THE HOMEBUILDER'S

Corn
buPAULH.POBfREM

(Photo by Lee Fray)

Sunday, March 16 It's Sunday evening, another day is done and we are sitting here winging our
way to Washington. The Captain has turned the seat belt sign off while at the same time greeting
all of us who just boarded at Milwaukee. It takes a lot of people to make aviation work. Aviation
covers a lot of ground, a lot of people are involved in it and many, I am sure, do not realize how
significant their efforts are or can be.
Aviation is a lot more than pilots and airplane owners, for there is a great team out there supporting
us all. Mechanics, radio repairmen, designers, office personnel and linemen and women. There are
magazines, writers and publishers, riveters and welders, airport managers, FBOs and bankers, too.
Yes, it is a big team and sometimes one wonders why the voice is so faint . . . and why for so many
years such a strong and important industry that has made weapons for war, vehicles for transportation
and recreation and many other uses seems always on the defensive. Always worries about its public
image. Always seeks to justify to its neighbors its very existence.
Is it the same for others? . . . others who enjoy boating, motorcycles, motor homes, snowmobiles
or the great expanes of land used for golfing? Are they constantly on the defensive also?
Just recently while on my way home from a Chapter dinner meeting, I had the occasion to call the
tower for landing instructions (at a non-airline airport). I was cleared for a straight-in approach with
a note that I would be flying over a "sensitive area." Not really sure what the controller meant, but
suspecting, I asked if the area referred to was an area of citizen complainers. All I received was a
"Roger".
It was interesting to note during my subsequent auto drive through this "sensitive area" that I
could count over two dozen snowmobiles, with several being tuned up by their adult owners. It never
ceases to amaze me . . . the lack of tolerance we can have for our fellowman.
It reminds me of the telephone conversation with one of the aides of the mayor of Seattle,
Washington regarding the mayor's support of his local environmentalist group's petition to FAA for
billboard size underwing aircraft registration marks. The aide stated that a number of influential
Seattle citizens lived along the lakes and waterways of the area and that the noise from float planes
was very disturbing to them. He went on to say that these citizens needed a means to identify the
aircraft so as to locate the pilot, and since the state of Washington was powerless to implement laws
to require large numbers, it was necessary to depend on the FAA and the Federal government
for positive action. My next question was, "Do you mean that while attempting to solve your local
problem, the mayor and the group he is supporting are willing to penalize the rest of the nation with
an unneeded, expensive and unjust regulation?"
His answer was, "Yes."
It is too early to judge the outcome of the FAA NPRM regarding EAA's petition for smaller aircraft
registration numbers. A great many aircraft owners and concerned aviation enthusiasts were not pleased
with FAA's preparation of the NPRM or the FAA Press Release they felt was slanted in favor of the
Seattle group. When picked up by the press, headlines invariably ran to something like, "FAA Proposes
Big Numbers on Airplanes to Crack Down on Violators." No press report we ever saw presented the
aircraft owner's side of the picture the inconvenience, the expense, the injustice of being singled
out by government when the same treatment was not proposed for operators of other types of vehicles.
(Continued on Page 84)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION
INCORPORATED

APRIL 1975 VOL. 24 NO. 4

TABLE OF CONTENTS

Homebuilder's Corner. . . by Paul Poberezny . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Aero Sport Pixie Round-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Did You Say "Casket"? . . . by Donald Sizernore ........................ 13
Book Reviews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Page 14
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Instrument Panel Overlay . . . by Larry Stabler .......................... 22
From Such As This Comes Our Future . . . by Paul Hopkins ............. 23
The Rebirth Of An L-4J . . . by Bob Townsend ........................... 26
Insights Of A Volmer Builder . . . by Russ Fatzinger . . . . . . . . . . . . . . . . . . . . . 29
Guest Editorial . . . by Robert T. Smith . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
The Designee Corner. . . by Antoni Bingelis ............................ 31
Presidential Visit To England . . . by Harold Best-Devereux ............... 35
The Hoffmann Variable Pitch VW Propeller. . . by Gerd Miihlbauer ...... 37 Page 26
Flying The Pober Pixie . . . by Mike Heuer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Sun 'N Fun Fly-In . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Sun 'N Fun Grand Champion . . . by Val C. Bernhardt .................. 54
Will The Small Airplane Survive? . . . by Robert K. Wattson, Jr. .......... 60
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Directory Of Aircraft Under Construction or Restoration . . . . . . . . . . . . . . . . . 66
Calendar Of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Page 39

Paul H. Poberezny Jack Cox

ON THE COVER .
Publisher Editor-in-Chief Pober Pixie.
Bernice Scholler (Photo by Lee Fray)
Ray Scholler Bonnie Soucy
Assistant Editor Advertising Manager Publication Layout

EAA AVIATION MUSEUM

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

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

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

EAA AVIATION MUSEUM FOUNDATION, INC.

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 $15 00 ($2000 alter February 1. 1975) per 12 month period
01 which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES
Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY
The Experimental Aircraft Association, inc. cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas
The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will
be of help to the majority ADVERTISING EAA does not guarantee or endorse any product offered through our advertising We invite constructive
criticism and welcome any report of interior merchandise obtained through our advertising so that corrective measure can be taken.

Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. 0. Box 229, Hales Corners, Wis. 53130

SPORT AVIATION 3
 ORGANIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H. POBEREZNY RAY SCHOLLER S. H. SCHMID ARTHUR KILPS
9711 W. FOREST PARK DRIVE 453 FIFTH STREET 2359 LEFEBER AVE. 10205KAY PARKWAY
HALES CORNERS. WIS. 53130 RANDOM LAKE, WIS. 53075 MILWAUKEE. WIS. 53213 HALES CORNERS. WIS 53130

DIRECTORS
HARRY ZEISLOFT ROBERT J. GYLLENSWAN GUSTAVE A. LIMBACH S. J. WITTMAN
2069 CRESTLINE DRIVE 1606 RONCEVALLES 2 EAST PLEASANT LAKE RD. BOX 2672
BURTON, MICH. 48509 ROCKFORD, ILL. 61107 ST. PAUL. MINN. 55110 OSHKOSH, WIS. 54901
RONALD G. SCOTT R. M. PURYEAR VAN WHITE
1005COPENHILLDR. 291 MARTIN RD. BOX 5255
WAUKESHA. WIS. 53186 SANTA CRUZ, CALIF. 95060 LUBBOCK, TEX. 79417

EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

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

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

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

EAA, BOX 229, HALES CORNERS, WISCONSIN 53130

EAA AVIATION MUSEUM FOUNDATION, INC.

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

JAMES BARTON, 262 CAYUGA AVE., ELMHURST. ILL. 60126
EVANDER M. BRITT, BOX 458, LUMBERTON. N. C. 28358
ROBERT H. FERGUS, 3060 OAKRIDGE RD.. COLUMBUS, OHIO 43221
JIM C. GORMAN. P. 0. BOX 1217, MANSFIELD, OHIO 44902
E. E. HILBERT, 8102 LEECH RD.. UNION, ILL. 60180
MORTON LESTER. P. O. BOX 3747, MARTINSVILLE, VA. 24112
JOHN PARISH, 209 WEST WARREN, TULLAHOMA. TENN. 37388
ROBERT PURYEAR. 291 MARTIN RD., SANTA CRUZ, CALIF. 95060
RAY SCHOLLER. 453 FIFTH STREET, RANDOM LAKE. WIS. 53075
RAY STITS, P. 0 BOX 3084. RIVERSIDE. CALIF. 92509
DICK STOUFFER. 65 MILLER ROAD. LAKE ZURICH. ILL. 60047
BILL TURNER. 4110 MARSTEN, BELMONT, CALIF. 94002
M. C. "KELLY" VIETS, RR 1, BOX 151, STILWELL, KS. 66085
GAR W. WILLIAMS. JR.. 9 S 135 AERO DR., RT. 1, NAPERVILLE, ILL. 60540
HARRY ZEISLOFT. 2069 CRESTLINE DR., BURTON, MICH. 48509

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

I N T11 N A TI 0 N A L
AEHOIATIC CLUI
INTERNATIONAL WARBIRDS ANTIQUE
AEROBATIC OF AND
CLUB, INC. AMERICA, INC. CLASSIC
DIVISION

PRESIDENT PRESIDENT PRESIDENT

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

VICE-PRESIDENT VICE-PRESIDENT VICE-PRESIDENT

MIKE HEUER RUDY FRASCA J. R. NIELANDER, JR...
10137 FOREST HOME AVE., APT. 105 805 SO ELM P. O. BOX 2464
HALES CORNERS, WIS. 53130 CHAMPAIGN, ILL. 61820 FT. LAUDERDALE, FLA 33303

SECRETARY , SECRETARY . . SECRETARY , .

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

TREASURER TREASURER TREASURER ,

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

4 APRIL 1975

LETTERS
TO THE
EDITOR
Editor's Note: The following letter is self-
explanatory. If you agree with its contents,
you should contact Congressman Spence urging
his introduction of a bill to exempt homebuilts
and antiques from the user tax. Coke Darden
(EAA 14846 - Lifetime) is a nuclear physicist
and a well-known collector of antique aircraft.
He is a past president of Chapter 395 and cur-
rently is vice-president of Chapter 242 in
Columbia. SC.
Honorable Floyd Spence
120 Cannon House Office Building
Washington. D.C. 20515
Dear Mr. Spence:
In 1970 the Congress passed the Airport and
Airway Development Act to modernize and
improve the nation's airways and airports and
a companion act, The Airport and Airway
Revenue Act, to provide the funds with which
to do this. These funds were generated by a
federal tax on aviation fuel and an annual
tax on aircraft.
The reasoning behind this latter tax was
apparently that aircraft owners were also users
of the system and. therefore, beneficiaries of
it and should bear part of its cost.
While this is so in many cases, it is not true
in all cases. In particular, there are at least
two groups I know of who make little or no use
of the system but who are taxed as if they did.
These are the people who build aircraft for
recreation and education, the so-called home-
builders and the people who restore antique
aircraft because of their interest in aviation
history.
In neither case is the ownership of aircraft
related to air commerce. Most of the aircraft
involved have no use for large airports, no
need for airline terminals and are not equipped
to use the air traffic control system. Most do not
even operate at night and certainly not in bad
weather, yet the way the act is worded, they
are required to pay the use tax just as if they
were involved in air commerce.
This is so clearly unfair that I can only
guess that the Congress as a whole was una-
ware of the existence of these two groups at
the time the legislation was passed.
Let me cite one example of how this tax
works. Six years ago I bought and restored
to flying condition one of five remaining
examples of the Douglas DC-2, the airliner
that proceeded the famous DC-3. This aircraft
has no commercial value but is extremely
interesting from an historical point of view.
Were I to fly it to the fall meeting of the
North Carolina-South Carolina-Virginia
Antique Airplane Association. I would depart
from a privately owned and maintained grass
strip near Lexington and land at an airport
that has no control tower after a 25 minute
flight. I would not normally be in radio contact
with any FAA facility, would not file a flight
plan, and the FAA would exercise no traffic
control. As a result of this one flight, however.
I would incur a $355.00 tax liability, and this
does not include the federal tax on aircraft
fuel.
While the example I have cited is not hypo-
thetical, it is unusual. Most individuals attend-
ing the meeting in smaller aircraft would
incur taxes closer to the minimum of $25.00.
But $25.00 is still a lot of money to pay each
year to support fancy airline terminals and
elaborate radar traffic control systems un-
related to the construction and operation ol
aircraft for education and recreation or to the
restoration and display of aircraft of historic
interest. I do not believe the Congress ever
intended the tax to be applied this way
As a member of Congress, you are in a posi-
tion to introduce corrective legislation. Would
you be willing to do this? Gliders (sailplanes)
and balloons are already exempt, and I think
antique and homebuilt aircraft should be too.
Neither group is involved in interstate com-
merce nor have they anything to do with the
postal service or the national defense. The air-
craft are not used for the transportation of
persons or property, but for education and
recreation. To subject these aircraft to a Use
Tax is to discourage education and recreation
whenever aircraft are involved.
If you would be willing to sponsor corrective
legislation, I would be willing to help in any-
way I could. For example, I might be able to
find other members of Congress who would be
willing to co-sponsor such legislation.
In any event, I would appreciate anything
you could do to help rectify this unfair situation
as would others who are similarly forced to pay
for services and facilities they don't want and
can't use.
Yours truly.
Colgate W. Darden. Ill
Box 597
Cayce, SC 29033
Dear Sirs:
I do not know whether you could possibly
help me, but from my knowledge of the EAA it
seems that you take an active interest in the
disseminating of information on homebuilts.
I am interested in building a homebuilt over
the upcoming summer. My criteria are as
follows:
1. Low cost. I'm a college student and on a
limited budget.
2. Low construction time. The plan should
be simple enough to construct over the sum-
mer or it is no good to me
The process can be difficult as I've had an
average amount of experience in rebuilding
fabric airplanes.
If you have suggestions and addresses
of plans or information for my project I would
appreciate any assistance that you could of-
fer. If you could suggest certain plans for me
to look at that would be the most helpful.
Thank you for any help you can possibly ren-
der. I hope sometime to be able to join the
ranks.
Sincerely,
Chad Huston .
680 Lomita Dr.
Stanford. Calif. 94305
Dear Mike:
Congratulations on the December 1974
Designee Newletter. Among the many infor-
mative articles is the plea for information
regarding malfunctions and defects experienced
by EAAers
This is a most important phase of "our"
safety work, and I say "our" as it is not only
FAA's desire to reduce accidents, but the
biggest dividends go to the aircraft owners
who stand to lose not only material and financial
assets but often their lives and the lives of
others.
EAA has been a leader in offering to collect,
digest, and disseminate this information re-
lating to amateur-built aircraft. To get good
"feedback" to the members requires-a real
effort on the part of the user in supplying re-
ports as they occur. With the cooperative spirit
that has made EAA a success, I look forward
to a program which will reap groat dividends
to EAA "stockholders."
Another effort which ties into the same pro-
gram is the publishing of capsulized accident
reports. We read too many familiar names
in these reports. Hopefully, publishing these
reports will be an alert to others that it can
happen to you. so do not let down your guard
and become complacent but' rather take the
extra precautions that protect you and your
loved ones. , ,
Again. Mike, keep up the good work and let
me know if there is anything I can do to en-
hance your work and make it more rewarding.
Sincerely.
Charles Schuck
FAA/EAA Liaison
Washington. D.C. 20591
Dear Jack:
I would like to reply to Paul Walton whose
letter appeared in last month's "Letters to the
Editor."
Paul, we are sorry you feel the way you do
about the EAA. We have failed you in many
ways apparently. For this we are sorry. We are
sorry, too, you feel compelled to drop your
membership. We need you. and many more, to
join us.
We are sorry you derived only the magazine s
benefit from your membership. We are sorry
you were not exposed to the magic of EAA
that has no assessable value. We failed you,
no doubt about it. You're right. "Flying"
magazine is cheaper because they have more
advertising revenue.
We are sorry also. Paul, that it costs money
to belong to a local chapter. You're right, we
are money hungry. We need every cent we can
get to run the organizations involved. We have
to pay our way.
We are sorry you do not feel democratically
represented. Paul. I do feel we are: very much
so I can pick up the phone and talk to Head-
quarters and know someone will listen to what
I have to say. And I also have a vote which is
all any stockholder can expect.
We are sorry you feel that SPORT AVIATION
is the Readers Digest of aviation in the sense
you mean it I have no time to read everything,
so I like Readers Digest. I like SPORT AVIA-
TION a lot more and really look forward to get-
ting it every month. It's worth a lot more than
a buck to me, Paul. It's worth more than any
magazine you can buy if you really hadn't
been deprived of the EAA spirit. I really am
sorry about that failure on our part.
I'm sorry you did not learn to spell Paul
Poberezny's name. Apparently you have never
met him either. Again. Paul. I'm sorry about
that. You have missed out on so much in the
EAA. How about the Museum? Did you miss
that, too? Gee. I'm sorry. It's great. How about
Oshkosh? Have you been there? Local fly-ins?
Did you meet new friends? Learn more about
aviation?
We are sorry you misunderstand the workings
of the Oshkosh event. The income is fantastic,
you're right. We're sorry you don't under-
stand that the expenses and reinvestments
are fantastic, too.
Paul, we are sorry you have missed the whole
idea. We have only ourselves to blame for your
feelings, no one else. We accept the respon-
sibility. We want, however, to leave you with
this thought before you go. "We make a living
by what we get; we make a life by what we
give."
Joel Confair
president. Chapter 92
Orange County, Calif.
Dear Sirs:
Let me congratulate you for your new "false
cover" as fitted to the current issue of SPORT
AVIATION. While I have never had a damaged
copy the way it was. I can see that this new
packaging will assure each issue arriving in
the best of shape. I don't know how you do it
'cause I feel that everything is so good that it
couldn't be improved upon and then you do
something that makes things even better. Just
keep up the good work and realize that you can
never please everyone. I am very proud to
belong to such a progressive organization.
Yours Truly.
W. N. Thompson. EAA 5773
, .' Box 108
Valemount. B.C . Canada VOE 2ZO
(Continued on Page 72)
SPORT AVIATION 5
 BACK COVER PAINTING FOR APRIL
This month's back cover painting is by Gerald M.
Lipor (EAA 71875), 4541 22nd Ave., Kenosha, Wisconsin
53140. The painting is a beautiful scene featuring a
Grumman Widgeon Mr. Lipor observed on a fishing trip
in Canada.
Gerald Lipor is an artist for American Motors in
Kenosha. He has had a great interest in aviation since
childhood and was an Air Force pilot during World War
II. At present he does not do free lance painting.
EAA AIR MUSEUM TO GET PARTS OF
SPRUCE GOOSE
EAA President Paul Poberezny has been informed
that the Summa Corporation (formerly Hughes Tool
Company) has selected the EAA Air Museum as one of
eight museums in the U.S. to receive portions of the
fabled Spruce Goose.
In storage since its first and only flight on November
2, 1947, the HK-1 (Hughes/Kaiser I) has been owned
during this period by various agencies of the federal
government, most recently the General Services Admini-
stration. In a somewhat complex pact, the HK-1 has been
acquired by the Smithsonian from the GSA. The Smith-
sonian, in turn, will retain a 51 foot wing section and re-
turn the rest to its builder, the Summa Corporation, in
exchange for $700,000 and the historic Hughes H-l racer
which broke the world's speed record for landplanes in
1935 with an average of 352.38 mph. And, finally, the
Summa Corporation has selected "eight prestigious pub-
lic museums" to acquire, at their own expense, parts of
the HK-1. Those selected are: the California Museum of
Science and Industry at Los Angeles; the San Diego
Aero Space Museum; U.S. Air Force Academy Library
at Colorado Springs; Museum of Science and Industry
in Chicago; the Air Force Museum at Wright Patterson
Air Force Base in Ohio; the Franklin Institute in Phila-
delphia; the Naval Aviation Museum in Pensacola,
Florida and the EAA Air Museum. Obviously, it is quite
an honor for EAA to be selected along with these famous
institutions and is an indication of the esteem in which
our museum is held throughout the nation.
COLEMAN SWORN IN AS NEW HEAD OF DOT
As expected, William T. Coleman, a Philadelphia
attorney, was confirmed and sworn in as the new Secre-
tary of Transportation in early March. Secretary Coleman
is expected to immediately become involved in several
areas affecting aviation the new User Tax proposals
being drawn up by the Ford Administration for sub-
mission to Congress and the nomination of a new FAA
Administrator to replace Alexander Butterfield.
6 APRIL 1975
Secretary Coleman has already been invited by EAA
to attend the 1975 Oshkosh Fly-In Convention. EAA
would like to expose the new Secretary to sport aviation
early in his term of office so that subsequent actions on his
part relating to aviation will reflect the unique needs of
our sector of the flying world.
PAZMANY PL-4 NEWSLETTER
Major J. C. Treager, who originated the PL-4 News-
letter, has been assigned to a tour of duty in Saudi Arabia,
so his fine work is being continued by John D. Kernodle
(EAA 61269 Lifetime) of P.O. Box 20422, Dall is, Texas
75220. The PL-4 Newsletter is published quarterly for
$4.50 (U.S., Canada and Mexico, $6.50 all other coun-
tries) and anyone may subscribe. Ladislao Pazmany uses
the PL-4 Newsletter as his sole means of distributing
Engineering Notices (plans changes, additions, correc-
tions), so it is invaluable to PL-4 builders.
ORIGINAL TAILWIND
Steve Wittman's original Tailwind, N-5747N, is now
on display in the EAA Air Museum. It has undergone a
complete restoration by the Museum's staff, with a strong
assist by Steve, himself. The aircraft was donated by
Eugene J. Zepp (EAA 77747) of Dearborn, Michigan.
EMBRY-RIDDLE TO CONDUCT
FUEL STUDY FOR FAA
FAA has asked Embry-Riddle Aeronautical University
of Daytona Beach, operators of one of the nation's largest
fleets of flight training aircraft, to conduct a study to de-
termine the effect of 100/130 octane fuel on airplane
engines designed (and certified) for use of 80/87 octane.
With 80/87 no longer available at an increasing number
of airports, many owners are forced to take on 100 octane
to continue their flights. Fouled plugs and burned valves
have been reported after continued use of 100 octane in
engines designed for 80/87.
A committee has been appointed to organize and study
the data which will be collected at Embry-Riddle. It con-
sists of Richard Eakley, Embry Riddle; Dick Foster, Gulf
Oil Research; Robert Ingram, Avco Lycoming; Art LeBel,
Daytona Beach Aviation; Robert Moore, Teledyne
Continental; Russell McKean, AC Spark Plug and Frank
Monts of Cessna. The committee will report its findings
to FAA which, in turn, will make any worthwhile findings
available to aircraft owners and operators.
There are a couple of questions EAA would like to
hear someone answer with regards to the withdrawal of
80/87 from the market: How is it that the government's
fair trade practices require manufacturers to keep spare
parts and supplies for all sorts of discontinued appliances,
 HEADQUARTERS
vehicles, machines, etc. available for a reasonable number
of years to protect consumers while the oil companies
are apparently being allowed to cut out production of
80/87 at will? Even while aircraft with engines certified
for use of 80/87 are still in production?
Also, we would like to know if one is in violation of
FARs if 100 octane is run in an engine certified by FAA
for use of 80/87 octane?
It is EAAs considered opinion that FAA and the
federal government have the legal authority and moral
responsibility to force the oil companies to continue to
produce and offer 80/87 octane for sale at normal retail
outlets. We believe this is necessary because 80/87 is
lower in lead content thus lower in its production of
pollutants and because by far the majority of the
166,000 plus piston-engine aircraft in the U.S. civil
aircraft fleet are powered with engines certified to use
80/87.
A lot of people seem to be ignoring the fact that
85, 691 aircraft in the present U.S. civil aircraft fleet were
built prior to 1964 . . . and that almost all of these can be
operated safely only on 80/87 octane aviation fuel.
CANADIAN AIRCRAFT FLYING INTO
THE U.S. FOR OSHKOSH 1975
Attention Homebuilt, Factory Aircraft and Warbird
owners in order to enter the U.S. under EAA's Grant
of Exemption for the 1975 Oshkosh Convention, the
following information is needed:
1. Type aircraft and registration letters.
2. Owner and address, pilot and address, if different.
3. One of four entry cities Port Huron, Michigan;
Sault Ste. Marie, Michigan; Pembina, North Dakota;
Duluth, Minnesota and date of entry.
4. It is necessary for this information to be in to EAA
Headquarters by the end of May 1975. There is a rule
change being considered that may eliminate the need
for filing individually for Oshkosh but this may not
be in effect in time for Oshkosh 1975.
CANADIAN AIRCRAFT TOURING THE U.S.
AT TIMES OTHER THAN OSHKOSH
For information contact:
Mr. Richard P. Skully
Director, Flight Standards Service
FAA, DOT
800 Independence Ave., S.W.
Washington, D.C. 20591
EAA'ER RAY GORDON COMMENDED BY FAA
Ray Gordon (EAA 49965) of Whittier, California is
editor of Chapter 7's monthly newsletter, one of the finest
in EAA's burgeoning Chapter system. Ray has printed a
number of safety related articles and research into the
causes of light plane accidents. Recently, he was cited
by FAA for this fine work, as follows:
Dear Mr. Gordon:
On behalf of the Federal Aviation Administration
and the General Aviation Accident Prevention Pro-
gram, we would like to extend our sincere apprecia-
tion for your efforts and cooperation in support of
aviation safety.
Your continued research in accident cause factors
and editorials in your safety-oriented EAA Chapter 7
Newsletter have materially contributed to the success
of the Accident Prevention Program.
We take pride in awarding this Certificate of Merit
to you and wish to thank EAA Chapter 7 for their
cooperation in making it possible.
Sincerely,
John L. Winder
Chief, General Aviation Branch
FAA, Regional Office Western Region
Los Angeles, Calif. 90009
BIENNIAL FLIGHT CHECKS IN
SINGLE PLACE AIRCRAFT
In March of 1974 EAA petitioned the FAA to permit
pilots who fly only single place aircraft to take the
biennial check ride with the check pilot remaining on the
ground and observing the flight. No check out on a dual
place aircraft would be required but then pilots would be
restricted to flying single place aircraft.
No action has ever been taken on this petition due
to its having been assigned a low priority, according to
FAA.
Constant prodding by EAA's Washington Representa-
tive, David Scott, has, however, finally resulted in a
promise from FAA that along with a number of other
minor amendments to Part 61 of the Federal Aviation
Regulations, the single place check out will be proposed
as an NPRM in about 30 days. If proposed, it would
normally be 60 to 90 days before it appears in the Federal
Register, at which time the public would be allowed to
comment.
EAAERS SHOULD BE AWARE THAT BIENNIAL
FLIGHT CHECKS IN SINGLE PLACE AIRCRAFT ARE
NOT NOW POSSIBLE . . . FAA has only promised to
propose such a procedure for rule making. Judging by
past experience, even if the proposal meets no opposition
it will be at least a year before the rule would go into
effect.
SPORT AVIATION 7

A FORD IN EAA'S FUTURE
The picture of the one and only Ford 3-AT Tri Motor
shown here is one of 84 rare photographs of Ford Motor
Company aircraft to be found in a booklet entitled
"A Ford In EAA's Future." This work by George Hardie,
Jr. details the history of Ford Tri Motor N-8407 (Ser. No.
4-AT-69) from the time it rolled off the factory production
line in Dearborn in August of 1929 until it was severely
damaged in a windstorm in June of 1973. A bibliography
of Ford Tri-Motor literature and a list of the remaining
Fords are included, as well as a complete, illustrated
history of the Ford Motor Company's venture into the
aviation industry. Here you meet the great man himself,
Henry Ford, and William B. Mayo, Edsel Ford and William
B. Stout; you'll read about the Stout "Bat Wing", the
"Air Sedan", the Ford "flivver planes" and, of course,
the production of the famous Tin Goose, itself.
"A Ford In EAA's Future" was produced to be pre-
sented, along with an attractive certificate, to all who
contribute $10.00 or more to the EAA Air Museum's
"Save The Ford" campaign. The money thus accumulated
will be used to restore N8407. Won't you help save this
historic old machine, one of just 13 remaining today?
Send your tax deductible contribution to: Save The Ford
Fund, c/o EAA Air Museum, Box 229, Hales Corners,
Wis. 53130.
OSHKOSH ACTIVITY
Although a good layer of snow still covers the EAA
Convention site at Wittman Field in Oshkosh, a stirring
of activity has already begun that will culminate in late
July in what is expected to be still another successful
EAA Convention.
Plans are to relocate the main gate arch further to the
west and a new campground will be built on EAA property
just across the street to the west of the Antique-Classic
display area.
Also, it appears that EAA will have to get into a little
farming on the side. In order to help pay the taxes on
the EAA property adjacent to Wittman Field, hay will
be baled and sold this summer right up to Convention
time. Taxes were over $6,000 for 1974.
Back at EAA Headquarters, preliminary contact with
the vendors who supply the weeklong fly-in indicates
that prices of everything will be substantially higher for
1975. Each year the task of putting on the world's largest
and finest aviation event becomes more challenging . . .
but with the aid and cooperation of the membership
Oshkosh '75 will be another great one.
8 APRIL 1975"
(Ford Archives Photo)
The 3-ATTri-Motor, Bill Stout's ill-fated design which failed
its flight tests and was destroyed in a fire on January
17, 1926.
OSHKOSH STQPOVER INVITATION
The Minn-Dak Chapter 317 of the Fargo, North Dakota
area extends an invitation to all EAA members from the
northwest United States and western Canada heading for
Oshkosh this summer to plan a stopover at the Detroit
Lakes, Minnesota airport. Free camping and aircraft tie
downs are offered and a beef barbeque will be held on
Sunday, July 27 from 10:00 a.m. to 2:00 p.m.
Detroit Lakes is located 45 miles east of Fargo, North
Dakota on U.S. Highway 10. The airport is two miles west
of the city on Highway 10. Detroit Lakes is in the heart
of a resort area and has 412 lakes within a 25 mile radius
of the city. The airport has a 13 acre wooded park between
it and a nearby lake that EAAers will have to themselves.
Rest rooms and water are available at the airport lounge.
The Detroit Lakes airport has a 4500' hard surface
runway (13 and 31) and a N-S good 2200' grass strip.
The field is lighted, has VASI and REILS. Omni is 111.2
and Unicom is 122.8. 80 and 100 octane and oil are
available from the operator.
Chapter 317 would like to make a stopover at Detroit
Lakes an annual tradition for all our northwestern U.S. and
western Canadian EAAers on their way to Oshkosh . . .
also on their way back home.
If further information is needed, contact Duane
Wething, Secretary of Chapter 317, 1003 Lincoln, Detroit
Lakes, Minnesota 56501. Phone 218/847-7336.
This sounds like a great idea to us at EAA Head-
quarters. Wouldn't it be a lot of fun if EAAers driving
and flying to Oshkosh had stopovers, such as Chapter
317 will provide at Detroit Lakes, all along their routes,
so that each night on their trip they could camp free and
be in the company of fellow EAAers? Any other Chapters
interested?
STAMPE S.V. 4 SAFETY BULLETIN
Owners of the Belgian/French Stampe S.V. 4 (Nord
Stampe) biplane are advised that an in-flight failure of
a rear cockpit rudder bar has occurred. In cooperation
with the FAA, EAA is making this notice in the interest
of aviation safety.
It is recommended that before further flight, the
following inspection be performed: Visually check the rear
 rudder bar tube for cracks over the outboard three inches,
including the foot rest attachments at each end of the
tube. Pay particular attention to the cable horn area.
Follow with a dye penetrant check. If found defective,
the rudder bar tube should be replaced.
Letters have been mailed by the EAA to all known
owners of Stampe S.V. 4's in the United States. Owners
of Stampe S. V. 4's in other countries should contact
the appropriate aviation authority if a defective part is
discovered.
If rudder bar defects are found subsequent to reading
this notice, EAA would appreciate a note describing the
defect.
FREE ALUMINUM COATING ADVICE
Ronald K. Courtney, President of American Anodiz-
ing, 1820-38 West Lake St., Chicago, Illinois 60612 has
volunteered to offer free advice to any EAA member on
such items as: aluminum anodizing for corrosion resis-
tance and beauty, hard coating for wear surfaces,
conversion coatings, alodizing for preparation to painting
or covering, polishing and chemical brightening for cutting
corrosion and reflecting surfaces . . . plus any other
questions concerning aluminum coatings.
We are grateful to Mr. Courtney for this fine gesture.
(American Anodizing's phone number is 312/421-6000.)
THE CUBY FLIES
"Now it can be revealed . . ." as they say in show
biz. On Wednesday afternoon, March 12, Dick Wagner,
president of Wag-Aero, Inc. of Lyons, Wisconsin, flew his
new homebuilt, the Cuby, for the first time. A dead ringer
for a Piper J-3, the prototype Cuby is powered by a
Continental C-85. To emphasize its "all is not as it seems"
nature, the right side of the Cuby from the centerline
of the fuselage out is painted the familiar Cub yellow
with the black lightning stroke down the side of the fuse-
lage. The left side is a bright green with a yellow
lightning stroke. You won't have any trouble identifying
the original Cuby and you can bet it will be photographed
at least twice by everyone . . . which was the idea behind
the unusual paint scheme. Due to a six inch snow cover
on his private strip, Dick Wagner made the first flight
with the Cuby equipped with skis.
By the time you are reading this, the Cuby's flight
restriction time will have been flown off and plans and
i kits will be available from Wag-Aero. We will have the
full story in SPORT AVIATION next month.
(Photo by Jack Cox)
The Wag-Aero Cuby on its initial lift-off.
CORONA EAA FLY-IN
The greater Los Angeles area has always been a hotbed
of EAA activity the very first EAA Chapter was
established in Riverside not very long after the founding
of EAA, itself. All the area has ever lacked is an annual
fly-in commensurate in size and quality with the numbers
of EAAers and projects that LA boasts. 1975 will see a
change in this situation.
This year six Chapters are getting together to put on a
big regional fly-in at the Corona Airport. Chapters 1 of
Riverside, 7 of Fullerton, 11 of Los Angeles, 92 of Orange
County, 96 of Torrance and 494 of Corona are the spon-
sors.
The dates are Saturday, May 3 and Sunday, May 4,
1975.
Camping facilities will be available in Butterfield Park
next to the Corona Airport and free transportation to
hotels and motels will be provided by the Corona
Chamber of Commerce. A dance and awards banquet will
be held on Saturday evening.
An acrobatic show will be part of the activities as
well as contests open to all participants ribbon cutting,
spot landings, short take-offs, fly-bys, flour bombing, etc.
For those able to stop admiring the airplanes long
enough to eat, a restaurant is located on the field and
concession facilities will also be available. Airplanes
need fuel, too, so two dealers will be vying for your
business but with just a minimum amount of 80 octane
expected to be available. Corona Airport is normally
equipped for Unicom on 122.8, however, this fly-in
weekend will see a temporary FAA tower (tower - 120.0,
ground 121.8). In case anyone needs any repair or main-
tenance work during the weekend, three shops are located
on the airport one with an A.I. authorization.
Southern California is home for the likes of designers
John Thorp, Bill Warwick, Bud Evans, Vernon Payne,
Anton Cvjetkovic, Ladislao Pazmany, Ray Stits, Ken
Rand, Lou Stolp, Burt Rutan, P. H. Spencer, Volmer
Jensen, Harold Wendt and so on ... and on ... and on.
New designers and designs are emerging in this area all
the time. The Corona Fly-In is planned as an annual event,
a worthy showcase for the talents of these designers and
the craftsmanship of those who build theirs and other
aircraft.
For further details contact: Terry Davis, 13905 Envoy
Ave., Corona, Calif. 91720. Phone 714/735-8639.
SPOWTWflA"
ACRO SPORT - PIXIE P
-L HE EAA AIR Museum's Aero
Sport, Super Aero Sport and Pixie
are being built in considerable num-
bers and as of March 1, four plans-
built Acros are flying in addition to
the Museum's two prototypes.
10 APRIL 1975
ROUND'
Paul Poberezny and his Pixie.
The first, of course, was N-21WC
built by Warren Curd and Dick
Browne of Raytown, Missouri. This
red, white and blue beauty was
featured in color inSPORT A V1AT1ON
in the October 1974 issue, page 47.
(Photo by Lee Fray)
It was at Oshkosh and was a much
admired bird. This aircraft is equipped
with a 180 hp Lycoming, a full elec-
trical system and a fixed metal prop.
N-21WC's maiden flight was on June
10, 1974.
 The second Aero Sport to fly was
built by James Inman (EAA 59427),
50 Ocean Drive North, Stamford,
Conn. 06902 who has this to say about
his N-869M:
Dear Paul:
When I first saw the Aero Sport
at Fond du Lac in 1973, I thought
it was the finest airplane of its type
that I had ever seen.
In October of that year I bought
the whole kit from Dick Wagner and
on Labor Day of 1974 we flew it for
the first time. Since that time I have
accumulated some 70 hours on the
plane, installed a radio and com-
pleted the paint job.
I still think it's the finest thing
around.
The airplane has flown every ma-
neuver, both inside and outside, and
performs beautifully. I was fortunate
in having some excellent pilots, in-
cluding Fred Wilner, Harry Sheppard
and Leo Loudenslager, fly the plane
and they all were impressed with its
performance.
I would like to tell you how much
this airplane has meant to me both
in the building process and in final
form. The plans were beautifully done
and without error. For the record, I
bought everything from Wag Aero
and never had a better business ven-
ture in fact, I enjoyed talking to
Dick Wagner throughout the project.
Norman Atkins' N-5897.
He takes a personal interest in these
kits and really over-extends himself
to help the builder in every way.
Beyond the pleasure of building
and flying an airplane such as this is
the realization of the meaning and
worth of the EAA movement. Without
the EAA, I believe no one could ever
hope to build and fly airplanes of
their choice. May I say that when I
say EAA I mean Paul Poberezny
for I believe that we would not have
gained this recognition without your
personal enthusiasm and hard work.
Thank you for your efforts on my be-
half.
Yours very truly,
James Inman
Jim's Aero Sport is powered with
a 180 hp Lycoming equipped with a
starter, inverter and fuel inverted
systems. It also has complete wiring
and brackets for cameras. As the pic-
ture shows, N-869M has a p a i n t
scheme similar to the prototypes
but in red rather than blue. A unique
blue and white sunburst on the wing
and horizontal tail set this plane off
as a real beauty. Look for it at Fond
du Lac and Oshkosh this summer.
Next to fly in fact within days
was Norman E. Atkins' N-5897. Nor-
man (EAA 80798 of 1938 Mayfield,
Lapeer, Michigan 48446) built his
Aero Sport from plans number 351
and equipped it with a 150 hp Lycom-
ing, constant speed prop and a full
electrical system. As of February 9,
he had twenty hours flown off and
has been getting a 140 mph cruise.
Norman started work in January of
1974 and flew it in September 8
months work. He says it flies and
handles nicely. N-5897 is orange with
white trim a very sharp bird, as
the picture indicates.
The fourth Aero Sport flew right
in EAA Headquarters' back yard
at Waukesha County Airport, Wauke-
sha, Wisconsin. Wally Roder (EAA
74721), 425 Gascolgne Dr., Wauke-
sha, Wisconsin 53186 flew his N-
250R on September 13, 1974. It is
powered with a 150 Lycoming and
sports a wood propeller. Wally's
dark b l u e and silver Aero Sport
does not have an electrical system and
perhaps for this reason comes closest
to the empty weight of the prototype.
As of this writing 703 sets of Aero
Sport plans are in the hands of builders
and undoubtedly many more than the
four described above will be flying
by Oshkosh time. We hope to see a
good line-up of designer Paul Pobe-
SPORT AVIATION 11
rezny's progeny on hand.
The Pober Pixie is also well on its
way to becoming a standard of the
homebuilt world. Plans set No. 136
has been mailed already and we will
be surprised if a member-built version
does not show up at Wittman Field
this summer. A great many schools
have received Pixie plans, most
attracted by the little bird's neat lines
and the VW engine. President Paul's
latest design is proving to have inter-
national appeal as well seven sets
have gone to Canada, two to Japan
and one each to West Germany and
Norway.
And, as the saying goes, you ain't
seen nothin' yet! A two place, tandem
version of the Pixie the Pixie II,
of course, is well underway and the
fuselage of a two place Aero Sport
is being welded up as you read this.
(Photo Courtesy Wally Roder)
Wally Roder and his Aero Sport, N-250R.

