased blanket of pur* fiber Hi Temp In-
sulation. Form fit to pattern specs Easy
to install with special pressure sensitive
adhesive. Reduces noise & vibration ef-
fect Won't mold or mildew Won't con-
tribute to corrosion Won't absorb mois-
ture Can't burn added fire safety
Used In military Installations. Distributed
by: Ken Knowles Sport Aircraft, Inc., 27902
Alvarez Drive. Palos Verdes Peninsula.
California 90274. 213/530-5242.
SPORT AVIATION 87
 Services
BUILDING OR DESIGNING your own aircraft
and in need of sound advice? For FREE de-
tailed information about this engineering
mail service send a self addressed stamp-
ed envelope to:
AMTECH SERVICES
RD 8, Mansfield, Ohio 44904
Wood Testing Device; plans, detailed in-
structions - $17.38; description June 1970
Sport Aviation.
BILL "AVI" ATOR Aviation Insurance
Specialist.. Representing large established
companies. Competitive rates. Fast. Claim
Service Speciality Homebuilts and Antique
Aircraft. 211 South Fayette, Jacksonville.
Illinois 62650. 217/245-9668.
BD-S BUILDERS: Structure. Controls and
Landing Gear Safety Mods you will need.
Issue 5. Send 20c SSAE for index. Gilles-
pie Aero Services. 404 So. Reese Place.
Burbank. CA 91506.
KH-1, KR-2: The MISSING HOW TO, plus De-
sign Review/Safety Update Index by the
writer of the KR-2 Assembly Manual. Send
20c SSAE for details. Gillespie Aero Ser-
vices, 404 So. Reese Place. Burbank, CA
91506.
WOODWORK ALL AIRCRAFT Complete
wings or any part. Build, rebuild, repair.
FAA Repair Station #103-13. A. H. Butler
A/C. R D. 2 Box 174, Blairstown. NJ 07825
201/362-6333
BD-5 BUILDERS New machined Landing
Gear parts (you get only raw stock in the
kit): Trunions (LG147) and Pivot Axels
(LG14). each $59.95 a pair. Also new: Side
mount Canopy Latches, $9.95 a pair and
Xenoah Mufflers made from Stainless
Steel, weight only 7 Ibs. All other parts
also available. Send for price list/quote.
BD Air-Sport. Minuteman Field. Stow. Mass.
01775. 617/897-6916.
PLANS
Plans of aircraft advertised In SPORT
AVIATION must have satisfied the FAA
minimum requirements of the Experi-
mental Amateur-built Category and
must have been operated a minimum of
50 hours when using a FAA certified en-
gine or 75 hours with a non-certified en-
gine and should have satisfactorily dem-
onstrated Its advertised qualities. The
FAA Operation Limitation must have
been amended to permit flight outside
the test flight area.
COUGAR 1 12 sheets, black line, full size
wing ribs, folding wing modification. $20.00.
Order from Leonard Eaves, 3818 N.W. 36.
Oklahoma City. Okla.
FOKKER TRIPLANE DR-1 Full size info
kit, $3.00. Plans $50.00. Redfern Replica.
W. W. Redfern, Rt. #1. Athol, Idaho 83801.
EAA BIPLANE P-2 A fine sport plane for the
amateur builder. 85-150 HP, cruise 105-140
mph. Fully aerobatic This rugged single-
place biplane has spruce wings, steel tube
fuselage, very detailed shop drawings, plus
full size wing rib and jig drawing. $27.00
to EAA members. $37.50 non-members (in-
cludes one year's EAA membership). Ex-
perimental Aircraft Association, P. O. Box
229. Hales Corners. Wis. 53130.
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Cont.) over 150 mph at 5.000 ft. at 70%
power. Construction plans and photos
$125.00 Brochure $1.00. S. J. Wittman,
Box 2672. Oshkosh, Wis. 54901.
88 DECEMBER 1975
AIRCAMPER, GN-1 Complete plans for 65
to 85 HP. 2-place Parasol, all wood and fab-
LITTLE TOOT PLANS Reduced to book
form, sixteen sheets 11" x 17", $25.00. Full
ric construction. Rib drawing and major size blue prints, $75.00. Illustrated bro-
fittings full size. $25.00 postpaid Cutaway
chure, $2.00. Meyer Aircraft, 5706 Abby.
and photos, $1.00 John W. Grega. 355 Corpus Christi, Texas 78413.
Grand Blvd.. Bedford. Ohio 44146.
SHOESTRING Formula One Racer, sport-
plane plans available. 3-view, photos,
specs.. $3.00. Condor Aero, Inc.. P. O. Box
762, Vero Beach, Fla. 32960.
AIR SKIMMER $10.00 buys the hull plans
for this single place homebuilt Navy Sea-
plane. Rest of plans as you build or com-
plete set of original plans $65.00. JET
Plans, 1800 Carmelo Dr. E. Carmichael
CA. 95608.
FLOAT PLANS Metal. Designed by Stan-
ley Dzik. Information packet, $1.00 US.
Bill or Money Order Plans, four sheets.
NOW $25.00. U. S. or Money Order. Post-
paid. L. Landermann, 39 Poplar St., Ste-
Rose. Laval. Que., Canada.