(Photos Courtesy Jim Inman)

Jim Inman's N-869M

12 APRIL 1975
BID YOU SAY
"CASKET"?
By Donald Sizernore (EAA 69503)
Rt. 7, Box 6K
Ledyard, Conn. 06339
-L HIS CHRONICLE SHOULD logically begin in John
Shelton's maintenance hangar on Summerville Airport in
Summerville, South Carolina. I was home ported in Char-
leston at the time, aboard USS Lafayette SSBN 616, a nu-
clear powered Polaris submarine. My Stinson Voyager was
in John's shop being fitted with a new set of Cleveland
wheels and brakes. I wandered out to check on the pro-
gress of the work one afternoon and there it was in the
corner, a resplendent blue and gold. I had seen pictures
of Cassutts in magazines but this was the first genuine
article I'd come across. N767NJ. NJ . . . ? Nick Jones. I'd
met Nick before but for some reason I hadn't connected
Lockheed 10 Nick Jones with "The" Nick Jones. The size
and lines of MOTHER HOLLIDAY really impressed me
but I was in no position to build anything. My work as a
Polaris Missile Technician took me out to sea for 3 months,
in for 3 ... etc. Besides, I could see that my 6 foot, 200 Ib.
frame and the Cassutt would be a rerun of the 5 Ib. chick-
en laying the 8 Ib. egg routine. And, of course, everyone
knows that it takes a real hot rock to handle any racing
plane, much less this lean, treacherous-looking beast.
A few months afterward the ship was transferred to
Groton, Connecticut to undergo an extensive overhaul and
conversion to the Poseidon weapon system. Now for all
of you non-nautical types, that means a couple of years
holed up in dry-dock. But I still had no shop to build any-
thing in.
Shortly after I moved to Connecticut I joined Chapter
334 and struck up an immediate friendship with Ford
Martyn. Now Ford and his airplanes could be the subject
of an entire series of articles, but for now suffice it to say
that he rebuilt the Fryklund Amphibian, built the Ben T.
Epps biplane replica (see SPORT AVIATION, June '68)
and built a modified, clipped-wing Headwind for $450.
Ford rekindled my interest in Cassutts with stories of
Tom Cassutt bringing his own airplane into Waterford
Airport, the 1900 foot strip where we both kept our air-
planes. Another former resident, Dave Carpenter, had
started a Cassutt in "Ford's Civil War Armory, Venetian
Blind Factory, and Home for Wayward Aircraft" but was
transferred out of the area before he completed it. Truth
be known, I still had fears of my landing a Cassutt re-
sembling the trail of sparks left by a 1952 vintage motor-
cycle hoodlum dragging his steel soled boots on the high-
way. Ford convinced me, however, that I could handle it,
and offered to let me build it in his shop, so I sold my Stin-
son and started searching.
I decided early to get an abandoned project to save
time. (By now there were only 18 months of overhaul time
remaining.) The right project turned up in Memphis,
Tennessee and one Friday morning in July, after having
had duty the night before, my wife Pam and I hit the road.
The following Monday afternoon we moved the project
into Ford's loft. That loft was to become my home away
from home for the next 10 months. At 9 feet wide and 30
feet long it was a bit cramped, the roof leaked a little
when it rained, the biting wind found its way in here and
there, the electricity was a here-again-gone-again affair,
and it was 21 miles from my home . . . but 8 airplanes had
either been built or rebuilt there and I am eternally grate-
ful for Ford's kindness and generosity in allowing mine to
become number 9.
The project was about 85r/> complete, structurally. I
swallowed that one whole and confidently predicted a fly-
ing airplane by Thanksgiving. Ford just cut his eyes and
smiled his wry smile when I mentioned that. I soon found
that 100^ of the structure amounted to approximately
lOW of the actual work involved in building an airplane.
No significant modifications were to be made but I had to
at least be able to get into the thing. To accomplish this
we raised the turtleback 4". A corresponding increase in
vertical stabilizer and rudder was deemed necessary to
preclude any possibility of decreased rudder effective-
ness at lower airspeeds. I spent time on the project be-
fore work, after work, and on weekends. I wangled days
off and took leave. In short, I spent every available min-
ute at Ford's. My duty aboard ship, besides the normal
workdays, came up every fourth day. The "dirty duty" was
a 24 hour stay aboard period in which watches were stood
and shipyard work progress monitored. This inconveni-
ence cut still further into my Cassutt time.
I soon had the fuselage covered with Poly-Fiber and
Poly-Brushed. The problem of finding a suitable engine
began to loom larger and larger on the horizon. The Cas-
sutt is, of course, primarily a racing design. I realized,
however, that because of my hectic schedule, coupled with
the far-flung race sites, building a really competitive
Formula I racer would be eminently impractical; what I
could do though was come up with a good high speed acro-
batic mount. Well, now, an acrobatic airplane without
SPORT AVIATION 13
 (Photo Courtesy Donald Sizemore)
Donald Sizemore (EAA 69503) and his beautiful black Cassutt.
inverted systems is kinda like a big kiss from your sister
definitely something missing. That little stipulation
effectively limited my search to a fuel-injected 85 or 90,
since the Cassutt is designed around that series of small
Continentals. I scoured Trade-A-Plane for weeks without
any luck. Everything was either carbureted, or was priced
out of reason. I was just about at the end of my rope when
another friend, George Curran, remembered that Grover
Mitchell had a fuel-injected 85 on his magnificent am-
phibian "Kitalina". Grover had had an engine failure and
the airplane sustained some light damage. A quick call
was placed and the next weekend found George, Ford and
me on our way to Manchester, Connecticut to get the en-
gine.
14 APRIL 1975
Back in the loft a few days later, a teardown and quick
inspection revealed the problem and its cause. A tach
drive housing stud had been inserted a bit too far, con-
tacting one of the oil pump gears, breaking a tooth, and
scoring the seat of the pump cavity. The attendant loss of
oil pressure galled a rod bearing. The rod, of course, heated
and broke. Obviously, a complete major overhaul was in
order. A new crank and accessory case were the most ex-
pensive items here. With all the parts in hand my first
move was to a local machine shop for static and dynamic
balancing of all the moving parts. I couldn't believe it!
An incredible amount of material had to be removed to
get everything to the same weight, plus or minus .1 gram.
(Photo by Donald Sizemore)
That stripe down the side is 24 kt. gold leaf . . . but the
author doesn't recommend its use.
With that out of the way the engine went together pretty
quickly. The inverted oil system I used is a copy of one that
Ed Batty has on a Clipwing Cub. It's limited to a minute
or two, but it's cheap, easy to build, and I'm not out to set
any long distance inverted speed records. The drawing
should answer any questions you may have about its con-
struction.
By this time the cowl, pants, spinner and prop exten-
sion had come in. They're all Rattray products. Some
modifications had to be made on the cowl but let me tell
you how smart I was to get all of the parts basically ready
to go. Rattray's parts are absolutely beautiful and must
have saved me at least 150 hours or more. Of course, all
the nut plates and dimple washers had to be installed and
that seemingly insignificant chore turned out to be what
you call your basic pain in the beee-hind. My wife, bless
her, did virtually all the putty and sanding not only on the
cowl but on the entire airplane. I may be prejudiced but I
think she did a terrific job.
One job in particular had me so apprehensive even
from the beginning that I put it off until last and even
refused to think about it until it could wait no longer. Ir-
rational perhaps, but my every encounter with Plexiglass
had been miserable failures. I'd mention the canopy to
Ford occasionally and in his own inimitable way he'd
shrug it off and say, "Nothin" to it, it's a snap." That didn't
do much to soothe my nerves because he said the same
thing when he found some obscure piece of an ancient Civil
War vintage carbine and not only proceeded to manufac-
ture an absolutely authentic gun around it, but shoots it
regularly. I hammered out ducted engine cooling baffles.
I made and installed upholstery. I built main and inverted
fuel tanks. I installed and hooked up instruments. Finally,
there was nothing left. The Plexiglass was purchased.
Ford explained to me how to build the form but wouldn't
help me. Made me do it all myself. The basic framework
of the form was made of plywood and this was covered with
thin aluminum. Flannel was then taped over the entire
form. That done, the oven had to be built. What a bizarre
contraption it turned out to be! Fundamentally, it was a
crude box of 4' x 4' panels of "4" asbestos sheet. The inside
was lined with aluminum foil and one side left open. The
Plexiglass was then clamped to the form at its centerline
and slid into the oven. The heat was supplied by ... are
you ready for this? . . . a kerosene space heater! After it
was lit off we closed the ovenl?) off with another sheet of
asbestos and the long wait began. After what seemed like
about 2 hours, (actually only about 25 minutes) the stuff
had fallen down around the form perfectly. We let it cool
for an hour or so, then took it out and removed it from the
form. I'll be darned if it didn't fit perfectly and was dis-
tortion free!
The loft would have been a very poor place to paint so
the next month was spent in Ed Pease's shop. Ed is another
extraordinarily interesting story. He worked and flew
with the Granvilles, taught aviation cadets with Barney
Oldfield at Tex Rankin's school in California, flies his
Stearman to Oshkosh every year, had a BD-5 on order,
and is building a Miniplane. In this area you could say
Ford is the Dean of Builders, and Ed is the Dean of Pilots.
Pam and I spent about 16 hours a day in Ed's shop until
the painting was finished. We would sand all day and in
the evening after he got off work, Brian "Flip" Perkins
would come by and shoot the next days coat. You see,
"Flip" is the chapter painting expert and since I had de-
cided to use Stits Polyurethane I wasn't about to trust the
gun to anything less than an artisan. The fumes and long
hours began to take their toll. We wore masks and had an
exhaust fan going continuously. Still, by the eighth day
the headaches that were only occasional when we started
were round-the-clock affairs. Our throats were raw and
the way we were hacking, you'd think we'd been smoking
ropes. The point of all this gore is if you decide to use poly-
urethane, don't fail to invest in a good mask, one approved
for organic vapors. Also there's no such thing as too much
exhaust ventilation. With the paint applied, our atten-
tion turned to the trim. I had originally planned to have a
fire-like stream down the side . . . red to orange to yellow
to white. Well, to make a long story short, we came up with
gold leaf as a substitute. I'd seen it as lettering shimmering
on the doors of fire trucks, and figured it would look tre-
mendous on the basic black. It took about $60 worth of the
stuff. The real deal this was, 24 kt., and ridiculously dif-
ficult to handle. I don't know how it's manufactured or
processed but it comes in sheets about as thick as lens
paper and before it is applied it is so delicate it'll disinte-
grate in a breeze. After we got it applied my wife pains-
takingly gave it an engine turned effect by rotating a flat
tipped stiff bristle brush in a regular pattern along the
entire length of the stripe. When everything was finally
finished and we rolled out this thing we'd done into the
spring sun, I was terribly pleased by its beauty. The gold
leaf continued to look great for 2 or 3 weeks. Gradually
though, where the fabric would vibrate, it began to peel
and flake off. I'm currently planning to take it off this
winter and revert to my original idea.
Assembly, weight and balance, engine run-in, and
taxi testing had consumed another couple of weeks when
it finally dawned on me that this shiny mistress of mine
was ready to meet mother, so to speak. The appointment
was set up. When the time came, the Funny Airplane
Agency inspector for the area pronounced her fit, slapped
her flank, and issued the all important document.
I mentioned earlier in the article my job as a Poseidon
Missile Technician. Let me tell you about one aspect of
the work. Uncle Sam and a bunch of little guys from AEC
with white lab coats, thick glasses, and even thicker Ger-
man accents got together and decided that in view of the
reputation that submariners have as a pack of depraved
animals, something must be done before this band of
rowdies was turned loose to patrol the ocean with nuclear
weapons. So they came up with a program whereby ever-
one who actually works with nuclear weapons watches
everyone else for strange behavior, excessive drinking,
bad debts . . . ad infinitum. When I announced that I had
(Photo by Donald Sizemore)
The hoses run to the Corvair oil cooler located behind
the engine. This solved an oil over-heating problem.
SPORT AVIATION 15
 started building an airplane a few eyebrows were raised
and a few eyes rolled. But now that the first flight was
close at hand and I fully intended to do the honors my-
self, my sanity came into serious scrutiny. They all
thought I'd gone off the deep end. My associates asked me
subtle questions like, "Are all your insurance policies
paid up?" While the week dragged by until Saturday I
tried to assure everyone that their precious instruments
of rapid urban renewal were in good hands. That week
seemed 2 months long.
Of course, I read and reread everything I could find
about flying Cassutts on Friday evening. After a rest-
less night for my part, Saturday dawned bright and clear.
Ha! Wish I could say that it did. Really there was an over-
cast at 6000', around 65, with a 2-3 kt. wind. Friends and
skeptics began to show up armed with cameras, Cheshire
Cat grins, and rosary beads. I began to wonder which were
the friends and which were the skeptics. Everything had
been checked twice and three times when I walked straight
to the phone and declared an emergency. Possibly a bit
unorthodox but a 1900' strip with obstructed approaches,
and an untested high-performance homebuilt didn't quite
fit my mental picture of an uneventful landing. The 6000'
runways and clear approaches of Trumbull seemed much
more practical. The phone call was necessary because the
Feds had found another place where they could kick sand
into a rathole and had erected a tower at Trumbull to han-
dle the chaotic congestion of maybe 200 movements a day.
That little chore attended to, there was nothing else to do
except go!
I can't begin to relate the myriad incongruous emo-
tions as I settled with a practiced motion into the seat
and tried to act comfortable. How strangely uncomfortable
this seat had suddenly become. "Flip", my continuous mor-
al support and perennial ground crew, helped me snap in
and I closed and locked the canopy with a decisive "chonk".
A couple of blades and the now familiar stacatto bark of
7XX was reverberating off the hangars. Excitement, app-
rehension, resolution, doubt, and pride swirled through
my head as I grinned and winked at my wife and son. She
gave me the thumbs up and I taxied to the apron for
warm-up.
Everything in the green, mags only drop 25 rpm, taxi
to the active. Line 'er up, wipe the sweat off your palms,
take a deep breath now and firewall it! 85 horsepower is
really not supposed to accelerate like this. There's not
enough P-Factor to worry about. Stick neutral . . . easy . ..
just let her fly off in her own good time. Jeeze, this beast is
twitchy! We're off and climbing now and, man! is it ever
hell to keep the wings level. What the . . . no airspeed indi-
cation. Oh well, worse things than that have happened.
We're already at 1000' and it's really getting hot in here.
Most likely a firewall leak. Press on, press on. What's
that?! OH NO! Oil coming out the access cover for the fil-
ler neck. Probably didn't get it on tight enough. There's
not much out there but the flight is only about a minute
old and it's already noticeable. 2000'. Rest your arm on
your leg, Sizemore, relax that death grip on the stick.
Well, I'll be damned, all of the bank to bank oscillations
were really me. Wow, still pretty tail heavy but it doesn't
take much pressure to hold it level. I suppose I might as
well reduce power and feel her out. Oh, oh, throttle stuck
wide open. Sweet Mother of God, what next? I don't want
to yank the throttle too hard and risk breaking something.
Try a few quick tugs. Ah! There we go, now reduce power
to 2600 rpm. Turns right and left. . . you know this thing
flies just like an airplane, but everything takes place
twice as fast with half the effort. It's getting way too
hot in here. I'd better get this thing back down before
something else goes wrong. With no airspeed I've got
nothing to gauge this approach except an altimeter and
the seat of my pants. My mouth sure is dry. Well, ease
16 APRIL 1975
the power back some and start descending. Over New
London at 1500 and over the river at 800. The guy in the
tower said to look for the light but I doubt if he's expect-
ing me after only about 15 minutes. Well, I'm putting this
beast on the ground, light or no light. No traffic in sight
except a Twin Otter way out. That controller must really
be on the ball 'cause there's the light. Easy now, down the
hill . . . nice approach, ol' buddy, over the threshold at
80 feet, chop the throttle. I don't know how fast that ap-
proach was, but the houses and stuff went by like a picket
fence. My God!! The engine quit! Settle down. You're com-
mitted now, so do it. Hold it off, hold it off; this is no time
to be heavy handed. You can't pin the mains on like some-
thing else, prop's too close to the asphalt. Still floating,
hold it off, it's bound to drop pretty soon and if worse comes
to worse, you can always ground-loop it. Keep the wings
level and hold it off. TEEK! TEEK! Good, now hold it
straight, stick back and be careful of the brakes. Hot dog!
No sweat, we got 'er made. Now coast off the runway onto
the grass and roll to a stop.
I had done it! I had built and flown my airplane. I
used 4500' to get it down and stopped but it was none-
theless on the ground undamaged. To be completely frank,
my principle feeling was not the one of accomplishment
so prevalent in SPORT AVIATION articles of this type,
but one of relief. I made a mental list of all the problems
in order of priority of repair. First of all, find out why the
engine quit when I reduced throttle. Next, check out that
oil leak. Then, inspect the throttle linkage, airspeed indi-
cator and pitot system, and finally, the firewall leak. I
didn't realize it at the time but I had quite a job ahead of
me to straighten out all these things.
When I majored the engine, the one thing I didn't
touch was the injector unit. Grover and the engine log
assured me that it had been overhauled only 22 hours be-
fore he got it. That sounded great to me so I left it alone.
However, back in the hangar with the cowling off, more
accusing fingers were being pointed at the injector. The
oil tank was leaking around the gasket and the drain plug
pretty badly. When I pulled it off I was absolutely flab-
bergasted! The tank was brimful of fluid and gasoline ran
out of the crankcase. Something was definitely wrong
here. A few questions revealed that there was an Excello
injector expert named Walter Scheibe in Warwick, R. I.
The next day the entire unit was on its way to Scheibe. I
waited about a week to call Mr. Scheibe but when I did,
things began to make sense. Apparently the fellow who had
last overhauled the unit didn't know what he was doing.
It seems that the shaft seal which is intended to keep the
oil in the crankcase out of the injector had been installed
upside down and was virtually useless. To date, I've had
no further problems with the injector . . . or with the fuel
entering the crankcase.
I figured things would go better after the injector was
back in place. Unfortunately, however, that wasn't the
cause of the engine stopping. As a matter of fact, the next
5 times I flew the airplane the engine quit on final when
I'd pull the throttle back to idle. You know, I actually got
used to it! This really wasn't as idiotic as it sounds. Paul
Oilman (A&P and our Chapter Designee) and I tuned, re-
tuned and tried virtually everything. It would idle per-
fectly on the ground, even after several minutes of full
power running, but it absolutely would not idle at all on
final or rollout. I was ready to pull my hair out when the
solution finally surfaced. One weekend a Cassutt owner
from Plymouth, Massachusetts got socked in at Water-
ford. I related my predicament to him and he said he knew
exactly what it was. Seems like a dubious distinction
but my cylinder cooling baffles were too efficient. He
explained that at high power settings all was as it should
be. The front cylinders were a bit too cool but would still
fire. When reduced to idle though, those front cylinders help of Chapter 334, EAA "How-To" books, Tony Bingelis'
got so cold that the plugs would foul immediately. The articles, and my loving wife. Thank you one and all. And
solution, he assured me was as simple as changing to hot- thank you, EAA.
ter plugs in the front cylinders. It seemed a bit far fetched
but I was at the point that if anyone had told me to hang
garlic cloves around my neck and perform a heathen ritual SPECIFICATIONS N7XX
before each flight I'd have given it a try. The plugs in front Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ft.
were d u t i f u l l y changed to REM 38's from REM 40's. Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ft. 9 ir..
Would you believe it? That simple swap was the cure. I've H e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ft. 6 in.
had no more engine failures since. Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568 Ibs.
Gradually I became more comfortable with the Cassutt. Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 875 Ibs.
Each flight and its subsequent find-it, fix-it session solved Wing Loadings . . . . . . . . . . . . . . . . . . . . . . . . 58.3 Ibs./sq. ft.
more of the nagging little glitches. The first time I took it Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2 Ibs./hp
back into Waterford went without incident. The second Top Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 mph
time I got the prop, admittedly pilot error. I simply car- Cruise Speed at 2750 rpm . . . . . . . . . . . . . . . . . . . 180 mph
ried too much airspeed and overshot. Not much, but just Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 fpm
enough to get into bumpy, uneven sod about 30' past the
(Continued on Page 18)
runway. We didn't go over or even scratch anything but
the prop was a shambles. You can probably guess my
feelings, but the slight mishap proved to be a blessing in
disguise.
Luftschrauben it said. Custom made 2 and 3 blade
props it said. Ground adjustable it said. An all wood,
ground adjustable prop? Why, I never heard of such a
thing. Still, it was worth checking out. I had a long talk
with Bernhard Warnke, owner of Luftschrauben, about
the construction, strength, and merits of his prop and
came away satisfied that this was a man with a good idea
who knew what he was doing. I told my buddies about
what I'd ordered and they were about as anxious to get a
look at it as I was. Mr. Warnke had not produced one of
these units for a Continental before though, and mine was
the subject of a few tests of his own before he shipped it.
After what seemed an interminable wait, the prop arrived.
I honestly hated to put it on the airplane. It was abso-
lutely gorgeous! Broyhill should take a lesson or two from
this fellow Warnke. Even close scrutiny could not turn up
a single blemish. With great care I set the blade angles
using a bubble protractor, and when they were exact, I
tightened the clamps, installed it and tracked it. Resolv-
ing to slow the approach by at least 10 mph I went out to
test it. With the initial pitch setting I got the same static
rpm as the old prop. When I took off, however, the accelera-
tion was noticeably more brisk. Climb was better and
cruise was up by about 7 mph. Remember that static rpm
was the same as the old club. But I was getting more revs
at full throttle. The only possible reason was this prop.
Acceleration, climb and cruise increases with nothing but
a prop change is certainly noteworthy in my opinion. The
biggest surprise however was yet to come. If significant
performance increases were attained at the same rpms, (Photo by Donald Sizemore)
I reasoned, there might be even better results in store with The Warnke ground adjustable propeller for the author's
a finer pitch. Sure enough, a slight decrease in pitch Continental C-85.
brought more increases. I'm still changing the pitch oc-
casionally to find the best compromise. So let me pass on a
little advice. Don't guess at the pitch for your new home-
built and end up buying several props to get things right.
Get one of these. "Try it, you'll like it."
Another restrictive condition began to appear. After
15 to 20 minutes aloft, depending on air temperature and
power settings, the oil temperature was pushing 230.
Strange, I thought, that oil temp should soar while the
cylinders stayed so cool. Obviously, the solution was an
oil cooler, but mounting one proved to be somewhat diffi-
cult what with my baffling arrangement and the space
limitations. Nevertheless, a Corvair unit was located to
fit the available space and Aeroduct hoses completed the
installation. I also added crankcase baffling and the com-
bination of the two has taken care of the problem com-
pletely. (Photo by Donald Sizemore)
So there you have it. Miscellaneous, incoherent babb- Installation of the Warnke prop including spinner
ling about how I built an airplane all by myself with the mounting plates.
SPORT AVIATION 17
DID YOU SAY "CASKET"? . . .
(Continued from Page 17)

Oil Returns
To Tank Normally
\

Oil Pickup Through

Bottom Holes

INVERTED

To Pump
NORMAL FLIGHT

Slightly
Larger Than
Blanking
Plate Hole
SMALL SERIES CONTINENTAL INVERTED OIL SYSTEM
Caution: Not To Scale

SMALL SERIES CONTINENTAL

INVERTED OIL SYSTEM
(Use VB" Aluminum Sheet)
Caution: Not To Scale
MODIFICATION BLANKING
PLATE DOOR

18 APRIL 1975
 NEW PAZMANY MANUALS
If you are building a Pazmany PL-4 you will, of course,
avail yourself of the excellent PL-4A Construction Manual
available from Paz. Everyone knows Paz is one of the
most meticulous and thoroughgoing of designers and it
naturally follows that his manuals would also be meticu-
lously and thoroughly done. PL-4A Construction Manual
is 104 pages and is illustrated with 394 figures, more than
half of which are photographs. You are taken step-by-
step through ths building of your PL-4 . . . and nothing
is left to chance. Names and addresses of suppliers of
parts and materials are woven right into the rich fabric
of the text, as are tips on how best to accomplish the many
manual tasks involved in constructing a modern all-
metal airplane. As with Pazmany's earlier books, Light
Airplane Design and Light Aircraft Construction, a
great many EAAers will want to add PL-4A Construction
Manual to their libraries even if they are not building
a PL-4. All these are classic "how to" works, whether one
is a builder or designer. The price is $10.00, California
residents add 50c for state sales tax.
P INStftUMfMT -V* "St.?'""
I putn. mY___ L-*r4->o q
New from Pazmany is Pazmany PL-4A Exploded
Views. Remember the superb cut-away drawing by Joseph
A. Zinno of the Pazmany PL-2 (SPORT AVIATION, Oc-
tober 1971) and the Taylor Coot (SPORT AVIATION,
April 1972)? Well, Joe Zinno has been commissioned to
draw exploded views of every component in the airplane
(examples shown with this review). There are 45 draw-
ings in all many of which are oversize, foldout pages.
Each page has a small view of a PL-4 A showing the loca-
tion on the airframe of the component(s) drawn on that
page. Anyone who has ever had trouble making heads or
tails of engineering drawings will take one look at this
book and think he has struck gold. Of special value to
all homebuilders are the exploded views of things like
the electrical and fuel systems drawn the way the
systems actually fit in the airframe instead of those maze-
like schematics one usually sees. There is even an ex-
ploded view of the installation of sound proofing material
in the cockpit. The price of Pazmany PL-4A Exploded
Views is $12.00, and I have a feeling that a lot of build-
ers tackling an all-metal airplane for the first time are
going to consider this book the bargain of the century.
Both books are available from Pazmany Aircraft Corp.,
Box 8005IS, San Diego, California 92138.
Jack Cox
SPORT AVIATION 19

PROJECT CROSSROADS
The EAA Air Museum Foundation either owns or has
on loan 130 aircraft, 65 of which are currently on display
in completed form with thirteen others in the Museum in
various stages of restoration. The Museum is in a rather
unique situation in that on display are probably more
prototypes than in any other aviation museum in the world.
Of the sixty-five aircraft on view, thirteen fall into the
category of being first in their line of a series of home-
builts. In this group of prototypes are the Wittman
Tailwind, the Smith Miniplane, the EAA Biplane, the
Bensen Gyrocopter, the Stits Playmate, the Honey Bee,
the Lovings Love, the EAA Aero Sport, the Evans Volks-
plane, the Bede BD-5, the EAA Pober Pixie, the Hugo-
Craft and the Whing-Ding.
To the above list can be added eighteen aircraft
which fall into the category of either one of a kind or the
only surviving example. In this group we have Al Williams'
1936 Grumman Gulfhawk, the 1928 Church Midwing,
a 1930 Folkerts Henderson powered high-wing, the 1959
Pober Sport, Ray Stits' 1957 Skeeto and his 1952 world's
smallest, the Sky Baby, a 1929 Hendershott monoplane,
the 1930 Driggers Sunshine Girl, a 1923 Folkerts Gull-
wing, the 1935 Fike C, The Kaminskas RK-3 (Jonathan
Livingston Seagull), Bill Warwick's Hot Canary racing
plane, the Goodyear Drake amphibian, the 1948 Petit
Special, the 1936 Keith Rider Jack Rabbit, Steve Witt-
man's 1935 Bonzo and the 1934 Brown B-2 "Miss Los
Angeles" replica.
The responsibility for accepting and maintaining these
rare airplanes is one which the trustees of the Air Museum
Foundation believes is an experience in which all of us
who are so interested in aviation appreciate sharing.
Evidence of enthusiasm for becoming a partner in the
Museum Foundation arrives everyday in the mail in the
form of contributions to "Project Crossroads." On March
17th the $100,000.00 mark was reached and exceeded.
With such outstanding cooperation from the members of
EAA the continued growth of this exceptional Museum is
assured. We still have a considerable distance to travel
to meet the initial goal and it will require the participation
of everyone who takes pride in the accomplishments of
their Museum.
The names on the following pages are those from whom
gifts have been received between February 1, 1975 and
February 19, 1975. All donors prior to this period have
been acknowledged in the pages of previous issues of
SPORT AVIATION.

Arthur Boren Colin J. Phipps Jacob Rick Robert E. Owens

Thornwood, NY Rothesay, N.B. Milford, NJ Ottawa, Ontario
William H. Durand CANADA Ed Ripplinger CANADA
Omaha, NE Edward Pickart Mt. Clemens, Ml Bill Paterson
N. L Heintzman Garrison, IA James C. Robertson Miami, FL
Oak Ridge, Ontario Mark E. Pittenger No. Little Rock, AR Robert A. Paulk
CANADA San Luis Obispo, CA Mark Robinson Jacksonville, FL
Robert E. Hugus Jonathan Pohlman Salt Lake City, UT C. F. Pease
Harvest, AL APO, New York Joseph G. Rogers Houston, TX
EAA CHAPTER 266 George W. Pozeck Des Plaines, IL E. A. Pease
Montreal, Quebec Chicago, IL Neil Rogers W. Mystic, CT
CANADA Bob Pringle Saranac Lake, NY Robert J. Prest
James M. Landeen Edmonton, Alberta Robert S, Ross Carlisle, MA
Laurel, MS CANADA Cleveland, OH Brace N. Procter
Glenn Larson Marshall I. Puckett Danny Embree S. Weymouth, MA
Waukesha, Wl Joliet. IL Poplar Bluff, MO Florian Rodtke
R. D. Morre Marshall C. Randall Bohdan Lawruk Neenah, Wl
Glen Ellyn, IL San Diego, CA Montreal, Quebec Grover Rahiser, Jr.
W. R. Neuby Robert L. Ratliff CANADA Evans City, PA
Campbell, CA Boring, OR George Lazik Millard J. Raney
Russell Nottsker Paul Rawn Bedford, MA Newport AR
Van Nuys, CA Alameda, CA John Lupton Van E. Ranson
Steve Park Nolan G. Reid, Jr. Ishpeming, Ml Grand Prairie, TX
Springfield, IL Newport News, VA Ernest McCormick Robert P. Reid
Goodwin G. Petersen James L. Rice New Castle, DE Brentwood, CA
Sycamore, IL Montague, CA Jack Rhodes
Portage, Ml

(Photo by Lee fray)

The EAA Air Museum ajid EAA Headquarters comple^ftl1'1
J
. . . in the depths of wTfiie'r in-WisconsJu