DIAMANT 3-4 seater, all-wood: $100
SUPER-DIAMANT - retract tri-gear: $125.
SUPER-EMERAUDE - 2 seater, all-wood: $75.
BERYL - fully aerobatic, tandem seater:
$80. COUGAR - all wood racer: $75.
- TOURBILLON - fully aerobatic, all-wood
single seater: $60. - EDELWEISS all-metal,
retrac. tri-gear, 2 seater: $125. - 4 seater:
$175.00 - Specs, 3-view, photos. $2 per air-
plane to E. Littner. P. O Box 272. Saint-
Laurent. H4L 4V6. Quebec. Canada.
RAND KR-1 PLANS $25.00. The VW pow-
ered Styrofoam retractable. Ken Rand, 6171
Cornell Drive, Huntington Beach, Calif.
92647.
SESA REPLICA 85% scale WW I Biplane
Scout featured December 1970 SPORT
AVIATION Sport plane performance with
antique appearance Brochure, specs, and
photos; $3.00. 30 sheets 22"x34" complete
construction prints and instruction book-
let $60 00 REPLICA PLANS, 953 Kirkmond
Crescent, Richmond. B. C.. Canada
COMPONENTS
HEADWIND B The original VW powered AVAILABLE
airplane with over a decade of success. Ex- monnott experimental aircraft, Inc.
cellent plans. $25.00. info, $2.00 Stewart 410 adanw. elgln, III. 60120
Aircraft Corporation, 11420 Rt. 165, Salem. send SI 00 for info pack
Ohio 44460.____________________
CA-6S Two place sport plane with retracta-
ble landing gear. Plans - $110.00 Brochure
- $3.00 A Cvjetkovic, Box 323. Newbury VHF DIRECTION FINDE
Park. Calif. 91320.
SMITH DSA-1 "Miniplane" Plans. 17 ft. Bi- NOW FOR
plane. Excellent drawings. $25.00. Mrs. LOWEST
Frank Smith. 3502 Sunny Hills Drive, Norco. *229 COST
California 91760.
C O O T C O M P O N E N T S
YOU C A N . . . . .
by * Fiberglass Hull OF - a a
Fly StraiQnl to any QrilB Fild Of Sl'lp
Shorty Hirsekorn Assem. Spot Nos 1. 2 & 3 Whan You'ia 4 to Land ! Buty
105 Rosamond * Window Kit Airport
Houston, TX 77022 * Tail Kit Low Fuai? mtg*ncy? Fly DlftCt to Naarail Aopofl
Without Uta of Landmark*, VOR. ADF flNAV
* Engine Pylon Kit Downed AlrciaM with F.LT7 You Can Find H>m Balora
* Many other parts
Send $2.00 for info
Pack.
LOWEST COST
ELT
BATTERIES
FRESH STOCK MFG. THIS MONTH
EL GRINGO BOTH FAA APPROVED TSO C-91
FOR EBC102A & ALL OTHER E8C MODELS
Stalls under 40. Top speed is 150 I A.S.
GS-21 SWO-O ,,., GS-51 ui Ifc,**
V W . Power. Steel tubing airframe and i - T re^ljiement battery pact EI T replacement ballcr> [Jac*
wing spars. Quick removable wings. Ad- jooo lor au normal Nigfii oper na* mote tntun at an lemjv
justable seat and elevator trim New Htons arm temperalure ranges a '"usi tot arclic I'ogic Oescn
ocean tligM
techniques in Foam, Dynel, and Epoxy.
Plans, Photos and Instructions, $50.00. Ow fnci $t >9 iollpa^ Ont Hiei: $11M mupMl
Reg EBC P'<ce J l ? 0 0 Beg SBC Price 13'50
New to market. Electric Hot Wire Foam lJ<us postage pijS Db^iaHe
Cutting Unit. For a fast and professional "<lillKllta GuvinlMd f 0uM Yiur Money feck" Saft
job, makes cutting and conturing remark- llt Cliliw |F>gnMt t rriirfint il EBC l Eifl" ru<i|
ably easy, $45 00. i '. i Glatzer Industries Corp.
C. B. ENTERPRISES
2022 N. Acoma Hobbs, NM 88240 Gli!*268-P Huguenot St
l/ f.
New Rochelle. N_ Y
9Hli/f?'DO 10601
'S-. V CV3 Dealer inquiries inviled
R. L. 3 MONSOON, low wing 2 seats all wood
construction. Brochure $3.00. plans $75.00.
Wood kits available. WESTERN AIRCRAFT
SUPPLIES, 623 Markerville Rd.. N.E.. Cal-
gary. Alberta, T2E 5X1. Canada. Bus. Ph.
403/261-3046.
BG-6, BO-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, EI Mirage, Rt. Box 101. Ade-
lanto, Calif. 92301.
SONERAI I A 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.
BABY LAKES Champagne performance
on a beer pocketbook! Cutaway drawing
and full reports, $3.00. Complies with
NASAO "AA" quality standards. Dealer for
Great Lakes Sport Trainers and parts. Send
$3.00 for special info packet. Barney Old-
field Aircraft Company. P. O. Box 5974.
Cleveland. Ohio 44101.
SPEZIO "TUHOLER" two place, open
cockpit, low folding wing. Full size rib
drawings, very detailed plans. Info pack
- $3.00. Plans - $75.00. William Edwards.
25 Madison Avenue. Northampton. Mass.
01060.
WICHAWK BIPLANE Can be built 2 place
side by side, 2 place tandem or 3 place. 3
view drawings with complete specifica-
tions and performance data, assembly and
weight and balance information with list of
drawings. $5.00. Javelin Aircraft Co., Inc.,
917S East Douglas, Wichita, Kansas 67207.
TAKEHOME T-18 WING Airway to Highway
in just minutes. Information $3.00. Plans
$35.00. Sunderland Aircraft. 5 Griffin, Apal-
achin, N. Y. 13732.
P.D.Q.-2 Super simple homebuilt aircraft!
Requires minimum of time, tools and money
to build. Exceptionally stable and ideal for
the low time pilot. 60 sq. ft. of fully detailed
plans $25.00. 3-view and info pack $3.00.
Parts and material kits available. P.O.Q.
Aircraft Products. 28975 Alpine Lane, Elk-
hart. Indiana 46514. 219/264-2906.
1912 BELLANCA REPLICA single place,
sticks and wire monoplane. Many fittings
and details full size. 2' x 3' poster incl. Plans,
$40.00. Michael Murphy. 4923 W. 99 Street,
Oak Lawn, Illinois 60453.
THORP T-18 PLANS With all newsletters.
Purchased June, 1975. never used. $125.00.
Robert Fisher. 44 Gabb Road, Bloomfield
Conn. 06002. 203/243-0037.
ANDERSON KINGFISHER SPORT AMPHIBI-
AN Flight proven, simple and economi-
cal. Wooden construction. Piper Cub wings.
PLANS $150. information brochure $3.00.
Present builders note new address. Earl
W. Anderson. P. O. Box 422, Raymond, Maine
04071
BUILD YOUR OWN ROMO III
:t:
Beginners Hang-glider with tops
performance
* 10 to 1 glide ratio
* Foldable roll-up wing
* 60 Hrs. construction time
* Plans: $15.00 ($20.00 Foreign)
* Brochure: send stamp
RONALD E. MOORE
P. O. Box 773, Santee, California 92071
UNUSED PLANS Cavalier 102.5 perfect.
$75.00. W. G. Edmunds. Box 272. North
Soaring
Conway. New Hampshire 03860. SOARING magazine comes with SSA Associ-
ate membership, only $12/yr. Or. send $1.50
CRUISE 200 IN A MUSTANG Single and for sample copy plus literature. Soaring
two place models available. All metal sim- Society of America. Box 66071-X, Los An-
plified construction. No machining or jigs
required. DRAWINGS AND KITS AVAILA- geles. Calif. 90066.
BLE. Send $3.00 for illustrated brochure.
Bushby Aircraft, Rt. 1, Box 13B. Minooka,
III. 60447.
NEW never used complete plans for
Scorpion Too helicopter. $50.00 postpaid.
Jack Smith, 600 Main, Gillett, Arkansas
72055. ___________________
UNUSED PLANS Rand KR-1 $15.00.
Icarus V(5) Hang Glider, $5.00. Duane Crom-
well-Stern, 314 Thoreau Street, Concord.
Mass. 01742.
T-18 PLANS and newsletters plus various
sizes of tubing and 4130 sheet steel. $175.00.
312/697-60051. W. Teeters.
GREAT LAKES 2T-1A-E Plans Complete
factory Plans, unused $150. J. R. Freese.
13199 Eel River Rd.. Potter Valley, CA 95469.
VARIVIGGEN "Outstanding New Design"
- Oshkosh '74. 2-plus-2 utility, superb ma-
neuverability. Tech Report, $1000; plans
and tech Report, $53.00. VARIEZE - "Out-
standing New Design" - Oshkosh '75. Holds (Photo by Dick Stouffer)
World distance record. 2-place, 210 mph Dr. Garland Brown of Ft. Wayne,
cruise with Continental 0-200. 175 cruise
with VW. Glass composite structure. 4000- Indiana and his P-51D Mustang.
word, 15-photo info package $5.00. Rutan
Aircraft Factory, Box 656, Mojave, CA 93501.
PANEL
WANTED
Will purchase P & W R1340 and R985 engines.
Also Ham Std 2D30 and 12D40 propellers. T-18 , BD-5 .
Mid-Continent, Drawer L. Hayti, Missouri
63851. 314/359-0500.
P L - a , RV-3
PLANS Wanted for Jungster 1, all wood bi-
EAA. ACRO.
plane. Don Cookman, Petersham Road, PIXIE $30.00
Athol, Mass. 01331.
WANTED Set of plans for Jungster 1;
useable. Charles Grau, General Delivery.
Farmington, Pennsylvania 15437.
MINICAB HAWK PLANS Richard James,
1305 Greensprings Road. New Bern. North
Carolina 28560._________________
WANTED Navy Type Mark VIII Gunsite;
3" wide spade arresting hook for Grum-
man Wildcat. Hillside Tool & Engineering
Co.. 4143 May St.. Hillside. IL 60162.
PLANS FOR JODEL 011; F11 or F12 J. R.
Freese. 13199 Eel River Rd., Potter Valley.
CA 95469.
FOKKER DK-I TRIPLANE
PEEP VACUUM FORMED
DCTAILCD CONSTRUCTION DRAWINGS
W/ SPAR t Rie SSTS
FIBERGLAS COWLS
RCPLICA FUCL GMCS
INFORMATION 'lOO -
RON SANDS T
KDI-S4I
UC/tTZTOWH. f A.It SS t
HANSEN
AIRCRAFT
TUBE > FABRIC BUILDERS
Mounting Tabs .040 4130 COMPONENTS
12O7 VALEBROOK PL.
OLE N DORA. CALIF.
9174O
in
FINNISH BIRCH
pkg. of 50 $6.75 l/16"-.54 3/32"-.84 l/8"-.90 Lakeland
pkg. of 100 $9.75 pkg. Of 200 $16.00 3/16"-.95 7/32"-1.02 l/4"-1.25
U. S. Shipments prepaid Per Sq. Ft. \ $}
Send check or money order to: HOWELLS
ALAN MFG. CO. 841 N. Combee (813)
5017 Ritz Road. Marengo, ILL. 60152 Lakeland, Fla. 33801 683-1224
SPORT AVIATION 89
 STOLP STARDUSTER CORP.
4301 TWINING
RIVERSIDE. CA. 92509
(714) 686-7943