20 APRIL 197
 Elden A. Lorah
Robert E. Richards Gordon W. Rosenberg Loomis, CA Charles J. Sharrar Paul Schuyler
Bamngton, NJ San Ardo. CA Robert A. Mueller Erie. PA Saratoga, CA
Jon C. Rogers Robert D. Roush Windsor, CT Frank G. Sherwood Jerome F. Sears
Kenosha. Wl Council Bluffs. IA Clisten V. Murray Philadelphia. PA Pioche. NY
Kent Rogers Thomas Ruplin Mascoutah. IL Albert L. Grell W. B. Seely
Visalia. CA Milwaukee, Wl John H. O'Neill Tangent, OR Sunnyvale. CA
John W Rohrer Chester S. Salacinski Miami Lakes, FL Clare Hatt, Jr. Clarence M. Selberg
Yuma, A2 Augusta. GA Al Payne London, Ontario Los Angeles, CA
C. E. Rollms James 0. Sanders. Ill Covina, CA CANADA George Senechko
Mashpee. MA New Orleans. LA Bill Pelger Joseph H. Parysek Toms River, NJ
William H. Rose James L Savage Lombard. IL Santa Clara. CA R. K. Seng
Miami, FL Attierton, CA Rudy Phillips Zelmar B. Payne Garden City. KS
tarry Rosenson Theodore Scheevel Van Nuys. CA Vancouver, WA Thomas G. Seversen
Kittanning, PA Minneapolis, MN Howard Piper Robert J. Perigo New London. Wl
Herbert E. Ross P. Tucker, B. Haley, Jr. 4 Wichita. KS Lake Zurich, IL Gerald F. Severson
Stockton. CA L. Beard Eugene Pischel Thomas M. Perkins Roca, NE
lain Ross Los Angeles, CA Los Altos, CA Tullahoma, TN Richard E. Shaffer
Honolulu. HI J. W. Cook M. J. Powell Tom & Jean Riddle Churubusco. IN
Robert J. Rouse Phoenix. AZ St. Petersburg, FL Independence, MO Gerald T. Sharp
Beaumont, IX John C. L. Fitts, Jr. Arthur J. Power Larry Romero Sturgis. Ml
Scott 4 Robert Rower Aguadilla, PUERTO RICO Albany, CA Williams AFB. AZ Craig C. Shaw
Blissfield, Ml Robert C. Kiefer R. M. Reid Greg Roman Dallas. TX
Brian Ingraham Houston. TX Alamo, CA San Leandro. CA James L. Shearer
Dyess AFB, TX K. J. Klein C. R Rhoades Richard Rufledt Dayton, OH
Maurice D. Mark Fairview. PA Naples. FL Bloomer, Wl Keith Shepardson
Lincoln. IL Sal Labate Tex E. Rieke R. A. Russell Dowagiac. Ml
Byron 0. Montgomery Solebury, PA Billings, MT Shawnee Mission. KS Patrick Shiel
Birmingham. Ml Fred Moms, Jr. Joseph P. Robert Michael Ryer Lancaster. CA
Alien L. Owen E. Hanover. NJ Davis. CA Boulder, CO Garold R. Shipley
Belleville, IL Don C. Murphy Don Roseburg W. R. Sattler Vevadale. WA
Robert Pearce Pefu, IN Lafayette, LA Nashville, TN joe Simandl
Cranbrook, B.C. Roy McLam John C. Roth William A. Schauer. Jr. West Allis. Wl
CANADA Cotton. CA Cornelius, OR FPO. New York EAA CHAPTER 15
Robert F. Plattner Roger T. Perreault Thomas J. Ryan Fred Scheel Oswego. IL
Spring Lake. Ml Royal Oaks, Ml Alexandria. VA Fargo, ND R. E. Fowler
Joe Poynter Lawrence G. Perry Paul Schaeffer Ken Schmetter Muskegon. Ml
Ml Omens. Ml Mclntosh, FL Schoharie, NY Bellaire, TX Pottstown A/C Owners
Henry A. Quarterman Duane G. Petitclerc Barrel! Scheidegger Lary Schmidt 4 Pilots. Inc.
Daytona Beach, FL San Jose. CA McKinleyville. CA Miff, CO Pottstown, PA
Gary M. Redmond Edward F. Pruss Orra J. Schluter R. E. Schroeder L E. Persson
Lakewood. OH Laramie, WY Westminster, CO Carson City, NV Far Hills, NJ
William F. Reeves James A. Purcell Alan E. Schmidt Jack Scimone Alvin E. Renninger
Columbus. IN Santa Barbara. CA Nashville, TN Middle Village. NY Gilbertsville, PA
Archie M. Riviera F. Ray Rayner Gary Schmidt J. P. Scott John C. Shunney
Alien Park, Ml Palo Alto, CA Potter. NE Bridgeville, OE Woonsocket. Rl
J. Roskam E. H. Replogle Fred Schroetef Jerry K Selman Julius Waslewic;
Lawrence. KS Buffalo. NY Berwyn, IL Jasper. AL East Chicago. IL
E. T. Ruhle Don L Reuszer E. Alvin Schubert Alien E. Seymour Charles Moran
West Allis. Wl San Mateo. CA Gatesville, Wl Cornelius, OR Clifton, NJ
Charles R. Sanford Don Rhoades Larry Schwanzer Paul E. Shanahan Paul Murrell
Kansas City. MO Albuquerque, NM New York, NY Laura, OH Wichita. KS
Paul H. Saupe Daniel E. Ritter Raymond A. Sears Paul F. Siegel Ole D. Nielsen
Monticello. IA Roswell. GA Greenbelt, MD Cincinnati, OH Berkeley. CA
Rmold E. Scheibner Cecil R. Rogers Kenneth Serzynski R. Ace Avakian Ronnie Orr
Sterling Heights. Ml Eunice, LA Waukegan, IL Euless, TX Belen, NM
Bert 0. Arsego W. Don Rogers Robert Loren; Kenelm J. Digby Oshkosh Daily Northwestern
Brownsville, TX Los Angeles. CA Oshkosh, Wl Plamwell. Ml Oshkosh. Wl
Stanley Hacha Michael J. Rosen Pete Olson Frederick Lowry Stan Price
College Point. NY Miami. FL Dana Point, CA Liberty. SC Albany, GA
Philip C. Hax Thomas R. Rosenberger LaGene M. Quay C. G. Marquardt. Jr. Roy E. Rodgers. Jr.
Wallingford, CT Fredonia, Wl Sparta. Ml Chatham, Nj Lyndon, KS
Kearney 4 Trecker John W. Ross Robert Ridihalgh Wilbur Marshall William C. Rogers
Tech Forum Clifford, PA Oelwein. IA Earlville. IL Harper Woods, Ml
West Allis. Wl James G. Rossetti Royce R. Rutter Clem B. Myers. Jr. Henry R Rosenblum
George Kosovilka Whitehall, PA Hialeah. FL Glendale, A2 Hubbard. OH
Stamford. CT Wm. L Rutherford Richard E. Scheuer George R. Pemberton Everett M. Sager
George B. Lane Peoria Heights. IL Chicago, IL Anacortes, WA Lawrenceville, IL
La Grange. IL John W. Rothrock. Jr. Robert F. Schmidt Carl Rhiner Paul Sayre
George J. Linkis Winslow, IN Santa Ana. CA Ames. IA Gig Harbor. WA
Hickory Hills, IL C. F. Ruttencutter L. J. Schutte David E. Roadpouch William L. Schaeffler
L. W. Mantie Warson Woods. MO Batavia, IL Mineral City, OH Arcadia. CA
Richmond, B.C. John Salamankas Joseph J. Schwartz John M. Rogers Roland W Schetller
CANADA W. Hempstead, NY Livonia, Ml East Troy. Wl Carmel. CA
Virgil E. Miller Gerald G. Sanders James E. Florence George C. Rogucki Webb Scheutrow
Vancouver, WA No. Little Rock, AR Corpus Christ!, TX Seymour. CT Berea. OH
Howard M. Moore Wm. A. Sandusky Carl I. Hansen Gary D. Rolih Richard Schram
Blacksburg. VA East Point, GA Melvin Village. NH Tempe. AZ Virginia Beach. VA
Patrick McLaughlin Jerrold Sathra Anthony A. luo Jack Rose Terrance J. Schwarb
Oak Harbor. WA Williston, ND Plamfield. CT Spangle. WA Fairbanks. AK
E Ohryn Martin Sautler Dan McKeith Rotorway. Inc. Charles E. Scnpps
Gillam. Manitoba Yaphank. NY Quesnel, B.C. Tempe, AZ Cincinnati. OH
CANADA Carl Sawyer CANADA T. Claude Ryan John L. Self
Charles D. Peters Santa Rosa. CA Harold Passow San Diego, CA Kansas City. KS
Rockwood. Ml Dick Schalon Milwaukee. Wl Herb Schaffner Arnol Sellars
Carl E. Reichert Dowagiac. Ml Lyle C. Peck, Jr. Hummelstown, PA Tulsa," OK
Mt. Holly. NJ Al Scheck Houston, TX Frank R. Schellmg Jerry M. Shade
Edward J. Remeika. Jr. Hastings. Ml Thomas W. Samuels. Jr. Alameda. CA Ogden, UT
E. Palestine. OH Frank J. Schmitt Decatur. IL Louis Schmkel Frank Sicheneder
Wesley J. Rhodes Eagle River. Wl Douglas J. Savage Browns Mills, NJ Wacoma. MN
Suffield, CT Gary R. Scott Canton, OH Carl Schmieder Woodrow W. Simmons
Clmt Ritchey Rockford. IL Fred Schafer Phoenu, AZ Frankford, IL
Metaine. LA Van White New Baltimore. Ml Paul A. Schnack Kenneth Sink
John R. Ritchey Lubbock. TX Lawrence Schell Cushmg, OK Berrien Springs. Ml
Stafford, VA A. Stark Wolkoff Holts Summit. MO Dennis Schoonbaert William L. Skliar
Paul E. Robison Shawnee Mission, KS Carl A. Schroeder, Jr. Rossburn, Manitoba Edwards. CA
Salt Lake City. UT Bennett Glenn Aurora. CO CANADA G. L. Sleeth
Richard J. Rose Northfield, IL Ray Schwmd Edward A. Schulmeiss Los Angeles, CA
Topanga, CA Louisville. KY Abingdon. IL
SPORT AVIATION 21
 INSTRUMENT PANEL OVERLAY
By Larry Stabler (EAA 40542)
RD2
Montoursville, Pennsylvania 17754
(Photos by the Author)
Overlay in place on panel. Finish is leather grained vinyl
on water resistant card stock. (T & B, AS and C are from a
WW II PT-19, altimeter from a P-38, R/C from a WW II
German sailplane, OP & OT from an auto store and the
tach from a friend. The rectangular opening will even-
tually accommodate a Nav/Com.)
H, .ERE'S AN IDEA that was tried on the instrument
panel of my Taylor Titch and found to work quite well.
Perhaps other builders would like to try it. It's easy and
well worth the effort.
In this case, an instrument panel overlay was wanted
that would be easy to make, functional, provide some
shade from side lighting which causes glare, attractive
when finished and could be removed or changed quickly
without the use of tools. The problem: what kind of fas-
teners could be used that wouldn't mar the appearance of
the overlay, would be reliable and available? Dress snaps,
the kind used on clothes, provided a likely answer.
These snaps come in various sizes, are easy to obtain,
inexpensive and a snap to use no pun intended. They
also come in stainless steel as well as plain steel, nickel
plated but sizes may be limited in stainless.
Here's the general outline of the procedure I followed,
though it can be modified to suit a particular situation.
It should work as well on a metal instrument panel as it
does on wood but step three may require a few minutes
more time to do.
1. Select the size snap you want to use and determine
the number you'll need. You can find a selection of sizes
at most of the modern version of the 5 & lOc stores. The
middle sizes cost about 10 for 29c. They're about %" in
diameter and require about a two pound pull, in straight
tension, to separate the two halves of the snaps when
pushed together.
2. Spot the positions for the snaps on the face of the
instrument panel.
3. Drill and counterbore each spot to take the socket
part of the snap to the depth wanted. The face of this
part of the snap should be flush with the surface of the
instrument panel itself and it should fit loosely in the
hole. Try a couple holes on scrap first. An old drill of the
proper diameter can be modified by grinding so that it
will do the drilling and counterboring at the same time.
4. Partially fill each hole with a flexible adhesive (I
22 APRIL 1975
Panel without instruments. The socket part of the snap
sets can be seen in place. The back of the overlay lies,
in front of the panel and shows the matching half of
the snaps cemented in place.
used GE's Silicone Seal) and press the socket part of the
snap in place just 'til the flat side is flush with the face
of the panel. Repeat steps 3 and 4 'til all the socket halves
of the snaps are cemented in place in the panel. A word of
caution here: The wire spring that holds the other part
of the snap in place must be free to move so don't use an
adhesive that gets hard when it cures. With all the first
halves of the snaps in place, set the panel aside 'til the
adhesive has time to set.
5. Lay a piece of wax paper over each snap socket in
the panel and press the other half of each snap set through
the wax paper and into the sockets in the panel. The wax
paper is needed to serve as the parting agent between the
two halves of the snap sets while the adhesive sets on the
second half.
6. Apply the same kind of adhesive to the back of all
the exposed snaps sticking in the wax paper.
7. Position the panel overlay, face side up, over the
panel. Weight it down so that it's in contact with the ad-
hesive on the back of every snap. As a final precaution,
check the alignment of the overlay with the panel before
the adhesive sets. Leave it until the adhesive sets.
8. Unsnap the overlay from the panel; unsnapping one
or two snaps at a time. Remove the wax paper and prime
both halves of the snaps to discourage corrosion, let dry
and the job's done.
Overlays can and should be kept light. You can use a
fancy veneer on thin plywood, veneer on foam plastic
(with a thin backing that won't be degraded by the adhe-
sive used to fasten the snaps in place), leather covered
plywood, pressed paper or aluminum, etc. There are
many materials to choose from.
Additional overlays would require only steps 5 through
8. If desired, the overlay can be made in sections, per-
haps making some noticeable distinction between them
to set off the flight group instruments from the engine
group. The overlay, with selected instrument holes left
out, could be used as a means of blanking out specific
instruments during some phases of dual IFR flight prac-
tice.
 From Such As This
Comes Our Future!

By Paul Hopkins (EAA 73822)

310 West 17th St.
Hialeah, Florida 33010

(Photos by Lynford and Brenda Sullivan - EAA 73827)

H< .OW CAN A mulligan stew of apparently unrelated

occurrences crest an atmosphere that may change the
lives of many people? Let us begin by enumerating the
ingredients of our stew.
Number one I believe has to be the very formation of
the EAA; one of whose primary goals is education. And
as surely as we love "Mother, apple pie and sometimes
the flag", education is the item that has brought our or-
ganization to where it is today.
Shall we call the desire to help and teach others the
potatoes of our now simmering pot? If so, the meat of our
story reaches back to the Wright brothers. The dream of
man to fly, and more recently, the hope of the average
man to be able to afford the thrill of flight gave birth
to this staple. The genius of Jim Bede has been the catalyst
that made our story possible. The efficient aerodynamics
and low cost construction kits provided by the BD-5 pro-
gram are the hardware.
Carbohydrates, protein, and now a few vitamins and
a bit of roughage; Chapter 37 EAA in Miami, Florida was
growing quite rapidly a couple of years ago, and we needed
a vehicle with which to expand our horizons and give this
growth real meaning. What better way of accomplishing
such a goal than by sponsoring a homebuilding project
in a local high school? We could easily bring this thought
to fruition. Did not we have an ardent aviation enthusiast
within our group who was a department head of vocational
instruction in a large, new and very well equippped school?
Mr. Jim Crisswell has been involved in aviation and
education since before the "second war to end all wars",
and he had already initiated private pilot ground school
courses for both students and adults within the frame-
work of Hialeah-Miami Lakes curricula. Jim has taken
many a budding aviator on introductory cross-country But wait too far too fast: could our treasury with-
flights as well the only way to put life into two di- stand the escalating prices of increasingly rare aircraft
mensional classroom theory. Jim is truly a fine gentle- quality termite fodder? Did anyone know of a friendly
man and a wonderful friend. Voila! thought we, our plan millionaire who needed a tax deduction badly enough to
is assured of success. We have found a medium in which to provide us a powerplant? And worst of all, who was going
suspend the grit of our endeavor to lure our wayward to convince a doubtful high school principal that his char-
youth away from marijuana and hard acid rock music. ges should have their minds warped by a bunch of lunatic
And had not our chapter recently won a set of Turner fringe, suicidal, backyard flying machine screwdriver
T-40 plans as a reward for adding a few more names to mechanics? A real dilemma, but nevertheless we were on
the roster of EAA sympathizers? the right track more or less.
SPORT AVIATION 23
 A cook who can properly season the broth will soon
attract a faithful cadre of satisfied customers. And a small
group of Professional Race Pilots Association members
provided just the right variety of spice for our own little
concoction. It seems that these erstwhile pylon cutters,
while quaffing a few draughts and lying about their com-
bat conquest of both enemy air-might and friendly female
types, soon turned their destructive bent to the demoli-
tion of all of the tablecloths in the emporium of pleasure
on which their wrath has descended. You know the scene.
Doodles of weird airplanes everywhere. The unlimited
category must find a replacement for their high powered,
high priced, unavailable machines. Suitable racing sites
are becoming difficult to find. Promoters cannot raise
the required purses. Nothing would do but to create a new
type of racer. And then the same old problem that has
plagued the Formula V class arose. Who would build such
a group of specialized vehicles with no guarantee of an
event in which they could be used; and what promoter
would sponsor a race for a class of which no existing
specimen had become reality?
Into this breach stepped a white knight in shining
armor. Our resident hot shoe with the built-in left turn
became the hero of our whole story. Mr. Dave Garber, a
respected member of the round and round set and also an
EAA'er of note, who drives a big aluminum blow-torch
for Pan American in his spare time, became so intrigued
with the BD-5 concept that he purchased enough kits
for an entire squadron; ten in all. Short wings for rac-
ing and aerobatics long wings for cruising flights
why not. Deciding correctly that he could not fly them all
at once, Dave sold all but two. Of these two, one would be
built up as stock so that he could go back to see with
what he had started. The second kit was to have become
the first homebuilt unlimited since 1938. With a 400 hp
engine on each end, this baby would be a giant killer. But
alas, our modern day Matty Laird soon discovered that
with all these mechanized whizz-bangs filling the little
BD's interior, it would just have to be radio controlled
very much afraid the boys in Reno wouldn't under-
stand that. As a result, a larger airframe with turbo
charged Madza's is rapidly nearing completion, but that
is another story. This turn of events left Dave with an
unused kit for a two hundred mph model airplane. Our
plot thickens.
Knowing of the chapter's thoughts about a school pro-
ject, Mr. Garber phoned Mr. Crisswell with the offer of
the excess kit with which the boys could start work. The
only strings attached called for Dave to either take the
finished aircraft and pay the boys for their work, or
be reimbursed for his actual cost when the little flying
lawnmower is sold. In the meantime Jim had formed the
Hialeah-Miami Lakes Aero Club within the student body
of the school. These highly motivated young people were
meeting on their own time in order to further their know-
ledge of things aeronautical. A more natural environment
in which to interject a bit of metal bending would be hard
to find. And so it was that our school project became
reality during the fall of 1973. But progress was slow.
Although another Chapter 37 homebuilder provided form
blocks for the fabrication of wing ribs, the boys had a
learning process to go through, and the after school, one
day a week work periods left a large gap in continuity.
The necessity of storing all of the work material after
each session further delayed matters. A new approach for-
tunately was already in the planning stages.
A new statewide concept of industrial arts education
has led to a research and development classification into
which the little BD fits like a glove. Thirteen boys are
presently enrolled in the daily class along with two
groups of aviation ground school students; all of them re-
ceiving elective credits toward graduation. The first few
24 APRIL 1975
weeks of the '74-'75 year were lost to a facility building
program that provided a dust proof and secure shop en-
vironment, but now everything is "go". The shop is equip-
ped with a strain gauge to test the strength of adhesive
bonds, bolts, fittings, etc., heat treat ovens, presses, and
sheet metal machines as well as all normal machine shop
gear. The showing of the aircraft project in a county-wide
youth-science fair has brought much favorable comment,
but the real clincher came when the Bade County indus-
trial education supervisor (Dade County, Florida has the
sixth largest system in the United States) viewed a fine
pair of BD-4's at a local fly-in. Turning to Jim Crisswell
he casually asked the price of a kit, and was told that it
would run over eight thousand dollars.
"Why not? We'll look into it for the next project."
Just imagine a class of future aviation students taking
indoctrination flights in a machine that they themselves
had constructed.

SPORT AVIATION 25
 The Rebirth Of An L-4J
By Bob Townsend (EAA 41977)
1302 Taylor Plaza
Garden City, Kansas 67846

(Photos Courtesy of the Author)

J-JIKE SO MANY other pilots of the late 30's and 40's,
I learned how to fly and got my license in the J-3 Cub.
Then the years of making a living and raising children
left little time or money to fly. By the fall of 1968, my wife,
Rita, could see me getting restless, and for my birthday,
she gave me a nice birthday card. Inside it said, "Sweet-
heart, you have a block of time bought and paid for at the
airport. Go fly."
It was great, and I did go fly, and got proficient again.
I bought more instruction time.
One day I said to Bill Weeden, the airport's F.B.O.,
"I haven't seen any J-3 Cubs around the airport." Bill
said. "There is one in Hangar 12. It has been in there for
years. I think the last time it was flown was in '64."
"Who has Hangar 12?", I asked. "Reinhold Deines. He
keeps barbed wire and stores his spray equipment in it.
But the Cub belongs to Otto Ballinger."
26 APRIL 1975
I went down to Hangar 12 and pushed back the doors
and looked at the Cub. Pretty sad. Flat tires, fabric split
from age it could no way pass a flight test. I looked up
Otto and asked him if he would sell N-33561, but he was
in no mood to talk. Otto had been asked that question
many times, and he thought it must be worth a lot of
money so he put the price out of sight when he did price
it.
Well, I liked the Cub. For some reason, it was differ-
ent from most, but I didn't know what was different. Time
passed, and in the fall of 1971, Otto had a heart attack
and died. His brother Lee wanted to stop expenses, so he
called me and asked me if I was still interested in the
Cub. I was. He asked me what I would give, and I told
him. Shortly I owned a Cub that needed everything.
My son, Mark, and a friend of mine, Charlie Pearson,
Boy Scout Executive, helped me take the wings and tail
feathers off, and we trucked the plane into town and
stored it in my plant.
It took about a year and a half of research before I got
on the downhill side of rebuilding the Cub. I found out
that it had been scheduled for the Army as an L-4J, but
the government contract had stopped just 5 short of
mine. My serial number is 14038, and the last military
was 14033. The airplane was sold to Mahon Flying Ser-
vice in Dodge City, Kansas and they owned it until 1953.
Otto Ballinger bought it, and he and Harold Krier fixed
it up, and it flew about 200 hours while owned by Otto.
I was the third owner.
The Cub had 1950+ hours total time, about 1000 on
the engine, and 450 since its last major overhaul, which
was in 1951.
The day I trucked the Cub to the Syracuse, Kansas
Airport to finish it, I thought a long time about all the
people who had made it possible for me to restore the J-3/
L-4J to the way it originally looked when Piper pushed it
off the line back on August 28, 1945. They had painted a
yellow stripe down its olive drab sides, but I was putting
the star and bar with red trim around it. The tail got the
same yellow numbers, NC33561, just like the original,
but since it was an antique now, it didn't require the fuse-
lage lettering, or wing lettering, on the military version. The author and his newly restored L-4. A freshly over-
John Mayers of Syracuse called me December 8, 1973 hauled engine has since been installed.
and said the Cub was ready to fly, and to come over. John
and I worked closely together . . . he did the blood, sweat
and tears part, and I did the $$$, tears and buying of the
parts.
John said the engine checked out good with the lowest
jug at 60#. I checked with Teledyne Continental Mo-
tors, out of Wichita, Kansas, and Mr. Ken Gardner said
to fly it around the airport for about 10 hours and see if
it held up. If it did, I just might have a good engine.
John and I took the maiden flight December 9, 1973,
and all worked perfectly. I flew it home about a week later,
back to the Garden City Municipal Airport. I flew it the 10
hours and changed the oil. The oil screen showed some
shellac scale, but no metal.
I flew it 15 more hours and checked it again. Still no
metal. After another 25 hours, the engine was still work-
ing perfectly. I now have 57 hours on the Cub since re-
building it, and every hour has been a pleasure.

An inch of dust and split fabric greeted the author when

he inspected his new purchase but the airframe was
basically good.

This is the way the poor little Cub looked the first time
the author saw it. At least it was stored inside.
SPORT AVIATION 27
 D. R. Bowling, a friend and local sign painter, put all
the goodies on the plane. Star and bars, lettering, even
the little cartoon character on the engine cowling. He is
called " Smump", and is my son Mark's creation. We are
very proud of the "Smump". I will never be able to thank
everyone for their help, but I must say that Bill Black
of Piper Aircraft did more than anyone in supplying
blueprints and designs. I would like to thank the Piper
people.
As you can see by the photographs, we spared nothing
to restore the Cub. New windshield, glass, metal to hold
the glass down over the fuselage, covering, leading edge
to wings, instruments reworked, new panel, overhauled
brakes, new tires and tubes, (even though they aren't on
yet, because the 1951 ones are doing fine), new gasco-
lator with drain, shock cords, new seat covers, and I am
sure I have forgotten something. But we all tried to do it
right. The plane flies beautifully and, like all Cubs, is
forgiving.
Everyone around Garden City is familiar with it by
now, and even some jet pilots. One day, I had fun coach-
ing a 5000 hour jet pilot about in the Cub. He made a ter-
rible landing, and we both had to laugh about it. His sec-
ond try was much better. Most of my passengres are child-
ren whose fathers bring them out for a ride in a real Cub.
Being almost 30 years old has helped the romantic The "Smump(?). Note the military stencils.
side of this airplane. Off-airport landings are easy. Wes-
tern Kansas farm and ranch country is perfect for Cub-
bing when the wind isn't too strong.

(Editor's Note: Since this article was written, the author

has had a Cont. C-65-8 completely rebuilt and installed
in the aircraft. Look for NC33561 at Oshkosh.) The military greenhouse is the major difference be-
tween an L-4 and a civilian J-3.

*-w

28 APRIL 1975
 Insights Of A Volmer Builder
By Russ Fatzinger (EAA 50901)
4218 Cardwell Ave.
Baltimore, Maryland 21236
E I VERY HOMEBUILDER LOOKS forward to testing
his creation. Early in October 1964 I was ready to test 98
Romeo, my Volmer Sportsman, and must confess the first
tests were very discouraging, especially to one who was
used to Cubs, Taylors, and Luscombes. The pod-mounted
pusher just did not seem to fly right. I was sure I had built
it all cock-eyed. After rerigging and rebalancing a few
times, it started to perform somewhat better, and I got the
feel of this crazy duck that flew like a boat sails in a fol-
lowing sea. We flew off the fifty hours through that win-
ter, and in May had her relicensed. From then on we tried
to turn her into the fishing boat we intended her to be.
Several times my fishing buddy had to hitch-hike
home when I found it impossible to get her back on the
step. I finally ordered a Flottorp controllable prop from
Univair Company. This gave her the extra power to get
her on the step, but the pitch had to be increased then or
she would never get enough speed up to get into the air.
We never experienced any failures after that. For the next
four years we had a ball fishing and playing around on
the Chesapeake.
At the end of three years the axles had to be replaced
as they were pitting through at the mount brackets. The
Aeronca tail frames were falling apart inside the Ceconite
covers 4130 steel rusts almost as bad as mild steel when
subjected to salt water. Some of the pulley brackets were
scaling away and rust was in evidence everywhere.
Being quite positive that no other kind of flying would
appeal to me, I was determined to build a Volmer that
salt water could not hurt and so began 3328. When I be-
gan building the metal parts, I consulted a metallurgist
who recommended I speak to a certain Martin engineer.
He told me I was out of my cotton pickin' mind if I used
304 stainless for a landing gear and engine mount. This
upset me because it meant I was faced with giving up my
sport or putting up with the danger and expense of replac-
ing the 4130. I did not get much help from other home-
builders most of them sided with the engineer. I finally
decided that jet age technology need not be applied to a
Kitty Hawk type aircraft and the Volmer is surely in that
category. I recently backed down from the temptation to
race alongside one of the Goodyear blimps. Frankly, I was
afraid it would win.
And so the work went on. The landing gear, mount,
controls, and pulley brackets were all made of 304 stain-
less which is more nickel than steel and softer than 4130.
Wing struts were ordered new from Univair. They were
then cad-plated and chromated. The interior is coated
with Paralketone. The struts were made longer to pro-
vide two degrees of dihedral.
The wing bows were removed and spill gates attached
to the wing tips. Split-type flaps were built into the under-
side of the wings. These are twenty degrees or nothing;
cable-operated and spring return. This was quite a job in
itself. I did not think they would hold up but they have and
they do a terrific job on rough-water landing and takeoffs.
The next change was a somewhat radical one. The
angle from the step to the end station, or rudder post, was
changed. To do this the end station was mounted two
inches higher on the jig log than the blueprints showed. A
line was then stretched from the step to the station. This
threw all the intervening frames out of alignment and a
great deal of shimming and shaping became necessary.
The result is, the nose of the ship is in higher takeoff
attitude before the after end of the hull touches the water
to create drag and slow her down. Next the trailing edge
of the wing butt mock-up was pulled down about an inch
to increase the angle of incidence. The engine was then
mounted at two degrees and one degree right. The rudder
was made higher and the top of it was seven inches high-
er into the slipstream than was ship number one.
At this point I would like to mention what the change
in the hull line might have done. We were flying 3328 for
some time when we discovered quite by accident, that she
would come up on the step by herself. That is, with hands
off the stick. We now make all water takeoffs in the fol-
lowing manner. When the ship is aimed, we shove the
throttle wide open. The stick is two inches ahead of the
instrument panel, elevators hanging. As she accelerates,
the nose comes steeply up and the stick slowly moves aft
to a near neutral position. The nose then starts descend-
ing as she starts to level herself onto the step. At this
point you grab the stick and ease it back to correct the on-
coming porpoising. As it is corrected the stick is then
steadily eased back until she breaks from the water. So
far I have not met anyone else who has flown an amphibi-
an that will do this. 3328 is powered with a 90 hp Conti-
nental ground power unit converted to dual ignition but
with down-draft carburetor. I am now sporting a Schauss
prop and am well-pleased with it.
As for the changes mentioned earlier, the one degree
right on the engine helped the torque problem for me but
Walt Struze of Lakewood, Ohio has proven it is not neces-
sary as long as the fin and rudder are high up into the
slipstream. Walt added a full twelve inches to both fin
and rudder on his Volmer and is now well-pleased with
his ship's performance. He recently told me his ship got
off the water beautifully with 360 pounds of pilot and
passenger weight and twelve gallons of gas. His ship had
a tendency to yaw to right or left before he changed the
rudder and fin. Walt's ship is the standard 85 hp and we
both agree that no more than 100 hp is necessary pro-
vided everything else is right.
Incidentally, 3328 has a guest log in it with the names
and comments of 78 passengers who have had a ride in
her. These range from airline pilots to four year olds on
their first time off the ground. The stainless steel is
still holding up fine but that Martin engineer has not
been around for a ride yet. Hoping the information con-
tained herein will be helpful to the rest of the water-
bugs, I remain, addicted to water well, most of the time.
SPORT AVIATION 29

GUEST EDITORIAL
By Robert T. Smith (EAA 1685)
2939 Highland Dr. S. E.
Smyrna, Georgia 30080
I think the hour has come for us to answer the funda-
mental question of whether or not the airway system is a
public system for the use of ALL the people or for a pri-
vate segment of our population.
As it presently exists it is available to ALL the people
in this country. And a great many people take advantage
of it by buying personal transportation on the airlines,
commuter air carriers, and air taxis. Others use it by
buying their own airplane and hauling their friends or
business associates. Still others use it only for pleasure.
But, the system is there for the availability of ALL. It
is not there just for all those airplane pilots who go out and
have "fun" flying if anything, the system is a hindrance
to the "fun" flyer.
In my opinion, the government has to acknowledge
the fact that the FAA exists to operate a public transpor-
tation system. I think we should stop allowing them to call
us a private sector of the American public and that we are
using this public system strictly for private purposes. It
is available to ALL the people the same as our roads
and highways and inland waterways. All these things are
paid for by the American people because they want these
systems available to the public at large the fact that
not many people are pilots is not, in my opinion, germain
to the issue at all. I don't own a boat and don't use the In-
land Waterway, but I want it available if I ever decide to.
I won't travel on all the interstate highways in this coun-
try in my lifetime either, but I want them there for those
who will. I want an airway system in this country for the
public good, which it is, and not for any private sector of
the population. Every service the FAA provides is availa-
ble to the general public if they desire to use it.
LIGHTWEIGHT,
COLLAPSIBLE
WHEEL CHOCKS
By Martin Hollmann (EAA 77760)
3790 Flora Vista
Santa Clara, California 95051
Many small homebuilt aircraft
do not possess the luxury of having
an electric engine starter. These air-
planes must be propped and hand
started which, according to the Feder-
al Aviation Regulations, requires
that chocks be placed in front of the
main wheels and a person familiar
with the controls of the aircraft sit
in the cockpit during the starting of
the engine. Once the engine has been
started and the wheel chocks re-
moved, there is the problem of, "what
do I do with the wheel chocks".
To solve this problem, collapsible,
lightweight, and aircraft stowable
wheel chocks have been designed as
shown in Fig. 2. The complete chocks
weigh 14 oz. each and fold to 6.5 by
ANGLE .75X.75K 125. 6061-TG ALUMINUM
30 APRIL 1975
FIG 2 COLLAPSIBLE WHEEL CHOCKS
The question of user charges should, in my opinion,
be answered and dealt with in light of the fact that gov-
ernment is charging or proposing to charge people for the
use of a public system. The people did not want the inter-
states to be toll roads and they are not. Neither do I be-
lieve the people would want toll airways. My next door
neighbor doesn't care if I have to pay a fee to fly my air-
plane he doesn't have one and couldn't care less. And
that is my fault because I have not insured that he knows
the airways in this country are a public system available
to him just as much as to me. We have failed to take our
case to the people and we have allowed them to believe
the myth that aviation is just for a special few. Our tech-
nology has outstripped our statesmanship and we are
about to have that technology jammed down our throats
by a bureaucracy with no personal interest in the thing
either!!!
The government is not all sold on the airway system
being a truly public system available to all. They would
like to ease their jobs by excluding all the "troublesome"
elements like general aviation, and user charges is one
way to attempt to do it. And they can gain support of the
general public and the Congress if they can sell the idea
that all those little airplanes are flown by a bunch of play-
boys out there endangering the airways and just having
"fun". If they succeed it will be at least partially our own
fault.
Maybe we can change this user charge battle to our
own benefit by creating a large enough stink over it to get
it into the public eye so we can tell our story as we're
fighting the battle. Every EAAer should write his local
newspaper editor with the story of general aviation. A Mr.
Taylor at Cessna wrote a very excellent speech on general
aviation and I have written for a copy of it that is the
sort of thing we need. We need material to send to the local
news media to tell our story, and we need to develop local
stories of how general aviation is helping the local com-
munity. This is a tough job, but if we don't do this job,
eventually, our freedom in the sky is going to be snuffed
out entirely.
6.5 by 1.0 inch each and can be made
in one evening.
The following material and parts
are needed to make one set of wheel
chocks.
- nine feet of % by % by Vs inch
aluminum angle, 6061-T6 or equiva-
lent
- 7'/2 by 5% by 0.040 inch thick
aluminum sheet, 6061-T6 or equiva-
lent
- four NAS1217-3-4 pan head bolts
or equivalent
- four AN365-3 self locking nuts
or equivalent
- 44 MS20470AD4-6 rivets
When preparing the bend relief
radii, be careful to file the relief
smooth and make all bends in the
aluminum angle around a wooden
block with a bend radius of 0.16 inch
or larger. When you have completed
your wheel chocks, you will not only
have a set of chocks that are very
practical but ones that will last for
many airplanes to come.

FROM PITOT
TO PANEL
Y, OU CAN DEVELOP a well
balanced instrument panel by first
working out different instrument
arrangements on a full sized card-
board pattern. Use cut-out cardboard
circles (3'/g" & 2'4" diameter) to simu-
late different instruments. These
mock instruments can be labeled,
taped in place with masking tape, and
the various combinations studied
until you get the arrangement that
pleases you. After checking to see
that each instrument, as located,
does not interfere with any framework
or structure behind the panel, you
will be ready to cut metal (or ply-
wood). Even large instrument panels,
if properly supported, could be con-
structed of .060" 2024 T-3 aluminum
or Vs" plywood. Although a single
instrument is fairly light in weight,
several of them together make a
pretty heavy load. So, make sure that
the panel material does have enough
rigidity to do the job. If the aluminum
is thinner than .060", or the plywood
less than V4", avoid cutting the instru-
ment holes too close to each other,
to better retain rigidity in the panel.
In addition, the instruments should
not be located so close to the top of
the panel that they will be partially
obscured by the coaming and panel
padding.
A panel constructed of .125" 2024
T-3 a l u m i n u m would be stout all
right, but it would also be heavy in
spite of all of those large holes cut in
it for the instruments.
The holes for the instruments may
be cut out with a circle cutter (also
known as a "fly" cutter or a "sweep"
cutter (available from SEARS).
Always clamp the panel to the drill
press. Not to do so is a dangerous
act! Never use a hand held drill with
a circle cutter. Use a slow speed if
the hole is being cut in metal and a
relatively high speed for plywood.
In the absence of a drill press and
a fly cutter, you could drill a series
of small holes ( 3 /ie") closely spaced
around the circumference of each
scribed instrument hole. A small cold
chisel would then be used to cut be-
tween perforation-like holes to
remove the metal circle cut out.
THE
DESIGNEE
CORNER
By Antoni (Tony) Bingelis
EAA Designee Co-Chairman
A half round file will remove the
remaining excess metal down to the
exact scribed outline. Needless to say,
this is doing it the hard way. Of
course, if you can obtain the use of
an instrument shop's hydraulically
operated i n s t r u m e n t panel hole
cutter . . . that would be the easy
way to do it. Those dies come in two
regular sizes. One is for the 3Vs" size
and the other for the 2(4" instruments.
If you are using automotive oil
pressure, oil temperature and am-
meter gages . . . take care, these are
only 2" in diameter and you may
have to resort to one of the manual
cutting processes to accommodate
them.
Instrument Grouping
It is common practice to group
the flight instruments apart from the
engine instruments. In the simple
VFR panel, you would consider the
airspeed, altimeter, and the magnetic
compass as flight instruments. They
are, therefore, located together except
in the case where it would be pre-
ferable to mount the compass above
the panel. Some pilots like to include,
along with the m i n i m u m instru-
mentation, a vertical velocity
indicator as a desirable addition to
the VFR flight group.
When Are Shock Mounts Needed?
It is not generally understood that
there is really no need to shock
mount most instruments. About the
only instruments that are sensitive
to shock and vibration are the gyro
instruments. Since the airspeed
indicator and the altimeter are not
gyro instruments, it is not neces-
sary to concern yourself with
building the more complex shock
mounted panel for a "VFR ONLY"
airplane.
Small aircraft, single sealers in
particular, have very little space for
instruments and are therefore ideally
suited to a simple VFR panel. The lack
of space is more of a problem with
the builder who is not content with
just the minimum of instrumentation
8509 Greenflint Lane
Austin, Texas 78759
. . . even though he has no intention
of qualifying the airplane for IFR
flight.
Locating The Instrument Panel
Locate your instrument panel too
far out into the cockpit and it will
add to the difficulty of getting into
and out of the airplane. Likewise, if
the panel is improperly positioned,
getting your legs under the panel
may become a problem.
Sufficient hookup space behind
aircraft instruments is often lacking
zecause a fuel tank has been located
immediately behind the panel. Some
instruments require a lot of space.
Two of these, the vertical velocity
indicator and the rate of turn
indicator, for example, are each 5'/4
to 6 inches in length. An additional
two or more inches is needed behind
these instruments to allow space for
the installation of the fittings and the
attachment of hoses or tubes. This
means that a total open area of 7 to
8 inches is required behind at least
a portion of any well equipped panel.
Sometimes space behind the instru-
ment panel can be gained by mount-
ing the instruments on the front side.
If you do install the instruments this
way, don't forget to allow an extra
length of connecting hose behind each
instrument to allow easy removal.
Another way to gain that needed bit
of extra space, especially for that
extra long instrument, is to construct
a small false panel that projects
from the face of the regular panel.
The magnetic compass and the
other instruments are normally fast-
ened directly to the instrument panel
using No. 6-32 or No. 8-32 black
oxide finish brass (instrument)
machine screws. They are about 1"
in length. If the instrument screws
cannot be obtained, use regular
brass machine screws and paint the
heads black. Somehow, however,
these slotted screws don't look as nice
as the cross points. Some instruments
have built-in nuts while others require
the use of a separate nut for each
screw. Naturally, you must have
SPORT AVIATION 3t
access to the backside of the instru-
ments for removable nuts. It is a wise
builder who installs nutplates
wherever access is difficult.
Don't embarrass yourself by over-
tightening the screws as the mounting
ears on the instruments can be broken
if overstressed . . . more easily than
one would suspect.
Easy Access For Maintenance
There is no such thing as easy
access to an instrument panel . . .
from beneath. An encounter with
any automobile instrument panel
should convince you of this. Yet, you
will need to assure access for future
maintenance. So, why not consider
m a k i n g a completely removable
coaming cover over the instrument
and gas tank areas?
Perhaps a fold-down center panel
section that is hinged on the bottom
by a piano hinge would be the easiest
solution?
Or, maybe you should make the
entire panel easy to remove by instal-
ling it with nut plates. This type of
i n s t a l l a t i o n must include longer
w i r i n g and p l u m b i n g behind the
panel so that you can pull the whole
thing out far enough to give access
behind it for working.
Instrument Connectors
The problem of determining what
fittings are needed for the hook-up
of the different aircraft instruments
becomes even bigger when you have
to order them from an aircraft supply
house sight unseen. You simply must
have the correct "numbers" to get the
items you need . . . the first time you
order.
There really are only a few types
of fittings worth familiarizing your-
self with when selecting connectors
for the static and pitot lines, hydrau-
lic lines, and fuel lines. AN fittings,
common to these systems, are
standard and are obtainable in easy
to recognize aluminum (blue in color)
and steel (black). Corrosion-resisting
steel fittings are natural in appear-
ance as are brass and nylon fittings.
Let's disregard as undersirable all but
the aluminum and the nylon (or plas-
tic) fittings in the interest of weight
saving and ready availability. Plastic
or nylon fittings are desirable for
static and pitot connections as very
little pressure is involved.
Cessna uses stock nylon connector
fittings and polyethylene tubing for
their instrument hookups. Builders
will find these fittings readily avail-
able in most parts of the country.
More so, perhaps, than the standard
AN and MS types.
The '/41' aluminum tubing or the Vi"
plastic hose is standard for most
instrument lines, while the %" tubing
32 APRIL 1975
is the size commonly installed for
gyro instrument lines.
If you are already familiar with
them, learn to recognize the two types
of threads used on the various con-
nectors. The pipe thread (PT) end of
the fitting is the one that looks slight-
ly tapered with a flat or squared off
end. This end usually screws into the
instrument or other component which
will have a Vs" female pipe thread.
The other end of the fitting may have
a variety of forms. It could have a
(slip-on) hose connection, or an
external threaded end. These with the
threaded ends are intended for use
with a sleeve (AN 819) and a coup-
ling nut (AN 818) which are slipped
over the end of the tubing. The tubing
must then be flared with a flaring
tool.
No matter whether you use the
flared aluminum tube or the slip on
hose for the installation, you must
still obtain the proper fitting to screw
into the instrument to establish a
starting point for the pitot and static
system hook-up.
When ordering fittings always use
the specification number for the type
of fitting wanted plus the dash num-
ber that corresponds to the desired
size and material. Figure 1.
Incidentally, I don't know who
originally dreamed up pipe thread
sizes but they always seemed wrong
for what I wanted . . . it was always
an Vs" smaller than what I thought
I needed. If I wanted a fitting to use
with a '/-i" line, I had to remember
that it took an VK" pipe thread. If I
wanted a fitting for a %" line I
would have to think twice to con-
vince myself that I really needed a
Vi" pipe thread!
All standard aircraft airspeed,
altimeter, and vertical velocity
instruments accept a Vs" pipe thread
connector fitting, the other end of
which is then mated in some man-
ner to a '4" line.
Most of us have no idea how to go
about finding a point on the fuselage
where a reliable static pressure may
be obtained that would be accurate
throughout all normal flight condi-
tions. So, unless the designer shows
a particular location for such static
ports, you may as well run a static
line to the same location and parallel
with the ram air pressure line. The
airspeed indicator is the only instru-
ment that requires both ram and
static pressures.
Do not locate the pitot tube within
the propeller blast area as it will
result in inaccurate airspeed indica-
tions.
Mounting the pitot tube in the nose
of my Scooter just under the prop,
gave me an astonishing cruising
speed indication of 85 mph. Of
course, I suspected the validity of that
terrific cruise when I became aware
that the rotation speed for take-off
was a sizzling 55 mph.
You may, therefore, find it difficult
to decide just where to locate the
pitot/static pick-up point. After all,
haven't you seen these pick-ups lo-
cated in the leading edge of the wing,
under the wing, on a strut, on top of
the fin, and who knows where else?
Almost anywhere the flow of air is
undisturbed is acceptable.
A pitot head projecting from the
leading edge of the wing is vulner-
able as it is subject to much abuse
on the ground by people (including
the owner). It is always being bumped
into, bent or broken. A safer location
for a low wing aircraft and mid-wing
types is recommended . . . under the
wing, for example. There, the p:tot
tube assembly can be mounted aoout
8 to 12 inches below the wing sur-
face and positioned so as not to
protrude beyond the leading edge.
Adjust the assembly so that the tubes
are aligned parallel to flight.
One tube of the pitot assembly has
an open end and admits and conveys
ram air pressure to the airspeed in-
dicator. The other tube is sealed off
at its forward end. This closing is
accomplished by pinching, welding,
inserting a PK screw, or by gluing in
a plug using epoxy. The closed tube
has 6 to 8 staggered No. 60 holes
drilled around it. Thus the tube is
open to the ambient (static) air pres-
sure. It too, is connected to the air-
speed indicator by a '/4" polyethylene
or aluminum tubing.
A "T" fitting is normally inserted
in the static line behind the instru-
ment panel and the static pressure for
for the airspeed indicator is shared
with the other static pressure instru-
ments . . . the altimeter and the ver-
tical velocity indicator.
Some builders (ugh) install the
altimeter and the vertical velocity
indicator with absolutely no static
line connections. They are merely
attached to the instrument panel and
the instrument's static opening in
the rear of the instrument is left
open to the cabin or cockpit atmos-
phere. This is sloppy practice even
for a strictly VFR PUTT-PUTT and
provides, at best, very nervous and
inaccurate gage readings. For ex-
ample, in such an installation, when
a cabin ventilator is opened or closed,
the vertical velocity indicator will
immediately indicate an unwarranted
descent or climb.
Hooking Up The Systems
Before permanently connecting
the pitot and static lines, blow them
out to be sure that there are no ob-
structions or workshop varmits hiding
in them.
Never blow into any instrument as
it may be damaged. So, before blow-
ing out the lines, be absolutely sure
they are disconnected from the instru-
ments.
Leaks, obstructions, or even mois-
ture in the pitot system, will generate
false airspeed i n d i c a t i o n s w h i l e
similar problems in the static system
will likewise affect the altimeter and
the vertical velocity readings.
Static pressure ports (holes), where
built into the fuselage sides, should
be perfectly flush with the fuselage
skin as any airflow disturbances in
that area at cruise can cause false
airspeed readings. After connecting
the static lines to the static ports,
route the first two inches of the static
line upwards (vertically) from the
static ports to make it difficult for
water to enter the lines. See Photo 1.
The plastic hose or a l u m i n u m Photo No. 1: A look behind a partially completed panel.
tubing used in connecting your sys- Note how the static line rises from the fuselage static
tem, should be installed in a single ports. This makes it difficult for water to enter the sys-
continuous length. Any required tem. Pitot line is not yet installed.
connections (i.e. wing, fuselage junc-
ture) should be highly accessible.
Secure each line at sufficiently close
intervals to prevent the possible
development of future air leaks from
the abrasive effects of vibration on
unsupported lines.
Ordinarily, in assembling pitot-
static connectors there is no need to
use a thread lubricant or sealer as the
pressures involved are very low. If
necessary use it sparingly and apply
it only to the male threads of the
assembly.
While all of this cut and try instal-
lation work is going on, do not over-
look the need to protect your instru-
ments. Treat them gently. Cap all
open lines and cover each instrument
opening with a plug, or tape over the
holes with a bit of masking tape
until permanent installation is made.

Venturi Requirement
Install just one gyro instrument
and you will have to provide a drive
system to operate it, either electrical
or vacuum. In most cases, that single
gyro instrument would be a vacuum
driven rate of turn indicator, and
the vacuum system would turn out to
be a short tube connecting the instru-
ment to an externally mounted
venturi tube. A standard small ven-
turi will operate the rate of turn
indicator satisfactorily for the VFR
airplane as this instrument requires
less vacuum to operate than any
of the other gyro instruments.
The venturi, if used, is mounted on
the fuselage in the path of the pro-
peller slipstream. It is obvious that
an externally mounted venturi causes
drag . . . but, how much? Well, it
has been said that the drag could
Photo No. 2: Not all instrument panels are basic black.
This beauty is very complete and well organized.
easily cost you at least 5 mph in
cruise speed for faster aircraft. If
that penalty is too stiff to pay, you
will have to do without the rate of
turn indicator or consider converting
to an engine driven vacuum system
and pay the alternative price of
higher cost and complexity in the
aircraft. However, it seems hardly
justifiable to install an engine driven
vacuum system just for a single gyro
instrument in a VFR, Day Only, cate-
gory sport plane.
Instrument Panel Finishes
Clear grained birch or mahogany
plywood makes a nice looking panel.
However, mounting instruments in a
wood panel requires some special
attention in the finishing of the hole
cut-outs as the instruments will ap-
pear to be recessed. The recessed look
might be just what you want but if
the holes are roughly cut, the entire
effect will appear crude.
Wood grain in a plywood panel
takes on a very attractive hue when
finished with several coats of satin
sheen polyurethane varnish. Glossy
varnish can also be used and the gloss
removed (if objectionable) by rubbing
the panel with pumice stone or rot-
tenstone. There is no reason, however,
that plywood panel cannot be painted
if that is your preference.
SPORT AVIATION 33
 Some builders like the effect
created by a panel overlay as it hides
the cluttered appearance of the
mounting screws. A simple overlay
may be made from imitation wood DESIGNEE NEWSLETTER
grain formica sheet or from one of SUBSCRIPTIONS
the many special decorating materials
now available . . . check with the In addition to Tony Bingelis'
parts departments of the big 3 auto- monthly column, THE DESIGNEE
makers, they may stock instrument CORNER, EAA Headquarters
panel overlay stock. publishes a monthly Designee News-
Traditionally, instruments have a letter containing even more "How
dull black finish and luminous dials. To" material, a compendium of
However, the builders are gradually the previous month's Designee in-
getting away from the dull basic spections and a summary of all
black panel and are beginning to use homebuilt accidents occurring
more pastel shades of gray, green, around the nation the previous
blue, buff, etc. (See Photo 2). An 30 days.
attractive panel can be created by Any EAA member can subscribe
using crinkle paint finishes. Take to the Designee Newsletter for
care, though, as some of these spray $7.00 per year. Make your check
can finishes are very difficult to apply payable to:
uniformly. Often the resulting finish- EAA
ed rough surface makes it difficult AIRCRAFT INSTRUMENT COtmECTERS P.O. Box 229
to attach those non-aesthetic but use- Hales Corners, Wis. 53130
ful embossed strip identification
labels. Such hand made labels, you
should realize, will not stick very well
to a rough textured finish.
A beautiful smooth panel texture
can be obtained by using regular spray
enamel over a properly primed sur-
face. After a couple of good spray
coats of enamel have been applied
and properly cured, the finish should
be rubbed down with a damp rag or
sponge sprinkled with pumice stone
or rottenstone powder. This fine
abrasive rubbing removes the gloss
finish and leaves a smooth satin sheen
finish free from glare.

(Photo by Noah McCullough)

Noah McCullough's Minicab at the time it was
inspected by Tony Bingelis.

(Photo Courtesy Noah McCullough)

(Photo by Noah McCullough)
Mr. Designee, himself, Tony Bingelis (left) makes
an inspection of Noah McCullough's Minicab. Tony Bingelis and his pride and joy, Emeraude N6734A.
34 APRIL 1975
 PRESIDENTIAL VISIT TO ENGLAND
by
Harold Best-Devereux (EAA 9421)
International EAA European Office Director
Andrew Perkins, first British Tailwind builder, enjoys
visit from Paul to see his second Tailwind. Note British
requirement for billboard letters.
s, 4NCE PROMOTING THE idea of an International
Homebuilt aircraft Commission with the Director Gener-
al of the Federation Aeronautique Internationale Chas
Hennecart some years ago and pursuing the proposal
during two visits with Paul to the Paris F.A.I. Head-
quarters the idea has caught on and now representatives
of the National Aero Clubs of several nations have met a
number of times, notably in Paris, Sydney, Australia and
now in London, England. Due to the rules structure of
F.A.I, delegates must be nominated as representing Na-
tional Clubs affiliated to F.A.I, but it is no surprise that
most of the delegates appointed are well known in home-
built aircraft circles.
Fortunately, the last meeting of the Commission
(C.I.A.C.A. for short) fell on a date coinciding with a busi-
ness visit of EAA President Paul Poberezny to the Inter-
national EAA European Office just near London, Eng-
land.
Paul arrived at London early by our time and after
breakfast at the Elstree Flying Club at 03.00 A.M. Mil-
waukee time with Tower Chief Peter Wood, EAA 42458,
was soon engaged in routine accounting and administra-
tive paperwork affecting the European theater of EAA
operations.
After time for a quick tub and change following the
squalor which poses as luxury on West-East Atlantic
flights and lunch with three British Tailwind owners,
Steve's ears must have burned, it was heigh-ho and off
again to keep to the "skedyule", Limey style and pretty
brisk.
At Hendon in North London is the site of much of the
earliest aviation in Britain, before W.W. 1 races were
held every weekend with audiences of thousands. In later
years the aerodrome was operated by the Royal Air Force
Famed historian and Keeper of Royal Air Force Museum,
Jack Bruce, hands Paul author-signed copy of his fa-
mous book, "British Aeroplanes 1914-1918", one of
world's classics. In background fully airworthy Vick-
ers Gunbus.
and above all was world famous for its annual R.A.F.
pageant. Here the small, but beautifully marked, air
strength of the then seat of Empire thrilled thousands
upon thousands who made the day, always sunny, one of
London's biggest events with the presence of Kings and
potentates, fighters and bombers, mostly biplanes and
all beautifully polished and silver. Many years before
W.W. 2 a little Halton homebuilt flew in the big parade of
prototypes, a unique honor. The designer Capt. Hugh
Latimer-Needham, EAA Life Member now living in
Kelowna, B.C., Canada, will remember, but I digress.
Now, Hendon is covered with urban mess, except for
one hallowed spot comprising W.W. 1 hangars blended
into modern architecture to form a museum dedicated to
the British Royal Air Force, digressing again, this spot
is a must for EAA visitors to Europe.
"You all" have seen hunting dogs point, and so it was,
as passing along a British suburban street there was a
lumbering four engined Blackburn Beverley parked at
the roadside. Our worthy Prexy snapped awake from his
reclining seat at the smell of aeroplane and we were at
the R.A.F. Museum entrance to be welcomed by Jack
Bruce the distinguished historian and Keeper. First item
was for Paul to stand in front of a Vickers Gunbus and
receive the EAA Headquarters copy of the fabulous Put-
num publication "British Aeroplanes 1914-18". The Gun-
bus is genuine and flew recently, it was built at Vickers
factory to Vickers prints and has a genuine Monosoupape
engine so is it original or reproduction? It was only built
during the last decade.
A tour of the museum made a marked impression on
Paul who eagerly examined many of the detailed exhibits.
Unfortunately, time was pressing and in any case it was
time for Tea, our national ritual, taken in surroundings
SPORT AVIATION 35
of priceless aeronautical paintings.
Later the Museum entrance hall provided a fine set-
ting for a buffet reception hosted by the European Office
at which the EAA President met and talked with nearly
200 eager enthusiasts. The evening was enhanced by a
movie show at which the Cam Warne presentation of
"Oshkosh 74" was warmly received at its premiere show-
ing. A fine evening indeed for International EAA and a
tired mit for Paul shaking so many hands. After over 30
hours on the hoof the boy from Milwaukee was tiring and
we called it a day.
London's staid Royal Aero Club provided the venue
the next day for a day long working session of the F.A.I.
Commission of which Paul is a V.P., items discussed at
the Sydney, Australia meeting were consolidated into
action and all are hopeful that fruitful results without Harold Best-Devereux points out features of one of the
nationally promoted restrictions will result in world many R.A.F. Museum collection of paintings by famous
wide facilitation for homebuilts, not the least being the artists.
free passage over frontiers.
Although only having three nights in England, much
remained, and so it was that we missed Tea and motored
to Redhill to be most courteously received at Brabazon
House, the seat of the Airworthiness Division of the
United Kingdom Civil Aviation Authority. John G. M.
Pardoe, Director General Airworthiness and Safety,
Chief of Airworthiness in England, received Paul and
myself after which it was a pleasure to meet a large cross
section of the specialist staff in the Board Room including
Paul Whicher and two past Oshkosh visitors Darrol Stin-
ton, light aircraft test pilot and Eric Niedermeyer, struc-
tures specialist.
Movies, both "EAA Magnificence" and "Oshkosh 74"
were again presented with obvious effect and by the ques-
tion and answer session afterwards it was clear that Paul
had a thoughtful audience. Subsequently, a dinner meet-
ing with Mr. John Pardoe and some of his senior staff did
Paul and Harold address EAA film show audience at
much to promote a productive and useful exchange of R.A.F. Museum.
views and information to benefit British EAA members.
It would have been just fine to go on introducing Paul
to homebuilders but in view of the short time available
only a small session of visiting hardware was possible.
However, we were able to shoot the breeze around the
latest Andrew Perkin's Tailwind and Philip Meeson's
four aileron Pitts, as always the visiting fireman was
full of hints and tips on both types and much useful infor-
mation passed both at the field and over lunch.
The last we saw of him was staggering through securi-
ty checks at London Heathrow in his neat Stetson hat,
with a British propeller for the EAA Museum, and a pile
of aviation books we all enjoyed your visit Paul, it was
really worthwhile.

"I shouldn't really be out of bed yet you Limeys sure

eat lunch early!" Like six hours difference.

Paul discusses British built Pitts Special owned by

Philip Meeson, EAA 52472, and built by Andrew Perkins,
EAA 58730.
THE HOFFMANN
VARIABLE PITCH
VW PROPELLER
By Gerd Muhlbauer (EAA 97275)
Manager, Marketing and Engineering
Hoft'mann GmbH & Co. KG
D-8200 Rosenheim 2
Postfach 265
Kupferlingstr 9, West Germany

B 'ACK 10 YEARS ago, as the powered sailplane con-

cept was moving from the experimental stage into one of
large public demand, one day Mr. Rudolph Kaiser of
Schleicher Sailplanes came into our factory and asked for
a small feathering propeller for his first motor glider
project. This was our first step into this business. We de-
signed the two-position HO-V 42 propeller, which weighed
only 12 pounds including the spinner, for the Hirth F-10-K
engines. The performance increase was about two points
of gliding ratio on this single seater ASK-14.
In the two-place field Messrs. Scheibe-Flugzeugbau
and Messrs. Sportavia-Piitzer later introduced new models
with improved glide ratios and new VW based engines.
This was also about the time that Mr. Limbach entered
the aircraft engine field. In 1969 we started development
of the second model feathering propeller, the HO-V 62.
This design was much more complicated and after the
first tests required a complete change in the design phil-
osophy. The major problem was the high rpm (3600) for
which the approval had to be obtained. This was the point
where we changed the pitch change mechanism from a
continuous connection between the turning and fixed
parts because it was impossible to get a bearing or an oil
transfer unit for the load that resulted from the 3600
rpm. More than 200 props now in service show us this
method was the right one. The SF28A, the ASK 16 and
the RF5B are using this prop as standard equipment.
Let me now tell you more about the HO-V 62. The
blades have a composite structure, using different woods
to carry the primary load, exchangeable metal leading
edge, epoxy fiber-glass cover and a polyurethane surface
finish. A forged aluminum alloy ferrule, fixed with 5 lag
screws, transfers the centrifugal forces over axial needle
bearings into the hub. The blade bearing preload is ob-
tained by a specific torque moment on the blade reten-
tion nut. Axial movement of a fork with pitch change
blocks will turn the blades over an eccentric pin installed
in the blade ferrule.
(Courtesy Hoffmann Propellerwerk)
A Sportavia RF 5B "Sperber" (sparrow-hawk) with its
Hoffmann propeller in the feathered position.
The natural twisting forces will always turn the blades
into the low pitch position. This happens also when small
counterweights are installed on the blades to reduce the
pitch change forces if the propeller is equipped for cruis-
ing position (the HO-V 62R model). On the front part of the
hub the high pitch stop unit will have been installed.
Spring loaded latch plates will move outwards, if the cen-
trifugal force of the latch plates overcome the spring force.
This condition occurs if the propeller rpm is higher
than 1800. Due to friction in the system, the spring force
will press back the latch plates if the rpm is lower than
1300. The different height of the low pitch stop is responsi-
ble for the rate of pitch change. Normally, the difference
will be 5U, but it can be adjusted for less or more. The out-
side pitch change mechanism is guided on both hub sides
and in the spinner bulkhead. On the rear side of the pro-
peller you will find the thrust plate, from which the pitch
change is activated. A fork with sealed ball bearings, in-
stalled on the engine, is pressed against the thrust plate
SPORT AVIATION 37
to change the pitch, if desired. This fork is moved by a
cable going into the cockpit. This means that only in the
moment of pitch change will a connection between turning
and fixed parts exist. There is no stop for a feathering
position on the propeller. This position is obtained by a
pitch lock in the cockpit.
Operation is simple. The following example shows you
how it works. With a stopped engine the prop will go al-
ways in low pitch position (take-off). On the ground, check
the movement of blades by pulling the cable. Start the
engine and after warm up check max. static rpm. Reduce
power to idling, pull the cable only a short way out to re-
lease the latch plates. Apply full power again and check
max. static rpm. After take-off, maintain full throttle and
climb speed until reaching a safe altitude (approx. 450
ftGND). Reduce rpm to 2000, but maintain airspeed. Pull
the cable until the rpm has dropped approximately 500.
Release the cable and apply full throttle again. Cruising
position will then have been achieved. Before final ap-
proach, reduce throttle to idle or a prop rpm lower than
1300. Pull short on the cable to release the latch plates.
On the rpm response you can see whether take-off posi- (Courtesy Hoffmann Propellerwerk)
tion has been obtained again. This prescribed procedure is The Scheibe SF28A, a two place, tandem powered sail-
mainly used with our motor gliders, but can be altered plane, powered by a Limbach engine and Hoffmann vari-
as the operator (owner) likes. able pitch propeller.
The HO-V 62 and HO-V 62 R are completely certified
according to FAR Part 35 on the Limbach Engines SL-
1700 series. Actual TBO is 500 hours or 4 calendar years.
We expect in the immediate future a TBO of 800 hours.
Standard blades (left hand tractor) are available in 150
cm (59 in.) and 160 cm (63 in.) lengths. There are also
two different spinner dimensions in production. The list
price of such a propeller will be approximately U. S.
$1150.00 including spinner. The weight of the unit is
24 Ibs. The pitch control mechanism on the engine and
cockpit is not included and is a part of the airframe. Hoff-
mann will assist in designing this part. A version for the
Limbach SL 1700 El and SL 1700 EBI is available.

(Courtesy Hoffmann Propellerwerk)

A Schleicher ASK-16, a side-by-side, two place powered
sailplane. Powered by a Limbach engine and the Hoff-
mann HO-V 62 prop.

(Courtesy Hoffmann Propellerwerk)

(Courtesy Hoffmann Propellers) The HO-V 62's high pitch stop unit showing the latch
Actuation of the Hoffmann HO-V 62 propeller hub. plates.
38 APRIL 1975
 "(HE
POBER PIXIE
by
Mike Heuer
Igeneral
T HAS BEEN a year and a half now since all of us in
aviation were given a good scare as the result of
the energy crisis and the psychological blows dealt us in
the nightly news as to how our way of life was coming to
an end. We were all told by politicians and news com-
mentators alike that we would have to readjust our life
styles and accustom ourselves to a more spartan exis-
tence. The general aviation industry was uniquely sin-
gled out in those early weeks of the crisis with fuel allo-
cations from a fast-acting Federal Energy Office that
would have cut our flying activities in half.
(Photo by Lee Fray)
After the dust settled and we all got a chance to see
what had really happened, we realized that our way of
life would continue but not in completely unaltered form.
The energy crisis had good and bad aspects. The bad, of
course, was a near-panic situation among the general
population as well as the government. The good part was
an eye-opening our society very much needed at that
point. What the energy crisis caused us all to do was to
re-examine our own energy usages and to see how we
could all contribute to more efficient use of energy. In
some cases, this resulted from a simple sense of patriotism
a rare quality in this day and age but for the most
SPORT AVIATION 39

part it became a financial necessity. Now that aviation
fuel is in the 70c range, it has become necessary to con-
serve no matter what your motives may be.
During that period of time and still today many
questioned the need for recreational sports which used
fuel. Again, however, it became obvious that recreation
is a very important part of our economy. It was realized
that to cut off recreation would badly harm our already
faltering economy and only meager fuel savings would be
realized. As Americans have become more affluent over
the years, the leisure industry has come to represent a
significant portion of our gross national product. It was
realized by our national leaders that restricting the
recreational industry would harm everyone.
But what has this all to do with "Flying the Pober
Pixie"? A great deal, you shall see.
Amateur-built aircraft have grown in popularity over
the years mostly because of one simple factor the ris-
ing cost of owning an aircraft. Thousands of aviation en-
thusiasts have turned to EAA for guidance in building
their own finding this is the only way they could get
airborne. Sure, there are those in our organization who
build for the pure joy of it and others to whom cost is no
object but the majority involve themselves in build-
ing an aircraft because of a deep love of flying and desire
to own their own aircraft.
What the energy crisis has done, in sport aviation's
case, is to focus attention on those designs that are eco-
nomical and easy to build. There is now a real demand for
aircraft that offer performance, ease of construction, and
economy in one package. One only has to look at the plans
sales to see that. We hear of such names as the Rand KR-1
and 2, the Volksplane, the Pazmany PL-4, and the Son-
erai I and II being talked about all the time. Even though
it is not a plans built airplane, and only offered in kit
form, the Bede BD-5 is probably the most lucid example
of the market for this type of aircraft. The demand is there
and this was perceived by EAA President Paul H. Pober-
ezny, when he decided to design his latest aircraft, the
Pober P-9 "Pixie".
The Pixie was begun under the auspices of the EAA
Air Museum Foundation in early 1974. The design pro-
ject was entitled "Project Econoplane" at that time and
the Pixie was to be the first in a series of economy air-
craft that would meet this new demand.
40 APRIL 1975
(Photo by Lee Fray)
Here's where it began on the drawing board. De-
signer Paul Poberezny puts the finishing touches on
the Pixie fuselage drawings.
To save time and expense, Paul decided to update the
Heath "Parasol" LN with a number of significant im-
provements and to power the aircraft with a converted
Volkswagen engine built up by John Monnett. The new
P-9 would be adaptable to a variety of powerplants, how-
ever, such as the Hirth and Franklin engines. With the
future of both of those companies in doubt, the converted
VW was the best choice, in retrospect.
The Heath "Parasol" is a story in itself and some facts
are interesting to review today to give some historical
perspective. First introduced in early 1932, the Heath
LNB-4 was unique among lightplanes in the respect that
it was available as both a factory-built aircraft and in
kits which could be certified standard. Is there really any-
thing new, Jim Bede? The LNB-4 was powered by a 25
hp Heath B-4 engine. Weighing in at 450 pounds empty,
the Heath yielded a respectable 62 mph cruise. In 1932,
the factory-built Heath listed for $1074 which was subse-
quently lowered to $925 in 1933! Heath even had a low
down payment and monthly installment plan! The kit
version less engine went for $499 in 1932 and $399 in
1933!
For the most part, the Pober Pixie is a completely new
airplane. Bill Chomo, EAA Shop Supervisor, stated,
"The only things we used from the original Heath design
were the control column, basic fuselage side layout, the
non-compression ribs, ailerons, and the general shape of
the tail group." The differences are quite obvious when
one looks at some of the old photos and specifications of
the Heath LN series.
The first thing that catches your eye as being differ-
ent, other than the engine installation, is the landing
gear. Instead of the Heath split-axle landing gear, of
somewhat unusual design, the Pixie features a J-3 style
gear with external shock cords with neat little naugahyde
boots. Tread is considerably different also: the Heath
was 48 inches, and the Pixie is 63 inches. As I found out
later, this contributed to the excellent landing charac-
teristics of the aircraft. Part of the reason for the wider
tread is the fact that the fuselage in the Pixie is about 4
inches wider in the cockpit area. One early owner of a
Heath once said, "The only thing wrong with the 'Heath'
was that the cockpit was too narrow to contain the big
grins of the pilots who flew it for the first time!" This
problem was solved in the Pixie, as the cockpit is very
roomy with plenty of room for your shoulders and feet.
Other comparisons are interesting. The Heath fea-
tured two small 4.5 gallon tanks in each wing, near the
root. The Pixie has a much neater arrangement, with a
single 12.3 gallon tank located in the centersection, be-
tween the butt ribs of the wings. The tank actually com-
prises the center section painted the same color as the
wing with a small aluminum skin section on the leading
edge. With a low fuel consumption, as the VW engine has,
this much fuel will carry a pilot a long way.
The compression ribs in the Pixie are different they
are plywood skinned truss ribs. To make the aircraft
cheaper to build, drag and anti-drag wires are not of the
conventional steel rod construction, but rather standard
control cables of 3/32 inch diameter and standard thim-
bles at the end. Hardware store eyebolts, closed up by
welding, were used as ends and can be tightened to the
proper tension. In addition, the aileron hinges are of the
 (Photo by Lee Fray)
Right wing for the Pixie. Note the plywood-skinned
compression ribs, full-span aileron bays, and Aero
Sport type aileron hinges.
Aero Sport variety with a uniball rod end cutting down
on control friction.
External sheet metal is completely different and much
cleaner. A small headrest and baggage compartment in
the turtledeck are featured. Aero Sport strap style hin-
ges are also used on the tail surfaces. The tail group shape
was slightly altered to give the Pixie a look all of its
own. Overall, with the wheel pants and striking paint
job identical to the prototype Aero Sports, the Pober
Pixie is considerably better looking than the Heath. It
has a much more streamlined, upright, and clean appear-
ance than the Heath.
Another difference worth pointing out is the lift strut
arrangement. Four standard, streamlined lift struts with
adjustable clevises at the fuselage are used with an "X"
of !/s inch control cable providing the bracing. The Heath
used N-type wing bracing struts, but the Pixie's are much
less cumbersome in appearance.
As has been mentioned, the Pober Pixie is pretty much
standard in construction as far as homebuilts are con-
cerned. Fuselage is a steel tube truss design. The wings
are wood with aluminum leading edges and fabric cover-
ing. Originally the cowling was all fiber-glass with the
engine cylinders exposed to the wind in J-3 fashion, but
the Pixie now features a pressure-type cowling with fiber-
glass nosebowl and aluminum sides. This was one of a
series of improvements that were made in the aircraft
in the winter of 1974-75. Wheel pants are fiber-glass
and are similar to those used on Pitts Specials, Aero
Sports, and other homebuilts which feature 5.00 x 5
wheels and brakes.
Fabric covering is the Stits process principally
noted for quick application and finishing.
The Pixie was built in record time. The project was
started in January, 1974 in EAA's shop and the aircraft
flew for the first time in late July, just prior to the EAA
Convention in Oshkosh. About seven pilots flew it that
first day with designer Paul Poberezny being the first
and all of them were most impressed with the docile
flying characteristics. My first crack at it came a day or
two later, when a concerted effort was being made to
fly off its flight test restrictions so the airplane could be
flown to the Convention. A few problems cropped up dur-
ing those first few hours of a minor nature. The right
(Photo by Lee Fray)
Pober Pixie fuselage tack welded up.
wing was heavy and the cylinder head temperature and
oil temperature were running a little high. But other
than that, my first impressions were most favorable and
it truly was a little baby carriage to fly. I did not really
fly it with an article in view and had a chance to do some
more flying later with that purpose in mind.
After the Convention, the Pixie was disassembled and
brought back to the EAA Shop for some improvements.
During the Convention, Peter Limbach of West Germany,
manufacturer of small aircraft engines (featured in the
August, 1974 issue of SPORT AVIATION) mostly made
up of VW parts and certified in Europe, donated a Lim-
bach Model SL 1700 EA to the EAA Aviation Museum
and it was decided to install that powerplant in the Pixie.
The Limbach engine is a real beauty. Developing 60
maximum horsepower at 3550 rpm, the engine is equip-
ped with a single Slick 4030 magneto, a Bosch starter,
and Ducati alternator. The carburetor is a Zenith 28
RXZ, mounted on the rear part of the engine.
Another unusual and neat feature is the fuel/oil heat
exchanger. Mounted on the top of the crankcase, the
fuel/air mixture passes through this exchanger prior to
reaching the cylinders and is heated up for better atomiza-
tion. The offshoot benefit is cooling of the oil simul-
taneously. Engine weight is only 150 pounds, compared to
167 pounds for a Continental A-65-8F. Minimum fuel oc-
tane for the engine is 90. Quality of the engine is out-
standing and it was so darn pretty it was a shame to put
it in an airplane.
Limbach's experience with the VW engines started
in the automotive industry, rather than aviation. He re-
built some 25,000 engines during the time he was in this
business and this afforded him some invaluable experience
that he has applied to his aircraft engines. Mr. Limbach
probably knows this engine better than any man alive.
Many hours were spent on testing the engine with
various types of cowlings and Limbach will tell you that
the only way to go is with a pressure cowl, in order to
eliminate cooling problems. With the cylinders exposed,
certain spots on the cylinder heads cannot be cooled, and
with this in mind a pressure cowl was installed with the
Limbach engine on the Pixie. Not only does the engine
cool better but the appearance is much cleaner and per-
formance better. A Hoffman propeller was originally in-
SPORT AVIATION 41
stalled with the Limbach engine, but this was later re-
placed with a Rehm 53-30, because the Hoffman would not
turn up enough on take-off.
Overall, the engine is strictly aircraft quality and,
unfortunately the price reflects it, A call to Wag-Aero in
Lyons, Wisconsin, U. S. distributor for Limbach engines,
yielded the following prices: 64 hp engine - $2095; 68 hp
engine - $2225; and 75 hp engine - $2375. They certainly
are well worth it, however, because, after all, the en-
gines are brand new.
My second opportunity to fly the Pixie came on a cold,
blistery day in mid-February. Not too long before, the air-
craft's modifications had been completed and Paul Pober-
ezny flew the aircraft for the first time with the Limbach
engine. Performance was not up to par, however, because
of the Hoffman prop mentioned earlier. Some experimen-
tation with props was done and when I flew it, it had the
Rehm 53-30 installed.
On the way down to the EAA Flight Test Center in
Burlington, Wisconsin, Bob Ladd, one of the principal
(Photo by Lee Fray)
Steady progress engine installed, wheel pants fitted,
some controls in. Paul Poberezny shows where the
wing will sit.
pilots of the Pixie and who was also involved in its con-
struction, briefed me on the latest changes, some of the
minor problems that still existed in the aircraft, and what
to expect. Most all of the bugs had been worked out, in-
cluding a nose heaviness, but a slight right-wing heavi-
ness was still apparent. Bob said that the engine was per-
forming very well and also outlined airspeeds, engine
limitations, and other details.
Upon arrival in Burlington, I suited up in the warmest
clothes I could get my hands on and preflighted the air-
craft in the warm hangar so I wouldn't have a tendency
to rush it. Starting at the cockpit, I checked that the mag
switch was off, a newly added master switch was off, and
that the papers were in order. The mag switch is some-
thing to get used to if you're a standard-category air-
plane driver it is "Off", "On", and "Start", no "Left",
"Right", and "Both". For those of you who have never had
a chance to fly behind a single-ignition powerplant, this
would be your first introduction to it.
I started the rest of the preflight at the nose. Check-
ing over the wooden prop for nicks and damage, I noted
that this particular brand had no leading edge protec-
42 APRIL 1975
tion. Another thing that is noticeable is the small diam-
eter and chord of the prop. Again, one has to remember
that you are not flying behind a conventional aircraft
engine which turns in the mid-2000's, but rather a much
modified automotive engine which is rated in the mid-
3000's. Diameter, therefore, is necessarily small to keep
the prop tips from going supersonic and thereby destroy-
ing its efficiency. At the time of the flight, no spinner was
fitted but this was being worked on. The oil is checked at
the front of the engine, through the nosebowl, by means
of a small dipstick as you would if you owned a Beetle. Oil
can be added through a separate filler neck on the front.
Oil capacity is 2.64 quarts.
After the side cowls are unbuttoned, the engine sec-
tion was preflighted. There is a considerable amount of
room to work on the engine and inspection was straight-
forward and easy. The cylinder head temperature probe
was located on the right rear cylinder, the hottest of the
four. A gascolator was mounted on the bottom of the fire-
wall and lines went from there to the small APG fuel
(Photo by Lee Fray)
Old versus new. The upper, plywood-skinned compres-
sion rib is the type used on the Pober Pixie. The lower
is the old style Heath rib. The new style Pixie rib is con-
siderably easier to build.
pump located on the right front section of the crankcase
and then back to the Zenith carburetor. From there, as
was mentioned earlier, the fuel goes through the oil/fuel
heat exchanger and on to the cylinders.
The alternator is located on the lower, right front of
the engine and the starter is mounted on the top of the
crankcase and is connected to a starter ring on the crank-
shaft like Lycoming engines.
The electrical system is particularly neat. The battery
is a small Exide and is mounted between the rudder
pedals behind the firewall. The regulator an automo-
tive type is mounted on the forward side of the fire-
wall. The starter solenoid also automotive is mounted
on the engine itself, next to the starter. The rest of the
electrical system consists of the starter/mag switch and
master switch and ammeter. Where do you get a switch
with "Off", "On", and "Start" positions? From a snow-
mobile, no less in this case a Bolens switch was used.
The rest of the preflight inspection is routine. There
are a number of features worth noting, however. For one,
the airplane has a tremendous amount of wing area. With
a 29" 10" span, the wing area is 134.25 square feet, and
 (Photo by Lee Fray)
How's this for simple. These hardware store eyebolts
were welded shut and standard control cable and thim-
bles used for drag and anti-drag wires. Nuts on the
other side of the spar provide for adjustment of the
tension.
(Photo by Lee Fray)
Another improvement on the Pixie the J-3 style land-
ing gear. The gear is fabric covered and naugahyde
boots protect the shock cords from the exhaust and oil.