ACRODUSTER 1
RATE OF ROLL 240/SEC. ALCLAD 2024 aeronautical paraphernalia
BROCHURE $5.00 ROLLED AIRCRAFT ALUMINUM
COMPLETE KIT - $5500.00 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
O .040 by 48" wide $2 95 per running foot
O .040 - 5052 34'/2" wide $1.95 per run-
Add $3 cutting charge for less than 5 ft.
Add $2 cutting charge for less than 10 ft.
NAVY FLIGHT JACKET _ fme goatskin, bi-swmq
B R A N D NEW SHEET FASTENERS ! ! back, fur collar Flight Jackal leather
3/32" or 1/8" 39c eacn 38c each in quilted lining. Knit Cutts, leather collar both m
brown only 38-46. Navy $82 95 A2 $74 95
STARDUSTER TOO lots of 50 - 37c each in lots of 100.
48-50 add $8 00
PLANS $75.00 Sheet Holder Pliers used $2.75 pair.
BROCHURE $2.00 RIVETS (GOOD AIRCRAFT)
Lot -\ Mostly 3/32 mixed 95c per pound
Lot -2 Mostly 1/8 mixed 75c per pound
Lot 3 Mostly 5/32 mixed 50c per pound
Be sure to include ample postage, ex-
cess will be returned. 100% money back
customer satisfaction guaranteed, if re-
turned within 30 days.
LEATHER FLYINQ HELMETSnewly made
Send 25c for brochure Available with radio gearreceivers, harness
and carbon boom mike $58 95. w/out boom mike
AIRPARTS, INC. $43.95, with only radio adaptors $27.95
1430 South 33rd Street helmet only $23.95
STARLET KANSAS CITY, KANSAS 66106
PLANS $50.00 913/831-3903
BROCHURE $2.00