Cockpit detail.
Several features are
notable here simple in-
strument layout, throttle on the
left, door on the right, aileron torque
tubes connecting the control column to the (Photo by Dick Stou SPORT AVIATION 43
ailerons, and simple running boards in the cockpit

Ready for the pre-cover inspection.
with a gross weight of 900 pounds and a subsequent wing
loading of 6.7 pounds per square foot, it's obvious that
this aircraft should have excellent short-field capability
and docile flying characteristics. These assumptions were
later proven to be true.
Another unusual feature is the full span ailerons.
This is the same as the Heath. The tail surfaces are also
particularly large. In both cases, ample control surface
area was required due to the relatively low speed of the
airplane. When flying it later, I found the control sur-
face adequate, but by no means over-powerful.
The tail surfaces are also externally braced. Again,
to cut costs, control cable, thimbles, and turnbuckles
were used. It makes a neat installation without any sig-
nificant increase in drag. No trim tab is installed, but the
horizontal stabilizer is ground adjustable by means of
washers. A small, lightweight tailwheel is used which was
non-steerable, and this necessitated lifting the tail when
backing the airplane out of the hangar. This is no prob-
lem, however the tail is very light and the airplane is
very easy to move about.
44 APRIL 1975
(Photo by Ted Koston)
A person of my size must have a little bit of gymnast in
him to get into the cockpit. There is a small door on the
right side and you put your left foot into the cockpit and
hoist yourself in by hanging onto the cabanes. On this day,
I sat on the bare plywood seat bottom so I could bury my-
self as deep as possible in the cockpit to escape the merci-
less cold wind. It was a bit hard but much easier to take
than the cold. A thin padded seat back provided some re-
lief in that area. Conventional shoulder harness and
seat belts are installed.
After a cockpit check from Bob Ladd, I switched on the
master, gave it two shots of prime, and engaged the start-
er. It fired after two blades. The Pixie was the first air-
craft I ever flew with the Volkswagen engine installed
and what impressed me most on this flight and on the pre-
vious one was the extreme smoothness of the engine. This
is noticeable right after you fire it up. For those of you who
are used to the vibration of the small four-cylinder air-
craft engines, this will be a pleasant surprise. After a
check of the engine instruments and a brief warm-up, I
taxied out. More surprises! It takes about 2,000 - 2,200
rpm to get rolling and 1500 to maintain taxi speed! The
engine sounds like its roaring and at first this is a bit
disconcerting and your first reaction is, "The brakes are
sticking!" That's not the problem, it's just that at low rpm's
the engine produces little thrust with this small prop and
the engine is a faster-turner anyway.
Because it's single ignition, there is no "mag check".
If the engine is running, the mag is working! Before take-
off checks consist of a controls-free check, engine instru-
ments, fuel on, clear the area, and go. There is no carb
heat installed, as the carb sits in the rear section of the
engine compartment and takes its air from inside the
cowling, which is warmer than ambient. No carburetor
icing problems have been encountered.
Take-off was easy and uneventful. The tail comes up
quickly and visibility is very good due to the narrowness
of the fuselage. The nose droops slightly which makes it
even better. During the take-off roll, the engine turned
(Photo by Lee Fray)
The immaculate Limbach engine note the fuel/oil
heat exchanger on the top of the crankcase, the starter
on the upper left, alternator on the lower right, and the
fuel pump on the right side of the crankcase. Also note
how easily the rocker box covers can be removed for
valve clearance adjustment.
about 3500 rpm, so we were getting nearly the full rated
60 hp. I held it on the ground much longer than neces-
sary and the airplane popped off the ground when I let it
fly. Take-off roll was about 400 feet. With a little prac-
tice a pilot could get it off much sooner than that.
Climbout was made at 70 mph IAS as this seemed a
good, comfortable number. While I did not time the climb,
I estimated climb rate to be about 500 feet per minute.
Another unusual characteristic forgetting that the prop
turns the wrong way (at least in an American's eyes), I
did not expect the left rudder application that was neces-
sary in the climb. It was only slight.
Because I was particularly sensitive to the wind on
this cold Wisconsin day, I thought the airplane was a bit
windier in the cockpit than other open-cockpit types I
have flown, but it was considerably better than before,
as they had installed a new windshield when the engine
installation was made.
(Continued on Page 48)
SPORT AVIATION 45
 -*

(Photo by L Fray)
Bonnie Soucy and her Pitts. A number of dedicated EAAers
were responsible for building the beautiful Pitts Special,
including* Paul Poberezny, torn Poberezny, Bonnie Soucy,
Harold Passow, Steve Rate, and others. After the basic structure
was completed, the airplane was finished by Cliff Ernst of
Minneapolis. The fantastic tooled leather and trim are Ernst's
trademark. A true showpiece, N58P is on display in the EAA
Museum. ' .
FLYING THE POBER PIXIE . . .
(Continued from Page 45)
During the climb and subsequent flight, I stayed right
over the airport in case of any problems. Cylinder head
temperature in the climb was a relatively cool 200
Centigrade. Control response was good, the controls were
smooth, and surprisingly little adverse yaw was created
by the large ailerons. You don't do turns with your feet
flat on the floor, but only minor rudder input is needed
to properly coordinate the turns. Not nearly as much rud-
der is required as in something like an Aeronca Champ.
After leveling off at 1500 feet AGL, I decided a maxi-
mum speed test in level flight would be the first item. The
air was smooth and at full throttle, 3700 rpm, I got 103
mph IAS. I was quite surprised at this at the time.
Cruise speed tests yielded an 82-83 mph IAS at 3300
rpm. The airspeed indicator was not calibrated but this
seemed quite accurate.
After that, I did a series of maneuvers such as steep
turns, coordination exercises, climbs, and descents, to
get the feel of the plane. It is very nimble, can turn on a
dime, and visibility is quite good, except in a turn. Early
Heaths had a plexiglass window in the centersection so
the pilot could see while turning, but because of the fuel
tank installation, this was not done on the Pixie. This
was no problem, however, if one clears himself regularly
and properly in the traffic pattern.
Stalls were straightforward and gentle. The airspeed
went off the scale before the airplane would burble, but I
would estimate stalling speed in the area of 30 mph. The
slow speed capability of the airplane was one feature I
particularly liked, as it's fun to be able to do touch and
goes, tours around the countryside at low altitude, and
other things, and not feel like you're burning up the air-
space.
What would I compare the Pixie to? The Aeronca
Champ would probably be the closest. Control pressures
are very similar and the landing characteristics are much
the same.
(Photo by Lee Fray)
The Pixie with the new cowling fitted over the Limbach
engine. This neat nosebowl is made of fiber-glass and
is commercially available. The side cowls are closed
with camlocks.
A number of landings were done. On my first two ap-
proaches, I under-estimated the gliding ability of the
Pixie. With all that wing it's a natural born glider. I found
myself coming in much too high, but the airplane slips
beautifully and this can kill off any excess altitude quite
well. 70 mph IAS was used on final as this was a nice, com-
fortable approach speed with plenty of control. On flare
out, it floated quite a bit, however, and probably a final
speed of 65 would be better.
Landing roll-out is no problem with only minor cor-
rections needed on the rudder pedals to keep the bird going
straight. Rudder control is very effective, as the rudder
is quite large, and tailwheel action is more than adequate.
Visibility over the nose on landing roll is also quite good
because of the narrowness of the fuselage and nose. Land-
ing roll is very short because of the low landing speed and
in no wind and minor brake application would be less
than 500 feet.
All in all, the Pober Pixie is very easy to fly and would
make a fine airplane for anyone who wants to have an air-
plane that's easy to fly and economical to run. Fuel con-
sumption is approximately 3 to 3'/2 gallons per hour which
keeps the costs down. Anyone with minimum taildragger
experience could fly it. It's roomy enough for larger pilots
and a cruise speed high enough for reasonable cross coun-
try trips.
In many ways, the Pober Pixie typifies sport aviation.
It is the answer to many needs not the least of which
is economy. The Pixie is similar in many ways to the
Baby Ace the airplane that got all of this really started
in 1955. Maybe there's a lesson in that.
MORE ON THE POBER PIXIE . . .
The beautifully detailed Pober Pixie plans are availa-
ble for only $40.00. They include 15 sheets, professionally
drawn and reproduced, with perspective views and ma-
terials call-outs. Weight and balance information, air-
craft specifications, and a full size wing rib drawing are
also included. For plans, contact:
EAA Air Museum Foundation, Inc.
P. O. Box 229
Hales Corners, WI 53130
Phone: (414) 425-4860

(Photo by Lee Fray)
Also fitted at the same time as the engine were these
skis. They are standard water skis with reinforcements
and pedestals added. The skis are kept in proper posi-
tion with cables and springs, not shown in this photo.
POBER PIXIE N9PH SPECIFICATIONS
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29' 10"
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17' 3"
Landing Gear Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5' 3"
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543 Ibs.
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 Ibs.
Maximum Speed (red line) . . . . . . . . . . . . . . . . . . . 130 mph
Cruise Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 mph
Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 mph
Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134.25 sq. ft.
Wing L o a d i n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7 lbs./ft.2
Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3 gals.
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Ibs.
Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 fpm
Range (no reserve) . . . . . . . . . . . . . . . . . . . . . . . . . 290 miles
Dihedral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Performance figures were those derived on day tested
with gross weight at 820 pounds, approximately 30
ambient temperature.
I
ABOUT THE AUTHOR
Mike Heuer, of Hales Corners, Wisconsin, is 25
years old and is an Executive Assistant on the staff at
EAA Headquarters. Mike holds Commercial, Instrument,
Multi-Engine, and Flight Instructor ratings and has ap-
proximately 2100 hours of flying time. He also holds an
A & P mechanic's certificate.
At Headquarters, Mike is Editor of the "Chapter Bul-
letin", heads up the Designee Program, and edits lAC's
monthly publication SPORT AEROBATICS. He is also
involved in numerous other administrative projects.
Originally trained as a civilian pilot, Mike graduated
from U.S.A.F. Pilot Training in March, 1973 with top
honors. In addition to his general aviation flying, he also
serves as a pilot on KC-97L tanker aircraft with the Wis-
consin Air National Guard in Milwaukee.
He received his Bachelor of Science degree from
Lewis University in Lockport, Illinois in 1973. Mike was
active in aerobatic competition for three years and won
the coveted L. Paul Soucy Aerobatic Award in 1970 for
being EAA/IAC's top competition pilot.
Mike is also active in the leadership of the Interna-
tional Aerobatic Club, an EAA division, of which he is
currently Vice-President.
SPORT AVIATION 49
 u ana uoan Bernhaf
Lauderdale, Florida proud
display their Grand Champi
Homebuilt award.

QfC
ix Hoffman of Ft. Collins,
lorado. His P-51 was declared
} Grand Champion Warbird
Lakeland.

IS

50 APRIL 1975
 and wife Dorothy . . . EAA Museum Trustee John Parish
SUN 'N FUN FLY-IN and wife Charlotte . . . EAA Chapter Executive Secretary
Golda Cox . . .
* Sun glasses . . . mini skirts . . . the faint odor of
Jack Cox sun tan lotion . . .
(All Photos by the Author) Oshkosh 74 in retrospect, right?
Wrong. The sights and sounds cameoed above occurred
.LL THE ELEMENTS were there: some 1300 miles SSW of Wittman Field, in the shank
* President Paul Poberezny cruising the grounds in his of January rather than early August and amid the orange
official car . . . stopping to shake hands with EAAers . . . groves and palmettos of Florida rather than the dairy
picking up a stray piece of litter on the flight line . . . barns and corn fields of Wisconsin. "Oshkosh South"
* The echo chamber effect of the PA system rever- some called it, and there were a lot of similarities.
This was the First Annual Sun 'N Fun Fly-In held
berating across the field, exhorting the faithful to stand
clear of taxiways . . . to act as wing walkers for taxiing January 24 through 26 at the Lakeland Municipal Airport,
Lakeland, Florida, hosted by EAA Chapter 454 (Lakeland)
a i r c r a f t . . . to meet Joe so-and-so at the Coummunications
Center . . . to help President Paul keep the grounds spot- and sponsored by the Southeastern EAA Sport Aviation
less . . . that John Dyke was about to conduct a forum on Council (SESAC) with the Florida Sport Aviation
the Dyke Delta at Forums Area 1 ... that EAA merchan- Antique and Classic Association pitching in also. SESAC
dise was for sale at the sales area . . . that Duane and is a council of 58 EAA Chapters in the eight south-
Judy Cole were ready to autograph a copy of their latest eastern states from Virginia in the north to Mississippi
book . . . that Gene Soucy and President Paul were in the west. FSAACA is affiliated with EAA's Antique-
holding an IAC Forum in Forum Area 2 ... that little Classic Division.
Johnny with the red, white and blue sneakers and Band Chief honchos for Sun 'N Fun 75 were Billy Hender-
Aids on both elbows has lost his daddy . . . son, General Chairman and his co-chairman, Martin
* People wagons cruising the grounds with legs
dangling from all sides like a knobby-kneed fringe of a
multi-colored tablecloth . . .
* Workshops, each with its own little knot of intense
EAAers completely oblivious to the BD-5J nipping at the
heels of the two Mustangs thundering past in the fly-by
pattern, the p l a i n t i v e cries of, "Come on, daddy,
let's walk some more!", that lunch time was two hours
ago . . . the state of the economy, wars . . . pestilence . . .
* Food lines . . .
* Flea markets chock full of aeronautical exotica,
slightly shopworn, of course . . . "That? Oh, that's a
throttle quadrant from a B-17 just the thing for your
KR-1!" . . . "And Harold Best-Devereux assures me this
windshield is from either a Martinsyde Semiquaver or
a Reid and Sigrist Snargasher" . . .
* Rows and rows of homebuilts . . .
* Rows and rows of antiques . . .
* Rows and rows of classics . . .
* Rows of Warbirds
* Johnny lines . . .
* Model airplanes angrily chasing their tails 'round
and 'round just at the edge of the camping area . . .
* Familiar faces . . . like Audrey Poberezny . . . Gene Navajos on the production line at Piper's Lakeland,
and Bonnie Soucy . . . EAA Vice President Ray Scholler Florida plant. EAAers were taken on tours of the
. . . Bernice Scholler . . . Antique-Classic Officers Buck plant during Sun 'N Fun 75. ,
Hilbert, President, J. R. Nielander, Vice President and
Dick Wagner. Secretary . . . EAA Director Steve Wittman

Left to right, Billy Henderson, Fly-In Chairman, EAA President Paul

Poberezny and Gene Eubanks at the Silver Eagles open house.
SPORT AVIATION 51
 ;..; < *T< r

Warbird's President Don Plumb gets a cockpit Dr. Bergen Brokaw and wife Buddy
checkout in a BD-5J. of Leesburg, Florida pose with the
Chapter 133 (Ft. Lauderdale) "Best
Man and Machine" trophy won
for their BJ-520.
Jones, both of Chapter 454, ably assisted by Bill Ehlen,
Executive Director of SESAC and Ed Escallon, President
of FSAACA.
Although the fly-in did not officially get under way
until Friday, the 24th, early arrivals were encouraged Martin Jones, Co-Chairman of the
and many responded, enticed, no doubt, by thoughts of Sun 'N Fun Fly-In.
balmy Gulf breezes and the close proximity to Lakeland
of such well known tourist watering holes as Disney
World, Busch Gardens, Cypress Gardens and the like.
First arrival honors went to Dick Martin and his wife
who, in an admirable display of their innate good sense,
chose to leave midwinter in Green Bay, Wisconsin for
sub-tropical Florida, arriving on Monday, January 20.
For the next couple of days, in fact, so many early
birds arrived that the evening corn roasts had to be
started early. Then, late in the week Mother Nature
apparently determined she had been holding the flood-
gates of mercy open long enough, so slammed them shut
in the form of a stalled front right along the Florida-
Georgia border. This meteorological outrage stranded
scores of aircraft at Thomasville, Valdosta and Bain-
bridge, Georgia until well after the weekend was over,
forcing their pilots and crews to come on to Lakeland
via rental car. Only a few instrument pilots like Steve
Wittman eventually made it through.
The Friday evening corn roast and beer bust was the
first official get together for those attending Sun 'N Fun
'75. Held right off the end of a taxiway, the informality
of the evening was a tremendous warm-up for the rest of
the weekend. It was interesting to look around and
attempt to spot the Yankees by sight . . . it was easy,
really. They were the ones with the white arms.
Later in the evening everyone drifted over to the Lake-
land terminal building where Ed Escallon and his Antique-
Classic group were holding an open house for the Silver
Eagles. Aviation old-timers from around the nation had see. It was obvious that there are a lot of airplanes in
been invited to attend. EAAers had the pleasure of Florida.
meeting and chatting with the likes of Roger Don Rae, With everyone walking around with a windward list
Mike Murphy, Harold Neumann and Jesse Woods, just to and with one hand reaching up to hold on their hats,
drop a few famous names. many took refuge by attending the forums, inspecting the
Saturday was a trying day, weatherwise. An early static displays and visiting the Piper plant across the
morning fog, so typical of Florida, dissipated quickly airport. An EAAer who winters in Florida volunteered to
enough, only to be replaced by a rising breeze. The use his motor home to run a shuttle service from the fly-in
breeze rapidly became a minor gale, blowing at 25 to 30 area across to Piper's Lakeland plant, which manufac-
mph all day. Fortunately, it was only slightly cross to tures the Navajo. Piper provided tour guides who were
the active runway and did not hinder the incoming most courteous in answering questions and allowing
traffic, although local flying was inhibited somewhat. pictures to be taken. For the homebuilders in my tour,
All morning the final approach looked like Oshkosh every turn produced Pavlovian drools as rows of new
aircraft of all types strung out as far as the eye could engines and props, bins of AN hardware and stacks of
52 APRIL 1975
 Left, John Engles, Awards Chairman,
and Duffy Thompson, EAAer and
General Manager of the Lakeland
Chamber of Commerce.

Vernon Ford of Ft. Pierce, Florida

and his D-17s Staggerwing. Vernon
is the FBO at the Ft. Pierce airport.

Bill Ehlen, Executive Director

of SESAC.

tires, wheels and brake assemblies hove into view. To

their everlasting credit, not one had to be physically
restrained or dragged kicking and pawing away from the
goodies. Stout fellows, these EAAers!
Late in the afternoon all activity came to a dash-for-
shelter halt as the thunder-bumpers that had been drift-
ing in during the afternoon let us have it. Rain came
suddenly and in torrents, lasted for an hour or so and
stopped as quickly as it had come . . . just in time for the
undismayed Sun 'N Funners to zip over to Lakeland's
fabulous new Civic Center for the gigantic awards
banquet. This beautiful convention/cultural/amusement
complex had just been opened and EAA was the first to
use the Conference Hall. 850 members and their guests
were seated in the 27,000 sq. ft. hall to enjoy a catered
dinner and hear an interesting address by Mel Goff, who
was with NACA and NASA from the early 1930s until
his recent retirement. Mel related that when he reported
to NACA, his first boss was none other than Fred Weick.
He was immediately plunged into the interesting work
brought on by the CAA's so-called "$700 airplane"
competition and was able to test fly a number of the air-
craft that resulted from this program (which had as its
purpose the production of an "everyman's" airplane).
The Stearman-Hammond, Waterman Arrowplane, Plyma-
coupe, Arrow Sport and others became his aerial guinea
pigs. Mel also emphasized the work that NACA/NASA
had done on angle of attack flying and expressed dis-
appointment that the knowledge has not been put to use
on a large scale in civil aviation. He believes the safety
(Continued on Pag* 56)
SPORT AVIATION 53

SUN 'N FUN
GRAND CHAMPION
By Val C. Bernhardt (EAA 59376)
4800 S.W. 18th
Ft. Lauderdale, Florida 33314
I N DESCRIBING MY aircraft it is necessary to
start with an electrical fire which burned down our office
building in early 1970. This forced us to relocate
temporarily in office space at a local airport. Now I
ask you what would you do, if as a youngster (many
years earlier) you had designed and built gas engine
powered aircraft and in the back of your mind had this
longing to someday become a pilot? Well, you're right!
The summer of 1970 was spent earning my private1
license. It now became apparent that renting aircraft
would not be very practical for our family, because not
only did I want to fly constantly my wife and our
children, Cassie and Trina, felt the same. We started
54 APRIL 1975
looking at older 172 Cessnas and early 140 Cherokees,
but could not find anything we liked. Joan kept telling
me, "You're going to build your own aircraft," and I
kept saying, "Never." At this point in time we had never
heard of the EAA. By Christmas time the idea of building
an aircraft was occupying a small area in the back of
my mind but I still kept saying, "Never," out loud.
We then had the good fortune to meet Paul Guay
and his wife, Toni, from Miami. Paul introduced us to
EAA and we joined the Miami Chapter. Ben Owen was
president at that time.
The idea of building an aircraft started to gel and
Joan was quick to remind me that I had replaced the
word "Never" with "Maybe."
Our search for the ideal aircraft to suit our needs
ended when I met Mike Schlick who was building a
BD-4 in Miami. Mike was a guiding light in getting us
hardt's beautiful BD-4.
(Photo by Jack Cox)
Sun 'N Fun '75s Grand Champion Homebuilt, Val Bern-
going on our BD-4 project. Actual construction started
June 12, 1971.
The fuselage, stabilator, rudder, landing gear and
controls were easy to fabricate. The wing panels required
considerable jockeying and fittings before final assembly
was possible. The wing was then covered with one layer
of 7 oz. fiber-glass cloth. This produced a very uniform
finish with added strength in the fuel cell area.
 A new 160 hp Lycoming was installed on a Dyna-
focal mount purchased from Bede, and everything fit
perfectly. At this point one year had passed and I was
looking forward to flying, however, I still had electrical
to complete as well as sanding, priming and painting.
These last items I thought could be completed in two
months or so ... boy, was I wrong.
November 19, 1972, 17 months after starting con-
struction, we assembled our "4" at the airport and pre-
pared for taxi tests. On the first taxi run I let the speed
slowly build to 40 IAS, raising and lowering the nose
wheel a few times. A second run was made to 50 IAS;
control response was excellent, however, I did experi-
ence nose wheel shimmy.
A shimmy dampener was added and final inspection
was scheduled for Monday, December 4, 1972.
On that morning to my astonishment the FAA inspector
informed me that the Environmental Protection Agency
had ordered the FAA to stop issuing airworthiness
certificates to all aircraft. I immediately called EAA
Headquarters to inform Paul Poberezny of my situation.
Paul in turn contacted FAA in Washington. I can only
guess at the high level meeting and conversations that
followed. During the next few weeks Charlie Schuck from
FAA in Washington and Paul from Headquarters called
3-4 times to keep me posted. Ben Owen said that I was
the first builder to be refused an airworthiness certificate
under this EPA ruling. On December 17, 1972 I was at
last granted a certificate by the FAA.
On December 30, 1972 I made two more taxi runs to
50 IAS to get the feel of the controls. All gauges were
normal. I lined up on No. 13 at Ft. Lauderdale Inter-
national Airport and applied full power . . . Wow, did that
bird go ... I was in the air and flying before I realized it.
We then cut power for landing straight ahead. Airspeed
was 80. It now became apparent that the new large rudder
on my aircraft was very sensitive because the aft end of
the aircraft was all over the sky. I did manage a fair
landing.
I had learned my first BD-4 lesson . . . go easy on the
rudder pedals.
After re-checking the aircraft it was time for the big
event. Again we lined up on No. 13 and applied full
power rotation was at 65 IAS, and climb-out was 1000
fpm at 120 IAS. I leveled off at 1500 ft., reduced power
to 2400 rpm and trimmed her up. I then realized that
here I was in a brand new aircraft, one we had built,
**
The Arena of the new Lakeland Civic Center, site of
the Sun 'N Fun awards banquet a fabulous facility.
flying straight and level, hands off, recording my 100th
hour as a private pilot. Some turns were made, slow flight
to 70 IAS, climb to 2000 ft., level off and very slowly
allow airspeed to build to max. Using full power 172
IAS. Landing was completely normal except it was too
hot and I floated halfway down the runway.
The restrictions were lifted March 21, 1973 and we
were "free." We started looking for all the EAA fly-ins we
could find and the trophy shelf started to fill up.
The high point of our family's flying occurred at Oshkosh
1973 when our aircraft was chosen for "The Best BD
Award."
The aircraft now has 300 hours logged and I have
400. It is a rather forgiving bird, a joy to fly, very respon-
sive. I would sum it up this way:
Rotation speed: 60-65 IAS with 2 notches, this works
well right up to gross weight.
Climb: 120 IAS gives 100 fpm.
Speed:
2300 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 IAS
2450 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 IAS
2700 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 IAS
Aircraft is equipped with fairings and speed pants.
Stall: Power off: 57 IAS, 2 notches at gross 62 IAS,
clean at gross.
Aircraft falls straight forward, wings level, with excel-
lent control throughout stall.
Power on: No real stall, it just hangs on the prop and
sinks.
Aircraft slips extremely well.
Landing: I like to slow the "4" down to 110 IAS before
turning base, because once the nose is pointed down it
becomes more difficult to reduce speed. Final is at 90
IAS with two notches of flap slowing to 85 IAS just
before touch down, this applies to gross weight, when
flying somewhat lighter I reduce all figures by 5 mph.
Specifications:
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1090 Ibs.
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1850 Ibs.
Power . . . . . . . . . . . . . . . . . . . . . . . . 0-320 Lycoming 160 hp
P r o p . . . . . . . . . . . . . . . . . . . . . Sensenich 74 dia. x 64 pitch.
We would like to say that our association with EAA
and aviation these past 5 years have been the most
fruitful for we have made many friends and have
associated with the best group of people on the face of
this earth.
SPORT AVIATION 55
record of general aviation could be significantly improved
if angle of attack indicating devices were installed on all
lightplanes as they are on military aircraft. Mel encour-
aged EAAers to build their own angle of attack indicators
and to use them.
It was the privilege and pleasure of the writer and
his wife, Golda, to dine with Mr. Goff and his wife and
their guests, Mr. and Mrs. George Haldeman. While best
known as an early Bellanca test pilot and for his aborta-
tive trans-Atlantic flight with Ruth Elder in the Stin-
son Detroiter, "The American Girl" (they ditched at sea
alongside a Dutch freighter), George Haldeman spent a
long career with the CAA-FAA as an engineering test
pilot. He was aboard Howard Hughes' "Spruce Goose"
when it made its one and only flight. It goes without
saying that this was an evening that ended all too soon.
The Civic Center activities were concluded with the
awarding of trophies presided over by Awards Chair-
man John Engles. Winners called to the stage walked
past the fully assembled but uncovered airframes of a
VP-2 and a Woody Pusher to receive their awards . . .
quite effective and appropriate decorations for an
aviation event.
The Lakeland Civic Center is a three building complex
consisting of a theater, an arena and the conference
hall. Aviation events were on the minds of the planners
from the beginning evidenced by a line in the city's
brochure on the Civic Center that reads, "A circus-full
of elephants or an exhibit of small airplanes can
pass through the Arena's 'elephant door'." The fact that
Duffy Thompson (EAA 75124), a founding father of Ed Escallon, president of the FSAACA
Chapter 454 and past secretary-treasurer, is General . . . and ace PT-26 driver.
Manager of the Lakeland Area Chamber of Commerce
just MAY have had something to do with it. At any rate,
the Civic Center is a real plus for the Sun 'N Fun Fly-In Max Hoffman of Ft. Collins, Colorado took the Grand
and has several potential uses for future fly-ins. Champion Warbird Award with his super sanitary P-51D
And just to show that these Floridians never miss a Mustang.
bet, the directions for driving from the Holiday Inn that Vernon Ford, FBO at Fort Pierce, Florida, won the
served as fly-in headquarters to the Civic Center went Grand Champion Antique Award for his newly minted
like this: "Drive north on Florida Avenue, past Lime and D-17S Staggerwing. When this truly magnificent airplane
Lemon Streets and when you get to Orange, turn left." lifted off headed for Lakeland, it was making only its
Never give a sucker or a still unthawed Yankee an third flight since its restoration was completed. Vernon,
even break, eh, guys? a veteran antique rebuilder, made this yellow Stagger-
On Sunday morning the fog did NOT come in on little wing a championship caliber airplane in just 19 months
cat feet . . . more like slogging in with a pair of leaky hip and 2300 hours of very carefully preplanned labor.
waders. It was thick, it was clammy and it refused to Chapter 133 of Ft. Lauderdale sponsored a special
burn off until noon. The fog was apparently a local condi- "Best Man and Machine" trophy which was awarded
tion, however, as all morning we could hear the sound of to Dr. Bergen Brokaw of Leesburg, Florida and his very
engines orbiting directly above us. A fine guessing fast BJ-520.
game developed whenever the nostalgic rumble of a round Another diversion of the morning was watching Corky
engine rattled down through the fog a Stearman? Fornof giving cockpit checks in the BD-5 Jet to pilots
Waco? Staggerwing? who have one on order. After firing up the throaty little
But it's a foul fog, indeed, that bodes no one good . . . Sermel, each man was given time to taxi around the
The forced inactivity merely allowed everyone time to fan ramp to get the feel of the J.
out across the field to look over the trophy winners A surprising number of the homebuilts at Lakeland
announced the previous night, a retrospective judging of were original designs. One of the most interesting was a
the judging, as it were. side-by-side, open cockpit biplane called the Tomalesky
The Homebuilt Grand Champion Award went to Val Tomcat. Powered by a 160 Lycoming, the Tomcat has
and Joan Bernhardt of Ft. Lauderdale for their superb very nice lines. It has four ailerons and judging by the
BD-4, N-464VB. Winner of the Best BD-4 Award at Osh- Aresti sequence taped to the panel, is used frequently
kosh in 1973, this little four-placer is powered by a for aerobatics. Just on looks alone, we're predicting this
Lycoming 0-320 and is fitted with a fixed pitch metal design will become a popular homebuilt if plans are
propeller. Val Bernhardt is still another example of an offered.
EAAer who has come up with an award winner on his Antiquers had a lot to look at three straightwing
first attempt at building an airplane. See his story else- Wacos, Red Nichols' four place Curtiss Robin, Jack
where in this issue. Brown's long nose American Eagle, Dick Bach's De
The Grand Champion Classic was a beautiful Taylor- Havilland Rapide (just one of four planes he had at the
craft BC-12D owned by Gene Townsend of Decatur, Illi- fly-in), the Araldi Air Force father Joe's Waco VKS-7,
nois. A regular at Oshkosh and other mid-western fly- son Danny's Aeronca C-3 and son Mike's Inland Sport,
ins, Gene and his T-Craft are usually the first to arrive Hank Palmer's Curtiss Fledgling, a couple of nice Culver
and the last to leave. Here's one guy who knows how to Cadets, several Fairchild 24s and a smattering of other
enjoy retirement. types.
56 APRIL 1975
 Classics were at Lakeland in force, just as they are at
Oshkosh and every other fly-in around the country. A
near surfeit of Swifts, Cessna 195s and tail dragger
Bellancas greeted enthusiasts of these marques. Two
Swifts were in full camouflage, with Luftwaffe markings
on one and RAF roundels on the other. We can easily
imagine what happens when these two get together. A
Luscombe 8A flew in on Saturday that had the wildest
paint job this writer has ever seen. An incredible amount
of taping and air brush work must have gone into the
paint scheme.
Lakeland was largely a P-51 show as far as Warbirds
were concerned. Warbirds President Don Plumb was down
from Canada with his highly polished '51 and led the
troops out each day on a mission to various points around
the state. One day they were invited guests at Mac Dill
AFB in Tampa and reportedly had many of the old crew
chiefs and not a few pilots all choked up recalling
the days when the Mustang was top gun in the USAF. A
civilianized Pinto was there and the little straightwing
jet was most impressive in the short amount of runway
it used for take-offs and landings.
Dale Browder had his "Taintsville Air Force" much in
evidence at Lakeland. This is a group of pilots from the
Orlando/Central Florida area who own and fly beautifully
restored Fairchild PT-19s, 23s and 26s. They get together
on weekends and practice formation flying and generally
have fun with their good flying ol' birds.
The Flying Farmers and the Florida Aero Club came
to enjoy Sun 'N Fun '75 and several members of the Wheel
Chair Pilots were also there, including their president,
Howard Treadwell, in his Ercoupe which has an STCed
door on the right side. Billy Henderson, President of
Finally, around noon the fog layer began to lift and Chapter 454 and Chairman of the
break up and a few aircraft began to come down through Sun 'N Fun Fly-In.

The Tomalesky Tomcat

SPORT
>-
,*',
 photo a ...
Richard Bach's Sportavia SFS-31 Milan.
the holes. By one o'clock the Chamber of Commerce types,
like Duffy Thompson, were all smiles because for the photo b . . .
remainder of Sunday we enjoyed a perfectly beautiful A Taylor Coot project.
day. Every plane capable of flight was in the air and
many stayed until very late in the afternoon before photo c . . .
heading for home. That evening after the fly-in was Roger Don Rae.
officially over, Chapter 454 members who stayed behind
to clean up the grounds and pack away all the usual photo d . . .
fly-in paraphernalia were treated to a taco cook out . . . Al Hawver's KR-1.
and the rising of a glorious full moon. It seemed that
the farewells were especially drawn out and it was photo e . . .
obvious that something made it hard for all of us to Jack Bowling's all metal "X-Wind".
leave. Perhaps it was the reluctance to dim the still fresh
memories of the beautiful airplanes that all had enjoyed photo f . . .
seeing over the past few days, the good fellowship, the The late Wayne Thomas' Corsair.
warm weather. Maybe it was the moon . . . anway,
everyone left vowing to be back next year for the entire photo g . . .
week. "Duffy, baby!"
In the 1930s the famous Gulf Tours were looked for-
ward to each winter by lightplane owners. The Gulf Oil photo h . . .
Company established three routes over which pilots could Mike Araldi's Inland Sport.
fly to the mid-winter Miami air races down the east
coast, from the mid-west and along the Gulf from Texas. photo i . . .
Selected airports along the way those selling Gulf Martin Hill's Tiger Moth.
products, of course were designated as official stops.
To participate in the Tour one simply sent an application photo j . . .
to Al Williams, Gulfs Aviation Division manager, who Bob White's 1929 Waco BSO.
would send out a coupon book that entitled the pilot to
free fuel and oil at the designated stops! The coupons photo k . . .
were good for a period of two weeks or so in case of weather Ron Dahly's BD-4.
delays or if one simply wanted to linger awhile in sunny
Florida. It would be the understatement of the century photo I ...
to say the Gulf Tours were merely popular. Thousands The eagle flies! Jack Brown's American Eagle, that is.
participated and several groups of owners of popular light-
planes, such as Cubs, T-Crafts, etc., arranged to meet at photo m . . .
some point along the way (usually Jacksonville) for a Richard Bach's Pitts.
mass gaggle flight down the Florida peninsula. Never
since have so many lightplanes of a single type been in Left to right, EAA Vice President Ray Scholler, Gene
the air together. We can forget about the free fuel, but Soucy, Dick Wagner and Richard Bach. Bach's D. H.
wouldn't it be a tremendous amount of fun to get some- Rapide towers over the quartet.
thing along the lines of the old Gulf Tour going for Sun 'N
Fun 76?

58 APRIL 1975
 Will The Small
Airplane Survive?
by
Robert K. Wattson, Jr. (EAA 75616)
Associate Chairman (AE)
AE/ME Department
Tri-State College
Angola, Indiana 46703
A NUMBER OF years ago about eighteen, I
believe I was at Wright-Patterson Air Force Base
talking with an acquaintance of long standing in the old
Aircraft Laboratory. We were commiserating over the
then-current trend toward shutting down the big wind
tunnels at Wright and otherwheres, and toward making
ominous-sounding statements that "aerodynamic testing
of airplanes is through there's no more to be done."
I myself wasn't so sure where the future lay, and I said
so, to which Joe replied, "Look, we've been travelling
through the air for almost fifty years in airplanes. Ten
years from now we'll be travelling through the air in
airplanes" airplane development, in other words,
would continue. It did.
Now the airplane seems to face another threat to its
future the fuel crisis, of course. World reserves of
petroleum amount to somewhere between seven and
twenty-some-odd years, depending on how usage and
results of exploration are forecast, and on whom you're
talking to. Pronouncements of the various prophets of
gloom and doom have been well publicized. Whether one
feels that any one such prophet is right or wrong, or lays
the blame at the door of the government or of industry,
the crisis itself still stares us in the face. All general
aviation was jolted at the government's proposed drastic
cuts in aviation fuel availability last winter, and the fact
that we didn't suffer as badly as we feared shouldn't
obscure the outlook: something similar is dead certain to
occur in the future, and the bite will be progressively
bigger and more frequent.
One single salutary effect of the first national alarum
was that the scheduled airlines responded by altering
schedules and equipment allocations so that their average
passenger load factors went up a very few percentage
points. This could be expected to receive some support
from an adult public sixty-odd-percent of whom by now
have flown somewhere mostly by scheduled airline:
if this was what it took to keep the big birds flying,
then so be it.
General aviation, however, has no strong advocates
outside its own family. For whatever reasons, Everyman's
Airplane has not appeared, and the lay public has thus
stayed, substantially, uninvolved. The small airplane has
remained, in most people's eyes, a pleasure vehicle. The
fact that we ourselves may be able to point out that much
pleasure flying is mixed with business, or that business
flying is a significant aid to the conduct of the nation's
commerce, counts for little; general aviation must face
the problem almost alone. Given this increasingly hostile
environment, will the small airplane survive?
60 APRIL 1975
Although the situation isn't yet clear enough for good
predictions of what the airplanes of the year 2001 will
be like, we can take considerable encouragement from the
fact that people in general have never been willing to
give up any aid to speed or comfort even to apparent
speed or comfort of their operations until something
that seemed better came along. In my lifetime I have
seen the workaday horse disappear from the city streets
and country roads and fields, replaced by the automobile,
truck and tractor, which while apparently more expensive
even extravagant have multiplied the benefits of the
work of our hands and heads out of all proportion to
their cost. There is no reason to think that this pattern
will change. Confronted with obstacles to achieving this
psychic need for speed and comfort, man has always
found detours.
Somebody said once that it takes a real genius to
design a poor propeller. To a degree the same statement
can be applied to the rest of the airplane: well and
thoughtfully utilized, the airplane is an amazingly efficient
and effective people-mover. It gets the jobs done that
can be done in no other way. A consulting engineer
friend of mine has a clientele scattered over half the
nation, and serves it using his airplane. If he did not
have the airplane he would not have the clientele. You
can recall examples from your own acquaintance. The
point is that in the very nature of the airplane we have
a lot going for us, and rather than resign ourselves to
what looks like a gloomy future, we must see in what
ways we can make the airplane even more efficient and
more obviously useful, and therefore harder to kiss off.
Short-Range Remedies
The name of the game is not simply "fuel conser-
vation." But over the very short term, of course, we'll
have nothing but good operational practice to help us. In
an excellent little booklet called "Aircraft Fuel Conserva-
tion", the American Institute of Aeronautics and
Astronautics points out the possibilities:
1. Minimize reserve fuel requirements. Obviously
we're not expected to blunder off into the blue with no
reserves on board, but we do know that reserves cost us
payload carrying capacity or range, and we may be able
to do at least somewhat better than topping the tanks
for a 200-mile trip.
2. Schedule climbs and descents for maximum fuel
economy wherever possible. We may need more Owner's
Manual information to do this than we have now, and if
we do need it there's little doubt it will be provided.
We're also limited in what can be accomplished up in
the aluminum sky over O'Hare or Washington National,
but we can still operate thoughtfully in and out of, say,
Smith Field in Fort Wayne, Indiana.
3. For aircraft equipped with flaps, the lowest flap
deflection possible until as late as possible will frequently
save significant fuel during approach and landing. Pilots
are quite aware of this, but I well remember the commuter
airline pilot who proudly demonstrated the short landing
capabilities of his Twin Otter and then taxied about a mile
to the ramp, there to be gloriously chewed out by the
president of the company.
The remainder of the possibilities relate mostly to the
big airplanes and scheduled airlines, but here they are in
brief:
4. Increased use of direct routing
5. Review of airspace restrictions
6. Use of area navigation
7. Enroute speed control
8. Use of optimum flight levels, aided by improve-
ment of instrumentation to reduce required vertical
separation.
9. Certification of additional alternate airports to re-
duce diversion fuel requirements
10. Greater use of "reclearance" flight planning
techniques
11. Improved fuel allocation to reduce need for pre-
ferential refueling
12. Aircraft loading closer to aft e.g. limit (I'm inclined
to be a little dubious about this one)
13. Use of optimum holding speeds (not possible in
some aircraft without deteriorating handling qualities
margins)
14. Guaranteed landing slots.
15. Increased use of simulators for training
16. Reporting capability data (Cat. II or Cat. Ill
equipment) as part of flight plans.
In addition to these there are several possibilities for
improvement of ground operations and facilities, and air
traffic control. There must be about as many personal
catalogs of such items as there are pilots experienced
in operating at large airports. Some of these are short-
term; many are long-term and must await the develop-
ment of new equipment and improved airport designs.
Aircraft Design
Improving flight operations and airports and airways
alone is a largish task, but by itself it's a little like build-
ing magnificent freeways and then using nothing but
6000-pound Chryslers on them. The significant, perma-
nent improvements will have to be in the design of the
vehicles themselves, and the following areas, in general
may be considered:
- Materials
- Engines and Fuels
- Configuration
Before discussing any of these, it might be advisable
to point out that the objectives of development of
improvements should not be short-range. We know about
what we'll have available to us over the next few years:
hydrocarbon fuels and a l u m i n u m , steel and wood
structures. The pressure is already on hydrocarbon fuels;
world resources of iron ore, bauxite and alloying elements
are not limitless, and for many alloying elements we even
now rely heavily on foreign sources.
To choose wisely what courses of action to take, we
might first think about how we got where we are. Since
the industrial revolution of the last century the trend
has been toward the exploitation of non-renewable
resources oil, coal, iron, aluminum, alloying elements.
We can scarcely start an inventory of the materials used
or consumed in our airplanes today without running into
the consequences of these trends: we use steel and
aluminum instead of wood, synthetic fabrics instead of
cotton, and so forth. Also, the new materials w i t h
which we work have been secured for us at steadily
increasing energy costs they are "energy-intensive".
It doesn't take much thought to reach the conclusion
that any benefits we hope to enjoy in the future
including, or perhaps especially, the use of airplanes
are going to have to be arranged for in such a way that
we use as little non-renewable energy as possible to
obtain them. The materials used in the hardware through
which we receive these benefits must come, as far as
practicable, from renewable sources.
Materials
Before you finish the last paragraph you will already
have pointed out to yourself that the small airplane
is a setup for this sort of approach within your memory,
as it is in mine, may be the time when most of almost
any airplane was built from renewable materials sources;
spruce, mahogany, cotton fabric, casein glue. Only the
dope and the metal parts came from non-renewable
sources. But during the late twenties and throughout the
thirties some plywood-skinned airplanes were built,
whose aerodynamic characteristics were as good as
those of any comparable sheet-metal airplane of today.
There is not likely to be any retreat from the use of
advanced materials for the big birds, but there is nothing
that says the small ones have to use them. Although we
can't all rush out and plant spruce forests and cotton
patches, there is a contribution we can make; we can
assure that the technology of wooden and fabric-covered
airplanes is conserved and promoted.
Engines
We are fortunate that the powerplant of the small
airplane is the old-fashioned piston engine. Much-
maligned as it has been in comparisons with the turbine
family and the Wankel rotary, the reciprocating engine
is still king of the world both in initial cost and in fuel
consumption. The turboprop is creeping up on it,
but only because of the years of intensive development
expended on the turbine. And the turbine shows no signs
of yet being able to compete, on a cost-per-horsepower
basis, with the piston engine. The Wankel story is not
all in. Models tested so far in airplanes have shown
unexciting fuel consumption and have required extra
gearing or belt drives to slow the output shafts to
speeds the propeller enjoys. This may mean nothing in
the long haul.
There have been advocates of the use of shrouded
propellers with small diameters to dispense with the
extra gearing or belting required by the Wankel engine.
The shrouded propeller underwent a period of intensive
investigation about fifteen years ago, and the results
indicated that while at its best it could come within,
say, five percent of the best efficiency of a good free
propeller, it was finicky its off-design performance,
even operated controllable-pitch, averaged well below
that of a free propeller. The shrouded propeller is a
fascinating gadget (at least I t h i n k so, having been
involved with it for a time) but for all-around excellent
performance it cannot beat what we already have.
Fuels
We have all undoubtedly read of the promise of
hydrogen as an aircraft fuel. Hydrogen is one of a number
of "new" fuels being talked of; some others are methane
(marsh gas, CBi), propane, methanol and boron. The
promise of hydrogen lies in its high heat value per
pound (51,500 Btu. versus about 19,000 for Avgas) as
well as in the fact that its combustion with oxygen (get
that with oxygen, not air) produces only water. I doubt,
however, that we'd want to consider undertaking to equip
for handling it (it boils at minus 423 degrees Fahrenheit;
also it delivers only 222,000 Btu/cu. ft. versus about
1,000,000 for Avgas, and so is very bulky even as a
liquid). Propane has poor long-term availability; methanol
SPORT AVIATION 61
is even worse than soft coal in heat value. Methane is
a cryogenic like hydrogen (boiling point minus 259F),
with storage problems similar to hydrogen, though less
severe. Boron is high in heat value on both a per-pound
and a per-volume basis, but is limited in availability,
toxic, expensive and unstable. Oddly enough, indications
are that hydrogen shows great possibilities as a jet fuel
for very large airplanes, from a number of standpoints.
It can be produced, furthermore, using "free" energy
the energy of the wind. Our interest in it is tied to the
potential it shows for taking the pressure off more
conventional fuels, and thus benefiting us indirectly.
There has been no suggestion that small general-aviation
airplanes will be driven to the use of hydrogen or some
other "exotic" fuel.
There is no question, then, that the fuels the aircraft
piston engine likes best are hydrocarbons, and it's worth
remembering that there are other sources for hydrocarbon
fuels besides liquid crude oils. Those you've read about in
the newspapers are shale oil and coal. Both these must be
regarded as short-term sources (perhaps 100-200 years'
total supply), but it's possible, at least in theory, to
synthesize hydrocarbon fuels from carbon and hydrogen
separately, the carbon coming from atmospheric carbon
dioxide, limestone or dolomite, or vegetable matter, and
the hydrogen from water. That's just one step short of
the realization of my childhood fancy about engines that
used dirt for fuel.
Nobody says these alternate sources will give us cheap
fuel the point is simply that suitable long-term fuels
can be manufactured. And if we need them bad enough,
our history has shown that someone can be found who
will devise a way to make them reasonable in cost.
Configuration
I wonder to how many of us it has occurred that the
"conventional" small airplane of today is, to a degree,
designed to a set of implied requirements some of which
are long obsolete or should not exist at all (I'm not
referring to the FAA airworthiness regulations, but to
operational requirements). Let me give just one example:
field length.
Back in about 1953 I got interested in short- and
vertical-takeoff fixed-wing airplanes, and I hung the
better (?) part of an eight-year research career on
that interest. One of the things my colleagues and I kept
rediscovering was that STOL and V/STOL airplanes were
very obstinate no matter what we did, they insisted
on being more expensive to operate than conventional
airplanes. They wouldn't go very fast and they drank
fuel in great gulps. Somewhere along the line we also
had it beat into our fat heads that there were no real,
valid signals (with a few special-case exceptions) coming
from the users saying "we need STOL or V/STOL
capabilities." At that point it occurred to us to turn the
problem around: instead of fighting for shorter field
length performance, why not find out how long a field
we dared design for? Obviously if STOL airplanes were
slow and thirsty, "LTOL" airplanes should be the
opposite. The question was simply "how long was short-
enough?"
The answer was developed from an airport survey
a random 426 airport sample from the (then) about
10,000 airports in the contiguous 48 states. We used a
data-analysis technique whereby all runway lengths were
reduced to sea level equivalents; thus an airport with a
runway 3000 feet long and a field elevation of 6000
feet would turn up in the processed data as a "sea level"
airport with, say a 2500 foot runway. It turned out that
"diminishing returns" on short-field airplane design set in
at about 1800 feet of equivalent sea level field length,
62 APRIL 1975
and that eighty-five percent of all airports (ninety)
percent of public airports) had runways longer than that.
While this result would seem to tell us "stop work on
STOL's", its actual significance was that STOL
technology's proper use was in reducing, not field
lengths, but airplane sizes and, ultimately, airframe
costs.
This doesn't require anything really exotic: most of
"STOL technology" is simply a collection of well-proven
devices for high lift and thrust and for low-speed control
Fowler flaps, slats, Kruger flaps, spoilers, deflected
slipstream, careful tailoring of wing designs, attention
to trim lift and drag. There's nothing new about these,
but all of them used together can make startling improve-
ments in airframe cost and cruising range. Professors
Dave Kuhlman and Jan Roskam of the University of
Kansas are demonstrating this on a Cessna "Cardinal,"
under NASA contract. Their airplane has about two-thirds
the wing area of the standard product, cruises faster
with better specific range, and can operate out of whatever
fields the "Cardinal" can use. Everything they've done has
been well documented long since in literature available
to us. But from time to time we need a demonstration
of what the "state of the art" really is. The KU demon-
stration is made in hope that the time to apply the art
has really come.
I should mention one or two things which can be of
interest. The first is the so-called "super-critical airfoil."
The term "super-critical" simply designates the latest
in a series of airfoil designs with high-Mach-number
drag advantages over the so-called NACA "laminar flow"
sections. It happens that the maximum lift of such an
airfoil is reasonably high, and that its profile drag at
high lift coefficients only is lower than that of con-
ventional airfoils of the same thickness ratio. Thus if we
use STOL technology to enable us to "shrink" the wing
size, we may be able to cruise at high angles of attack
with no penalty in wing profile drag the lift-drag may
be better than that of a conventional winged airplane
of the same wing area. This, again, buys additional
range. Most data on supercritical airfoils are still classified,
but the possibility was recently shown of being able to
approximate their low-Mach-number characteristics by
tinkering with the mean camber lines of standard NACA
airfoil sections. So maybe if we're willing to apply our-
selves we won't all need "Confidential" clearances to get
the benefits. The place to find out is in the wind tunnel.
Parasite Drag
A great deal has been written, but very little done,
about reducing parasite drag, the drag of the non-lifting
parts of an airplane. Still some examples are available
to us to illustrate what can be accomplished. Charles
Lindbergh's "Spirit of St. Louis" showed as much
attention to detail as the art of the time allowed if
you are ever in the Smithsonian Institution take a look
at the big spinner, the enclosed shock absorbers and
fabric-covered wheels, the fairings at the ends of the big
streamlined wing struts (those struts are steel tubes but
the streamlining is wood), the use of the forward wing
strut to share the landing gear loads, the fairing of the
wing-fuselage junction at the leading edge, the general
absence of external lacing common to conventional air-
planes of the day. Among newer examples of thoughtful
aerodynamic design are Jim Bede's BD-5 and BD-5J,
the Midget Mustangs^ and so on.
In general, parasite drag can be reduced in the fol-
lowing ways
1) by paying close attention to the general shape of
the major airframe components, and by tailoring the
shapes of their intersections.
 2) by attention to details of small parts wires, cover
plates, antennas, strut ends, door handles, zippers, hinges,
horns, control surface gaps, drains, airscoops and exhausts.
3) by assuring that structural design necessitates as few
drag-risers as practicable spanwise rivet lines and lap
joints, square corners, large unsupported panels and
transverse breaks between supported and unsupported
fabric surfaces.
4) "Active" boundary layer control, by use of propeller
inflow fields (BD-5, Cessna 337) and by powered
means of sucking the boundary layers through holes in
the aircraft skin, or re-energizing it by small amounts
of blowing. This last is generally considered to be a large-
airplane fix.
Most of the above is just good common sense, and the
conventional wisdom says that the gain to be realized
from any single item is too small to be measured by flight
test. The total, however, including "interference" (result
of the fact that wing-along drag plus body-along drag
does not equal wing-body drag) can amount to as much as
10-15 percent of the total parasite drag.
The Aircraft As Energy Saver
There's been a good deal of talk about "energy-
budgeting", a special way of looking at the worth of any
new product by totaling estimates of the energy required
to develop, produce, operate throughout its life, and junk
it, and then try to answer the question "Are the benefits
made available by the product worth all this energy?"
Aside from the fact that many "benefits" are hard to
evaluate in numbers, we can still get a fair idea of where
the airplane stands in the spectrum of effective energy
users.
The late Tom Salter, long-time chief engineer of
Cessna Aircraft, had a favorite saying that the cost of an
airplane is proportional to the number of rivets driven.
Granted that other things besides rivets are involved,
the saying was still a pretty graphic way of pointing out
that the energy expended to produce and assemble the
materials of and components could be fairly-well
expressed in a dollar figure, the cost of the airplane
(with or without markup makes no difference; the dealer's
costs are energy-intensive too).
Now, your car probably weighs somewhere between
2000 and 6000 pounds, costs perhaps $1.50 a pound, and
will last you and its subsequent owners about eleven
years on the average, after which it will be junk no
matter how carefully it is maintained, within reason.
An airplane of any size costs considerably more per
pound than your car (for a from-scratch homebuilt the
cost can be roughly compared with a commercial product
by putting a dollar value on your time per hour, multiply-
ing it by about 2.5 times the time you spent, and
adding in the material and parts costs). But if the air-
plane flies only 100 hours a year, and averages only
100 mph block speed, it will put on about 10,000 miles,
only a little short of the average for an automobile. It
will do this about three times as fast as a car making
the same trip, thereby making available 60 hours of your
time and the time of your passengers. It will require
about the same fuel per mile as your car, if it is, say, a
four-place airplane. On an average, small general
aviation airplanes carry about 2.3 total occupants day
in and day out, somewhat more than do automobiles.
The direct operating cost per actual passenger mile (not
per available seat mile) should therefore compare
favorably with the automobile if the cost of the
machine were neglected.
But a well-kept airplane of modern design doesn't
go to the junkpile after eleven years it keeps on
flying! It may sti'l be flying after twenty years, or
even more. This means that on an energy-to-produce
basis, its airplane-cost-per-seat-mile-used may work out
far more favorably than that of a typical well-kept
automobile (for you who double as airline pilots, I know
that the average jet airliner starts getting out of hand
maintenance-wise after about fourteen years, but look
how many million actual passenger-miles it flew. On that
basis your car can't hold a candle to it).
With alittle more pains than I've taken here the case
for the airplane can be documented with numbers. The
only reason I haven't done it here is that next month's
inflation may make this month's numbers look silly,
but remember the automobile numbers would look silly
too, in about the same proportion. The whole point is
that we have, on an energy-effectiveness basis, a very
remarkable vehicle even in the commercially-built
small airplane, and the homebuilt airplane is truly
astounding (unless, of course, you're taking time off
your job to build it, and are thus charging your own
energy to it).
So Where Do We Go From Here?
As I said at the beginning, there will be recurrances
of the energy crunch, and they will get worse, not better.
Uninformed people both in government and out will raise
cries about these characters flying around in their little
airplanes, and a few of these people may seek the
opportunity to do considerable damage. What is to be done
about this? My strictly personal view is this:
1. We can start with the realization that the small
airplane need not be an energy-waster, but instead has
the potential to be a great energy-saver.
2. We can say so, and say so, and say so. Not to
each other, but to all the people we can buttonhole
outside the aviation community. There are a lot of
people in EAA who know how to do this far better than
I do, and the rest of us can learn how.
3. We can show by the designs of future airplanes
that we are dedicated to increasing the effectiveness
with which energy is used for personal air travel.
4. We can concentrate on energy-conserving opera-
tional techniques.
These are things we can't hire done. It's up to us.
Howard G. Kairath (EAA 28624), 14934 Tupper St.,
Sepulveda, Calif. 91343 built this Cavalier and powered
it with a Franklin Sport 4.
SPORT AVIATION 63
What Our Members

Above: A Franklin Sport 4 powers this Stolp Starlet SA-500 built by Stan
Derrick (EAA 57437), 2536 W. Willow St., Stockton, Calif. 95203. Empty
weight is 739 pounds and the little bird will indicate 110 mph at 2500
rpms using a 72 x 56 Hegy prop.

Left: Another beautiful Thorp T-18 this one by Peter K. Beck (EAA
19566), 2226 White Cornus La., Reston, VA 22091.

Lower Left: A Davis DA-2A built by Brice Rohrer (EAA 39880), Box 152,
Montague, Calif. 96064.

Below: This four aileron Pitts was completed in January 1975 after four
years work by John C. Lind (EAA 59342), Rt. 2, Hector, Minn. 55342.
Powered by a 150 Lycoming.

64 APRIL 1975
M. Levesen (EAA 59659), 122 Vogel Place, .Middle-
sex, NJ 08846 and his wife finished this Bede BD-4
late last fall and hope to have it at Oshkosh this
summer. It is powered by a 150 Lycoming. A modeler
in his youth and in naval aviation in WW II, Mr.
Levesen considers building his own airplane to be
the ultimate experience in aviation.

Left: Gene Barnes (EAA 9256), who

is a Lockheed Service Representative
currently assigned to a C-130 project
for the Indonesian Air Force, sent
along this picture of a Pazmany PL-2
built by Lipnur Industry of Bandung,
Indonesia for the Air Force there. This
is the first of approximately 50 that
will be built, primarily for flight train-
ing. Powered by a Lycoming 0-320-
E2A.

It took Robert Loose (EAA 70088), 476 Greenbriar PI., Jonesville, Mich. 49250 just 19 months to
complete this 180 Lycoming powered Starduster Too. It now has over 100 hours of flying time.
Loose is chief pilot for the MASCO Corporation.

... Are Build! SPORT AVIATION 65

 Directory of Aircraft Under
Construction or Restoration
THIS AIRCRAFT DIRECTORY WAS COMPILED FROM EAA AIRCRAFT REGISTRATION CARDS SENT TO EAA BY THE BUILDER. IF YOUR AIRCRAFT
HAS NOT BEEN LISTED. PLEASE REQUEST A REGISTRATION CARD FROM EAA.

CUSTOM BUILT
Russell B. Musta 203 Key Garden Dr.. Coraopolis, Pa. 15108
ACEY OEUCY Stuart D. Nelson Camden Ave. Ext, Eden, Md. 21822
Thomas R. Hall 5515 Dogwood Dr., Winston-Salem, N. C. 27105 Richard E. Ouigley 23100 S. W. 152 Ave.. Miami, Fla. 33170
Raylon R. Rogers 9116 Jennifer PI., Midwest City, Okla. 73130
ACRODUSTER TOO Ren Sagaert 5091 Lorin Dr., Utica, Mi. 48087
Carl Fratus 434 N. Millwood, Wichita, Ks. 67203 Kenneth R. Shuman 33321 Winchester Dr.. Westland, Mich. 48185
Gerald Gibson 1010 McClendon, Irving, Tx. 75061 Harry Sieckmann 823 Keeven Ln.. Florissant. Mo. 63031
Robert L. Hayes R. 1. Box 341-0, Morrilton, Ark. 72110 Barrett Stolte 4318 N. E. 6 Ave.. Fort Lauderdale. Fla. 33334
J. L. Meyers 25315 LaEstrada Dr., Laguna Niguel, Calif. 92677 Reinhold A. Springer 48 Concord St., Ormond Beach, Fla. 32074
William A. Moose 10819 S. E. 25th PI., Bellevue, Wash. 98004 Robert Thompson 14735 Amberwood Ln., Morgan Hill, Calif. 95037
Dwayne J. Struck Box 76, Fraserdale, Ont., Canada John O. Toliver 4605 Devonshire, Detroit, Mich. 48223
Jerry Vanden Bosch Box 2161, Hq. 17AF. APO New York, N. Y. 09130
AEROSPORT QUAIL Ben T. Wade III 1332 W. Davis St.. Burlington, N. C. 27215
William H. Blythe 1205 Sharon Rd., Marion, S. C. 29571 Wayne Walraven 2101 Botulph Rd., Rt 3. Santa Fe, N. M. 87501
J. R. Hawes 7742 Lake Tahoe Ave., San Diego, Calif. 92119 Arthur W. Walsh, Jr. 37944 Hazel, Mt. Clemens. Mich. 48043
Harold L. Shehane 608 E. Maynard Rd., Cary, N. C. 27511 Nathan G. Watts 5505 N. Brookline, Apt. 909. Oklahoma City, Okla. 73112
Lawrence O. Webster 1408 Alabama Ave.. Holly Hill, Fla. 32017
BABY ACE William J. Wells 1707 33 Robinson St.. Hamilton, Ont, Canada L8P 1Y8
Raben H. Cook Box 802, Beckley. W. Va. 25801 Mike Wentworth c/o Vulcan-Cincinnati, Inc., Arlington St., Cincinnati,
James N. Duke 16 Richardson Dr., Daleville, Al. 36322 Ohio 45225
Eugene R. Hilbert 220 Mellon St., Beckley, W. Va. 25801 Jack E. Wolf Rt. 1, Box 32, Chesterfield. Mo. 63017
J. Reid Lassetter 504 Thomas Dr., Rossville, Ga. 30741 Jack Yovanov 4313 E. University. Phoenix, Ariz. 85934
Eugene Lemieux Road 617. Bayford. Va. 23305 BREEZY
R. T. Perreault 1630 Roseland, Royal Oak, Mi. 48073 Edgar J. Hammond, Jr. Baddacook Pond Rd., Groton. Mass. 01450
George Renquist 75 Shaw PI., San Ramon, Cal. 94583 John N. Hassengen R. 2, Box 179, Constantine, Mich. 49042
Pablo A. Useche C.A. Vencemos Lara. Apt. 577, Barquisimeto, Venezuela
BABY GREAT LAKES
James R. Fields 3721 Savannah Rd.. Fremont, Calif. CASSUTT
Joel P. Geist 204 Malibou, Houma. La. 70360 Dennis A. Day RR 2, Vincennes. Ind. 47591
James M. Moore RD 1, Box 111. Medusa, N. Y. 12120
Wilbur Draves 8874 S. Main St., Hometown. III. 60456
Minot Piper 1389 S. Pioneer Dr.. Abilene, Tx. 79605 James Harley 128 Timothy Dr.. Tallmadge. Ohio 44278
Robert Rees RD 1, Sprakers. N. Y. 12166 Al Main 813 Thompson Ave.. Sioux Falls. S. D. 57101
Nicholas M. Smith 20 Front St., Southampton, Ont., Canada NOH 2LO
CAVALIER
BAKENG DUCE Larry S. Blank RR 3, Princeton, Ont., Canada NOJ 1VO
Gerald D. Jones RD 2. Linda Lane. Averill Park. N. Y. 12018 Charles S. Bonfield Box 1208, Medford. Ore. 97501
Richard H. MacAllister 22 Hollycrest Rd.. Scituate, Mass. 02060 Michael W. Canion 5014 Tom Stafford, Kirby, Tx. 78219
Jack Rollins 2500 Timberlane, Muncie, Ind. 47302
BANTAM G. M. Barber 267 Southall, Winnipeg. Man.. Canada R2V 1V2
Ralph Blackstock 22 Murray Hill Dr., Charleston. S. C. 29407
COOT
BEDE BD-4 Karl D. Franke 79 Fuller St., Buffalo, N. Y. 14207
Ardis V. Almond Rt. 1, Box 411, Coushatta, La. 71019 Nicolas Leonard 1438 N. Shields, Ft. Collins, Colo. 80521
J. R. Armstrong 2712 E. Southlake Blvd.. Grapevine, Tx. 76051 "J" Hartley Locher 69 Murray St., Norwalk. Conn. 06851
Sam Campola 521 Orange 146, El Chula Vista. Cal. 92011 Don Ostrem 17107 S. E. Cougar Mt. Rd., Issaquah. Wash. 98027
Eldon L. Carlisle 614 Mercury Ave., Henderson. Nev. 89015 R. P. Ryan 4969 Effingham PI., Dayton. Ohio 45431
Alien E. Daniels 722 N. Westview, Derby, Ks. 67037 Enver J. Silkman 1137 Hooksett Rd. 1, Hooksett, N. H. 03104
Harry E. Dunivant 104 Woodbine Circle. Fort Walton Beach, Fla. 32548 Thomas J. Steinbrenner Brooklane Village L-1, Ellensburg, Wn. 98926
Robert W. Esau 4959 Kingshill Dr. 303, Columbus, Ohio 43229 Maurice J. Topf 125 Airview Dr., Box 288, Sergeant Bluff. Iowa 51054
Robert Hamilton 17264 Penrod, Fraser. Mi. 48026 Jess Young 25712 18th Ave. S., Kent. Wash. 98031
Roland Hayet 5050 Place Giroux, Charlesbourg. due..
Canada G1H 4L1 COUGAR
Howard E. Jenkins 18819 Cabral. Saugus, Calif. 91351 Timothy A. Lunceford 810 Waverly, Albany, Ore. 97321
Paul E. Kauffman 420 S. Division, Traverse City, Mich. 49684
Donald H. Madsen RR 3, Ft. Dodge, Iowa 50501 CVJETKOVIC CA65
Gerald P. Olsen 20467 Woodside, Harper Woods, Mich. 48225 Eugene Akers Oceana. W. Va. 24870
Allan C. Parker 8825C 106 Ct. S.W., Tacoma. Wash. 98498 Gerald G. Sanders 4311 Haywood St., N. Little Rock, Ark. 72117
James E. Rader 8411 Leader St.. Houston. Tx. 77036 John Sereikas 803 Rose Ave.. Prospect Heights. III. 60070
George Vickers 17640 Gilmore St., Van Nuys, Calif 91406
DAPHNE
BEDE BD-5 Andrew Philipczak 1014 Crestview Ave., Montrose Manor, Reading, Pa.
Norman G. Alumbaugh 6 Scots Ct., Walnut Creek, Calif. 94596 19607
John Anderson 40 High Meadow, Walden, N. Y. 12586
Robert L. Arthur 23718 Soresina. Laguna Hills. Calif. 92653 DAVIS DA-2A
Thomas J. Baxter, Jr. 14713 Batavia Dr., Centreville. Va. 22020 Dennis W. Hester 123 Ammons Dr.. McMurray, Pa. 15317
Andy Borysko 33 Central Ave. 5H, Staten Island. N. Y. 10301 Fred B. Jacobsen 1739 W. 26th St., Lawrence, Ks. 66044
Alfred B. Carpenter 10008 Westleigh Dr., Huntsville, Ala. 35803 Real Trudeau 5032 Des Galets, St. Leonard. P. O.. Canada H1R 1S9
Michael S. Cohen 1098 Richton Place, Richton Park. III. 60471
Bryan Collinsworth 8541 Osteen St.. Jacksonville, Fla. 32210
DER JAGER
William G. Cook Box 6074, Daytona Beach. Fla. 32022 James S. Petralba, Sr. 914 Denver Place. Oxnard. Calif. 93030
John Cowan Rt. 4, Box 905, Panama City, Fla. 32401
Thomas H. Denison 15004 Belvoir Dr., Minnetonka. Minn. 55343 DYKE DELTA
Robert E. Dennison 36 Hudson Dr., Hyde Park, N. Y. 12538 Jerry and Charles Spry 2160 So. Garnett St., Tulsa, Okla. 74129
Maurice R. DePrez 5656 Towers St.. Torrance. Calif. 90503
Harry R. Dittmyre 247 Beech St., Kearny, N. J. 07032 EAA ACRO SPORT
Richard Gaglianone Birch Dr., Mickleton. N. J. 08056 Sally Alien 220 Walden, Santa Paula, Calif. 93060
Ted A. Gardiner 5019 N. Second St.. Phoenix, Az. 85012 Pete Blatt 6902 E. Belleview, Scottsdale, Ariz. 85257
Robert Giesey 9400 Hartland Rd., Fenton, Mich. 48430 Malcolm Burton 19 Moore Ave., Brunswick, Maine 04011
Herman M. Hall. Sr. Box 66, Glasgow, Va 24555 Lee Dennis 2034 W. 235th St., Torrance, Calif. 90501
Maurice W. Hall 108 Hemlock. Warner Robins. Ga. 31093 George A. Fuller 56 Highland St.. Hudson, N. H. 03051
Barry Harper 403 Rightor St.. Houma, La. 70360 Ernest L. Hand 5026 Olympia, Corpus Christi, Tx. 78413
Marmond H. Hempec 761 Camino Cos Conches, Thousand Oaks. Calif. 91360 Tim Whittaker 306 E. 11th St., Apt. C, Hanford, Calif. 93230
J. B. Hickey 115 So. Franklin St., Tampa, Fla. 33602 P. L. Windh 382 Clarksville Court. Mississauga, Ont, Canada
Paul J. Houghton 943 Miller Ave., San Jose, Calif. 95129 L5A 1G8
R. A. Hulme 7562 Seine Dr., Huntington Beach, Calif. 92647
Joseph M. Jania 229 Seabury Rd., Bolingbrook, III. 60439 EAA SUPER ACRO SPORT
William M. Johnson Rt. 3, Box 248, Leland, N. C. 28451 Ralph W. Cashen, Jr. RFD 1. Harwich. Mass. 02645
Robert L. Kapp 33 Chester Pike, Apt. D-4, Ridley Park, Pa. 19078 Bill Chester 2907 N. Jefferson Blvd., Lorain, Ohio 44052
Rod McKenzie 2625 Berry Dr.. Fairfield. Calif. 94533 Don Gulihur 2465 Felspar. San Diego, Calif. 92109
Len Marzewski 30194 W. Chicago. Livonia. Mich. 48150 Jim Pollauf 3013 Sherbrook Rd.. Toledo, Ohio 78660
66 APRIL 1975
EAA BIPLANE MONNETT SONERAI II
William Hatch 3371 Bucyrus Rd.. Marion. Ohio 43302 R Butterfield 3119 N. Auburn Rd . Indianapolis. Ind 46224
James C Corbitt, Jr 5806 Rockwood Ln , Orlando. Fla 32809
FLY BABY Dennis Irwm 16 Lakewood Cres . Naughton. Ont, Canada
Bill Browning 1206 Morrow. Austin. Tx. 78757 Daniel J. Wnght 80 Evans St Osterville. Mass 02655
Paul A. Ennis Rt 6. Box 88. Parker Rd . Salisbury. Md 21801
Bruce Heiner 585 Ceder Dr.. Bow. Wash 98232 MUSTANG II
Les and Gwen Hems 8 Sapling Court, Etobicoke. Ont.. Canada Ralph Hardeman 4950 Norman Rd . Stone Mountain. Ga 30083
Jack M Hurdle. II 120 Nelson Dr. Baton Rouge. La 70808 Ted C Harper 2527 Cranford Rd.. Columbus. Ohio 43221
Don M. Jenkins 1273 Rivermont Dr . Melbourne. Fla 32935 Ed E Hebert 707 Madone St Mont Launer. Que Canada J9L 1T2
Cal and Kevin Knsten 1001 S W 136th St . Miami. Fla 33156 James E. Knight 8440 Yarrow St.. Arvada. Colo 80005
Earl W. Magnus 16152 Debra Dr.. Oak Forest. Ill 60452 Paul D Jackson 521 N Gerry. La Habra. Calif 90631
Robert J Mork 912 Plaza Dr. Joiiet. III. 60435 Jesus D Lara 327 S. Avenue 60. Los Angeles. Calif. 90042
David Orange. Jr Box 8245. University. Ala 35486 J. F Rushing 1909 Rustic Dr.. Piano. Tx. 75074
David R Quick 147 Newton Ave.. Jamestown. N. Y 14701 Tom Walpole 203 E. Washington Ave.. Biloxi. Miss 39531
Michael L Schulz 604 E Prospect. Norfolk. Nebr. 68701
J. E Thompson 1578 Elm St., Denver. Colo 80220 ORIGINAL DESIGNS
Steven H. Womack 104 Farmhill Dr.. Summerville. S C 29483 Gil Baker 508 N Vermont. Royal Oak. Mich 48067
Paul M Barton 751 Gradient Dr.. St. Louis. Mo. 63125
FLAGLOR SCOOTER Glenn R Baynes 13331 Woodm Rd.. Chardon. Ohio 44024
Jim Coflin 4604 Hillbrook D r . Annandale. Va. 22003 William Broadley 78 E Stewart Ave.. Lansdowne. Pa 19050
Kenneth J Detjen 2000 Marquita. Waco, Tx 76711 Julius G. Cook Rt 2. Box 78. Branson. Mo 65616
Pat Donahue 4645 Haverhill. Detroit. Mich 48224
GREGA AIR CAMPER Greg Hanegraaf Box 64. Rt 4. Appleton. Wise 54911
Jose Ma Davila Fuentes 235 Pedregal De San Angel. Mexico. D F 20 Richard V. Harnngton Box 72. Red Hook. N Y 12571
Bill Ortmann 523 N 14th St.. Niles. Mich 49120 George R Henderson 622 N Eastside Dr.. Lakeland. Fla 33801
Millard Raney 1001 McLam. Newport. Ark 72112 J L. Clark 201 E Washington Ave . Biloxi. Miss. 39531
William Strother James 7757 California Ave.. Riverside. Calif 92504
HANG GLIDER Bryan Kreimendahl 2216 W Chandler Blvd.. Burbank. Calif 91505
Ken Lenz 9662 Dodson Way. Villa Park. Calif. 92667 Donald W Long 4623 Gage. Boise. Idaho 83704
Robert J Matthews 8814 Bellwood Rd.. Bethesda. Md 20034
HATZ Martin Pntzl 10601 Washington Way 4. Everett. Wash 98204
John A Anderson Rt 2. Box 3146. Palmetto. Ga 30268 Freddy E Roberts 4871 Washington. Kansas City. Ks 66104
R B Andrews 10505 94th Ave E . Puyallup. Wash 98371 Charles Sullivan 2457 Fowler St.. Ft Myers. Fla. 33901
Bob Buck 1407 Mini Dr. Valleio. Calif 94590 Harold J Wamser 1774 E. 31st. Cleveland. Ohio 44114
Al Butler Rt 2. Box 174. Blairstown. N J 07825 Don A Williams 3805 W Rogers Ave . Tampa. Fla. 33611
Robert F. Dangelo Washington St.. Franklin. Mass. 02038 Kestutis L Zigaitis 6820 S Maplewood. Chicago. Ill 60629
Harlan E Darr 541 Kelly Dr.. Golden Valley. Mn. 55427
Edward A Evans 2838 Drake. Costa Mesa. Calif 92626 OSPREY
Donald L Hanelme 1114 2nd Aye.. Nebraska City. Nebr 68410 Ron Clarke 6 Zaph Ave . West Hill. Ont. Canada M1C 1M6
Richard D Hongan. Jr 9706 Wichita Ave . College Park. Md 20740 Fred E Uinch 80 Harris PI . Apt 45. Fremont. Calif. 94536
Harold W. Lmdquist 1308 Christian Hills Dr . Rochester, Mich 48063
Harold A Lossner 4115 8th St Place. Des Momes. Iowa 50313 PAZMANY PL-1
Arnold McKeeman 406 Napier St E . Walkerton. Ont Canada Don Hill 11777 S 87th Ave.. Tulsa. Okla 74008
William Natale Brookview Trailer Park. Lot 25. Greenfield. N Y 12833
Martin OndruS 11431 W. 22nd St.. Hinsdale. Ill 60531 PAZMANY PL-2
Henry S Proescher. Jr 4613 Twin Lane. Virginia Beach. Va 23455 Eugene Kowalski 237 Burtman Dr.. Troy. Mich. 48084
Richard H Stover 38 Farm Rd . Sherborn. Mass 01770 Bryon D. Montgomery 18275 Birwood. Birmingham. Mi. 48009
Stanley Zapalik 3820 W 28th St.. Chicago. Ill 60623 T J Theunissen 10 Daniel S t , Rhodesfield Ext., Kempton Park 1620.
South Africa
HEADWIND Eli Wmtteld 1439 E 86th St.. Brooklyn. N Y 11236
J T Eggei Rt 1. Box 186A. Gurdon. Ark 71743
R S Isaak 705 G Ave . Eureka. S Dak 57437 PAZMANY PL-4
James L Brown 525 Benmngton Terr , Ridgewood. N J 07460
JODEL Glenn Miller P. O. Box 12. Orem, Utah 84057
Norm P Batlot Box 101A4. Rhmebeck. N Y 12572 Thomas L Nitz 3 Oak Road. Muncie. Ind. 47303
A R Beasley 375 Johnston Ave . Courtenay. B. C . Canada V9N 2Y2 Patrick Raciti 28 High S t . Poughkeepsie. N Y 12601
H S Hickman. Jr 703 W Gayle. Edna. Tx. 77957 Allan Paul Seipman 2314 W 18th 91. Houston. Tx 77008
John M Macauley 960 Claggett St.. N. E . Salem. Ore 97303 Donald E Walsh 7 Denmson. Bourbonnais. Ill 60914
Gerhard Novotny 10975 158 St.. Edmonton. Alia . Canada T5P 2Y8
PIEL
JUNGSTER David J. Clark 81 Cambridge Dr . Red Hook. N Y. 12571
E Lugo 697 Calie Grace. Rio Piedras. Puerto Rico 00924
PIETENPOL
JUNIOR ACE Paul Castme 102 W Balboa D r . Tempe. Ariz 85282
EAA Chapter 402 Newark, Ohio Thomas W Hulm General Delivery. Lac Du Flambeau. Wise 54538
Ralph B. Mott 1816 Marion Ave North Augusta. S. C 29841 Chuck Larsen 8130 Pt Douglas Dr. Cottage Grove. Mn 55016
Steven Turoski 565 W Del Rio. Chandler Ariz 85224 George H Loeb. Jr 7037 Suburban Arch. Norfolk. Va 23505
Gary L Richmond 2023 Park Lane. Holt. Mich. 48842
KNIGHT TWISTER L R Trager Acme Skyport. Williamsburg. Mich 49690
Garry L Pope 12280 S. W. 31st. Miami. Fla 33175 A C Wood 2126 30 Ave. S W , Calgary. Alberta. Canada T2T 1R4