AIRFOILS 510 tmest made Curved triplex lenses soft

leather lined Light weight head band $0 95.
extra smoked lens $7.00. extra clear lens $5.00
NOW FROM EAA
VSTAR
PLANS $50.00
BROCHURE $2.00

MK9R A F style. English made, excellent

visibility, adjustable $1295. tinted lenses $6 00.
extra strap $1.00

100% WHITE SILK FLYING SCARF $19.95

THEORY OF WING SECTIONS PATCH CORDSUSE WITH ABOVE HELMETS

ACRODUSTER TOO By JT400 W/PUSH TO TALK SWITCH $25.95
2-SEATER
Ira H. Abbott JT900 PATCH CORD ONLY $19.95
PLANS $75.00
B R O C H U R E $2.00 and
Albert E. Von Doenhoff
The best single volume study available ADD POSTAGE & IN CALIF. ADD 6% TAX
on subsonic wing sections. 693 pages
include theory airfoil Ordinates, etc.
To expedite delivery, U.S. resident* give Street
Address (not P.O. Box)
$6.50
(Includes hook rate postage)
FROM Prices Subject to Chang* at Any Time.

EAA
GLENN BEETS SPECIAL Box 229
PLANS S 5 C O O HALES CORNERS, WISC. 53130 WRITE FOR FREE CATALOG
BROCHURE $5.00
LOWEST PRICES ON 4130
STEEL - 2024-T3 AL.
SPRUCE, PLYWOOD, HARDWARE, ETC.
CATALOG $2.00
AIRFOILS SPLIT S. AVIATION
15320 WILLOW DRIVE
LOS GATOS, CALIFORNIA 95030

90 DECEMBER 1975

WastUMtoo
By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
An Open Letter to the
New FAA Administrator
The Honorable
John L. McLucas, Administrator
Federal Aviation Administration
800 Independence Avenue, S.W.
Washington, D.C. 20591
Dear Mr. McLucas:
We extend to you a hearty welcome as the new FAA
Administrator. We not only wish you every success but
pledge our continued cooperation with your staff to help
aviation progress and serve the needs of the people of the
United States.
Your business and government experience has been
largely in the field of technological development rather
than in the operational problems of civil aviation. Per-
haps it will be of help to you to have the views of an out-
side organization on an important phase of civil aviation
general and sport aviation.
One of the first and most important problems you
will face when taking over as FAA Administrator will be
the relationship of your agency with the Department of
Transportation. We noted your statement at the Senate
Commerce Committee hearings on your nomination that
you had received assurances from DOT Secretary Cole-
man that you would be free to run the details of the
FAA. We hope that you will insist upon this freedom and
will not permit the lower echelon of the Secretary's staff
to delay or change your prerogatives of making personnel
changes or decisions on matters that pertain to civil
aviation safety and operations. You must have the right
to surround yourself with your own team of your own
choosing. Some months ago the DOT Secretary issued a
19 point statement which included the point that the
FAA must be allowed to run the details of its own in-
ternal affairs without interference from the staff of the
DOT. Unfortunately this policy has not been followed so
we urge that you be very sensitive on this subject.
May we respectfully call your attention to the prob-
lem of regulatory action in the FAA which needs a
complete overhauling. All members of the civil aviation
industry complain that regulatory action takes too long
particularly in cases where suggested rule changes come
from outside the agency. It is significant that rules that
are proposed "in house" within the FAA are adopted as
regulations in a reasonable length of time. This shows
that the job can be done efficiently if there is a will to do
it.
The basic problem with the present regulatory system
is the so-called priority given to all proposals. The FAA
Division that has jurisdiction over that particular type of
regulation will assign a priority to the proposal. Gen-
erally speaking regulations that deal directly with avia-
tion safety are given the highest priorities. This is as it
should be. Others that may be of great concern to the
civil aviation industry may be given low priority and in
many cases no action is taken on them for years and in
some cases never even though the change may be so
simple that it could be done very quickly.
To illustrate the above point may we cite four in-
stances on which we have petitioned the FAA for rule
changes that have not been acted upon for several years.
On October 26, 1970 EAA petitioned the FAA to
change the designation of homebuilt aircraft from ex-
perimental to custom built. It was not until August 2,
1974, four years later, that a notice of proposed rule
making was issued on this subject. But it contained so
many additional rules and regulations for the proposed
custom built category that the original purpose of our
petition was lost. We therefore are reluctant to press for
the adoption of these new rules because they contain
many provisions that we would find most unacceptable.
On October 20, 1970 we petitioned the FAA for
changes in the size of registration marks for general avia-
tion aircraft. A notice of proposed rule making was
finally issued on November 12, 1974 but it contained
a provision that large marks must be shown on the
underside of the wings of general aviation aircraft. This
completely negated the purpose of our petition to avoid
the expense and labor of large size registration marks.
In any event no action has been taken on this NPRM
and apparently no action is imminent.
On March 6, 1974 EAA petitioned the FAA to permit
pilots to be checked for the Biennial Flight Review in
single place aircraft if they were to confine their opera-
tions to these aircraft. There has been no action on this
petition and we were recently notified that the FAA
could not set a date for any action. In the meantime
pilots flying only single place aircraft have to be checked
out in multiplace aircraft with which they are not famil-
iar and which they will not be flying.
After several discussions with EAA the Director of
Flight Standards Service initiated a proposal for rule
making on November 19, 1974 that would make changes
in the entry procedures for Canadian amateur built air-
craft that would allow them to enter the United States
with the same freedoms that the Canadians allow U.S.
amateur built aircraft to enter Canada. No action has
been taken on this NPRM and we are told that the delay
will be indefinite.
We hope you will look into this regulatory procedure
as we think changes are essential to make the FAA more
responsive to the needs of the aviation community.
When Ken Smith was Deputy Administrator he started
to overhaul the regulatory procedures in March of 1972
but he left the agency soon afterwards in June of 1972
and nothing was accomplished.
A new regulatory system should contain at least three
features:
1. The petition should be acknowledged promptly
and within one month at least the petitioner should be
advised whether the FAA is rejecting the petition or
taking steps to proceed with a notice of proposed rule
making.
2. If the petition is to be processed as a notice of
proposed rule making a time table should be established
so that the NPRM will progress in an orderly manner
through the agency until it appears as a rule change in
the Federal Aviation Regulations.
3. Some one should be made responsible for each
petition to see that it is expedited and processed in ac-
cordance with the proper schedule.
Turning to other subjects we have supported the
concept of an Office of General Aviation within the FAA.
This office should be sensitive to the needs of general
(Continued on Pag* 70)