MAROUART PITTS
John H. Matthews 781 Michael St , N E . Atlanta. Ga 30329 Stu Aleshire 16640 Nearview Dr Saugus. Calif 91350
Godfrey Aquilmo 1646 E 2nd St.. Brooklyn. N Y. 11230
MIDGET MUSTANG Whitney W. Ballantine 340 Wenonah. Traverse City. Mich 49684
Terry G Gardner 22 Arrowhead Est. C t . Chesterfield. Mo 63017 Daniel J Beckman 7078 So. Umta St.. Englewood. Colo 80110
Richard L Woodrufl 129 Elder St.. Birmingham. Ala 35210 C R Cottle. Jr Rt 9. Box 237. Beckley. W Va 25813
Kevin M Cunmngham 703 Kennedy St.. Marshall. Minn 56258
MIGNET W Haywood Davis P O Box 337. Pelzer. S C 29669
Elton Barnum 1082 Oilman Rd . Marquette. Mich 49855 Robert L Heuer RFD 2. Box 157-C. Maple Park. Ill 60151
MINI CAB Leo Mansuetti 3645 E 69th PI.. Tulsa. Okla 74136
Jack D Manning 1513 Caldwell St . Longview. Tx 75601 Jacob F Nielsen 2600 E 5th. Anchorage. Alaska 99501
Ralph R Nielsen RR 1. Box 109. Portland. Ind. 47371
MINI COUPE Jack Payne 6224 E 28th St.. Tulsa. Okla 74114
R A Keating Box 333. Boerne. Tx 78006 David F Sharpe 16801 S W. 77 Ave . Miami. Fla 33157
Ralph Lawhon. Jr 3201 Auburn Rd.. Huntington. W Va. 25704 W R Smith 220 Wnght Road. Beckley. W Va. 25801
Donald E Martin 1171 S Westmorland Ave.. Apt 3. Los Angeles. Calif Dick Winn 6568 Gundry Ave . Long Beach. Calif 90805
90006
O. E. Miller 1812 Melody Ln . Garland. Tx 75041 RACERS
Donald E Schley 226 Belmar Blvd . Avon Lake. Ohio 44012 Vie Milford. Jr. 3867 Steuben Court. Fremont. Calif 94538
Dale D Vesey 329 W St James Circle. Holland. Ohio 43528 Charles G Lamb 3865 Flag Dr. Palm Beach Gardens. Fla 33403

MINI MUSTANG RV-3

Charles G Walker in Rt 2. Box 243-H. McMmnville. Ore. 97128 E T. Barnes Rt 1, Box 190-A. Prince George. Va 23875
John Bolding 711 Scenic. Baytown. Tx 77520
MONG SPORT Donald Crozier 1233 Dogwood. Chesterton. Ind 46304
Robert Geary R 2. Fairbank. Iowa 50629 Fay J Gibson 1506 Anglecrest Way, Madison. Wise 53716
Edward Saurenman 5904 McMillan Cr . Columbia. S C 29210 Merv Henkes 12535S E Boss Ln. Milwaukie. Ore 97222
J D Keeshan P O Box 192. Manvel. Tx 77578
MONNETT SONERAI I Robert J. Thompson 2820 Prince Rd . Crescent City. Calif 95531
Scott Kesterson 221 W Kcrr. Centralia. Ill 62801
John H Krauer 22626 Petersburg. East Detroit. Mich 48021
Kenneth L Wilson 1008 Witherspoon Dr Kokomo. Ind. 46901
SPORT AVIATION 67
 CALENDAR OF EVENTS
Items to appear in Calendar of Events in SPOHT AVIA-
TION must be in EAA Headquarters office by the 5th of
the month preceding publication date.
APRIL 6 MESA, ARIZONA 9th Annual Desert Sportsman Pilots
Association Benefit Air Show. Falcon Field. Contact: Bill Bullock,
3325 E. Turquoise Ave., Phoenix, Ariz. 85028 - (602) 996-3586.
APRIL 10-13 APPLE VALLEY, CALIFORNIA 1st Annual 49er Gold
Cup Aerobatic Contest sponsored by IAC Chapter 49. Four category
contest. Apple Valley Resort Airport (80 miles NE of Los Angeles).
Contact Jim Rossi, T8558 Mayall St., Northridge, California 91324,
(213) 886-7297.
MAY 2-4 BURLINGTON, NORTH CAROLINA Spring Fly-In spon-
sored by EAA Chapter 395 (Antique). Banquet Saturday night. Con-
tact Ray Bottom. Jr., Box 98, Newport News, Va. 23607.
MAY 2-4 PINE MOUNTAIN, GEORGIA 2nd Annual International
Cessna 170 Association Southeast Regional Fly-In. Callaway Gar-
dens. Contact: Bob Wylie, Box 398, Chester, S. C. 29706. (803) 377-
4613.
MAY 3-4 OROVILLE, CALIFORNIA 4th Annual Fly-In. Only joint
land and seaplane event in California. Fuel available. Contact E. H.
Boggs, 3012 Olive Hwy., Oroville, Calif. 95965.
MAY 3-4 CORONA, CALIFORNIA Southern California Regional EAA
Fly-In sponsored by EAA Chapters 7, 11, 92, 96 and 494. For informa-
tion contact Terry Davis, 13905 Envoy Ave., Corona, California 91720.
(714) 735-8639.
MAY 4 DAYTON, OHIO All day EAA Chapter 48 meeting. Moraine
Air Park. Free breakfast for homebuilt pilots.
MAY 10 KENT, OHIO Air Expo '75 - EAA Fly-In. Kent State Univer-
sity Airport. Rain date May 11. Contact Rob Garrett, c/o KSU, Van
Deusen Hall, Aerospace Technology, Kent, Ohio 44242.
MAY 11 HAVRE, MONTANA Air Show - Havre City/County Air-
port. Contact Rod Herrig (406) 265-4579.
MAY 11 LIVERMORE, CALIFORNIA 6th Annual Livermore Fly-In/
Air Show. May 11, rain date May 18. Contact AIRSHOW, Box 524,
Livermore, Calif. 94550.
MAY 15-18 KANSAS CITY, MISSOURI AirFair 75. Contact Kay
Ferguson, (816) 471-0514.
MAY 15-18 FRANKLIN, NORTH CAROLINA Eastern 195 Associa-
tion annual business and maintenance meeting. Contact D. C. Bar-
bot. Box 1154, Florence, S. C. 29501. (803) 662-8405.
MAY 17-18 CONROE, TEXAS Antique-Classic Chapter 2 (Hous-
ton) sponsored fly-in. Montgomery County Airport. Contact J. J.
Paul, 1518 Ronson Rd., Houston, TX. 77055. (713) 465-5361.
MAY 17-18 HARVARD, ILLINOIS Dacy Chapter Antique Airplane
Association Annual Fly-In. Dacy Airport. Contact Loel H. Crawford,
608 Old Orchard Road, Harvard, III. 60033.
MAY 17-18 ENID, OKLAHOMA 3rd Annual EAA Chapter 455 Fly-In
and Air Show. Dinner and Awards, Saturday; breakfast and air show,
Sunday. Contact: Ray Cunningham, 2225 E. Ash, Enid, Okla. 73701.
Telephone 405/234-3014 or Chuck Dulaney, 1735 Pawhuska, Enid,
Okla. 73701. Telephone 405/234-1401.
MAY 18 QUINCY, FLORIDA 3rd Annual EAA Fun Fly-In. Spon-
sored by EAA Chapter 445. Contact: Charles G. Smith, 2065 Eden-
field Rd., Tallahassee, Fla. 32303
MAY 18 LOCKPORT, ILLINOIS 4th Annual EAA Chapter 15 Fly-In
Breakfast. Lewis-Lockport Airport. 8 'til noon. Rain date May 25.
See first complete "V" Star of 12 under construction. Contact:
Richard Fry, 8610 W. 92nd St., Hickory Hills, III. 60457.
MAY 23-26 WATSONVILLE, CALIFORNIA 11th Annual West Coast
Antique Aircraft Fly-In. Antique, Vintage, Classic and Amateur-
Built aircraft. Static displays, flying events, air show, trophies, Fri-
day and Saturday night get-acquainted parties. Sunday Awards
Banquet. Contact: W. B. Richards, 2490 Greer Rd., Palo Alto, Calif.
94303.
MAY 24-25 TULSA, OKLAHOMA Fly-in sponsored by EAA Chap-
ter 10. Harvey Young Airport. Cookout evening of 23. Contact John
Pierce, 184 E. 42nd Place, Tulsa. Okla. 74105. (918) 743-1236.
68 APRIL 1975
MAY 24-25 SALISBURY, NORTH CAROLINA 5th Annual Fly-In
sponsored by EAA Chapter 378. Contact Jeff Clarke, 3326 Colony
Dr., Jamestown, N. C. 27282. (919) 454-1727.
MAY 24-26 CLARKSDALE, MISSISSIPPI 5th Rebel Regional "5"
Category Aerobatic Contest. Contact Chuck Mann, 3544 Windcrest
Dr. No. 3, Memphis, Tenn. 38116.
MAY 25 SANDPOINT, IDAHO Pend D'Oreille Flyers 5th Annual
Fly-In Breakfast. Contact Bert Wilkinson, Rt. 1, Box 487, Sandpoint,
Idaho (208) 263-6670.
MAY 25 TOUGHKENAMON, PENNSYLVANIA Colonial Flying Corps
Museum Annual Air Show and Open House. Rain date May 26
or June 1. Contact Alexis I. du Pont, P. O. Box 171, Toughkenamon,
Pa. 19374.
MAY 25 PORTAGE, WISCONSIN Fly-In Breakfast sponsored by
EAA Chapter 371 and Columbia County Flying Assn.
MAY 29-31 ORMOND BEACH, FLORIDA 1st Annual Coquina Auto
and Air Show. Static displays, aerobatics, air Oriented celebrities.
Plaques for all entries, awards luncheon. Contact William A. John-
son, Air Show Coordinator, Box 2153, Ormond Beach, Fla. 32074.
MAY 31 JUNE 1 CAMBRIDGE, MARYLAND Potomac Antique
Aero Squadron Annual Fly-In. Horn Point Airport located on the
Frank DuPont estate, WSW of Cambridge. Beautiful grass runways,
no registration fees, free camping just a super fun fly-in. Con-
tact Sam Huntington, Fly-In Coordinator Avery Road, Shady Side,
Maryland 20867. Telephone 301/261-5190.
JUNE 1 BEND, OREGON 2nd Annual Fly-In. Sponsored by Ore-
gon Pilots Association. Contact Sonny Kline, Rt. 3, Box 883, Bend,
Oregon 97701.
JUNE 1 EARLVILLE, ILLINOIS 1st Annual Fly-In Lunch. Spon-
sored by EAA Chapter 263. Contact Randy Novak, R & R Airport,
Earlville, III. 60518 - 815/246-9870.
JUNE 1 DE KALB, ILLINOIS EAA Chapter 241 11th Annual Pan-
cake Breakfast Fly-ln/Drive-ln. 7:00 A.M. De Kalb Airport - note power-
line west.
JUNE 1 NORTHHAMPTON, MASSACHUSETTS Chapter 166 Fly-
In. Rain Date June 8. Contact William Edwards, 25 Madison Ave.,
Northampton. Mass. 01060. (413) 586-0044.
JUNE 1 BURLINGTON, WISCONSIN Chapter 18 Annual Fly-In.
Contact Bob Grimm, (414) 762-3421. Rain date June 8.
JUNE 6-8 ORANGEBURG, SOUTH CAROLINA 6th Annual Old
South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.
JUNE 6-8 MERCED, CALIFORNIA 18th Annual Merced West Coast
Antique Fly-In. Early bird party June 6. Air Show Sunday. Contact
Linton Wollen, Director, Box 3212, Merced, Calif. 95340. (209) 722-
6666.
JUNE 7-8 FRANKLIN, VIRGINIA Old Dominion Chapter 339 spon-
sored Fly-In and Air Show. Municipal Airport. Air Show on June 8,
2:00 P.M. Contact George Hillier, 1453 Westover Ave., Norfolk, Va.
23878. (804) 623-5509.
JUNE 7-8 ATCHISON, KANSAS Annual Fly-In sponsored by Great-
er Kansas City Area AAA Chapter. Amelia Earhart Memorial Air-
port. Contact Bill Hare, 6207 Riggs, Mission, Ks. 66202.
JUNE 8 CANTON, OHIO Fly-In and Air Show sponsored by EAA
Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave.,
S. E., Canton, Ohio 44711.
JUNE 8 ALLENTOWN, PENNSYLVANIA Queen City Airport - 3rd
Annual Informal Fly-In. Cash Prizes. Contact Joe Tarofis (215)
865-9478.
JUNE 8 ZANESVILLE, OHIO 3rd Annual EAA Chapter 425 Fly-
In Breakfast. Contact: Dave Workman, 400 South St., Zanesville,
Ohio 43701.
JUNE 8 CORRY, PENNSYLVANIA EAA Chapter 160 Annual Fly-
In/Breakfast, Lawrence Airport. Spot landing contest on arrival.
Contact Harry Hipwell, 266 E. Fairmount Ave., Lakewood, N. Y.
14750. Rain date June 15.
JUNE 13-15 DENTON, TEXAS 13th Annual Fly-In sponsored by
Texas Antique Airplane Association, Inc. Contact Myrna Johnson.
2516 Shady Brook Dr.. Bedford, Tx. 76021. (817) 283-1702.
JUNE 14-15 FREDERICKSBURG, VIRGINIA 8th Annual Antique
Aircraft Fly-In. Shannon Airport. Awards Banquet. Contact John
B. Maas. Jr.. Shannon Airport, Box 509. Fredericksburg. Va. 22401.
JUNE 14-15 PORTERVILLE. CALIFORNIA 26th Annual Moonlight
Fly-In and Air Show. Static displays, aerobatics, sky diving and
flying antiques. Contact PAPA. 1893 S Newcomb. Porterville Air-
port, Porterville, Calif. 93257.
JUNE 14-15 CRYSTAL FALLS. MICHIGAN (Upper Peninsula) 3rd
Annual Fly-In sponsored by EAA Chapter 439. Static displays, fly-
in events. Club Work Day - 14th; Air Show - 15th. Free 25 gallons gas
to all homebuilts flying in. Primitive camping available. Contact Jim
Lyle. 141 Albatross. Sawyer AFB, Mien. 49843.
JUNE 14-15 SANTA ROSA. CALIFORNIA 4th Annual Fly-In spon-
sored by EAA Chapter 124. Sonoma County Airport. Contact Art
Beer. Box 6192. Santa Rosa. Calif. 95406.
JUNE 15 WEEDSPORT. NEW YORK 2nd Antique-Classic and Home-
built Fly-In/Pancake Breakfast. Trophies. Sponsored by EAA Chap-
ter 486. Whitfords Airport. Contact Dick Forger. 204 Woodspath Rd.,
Liverpool, N. Y. 13088.
JUNE 15 UPLAND. CALIFORNIA Aircraft Swap Meet and Pancake
Breakfast sponsored by EAA Chapter 448 Cable Airport Contact
Don Barber. 917 Alta Loma Or . Corona. Calif. 91720
JUNE 20-22 PAULS VALLEY. OKLAHOMA Greater Oklahoma City
Antique Airplane Association Fly-In Contact Jerry Horn, 2008
Nail Parkway, Moore, Okla. 73160.
JUNE 21 MIDDLETON. WISCONSIN Wisconsin 99 Proficiency
Air Derby. Morey Airport P.I.C. must be female. Co-pilot required
- male or female (need not be a pilot). Send $2 00 for race kit. Pat
Weir, R. 5. Box 162. Marshfield, Wise. 54449
JUNE 21-22 SALEM. ILLINOIS Fly-In Salem-Leckrone Airport.
Sponsored by EAA Chapter 16. Contact Robert E. Tarrant, Box 474,
Effingham. III. 62401.
JUNE 21-22 HAMILTON. ONTARIO. CANADA Air Show sponsored
by Canadian Warplane Heritage. Contact Dennis J. Bradley. Canadi-
an Warplane Heritage. Inc., 550 Kipling Ave., Toronto. Ont.. Canada
M8Z 5E9
JUNE 21-22 ATLANTA. GEORGIA 6th Annual Aerobatic Contest
sponsored by IAC Chapter 3 Bear Creek Airport. Practice Day,
June 20. Contact Greer Parramore, 4880 Clark Lake Way. Acworth.
Ga. 30101.
JUNE 22 ELKHART. INDIANA Fly-In and Air Show. Sponsored
by EAA Chapter 132 and Mishawaka Pilot Club. Breakfast at 6:00
A.M.
JUNE 22 PLYMOUTH. MICHIGAN Spring Fly-In sponsored by
EAA Chapter 113 and Plymouth Aero Mettetal Airport. Pancake
Breakfast. Contact Lew Marzewski. 30194 W. Chicago. Livonia,
Mich. 48150. (313) 421-9328.
JUNE 22 PLAINFIELD. ILLINOIS 2nd Annual Fly-In Flea Market.
Sponsored by EAA Chapter 461. Clow International Airport. Contact
Art Froehlich. (815) 436-3930 or (312) 968-7454
JUNE 22 RIO, WISCONSIN 5th Annual Fly-ln/Drive-ln Breakfast.
All aircraft types welcome
JUNE 27-29 FRANKLIN. VIRGINIA Annual Fly-In sponsored by Old
Dominion EAA Chapter 339. Contact George Hillier, 1453 West-
over Ave.. Norfolk. Va. 23878 (804) 623-5509.
JUNE 28-29 BURLINGTON, WISCONSIN 3rd Annual Cub Fly-In
Sponsored by EAA Antique-Classic Division All vintage and home-
built aircraft invited.
JULY 23-27 MINNEAPOLIS. MINNESOTA Annual American Bonan-
za Society Convention. Headquarters: Radisson South Hotel. Con-
tact Ralph G. Haesloop, Chemung County Airport, Horseheads,
N. Y. 14845. Telephone 607/739-5515
JULY 26-31 FOND DU LAC, WISCONSIN 10th Annual EAA/IAC
International Aerobatic Championships Sponsored by Interna-
tional Aerobatic Club. Practice Days July 26, 27 Contest Days
July 28, 29. 30. Rain Date July 31. Contact Sam Huntington,
Contest Chairman, Avery Road, Shady Side, MD 20867.
JULY 29 23rd ANNUAL FLIGHT RALLY TO OSHKOSH. WISC. Spon-
sored by AC Spark Plug Division. Starting points: Kansas City. Mo.;
Dayton, Ohio; Flint. Mich.; Minneapolis. Mn ; Omaha, Nebr ; St.
Louis, Mo. Contact AC Aviation Department. Flint, Mich. 48556 for
details.
JULY 29 - AUGUST 4 OSHKOSH, WISCONSIN 23rd Annual EAA
International Fly-In Convention.
AUGUST 24 WEEDSPORT, NEW YORK Air Show and Fly-In Break-
fast sponsored by EAA Chapter 486. Whitfords Airport. Contact
Dick Forger, 204 Woodspath Rd.. Liverpool, N. Y 13088.
SEPTEMBER 5-7 GALESBURG, ILLINOIS 4th National Stearman
Fly-In. Galesburg Municipal Airport. Contact Jim Leahy, 445 N.
Whitesboro, Galesburg, III. 61401 or Tom Lowe, 823 Kingston Lane.
Crystal Lake. III. 60014.
SEPTEMBER 19-21 KERRVILLE. TEXAS Southwest Regional
Fly-In. Contact Bill Haskell. Box 1235. Kerrville, Texas 78028 (512)
995-2791.
FAIR-WEATHER FLYING
Richard L. Taylor
276 pages $7.95
Macmillan Publishing Company, Inc.
866 Third Avenue
New York, N.Y. 10022
How would you like to have an airplane much better
than the one you now fly without spending another nickel?
Richard L. Taylor tells you how to get more out of your
airplane, not by purchasing more "black boxes" but by
making 100% use of your capabilities, the potential of
the airplane, and already installed nav-com gear. And,
for added safety at no extra cost how about sharpening
those skills learned in flight training such as power-off
approaches and soft-field take-offs?
In the chapter "Killing the Sacred Cow" you will find
your "new" crosswind gear. Who says you have to follow
the centerline of the runway in every wind condition? Us-
ing the ideas here could mean the difference between an
acceptable take-off or landing during adverse wind condi-
tions on a cross country flight or spending the days ahead
repairing that sleek homebuilt.
If you've built a two-place aircraft, sometime the pres-
sure will be ON to make that flight, when, in fact, you're
really thinking the conditions are not suitable. "How to
Chicken Out in Front of Your Friends" offers three sure-
fire, and logically acceptable, ways to do so.
The chapter on turbulence defines the various types,
tells how best to avoid them, and, if all is lost, includes in-
structions on how to talk to your aircraft. "Airplane, I'm
sorry I brought you here, but we're in it together and I'm
going to get us out of it." (If the airplane answers, there
are bigger problems than can be taken care of by reading
the book.)
Dirty windshields aren't all bad not if you "follow
the bug" to a perfect landing each time. And when the fiat-
land pilot encounters mountain strips, the "bug" becomes
indispensable.
Are your radio communications sparce but complete or
is a five word acknowledgment extended into a para-
graph?
This book is a well-written compilation of expert han-
gar talk, spiced with humor. Hopefully, these ideas will
be practiced so that when you encounter situations beyond
your actual experience, you can save both your airplane
and your neck. In any event, you cannot help but become
more knowledgeable by reading this book and a better
pilot by practicing the skills. But, please don't try every-
thing on one day!
FAIR-WEATHER FLYING is one pilot's ideas on how
to get MORE out of your airplane on EVERY flight and do
it as safely as possible. It is Richard L. Taylor's challenge
to YOU! Ann H. Pellegreno
SPORT AVIATION 69
 SPECIAL EAA OFFER!
JEWELRY
Brooch - yellow gold sunburst with EAA emblem . $ 6.80
Charm - on white gold plate or yellow gold plate $ 4.80

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

Earrings - pierced, post-type . . . . . . . . . . . . . . . . . . . . $11.25
Wire type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.25
Lapel Pin/Tie Tac (blue and gold) ................ $ 3.00
Lapel Pin/Tie Tac (white and gold)............... $ 3.25
Tie B a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5.55

JACKETS & BLAZERS

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

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

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

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

All Photos by Lee Fray

 JUMPSUITS * PUBLICATIONS
You've been asking for it for years an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex __ Basic Hand Tools, Vol. 1
fire retardant material also a wild antique airplane pattern. __ Basic Hand Tools, Vol. 2
__ Custom Aircraft Building Tips, Vol. 1
These jumpsuits are tailored and fit beautifully no __ Custom Aircraft Building Tips, Vol. 2
baggy look. __ Custom Aircraft Building Tips, Vol. 3
__ Custom Aircraft Building Tips, Vol. 4
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95 __ Custom Built Sport Aircraft
Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . $27.95 Handbook
Antique Airplane Pattern (Polyester Cotton Only) $27.95 __ Design, Vol. 1
Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95 __ Design, Vol. 2
__ Design, Vol. 3
__ Engine Operation, Carburetion,
SIZES Conversion
Men 36-50 Regular Ladies 6-20 Regular __ Engines, Vol. 1
Men 38-50 Long Ladies 8-20 Long __ Engines, Vol. 2
__ Engineering for the Custom Aircraft
Builder Hoffman
Note When specifying sizes for jumpsuits, indicate __ Metal Aircraft Building Techniques
height, weight and suit or dress size in addition to the above __ Modern Aircraft Covering Techniques
information (i.e., 40 Regular). __ Pilot Proficiency
__ Pilot Report & Flight Testing
(Above Items Postpaid) __ Service & Maintenance Manual
__ Sheet Metal, Volume 1
__ Sheet Metal, Volume 2
__ Sport Aircraft You Can Build
EAA Embroidered SPECIAL EAA OFFER! __ Tips on Aircraft Fatigue
Cloth Patches __ Welding
EAA IACKET REDUCED
EAA - Small (cap size)......... $ .75 __ Wood, Volume 1
The EAA Jacket (not shown) with __ Wood, Volume 2
EAA - Medium (3Vi" x AVi".. $1.95
the triangular white panel is being __ Wood Aircraft Building Techniques
EAA - Large (5" x 6").......... $2.25
closed out. Save on the unlined
EAA Wings........................ $1.50
version.
Aircraft Builder.................. $1.75
Antique/Classic Division ..... $1.75 Unlined medium and large 75
I.A.C. Division................... $1.95 only ................... $12.95
Lined x-small, small, medium,
EAA Vinyl Decals
large . . . . . . . . . . . . . . . . . . $19.95
EAA Standard (round)......... $ .50 Each special offer item, enclose Add 30c postage first publication, lOc each
EAA Winged...................... $. 50 additional manual.
$1.50 additional for postage and
Antique/Classic Division ..... $ .50 handling.
I.A.C. Division................... $ .50
Other How to Build the Aero Sport ... $4.50
Metal Aircraft Placards........ $2.50 Plans C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30
Flight Bags (14" x 5" x 11W) $7.50 EAA Aero Sport................ $60.00 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
Garment Bags (1 suiter) ...... $2.25 Super Aero Sport Wing EAA Air Show and Fly-In Manual $2.80
EAA CAPS Drawings...................... $15.00 Golden Age of Air Racing ...... $2.80
EAA (white mesh, Aero Sport Info Kit........... $ 4.00 Wings of Memory ............. $2.80
blue visor) . . . . . . . . . . . . . $3.50 EAA BiPlane P-2................ $27.00 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
Men's sizes . . . small, medium, large Pober Pixie . . . . . . . . . . . . . . $40.00 Flying Manual, 1929............ $2.30
x-large Farm Type Hangar............ $ 5.00 Flying & Glider Manual, 1932 ... $2.30
Ladies . . . one size, adjustable to fit all Flying Miscellany, 1929-33 ...... $2.30
"Fun in the Sun" ......... $5.00 EAA Log Book for the Custom-Built
(sailor type - small, medium, large,
EAA Sport Shirts Airplane . . . . . . . . . . . . . . . . . . . . $1.30
x-large)
Skool . . . . . . . . . . . . . . . . . . . . $3.95 Knit pull over types with zipper at Theory of Wing Sections ....... $5.50
(knit cap, navy and gold) neck. EAA emblem. Sharp in red Hang Gliding (by Dan Poynter) . $5.25
Miscellaneous or blue! Specify color. Small,
EAA Lucite Key Chain .........$ 1.25 medium, large,
(All books lower section Postpaid)
EAA Letter Opener........... $ 1.80 extra-large....................... $12.50
EAA Coaster Set (4)........... $ 1.55
(Order Today All items this Section Postpaid)

Send check or money order to:

EXPERIMENTAL AIRCRAFT ASSOCIATION

P.O. Box 229 Hales Corners, Wisconsin 53130
SPORT AVIATION 71

LETTERS . . .
(Continued from Page 5)
Gentlemen:
Recently I had a disturbing experience that
I feel should be shared with the membership,
as it raised serious doubts about the safety of
certain aspects of the foam/Epoxy/Dynel con-
struction technique.
A Taylor Monoplane with plastic skin,
started as a high school class project, was
pulled out of alignment when the center section
spars were installed. It was determined that
the fuselage, which was about 90% complete
when the error was found, could not be
safely used. I stripped it of hardware and re-
useable wood, and burned it on a small pile
of brush. The thing that disturbed me about
all this, other than the loss of all that work and
material, was the rate of combustion. The skin
of the fuselage was consumed in under a
minute, and gave off a dense, noxious smoke
while it was burning. A pilot would have had
to leave the aircraft immediately to stand any
chance of surviving a fire in that structure.
NEW ELECTRIC AND MAGNETO POWERED AIRCRAFT INSTRUMENTS
WIL NEUBERT ' 3605 E. Spring St., Long Beach, Ca 90806
Successor to L & M Industries
join the
EAA
ANTIQUE
CLASSIC
DIVISION
* * * * * * * * * * *
READ THE
VINTAGE
AIRPLANE
EVERY MONTH
72 APRIL 1975
To the Editor:
The material in question was the urethane
This should be of interest to fellow owners
foam used to give form to the epoxy/dynel
of the old Lycoming 0-145 series. The former
skin. This was a light green material pur-
secretary of our Chapter 304 (Jackson and
chased last spring from Wicks Organ Co. I am
Hillsdale Counties), has acquired a number of
not exaggerating when I say it burned faster
original 0-145 engine manuals, which are
than oil-soaked cloth. The epoxy-dynel was
quite informative and complete. In the interest
also consumed, but not as quickly.
of placing these extremely hard-to-get items
By contrast, I tested a piece of flame-
back into circulation, I'd like to point out that
retardent Styrofoam in the same fire. It
anyone interested in such a manual should
kindled, but burned more slowly. When I
contact Doug Anderson, 219 N. Elm St.,
removed it from the fire, it extinguished it-
Jackson, Mien. 49202.
self. This was a light blue foam sold locally
Parts for the 0-145 are also becoming hard
as perimeter insulation. The white untreated
to locate in some instances. Unfortunately,
foamed styrene is not self-extinguishing,
many of the old Lycomings continue to languish
and should not be used for our purpose.
in buildings of people who have no real use
As a result of this incident I have decided for them. I would appreciate hearing from
against using foam in the fuselage of any
anyone in the midwest who has a store of
aircraft I build. I feel that the fire hazard of
0-145s or their parts he does not need, or
urethane and the fact that styrene would be
who has an inventory of 0-145 parts he intends
dissolved by a gasoline leak or spill make
to keep but would be willing to sell particular
both of these materials unsuitable for a safe parts to other owners looking for them. Thank
aircraft. you for providing this space.
G. H. Bryan, EAA 65667 Jerry Ernst
Rt. 2 128 S. Manning St.
Concord, VA 24538
Hillsdale, Mien. 49242
(Continued on Page 75)
1975 WARBIRD CALENDAR
AIRCRAFT ELECTRICAL
6 beautiful 11 x 14 color in-
SYSTEM NOT REQUIRED
flight photos taken at Oshkosh.
All new manufacture, low
cost, lightweight instru- Included are F6F, P-51, FM2,
ments for homebuilts; 2% P-38, P-40 and AT-6.
accuracy, dust and mois-
ture proof, lighted, 2'/i" Order From
and 3'/a" standard sizes.
WARBIRDS OF AMERICA
Send for brochure and
price list. P. O. Box 229
Hales Corners, Wis. 53130
Dealer Inquiries Invited Only $2.50 including postage
STEARMAN!
Stearman C-3R! One of the great airplanes of the past you'll read about each month in THE VIN-
TAGE AIRPLANE . . . one of the great old airplanes you'll see in action at Oshkosh and other
fly-ins around the country this summer. Get in on the fun. join EAA's Antique/Classic Division.
Membership is open to anyone with an interest in vintage aircraft. Dues are $10 per year. You'll
get THE VINTAGE AIRPLANE each month, a membership card, the chance to meet a host of
new friends with similar interests.
A limited number of back issues of THE VINTAGE AIRPLANE are available for $1.00 each.
Join today. Make your checks payable to:
EAA ANTIQUE/CLASSIC DIVISION
BOX 229
HALES CORNERS, WISCONSIN 53130
 4mm to
& MAHOGANY PLYWOOD "1
*
+ > > C e r t i f i e d spar quality Spruce +
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Wing Kits, fuselage Kits, Fuel Tanks C o v e r i n g Materials
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FOR REVISED '74 CATALOG
AEROBOND 2 1 7 8 ( T h e best adhesive we know of) $9.50 ql. SERD SI.N
BOX 3212 - 14 SO EL MONTE. CA 81733

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SPORT AVIATION together and in perfect
condition for easy reference. Designed
in beautiful royal blue vinyl with gold
letters, each binder has metal spines for
holding twelve issues of SPORT AVIATION
or EAA "how to" publications. Copies may
be easily inserted or removed.
To be designed to FAA part 23 requirements
New GA(W)-I Wing with Semi-Fowler Flaps 150 HP Lycoming WADSWORTH AVIATION
P. 0. Box 281 Lapel, Indiana 48051
DESIGN DATA & 3-VIEW . . . . . . $5.00 Indiana residents add 4% sales tax.
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Cine mount. Simple wm. plank spars, rib slack sawed 1 Place VP-1 * M OK RDU Airport. P 0 Box 2746. Raleigh. N.C.
'om i 4 ply vw engine tequ,res little more than adding .", ,,-J, "'
prop and magneto. Evans VP highway tows without Illustrated Brochure . . . . . . . . . . . . . . . . . 3.50
tra.ler. and stores easily in garage. '57.00 Outside U.S. NAME___________________
Evans Aircraft Box 744, La Jolla, Calif. 92037 ADDRESS_________________
SPORT AVIATION 73
 SWAGE-IT
YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated:
'(,", 12 for $1; V, 10 '<" $1 "SWAGE-IT"* TOOLS
yt", 20c ea.; %". 25c ea.
X". 50c ea.: %". 75c ea.
#2 forX.",%"lVi"
Nicopress Oval Sleeves $12.50
Stainless Steel Thimbles:
| AN 100.C3 (V & V') 8 f o r $ l ; #3 for W, &", Jf6" and 1A"
AN 100-C4 (!/,") 6 f o r $ l ; Nicopress Oval Sleeves $27.50
AN 100-C5 (&") 20c ea. Tightening bolts applies swaging pres-
AN 100-C6 (K") 30cea._____ sure. Will hold full rated strength of
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Calif, residents add 6% Sales Tax. " E Box 1M6 Costa Mesa' Cal"' 9'
Orders postpaid in U.S.A.- Foreign Orders Add 10%.

SPAN 20'2" TOP SPEED . . .

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

Ted Barker
Experimental Engines
Palomar Airport Bldg. 5E
FREE INFORMATION Carlsbad, California 92008
I Send stamped self addreued envelope) Telephone (714) 729-9468 01 729-9033
RAND/ROBINSON ENG., INC
6171 CORNELL DRIVE
HUNTINGTON BEACH, CA 92647
ALL NEW (including case)
HAND BUILT ENGINES VW
5 5 - 1 0 3 H. P. Ready to install.
DETAILED PLANS & INSTRUCTIONS '45.00
Construction Km alio available
CONVERSION PLANS
by TED BARKER (VW) $5.00
INFORMATION PACK
AND CATALOG $1.00

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

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 Aero Sport

Wing Drawings $15.00

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

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

74 APRIL 1975
 I wonder why there should be such a rooted of ideas which were not antagonistic in nature,
LETTERS . . . but rather constructive and offered in a spirit
(Continued from Page 72) objection to aircraft being identifiable! It can
hardly be a matter of economics, and as air- of honest cooperation.
craft are primarily on the ground when their We are working on the changes to the draft
Dear Mr Poberezny livery is being admired, an underwing identi- handbook and will soon be sending you a
In the November issue ot SPORT AVIATION fication would be largely out of sight. revised copy. Hopefully, this will provide the
you said that because postage, paper and ink Yours very truly. guidance necessary to permit an active season
costs were going up, and you didn't want to C. P. Goodwin. EAA 73050 with a minimum of procedural problems.
compromise the quality of the magazine, Rt 2. Box 86A Paul, thanks again for recognizing the need
that membership dues in the EAA were going Frederick, MD21701 for such a meeting and then carrying through
up. This month. I received my copy of the Jan- in such an outstanding manner. If I can be of
uary issue and found that you have not only assistance to you at any time, feel free to call
accomplished the goal of maintaining the upon me.
quality of the magazine, you improved it. In Dear Paul: Sincerely.
the past the postman was always stepping on Thanks for once again calling together the James F. Rudolph
the cover and the address label was usually industry and FAA to solve problems which Associate Administrator for
covering the best part of the pictures. I like faced both of us. Aviation Safety
those pictures. This month a white cover pro- This seminar with airshow, aerobatic. racing Federal Aviation Administration
tected the photos from stamps and footprints. and parachuting people from both the U.S. Washington, D.C. 20591
This is the first "dust jacket" I've ever seen and Canada and the FAA proved again to be
on a magazine. Keep up the good work. the way to open the communication channels
Thank you, and to bring about a higher degree of standar-
Charles R. Jensen. EAA 66899 dization. On behalf of all FAA. and especially
1162 Briar Ave. on behalf of those who had the good fortune
Prove. Utah 84601 of participating in the session. I extend my
deepest appreciation. The hospitality, warmth
and aviation tradition which prevails at Hales
Fuel Flowmeter
Corners permeated the meeting and provided
an atmosphere conducive to an open exchange
and Totalizer
Earl Sharitt used a FloScan-*
Dear Sir: GPH Meter and Totalizer
I question the statement in your "Hot Line in his Mooney Mark 20
From Headquarters" (January 1975) to the when setting a new FAI
effect that certainly no one in aviation would
HOMEBUILT HANDBOOKS Class C1B non stop flight
support a requirement for 18-inch registra- HOMEBUILT DESIGNER HANDBOOK f L i g u r record of 1218 miles from
Victoria, B.C. to Tiajuana.
tion lettering under the wing of aircraft. Motenoli. Eng, n^s $1 50 ' HQMEBUIL"
Mexico. He used 46 gal. -
AIRPLANE DIRECTORY Photograph* Spec-
How about the aircraft spotter and/or air- ie otrof * Bipianei Ultralight* Rarer % the Totalizer read 47!
SI SO HOMEBU'LT HELICOPTER HAND
craft photographer? That breed may be a poor BOOK Exp'Qiotiom Cof^oonenli Roto'^ Write or call for more
relation compared to those more completely Order A,r(0,li Devgn $1 SO HOMEBUILT HELt information to:
COPTER DIRECTORY Photography Spec
"in aviation", but they are an enthusiastic yours f'cotioi Helicopters. Aufogirov Rotor-
ghdert $1 SO FIBERGLASS HANDBOOK-
element to whom the EAA should be sympathet- today! LET Moteriol* Hand Loyup. Vacuum Mold-
ic. ing, R*DOiring Jl SO. ACROBATIC HAND-
BOOK Fow'ecr moneuve's ii uitrated d- FloScan Instrument Co., Inc.
icnbed itep by itep $1 5C 3016 N.E. Blakely SI.. Seattle, Wa. 98105
Telephone (206) 524-6625
SAM URSHAN Son 250. Sintee. California 92071

ACRO SPORT ^ MONARCH ULTRALIGHT

SAILPLANE
A S S E M B L Y KITS plans and kits
PRE-ENGINEERED ASSEMBLY KITS TO
CONSTRUCT A PROVEN DESIGN information
pack... . $2.00

MARSKE AIRCRAFT CORP.

130 Crest wood Dr.
Michigan City,
Indiana 46360

KITS INCLUDE:
Cut & Beveled Spars Shock Struts
Machined & Cast Formed Fiberglass
Components Components
Pre-formed metal & Complete covering &
Aluminum parts finishing materials
Welded Tanks All Basic Accessories
All kits conveniently packaged for individual assembly
purchase. Send for FREE illustrated kit brochure. Plans
and information packet available from EAA Headquarters.
NOW: Prewelded gears, fuselages, tails, rib kits.
Write for details.
BUILD THE ALL-METAL T-18
WAG-AERO, INC, SPECIFICATIONS 8, 3-VIEW . .$3.00 PLANS... .$180.00

Box 181 - Lyons. Wisconsin 53148 THORP ENGINEERING CO.

P. O. Box 516 Sun Valley, Calif. 91352
Phone 414/763-9588
SPORT AVIATION 75
 AIRCRAFT SPRUCE AND PLYWOOD
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
Round tubing - square tubing - stream- * Surfaced either two or four sides.
line tubing - bushing stocks - steel sheets * Plywood and spruce in stock for
aluminum sheets, immediate delivery.
.25c FOR PRICE SHEET * Dynel Fabric
Polyurethane Foam and
CLASSIC Al R Epoxy Resins for KR-1 Aircraft.
(813) 686-1285 WICKS ORGAN COMPANY
723-S Saratoga Ave. - Lakeland, Fla. 33801 Madison County Highland, III. 62249
BUILD THE LITTLE D-8 SAILPLANE: 618/654-2191 No Collect Calls. Please
* All Metal
* Easy to build for beginner and BUILD 18 IN. BAND SAW FROM KIT
veterans alike Precision crowned aluminum wheels,
* Plans only $39.00 SPORT AVIATION M ball bearing drive and blade guides.
* Brochure $1.00 *>".
C ALSO KITS for 12 in. Band Saw. 10

r
PACIFIC AIRCRAFT ANNUAL FILE... in. Tilt Arbor Saw, 6x48 Belt Sander,
Wood Shaper. Comb. Drill Press Lathe
P. O. Box 2191 Kits from $23.99 to $69.99.
La Jolla, California 92037 Set of 5 Holds 5 Yrs.
es Send $2.00 each for Plans or 25c for
catalog.
$4.95 Post Paid GILLIOM MFG. CO. Dept. SA 1,
EAA CH. 202. Box 202 Panama City, Fla. St. Charles, MO 63301
32401

Sport Aviation Supply Ltd.

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

1st Finished. ART CHARD, Bronson, Mich.

CERTIFIED AIRCRAFT BIRCH PLYWOOD
VAN'S RV-3 In stock in thicknesses from .6mm 3-ply
thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner NOW IN STOCK
The total perfomance homebuilt, Tops AIRCRAFT SITKA SPRUCE (MIL 6070S)
195 mph on 125 hp. Lands 48 mph. STOL.
Aerobatic. Aluminum structure. Easy to %", 1", 2" x 6'", dressed to 20' long.
build and fly. 85 - 150 hp. Parts Avail- BUILD THIS 3 - P L A C E 5 P O R T P L A N E HOMEBUILDERS SUPPLIES,
able. M A T E R I A L KITS A V A I L A B L E AN, BALSA, AEROLITE GLUE
Brochure $2.00 Plans $75.00 I N F O $4.0U P L A N S $75.00 Write For Free Quarterly catalog
Construction Manual $5.00.
VAN'S AIRCRAFT ROGERS A I R C R A F T CO. , 756 LIBBY DR.
22730 S. W. Francis, Beaverton, OR 97005 RIVERSIDE. C A L I F . 93507 I7UI 662-6766
COMPLETE HARDWARE
SUPPLIES
Aqua Glider Kingfisher
Baby Ace Mustang
Baby Great Lakes Pazmany PL 1 & 2
ED-4 Sidewinder
Coot Starduster
Bakeng Duce Starlet
Dyke Delta T-18
Fly Baby Turner T-40
Heath Bantam
Others in Process
FIRST IN SPRUCE
Second to none in building supplies of all kinds including spruce kits, steel tubing EVERYTHING IN HARDWARE
kits, covering materials, instruments, accessories and hardware. SEND YOUR REQUIREMENTS
KILN DRIED SPRUCE TO SPEC. S-6073
Finished spars, stringers, capstrip All sizes available SPENCER AIRCRAFT
2/4" x 6" lengths 10-14' ______$1.65 lin. ft.____________ INDUSTRIES
AEROLITE* HUGHES FPL-16A 8410 DALLAS SEATTLE, WA. 98108
Wood Glue Epoxy Wood Glue
1 Ib. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00
5 Ib. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90
8 Ib. Kit 15.05
* Trademark of Ciba Co. Ltd. F. 0. B. Fullerton, Calif.
MAKE BUILDING EASY
MATERIAL KITS FOR EXCEPTIONAL DESIGNS
KR-1 KR-2 ACRO SPORT
Spruce Kit $145.00 $175.00 Spar Kit $137.50
Styrofoam 76.12 114.18 Tubing Kit $350.00
Epoxy Kit $24.00/gal $108.00/5 gal. SKYBOLT
Dynel. Fabric
. _ _ . . _ 48"
._ .
$1.80 .
yd. Spar Kit $209.00
Polyurethane foam available " Tubing Kit $380.00
PAZMANY PL-4
Write for detailed listings approved by the designer of this award-winning aircraft.
AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90 80
1/32" 3 ply 1.31 (poplar)
1/16" 3 ply 1.01 1.70 1.08 1.76
3/32" 3 ply 1.07 1.85 1.12 1.81
1/8" 3 ply 1.16 1.91 1.18 1.8G
3/16" 3 ply 1.23 1.93 1.28 2.18 V J - 2 4 SUNFUN

3/16" 5 ply 1.37 2.63 1.39 2.38 Fully Controllable

Metal Except Fabri
1/4" 5 ply 1.47 2.67 1.49 2.59 Easy To Build
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00 ochu ! $2.00
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) *its & Materials:
P.S.K. A I R C R A F T CORP.
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 1457 Arminta St . Unit E

76 APRIL 1975
 TAYLOR MONOPLANE &
TAYLOR TITCH
Taylor Mono. The popular single-place
low wing, all wood, aerooatic model. JO
to 60 H.P. 100 mpn. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
>ju.0u. Tayior inch. super b.ngie place
low wing acrobatic tourer/racer. Simple
to build wood construction tor 40 to 95
H.P. engines. Superb plans for this su-
perb airplane include full size rib sheets,
material list, and numerous advisory
notes. $40.00. send $3.00 tor details,
brochures and colored photo of both air-
planes. Construction pictures, per set
$2.50. These plans are obtainable only
from . . .

Mrs. John F. Taylor

25 Chesterfield Crescent
Leigh on-Sea, Essex, England

AT LAST! BE CONSPICUOUS

AT A PRICE ALL CAN AFFORD

$139.50 COMPLETE
Pre-production introductory offer rvan
A Picture
:

:
Made for us by an FAA Approved
Manufacturer
10 Times FAA Requirement
m worth A Thousand Dreams
STUDIOS
A unique new concept in sport aircraft construction drawings combining the precision
Flashes 52-62 Times per Minute
1
Excellent Haze Penetration detailing of a master perspective draftsman with the artistic presentation of a graphic illustrator.
: This full color illustration is incredibly detailed and drawn to perspective scale directly from
Hemispherical Coverage
;
:
Weighs only 12 ounces the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify
Two year Guarantee construction details of your aircraft project. Available now with highest quality color
:
Specify output of generator or alterna- reproduction on heavy weight coated matt white stock IB" x 24': c STARDUSTER TOO
tor
DPITTS S IS D STEPHENS AKRO Price including postage and sturdy mailing tube
is $12 for one drawing. $22 for two and S30 for the set of three. (Calif, residents add 6% lax)
Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118

310HP Lye. TIO-540-A2B Complete

all accessories, turbo & wastegate.
with
134OTT, 340 STOH with new pistons,
rings valves & guides. Excellent.....
..................First $3595. Crated
200HP Lye 10-360 TT1780 First Runout
Using no oil when removed.. .$2350.
160HP Lye. 0-320-A2D, Late Eng. Good
History ....................... 1695.
150HP Lye. 0-320 TT440 Perfect.... 2695.
Prop for above TT440 Perfect...... 225.
150HP Lye. 0-320-E2A V2" Valves, Wide
Deck - 1770TT on a 2500 hr. eng with
access Xlnt ................... 1595.
125HP Lye. 0-290-G w/Late Cyls... 395.
65HP Cont. ZERO SMOH w/Acess.. 1295.
Send large self addressed, stamped (20c)
envelope for FREE CATALOG of the follow-
ing: Engines. Carburetors, Fuel Pumps,
Air Boxes, Magnetos, Oil Coolers, Vacu-
um pumps & Drives, Propeller Gover-
nors & Drives, Alternators, Generators,
Starters, Wheels, Brakes, Tailwheels,
Tires, Seat Belts, Shoulder Harnesses &
Reels, Parachutes, Helmets, Fuel Valves,
Gascolators, Solenoids, Sparkplugs, Prim-
ers, Circuit Breakers, Flying Wires, In-
struments, Engine Gauges, Stick grips,
Throttle Quadrants, Strobes, etc., etc.
Most of the items needed to make your
airframe into an airplane.
WIL NEUBERT
3605 E. Spring St., Long Beach, CA 90806
213/427-4703
SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $5.00
Because of the tremendous response to our special "warehouse bargain price"
sale, this offer has been extended indefinitely! Added to this SPECIAL are
SPORT AVIATION issues for 1972! Go through the following list, pick out any
12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is mak-
ing this offer to clear out badly needed storage space. Take advantage of this
offer while the issues last. This offer is for issues up to and including December.
1972 only. 1973, 1974 and 1975 issues are not included. Any quantifies of less
than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973,
1974 and 1975. Back Issues Available are the following . . .
1960 - July, September, October, November
1961 July, August, October
1962 - May, June
1963 - September. October. November, December
1964 January, February. March, April, May, June, July. Sept., Oct.. Nov., Dec.
1965 - January, February. March, April, May. June. July, Sept., Oct., Nov.
1966 - May, June, September. October, November. December
1967 March, May, July. September. October, November. December
1968 - January, February. March, April. May, July, August, Sept.. Oct., Nov., Dec.
1969 - January, February. March. April. May. June. July, August, Sept., Oct..Nov., Dec.
1970 - January, February, March, April, May, June, July, Aug.. Sept., Oct., Nov., Dec.
1971 - January. February, March. April. May. June, July. Sept., Oct.. Nov., Dec.
1972 - January, August, September, October, November, December
1973 - July, August, September, October, Ncvemter
1974 - January, February, March, May, June, July, Aug., Sept., Oct., Nov. and Dec.
1975 - January, February, March
Make check or money orders payable to
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
P. O. BOX 229
HALES CORNERS, WISCONSIN 53130

SPORT AVIATION 77
WASHINGTON REPORT . . .
(Continued from Page 91)
Haldeman and probably will go down in history as the
man who disclosed the existence of the Nixon tapes. With
the increasing disclosures of the Watergate scandal plus
an adverse report on airline safety by the powerful House
Committee on Interstate and Foreign Commerce, Mr.
Butterfield's tenure as FAA Administrator was doomed.
Editor's Note:
On Tuesday, March 25th, the national news
media carried the announcement that Alexander
Butterfield had submitted his resignation to the
White House, effective March 31st.
This was an unfortunate turn of events for a very decent
and capable man who tried very hard to learn about all
the various problems of sport and general aviation. He
was an admirer of the EAA organization and participated
actively in two visits to Oshkosh and a "Listening Ses-
sion" at EAA Headquarters in Hales Corners. On the
problem of airline safety he was held to blame for FAA
errors that were made long before he joined the Agency.
His sluggish FAA staff did not give him the support or
action he deserved and the bureaucracy in the Depart-
ment of Transportation made his job not only difficult
but impossible to achieve the results he strove for.
We have had five FAA Administrators in the space
of 16 years an average tenure of 37 months or slightly
over 3 years for each. A new man coming into the FAA
from outside needs at least a year and a half to learn the
problems of the Agency and how to deal with the old time
civil servants who really dominate the day to day opera-
tions of the FAA. All of these five men had military avia-
tion backgrounds. Three of them established their repu-
tations in the Air Force. Halaby was a Navy trained pilot
and came to the FAA from a legal firm on the West Coast.
Shaffer had been an Air Force pilot but came to the FAA
with a background in private industry. No doubt future
FAA Administrators will also have strong military ties.
Observing the lessons of the past it can be said that
any new FAA Administrator should be given the follow-
ing conditions under which to operate.
WE SHALL REMEMBER THEM
EARL HAYNES (EAA 22111), Jackson, Michigan.
October 1974. Charter member of EAA Chapter
304.
ADA WELLMAN (EAA 759-A), Rockford, Illinois.
January 14, 1975. Wife of Chester (Chet) Well-
man, EAA attorney.
WAYNE THOMAS, JR. (EAA 78389), Plant City,
Florida. February 8, 1975. Warbird of America
member 509.
M. D. (STEVE) SCHULKE (EAA 57041), Orlando,
Florida. February 16, 1975. Warbird of America
member 248.
78 APRIL 1975
1. He should be appointed for a term of at least six
years. This will insure that he has enough time to learn
the job and deal effectively with his staff. So often one
hears the comment from FAA personnel, "I have seen
Administrators come and go and can wait out this one
too".
2. He should have complete control over his own staff.
Although the Civil Service rules make it virtually im-
possible to fire a man, still and all, people can be moved
around and new men brought in when needed.
3. The FAA Administrator should have the power to
make all aviation policy decisions without being sub-
ject to vetoes or delays from the middle echelon of the
Department of Transportation. The ideal situation would
be to make the FAA an independent agency once again.
Although this may be politically impossible, the lessons
of the past are plain. When Congress wants the govern-
ment to perform special functions especially those with
technical aspects, it creates an independent agency to
get the job done. That is why Congress set up an inde-
pendent Atomic Energy Commission, NASA and the re-
cent Federal Energy Administration. The main job of
the FAA Administrator is to use effectively the great
talent of aviation knowledge that is within the FAA,
here in Washington, in the field and abroad. To do this
job the Administrator must have a free hand in the choos-
ing and assigning of his staff.
Whether any new FAA Administrator will be given
the mandates to run the top government aviation job is
questionable. But until Congress and the White House
recognize the conditions under which the FAA Adminis-
trator must operate, the job will continue to be an impos-
sible one. And, most important of all, the government will
not be able to attract the top talent in aviation that this
.job requires.
A blue and yellow Pietenpol Air Camper, built by G. E.
Dukes (EAA 93510) of Central B.C. Air Services, Ltd.,
2735 Tranquille Hwy., Kamloops, B.C., Canada V2B 7W1.
Powered by a Continental A-65 swinging a Flottorp
72-48 wood prop. Cruises at 75 mph and stalls at 30
mph. Empty weight is 600 Ibs.
 An EAA Biplane by Burton Cooper
(EAA 46707), 5226 Honeysuckle,

PL-4 WINNER OF OSHKOSH 1972 AWARDS

Corpus Christi, Texas 78415.
FOR "OUTSTANDING NEW DESIGN"
AND "OUTSTANDING CONTRIBUTION
TO LOW COST FLYING".
UNDER CONSTRUCTION AS A TRAINER FOR CANADIAN
MINISTRY OF DEFENSE AIR CADET PROGRAM.
A SUPERBLY ENGINEERED DESIGN. ROOMY COCKPIT.
FULL IFR INSTRUMENT PANEL. SAFE AND EASY TO FLY.
50 HP VW to 100 HP CONTINENTAL
FOLDING WING. TOWABLE. ALL METAL. POP RIVETED.
HATZ CB 1
EASY TO BUILD. AEROBATIC. LARGE BAGGAGE SPACE. Thrifty 100 h.p.
Keep your flight proficiency for less than S2.00/hour 3-view & photo
$1.00
Introductory Package $3.00 - Drawings S8O.OO
Plans $75.00
Construction Manual $10.00-Exploded Views $12.00
Drawings+Construct.Manual+Exploded Views $95.0O DUDLEY KELLY
Materials, Hardware, Pre-fab. Parts Kits Available Rt. 4,
Versailles, Ky.
PAZMANY AIRCRAFT CORP. Box 80051-S,San Diego,Calif.92138
BUILD YOUR OWN AMPHIBIAN
INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50

"COOT"
Two-Place
Includes *Oil changeover valve

PITTS
*Sump fittings
SKYBOLT
*Oil Separator tank

ACRO SPORT
Folding Wings *Fuel Tanks - Smoke Tanks * Dyna Focal Rjng Kits
Towable *Floc Tubes Wing Fittings *Dyna Focal Rings
Easy Construction "COOT-A with fiberglass hull. Complete with Bearings Completely welded
* Stainless Steel Exhaust
We have hard to build parts and hull shells SEND *"l" Struts Slave Struts 150-180 and 10-360 200 HP
available. $3.00 * Engine Mounts >Pilct Tubes
Construction Photos 525.00 For Specifications For Complete Listings and Prices
Photo, 3-Views, Write Tc:
COMPLETE PLANS AVAILABLE
Prices and A C R A - L I N E PRODUCTS
MOLT TAYLOR Information Packet
P 0. Box 1274 Kokomo, Indiana 46901 (317) 453-5795
Box 1171 Longview, Wash. (986:2) Phone (206) 423.8260

ATTENTION EAA MEMBERS *B

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

SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS

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

SPORT AVIATION 79
 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 costs,
PETER M. BOWERS tooling re-
quirements,
13826 DES MOINES WAY SO. large flight
SEATTLE, WASH. 98168 photo.

Build Paul Poberezny's latest design, the VW powered

Pober Pixie. Features a very roomy cockpit, super short
HOMEBUILDERS
field performance, economical operation and is easy to
built. Plans consist of 15 big sheets drawn by Bill Blake New (Bede 4 Cowl)
who also did the widely acclaimed EAA Aero Sport plans. Tailwind, Cougar, Bushby I
& II, VJ-22, Loving's Love,
The Pixie is a very docile little- sportsplane designed Smith Miniplane, T-18, PL-1,
for the pilot who wants an honest, inexpensive fun air- PL-2, Pitts, Stardustei, Sky-
plane for weekend and sparetime flying. bolt and others.
Marcel Jurca MJ-77
Plans are only $40.00. Mail your check to: (P-51 1/4 scale)
Information Package $5.00
Full cowls, tip tanks, wing tips, spinners, prop extensions,
wheel pants, engine nucelles, air scoops, Pazmany nose
EAA AIR MUSEUM cowls, wheel pants for tri-gear, and bucket seats, prop flange
reinforcement. Fiber-glass kits and aircraft spruce.
FOUNDATION, INC. WRITE FOR CATALOG - $1.00
BOX 229 GEORGE & JIM RATTRAY AIRCRAFT PARTS
HALES CORNERS, WISCONSIN 53130 2357 Afton Road Beloit, Wis. 53511
(60S) 362-4611

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
trt ^/ir-if*-irm t/-\ nlan II . i . i -.
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 STRIPPER, REPAINTING & RECOVERING SUPPLIES.
PACKAGE
KITS MADE UP TO THE SPECS OF
AIRCRAFT YOU ARE BUILDING
Drag and Anti-drag wires with
fittings to your specs. POLY-FIBER AIRCRAFT COVERING PROCESS
V.W. Prop Flanges - Built by Butler SERVICE PROVEN, NON-BURNING
Full Machine Shop Facilities COMPLETE FABRIC COVERING SYSTEM USING
Modern facilities used for welded NEW MODERN MATERIALS
^components, fuselages, gears, etc.
Complete follow through
on your project. We are WRITE OR PHONE FOR CURRENT CATALOG AND STITS
a shop, not /ust a store/ DISTRIBUTOR LIST
FAA Facility #103-13
Quality materials and Craftsman-
Patmniied by faniciiii BoUen ship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
STITS AIRCRAFT COATINGS
POST OFFICE BOX 3084S
RIVERSIDE, CALIFORNIA 92509
A.M. BUTLER, EAA 57353
R D 2, Box 174 BLAIRSTOWN, N.J. 07825 PHONE 714-684-4280
AC/201-362-6333

80 APRIL 1975
 N-5DD is a four aileron Pitts built by Dick McCormick
(EAA 36783), 14110 Flint Rock Terrace, Rockville, Md.
20853. Powered by a Lycoming 0-320 of 160 hp.

POBER PIXIE
FINISH MATERIAL ASSEMBLY KITS

YOUR
MTlQWor
HOME BUILT
AIRPLANE with
Flight Proven
KITS INCLUDE:
AIRCRAFT FINISHES Fuselage Material Kit
Hardware Kits complete,
for wings, fuselage/
Cockpit Accessories
Landing gear/prefabri-
cated shock struts
landing gear, tail Tail assembly kit
More than 90 standard colors Pre-formed metal & Wing, turtledeck and
available for fabric or metal aircraft, plus custom Aluminum parts stringer
colors matched to your choice. Formed Fiberglass All Basic Accessories for
components completion of aircraft
POLYURETHANE BUTYRATE NITRATE
ACRYLIC EPOXY ENAMELS PRIMERS
Contact Randolph Products Company, All kits are packaged individually for assembly purchase.
Send for FREE illustrated brochure showing kits available.
tor name of nearest distributor. Plans and information packet available from EAA Head-
quarters.

DEPT. S.A., CARLSTADT, N. J. 07072 WAG-AERO, INC.

Specialist in Aircrall Finishes Box 181, North Road.Lyons, Wise. 53148

TERRA beats all radio manufacturers

three ways and one of them is why Art
Scholl choses to fly TERRA radios.
Art is the 1974 National Acrobatics
Champion, and the most important thine to
him is Reliability that is why he nas
chosen to fly TERRA in all his aircraft
because TERRA is the most reliable radio
flying.
What other two ways are important to
you? Price and Extended Warranty. TERRA
sells direct passing the middleman's profit
back to you and is so sure or the
workmanship and quality that we offer a
two year extended warranty the first in
the industry check TERRA PRICES,
WARRANTY, AND RELIABILITY when
you want to fly the best, fly TERRA.

00000 CORPORATION
3520 PAN AMERICAN FREEWAY
ALBUQUERQUE, NEW MEXICO
87107 (505)345-5621

SPORT AVIATION 81

P L Y W O O D S
AIRCRAFT To MIL-P6070
MARINE To MIL P 18066
HARBOR SALES CO., INC.
1401 RUSSELL ST., BALTIMORE, MD. 21230
Phone 301-727-0106
AIR SKIMMER
Performance so intriguing the U. S. Navy
purchased these plans and the proto-
type! Folding wings-Cont. or VW, 60-90HP
The orginal plans by the design engineer.
Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear.
CT ui AkJC 1"00 Carmelo Drive (E)
Jfcl ri_ArO CARMICHAEL CA 95608
Solve Your Metal Cutting
Problems
Homebuilt 80-Inch Bandsaw
Build it in a few evenings
for about $100 using mater-
ials you can buy at the
lumberyard and hardware
store. It also has a high
speed that zips through
wood.
Plans and step-by-step in-
structions $6.00 - check or
money order.
HOMEBILT TOOL COMPANY
Box 2136, West Lafayette, IN 47906
VW AIRCRAFT PARTS
& Leaf Type
STEEL 8. ALUMINUM LANDING GEAR
Price List SOc
METAL MASTERS
5599 University Avenue
San Diego, Calif. 92105
(714) 582-2755
NOW IN STOCK
Flying Struts and Strut Tubing
Stabilator Tabs, Control Sticks,
Bushings & Other Goodies
Send Copy of Drawings for Quote
NEW BIPLANE FROM WICHITA
WICHAWK-BUILD YOUR OWN. Can be built
2 place side by side. 2 place tandem or 3
place. 3 view drawings with complete specifi-
cations and performance data, assembly and
weight and balance information with list of
drawings $5.OO. Javelin Aircraft Co. Inc.,
175 Ent Douglas, Wlchlta, Kama* 672O7
NA<AD
Wichawk has now been granted Claw
AA approval by the National Association
of Sport Aircraft Designers.
82 APRIL 1975
CUSTOM GRAFTED WOOD KITS
A/C SPRUCE, PLYWOOD & SUPPLIES DISCONTINUED
Wood kits for most homebuilts with parts INVENTORY SALE
cut, sanded, ready to assemble. Spar kits
with spars beveled and tapered. Aero 4130 Tubing, Hardware many
Sport milled wing kit $398.39.
TRIMCRAFT AERO parts and accessories at 1973
4839 Janet Rd. Sylvania, OH 43560
419-882-6943 Catalog 25c prices. Write or call for free
illustrated inventory listing.
STITS AIRCRAFT SUPPLIES
P. O. Box 3084
Riverside, California 92509
(714) 684-4280
SAL 2/3 Mustang Miniature Fighter
Plans - $150.00 Brochure - $4.00
S-14 High Wing All wood STOL
Plans - $50.00 Brochure - $3.00
Also available F-9, F-10, F-ll & F-12 bro-
chures $3.00. Add $1.00 extra for Airmail, MACDONALD S-21
Kits for above will be available. Let us
know your needs.
A & B SALES
36 Airport Road
Edmonton, Alberta, Canada
403/453-1441
Real Performance In A Proven Design
AIRCRAFT Engineered For Safety And
INTERCOM Simplicity VW Powered
Brochure . . . . . . . . . . . . . . . . . . $3.00
Use with standard aircraft mikes and 600
ohm headphones. 12 V Four new models Plans (168 sq. ft.) . . . . . . . . . .$75.00
to choose from: Model 301-use w/o radio
and hand mike, $39.95; Model 302-usew/o
radio & boom mike, $44.95; Model 303-use
Mac Donald Aircraft Co.
with radio & hand mike, $49.95; Model P. 0. Box 643-S Sonoma, CA 95476
304-use with radio & boom mike, $54.95.
Post paid. Satisfaction guaranteed. Mass,
res. add 3% tax
MX CORPORATION
Box 47, N. Chelmsford, Ma. 01863
(formerly Max Meredith Assoc.)
F L Y I N G BOAT
A Challenge to The Home Builder!
"OSPREY 1" FLYING BOAT
Wood Construction Folding Wings
60 to 100 H.P. Stores in Garage Build and fly the boat that does
250 ft. Takeoff not use or need ailerons, eleva-
Easy to Fly Photo Brochure $3 tor or rudder. Information free.
Complete Plans S65
GEORGE PEREIRA, DESIGNER/BUILDER
OSPREY AIRCRAFT SPRATT CO., Inc.
3741 El Ricon, Dept. SA50 BOX 351 MEDIA, PA. 19063
Sacramento, Calif. 95825
SMYTH SIDEWINDER
1969 EAA "OUTSTANDING DESIGN" V. W. HARDWARE
Engine Renewal Kit for all 40
to 60 H.P. BTL. & SPR. BTL.
All bolts, studs, nuts, locknuts
& washers. 155 pieces w/inst.
High performance, all metal, two-place $15.95 and $1.00 handling.
sportplane. Designed with the amateur
builder in mind. Three-view, specs, sam-
ple drawing, 15 page illustrated brochure
$2.00. Good quality, easy to follow, step-
by-step construction drawings. $125.00.
SEND CHECK OR M.O. TO
Plans may be purchased in five - $25.00 METRIC SCREW & TOOL CO.
packages if desired.
211 Albion Street
JERRY SMYTH
Box 308, Huntington, Indiana 46750 Wakefield, Mass. 01880
 THE AMERICA COMPANY
EAA Aeronautical Engineering
FIBERGLAS SHEETS
Scholarships Use like wood, approximately 50% stron-
Write EAA: ger than aircraft plywood. Send $1.00 for
specs and sample.
P. O. Box 229
1521 Breezeland
Hales Corners, Wisconsin 53130 Oconomowoc, Wl 53066

SUMMER AVIATION INSTITUTE CERTIFIED AIRCRAFT BIRCH Reliable

June 23 August 15, 1975
15 quarter hours college credit.
Must have completed junior year
P
1/32"
1/16"
L Y
$8.40 3/32"
9.20 1/8"
W O O
$1360 3/16" $19.80
15.00 1/4" 25.20
FOB per 4x4' sheet. 20 or more 10%.
D
Fuel Control
in high school. Cut in half, or smaller for prepaid parcel The Christen 844 Manual Fuel
Classroom Building Project post and faster service.
VIOLETTE PLYWOOD CORP.
Pump System introduces a new
Flight Training concept in fuel systems for light
P. 0. Box 141X LUNENBURG, MASS.
Write: Director, Summer School aircraft. It is a self-contained single
WILMINGTON COLLEGE
WILMINGTON, OHIO 45177 fuel control unit which provides all
SOUTH FLORIDA fuel management functions for
Homebuilders Supplies, 4130 Sheet and light aircraft without the need
Tubing. All sizes, any length.
No minimum charge
for connection to electrical power.
Distributor for all STITS Products. The pump section of
AN Hardware, Etc. the Christen 844
KNAPP AVIATION System consists
P. 0. Box 764, Miami, Fla. 33148
305/888-6322___________305/887-9186 of a self-priming,
high-volume,
positive
SE 5A N1917S
Completed Nov. 1974. Ready to fly. 0 WHEELS AND BRAKES
Time Franklin Sport 4. All aircraft grade New. monufoclured to F.A.A.
spruce, plywood and metal. Excellent Stondords. Will fit sld. uln
construction. Illness forces sale. Partial I include! seoled beoring.
aircraft trade acceptable. $6,000.00. 2.80/2.50x4 . 69.50
HOWARD SHELTON S.OOS ..1W.50
Star Route Road 12 NW 6.00x6
Quincy, Wash. 98848 ..179.50
MASTER BRAKE CYLINDERS
Reservoir style with pork
ing broke ond seoled ocrobotic type.
New. Mfg. for Cessno, leech, Piper
A A C . ! ECT. .

THROTTLE QUADRANTS
Push-pull controls, ignition switches, yokes,
primers, rudder pedols, control wheels, etc.

see YOU* oisTiuro FO*

ALCLAD 2024
ROLLED AIRCRAFT ALUMINUM
T3 .016 by 36" wide $1.60 per running foot
T3 .016 by 48" wide $2.15 per running foot
T3 .020 by 48" wide $2.55 per running foot
T3 .025 by 48" wide $2.75 per running foot
T3 .032 by 48" wide $3.50 per running foot
0 .040 by 48" wide $2.95 per running foot
0 .040 - 5052 34y2" wide $1.95 per run-
Add $3 cutting charge for less than 5 ft.
Add $2 cutting charge for less than 10 ft.
B R A N D NEW SHEET FASTENERS ! !
3/32" or 1/8" 37c each - 36c each in
lots of 50 - 35c each in lots of 100.
Sheet Holder Pliers used $2.75 pair.
RIVETS (GOOD AIRCRAFT)
Lot HI Mostly 3/32 mixed 95c per pound
Lot #2 Mostly 1/8 mixed 75c per pound
Lot #3 Mostly 5/32 mixed 50c per pound
Be sure to include ample postage, ex-
cess will be returned. 100% money back
customer satisfaction guaranteed, if re-
turned within 30 days.
Send 25c for brochure
AIRPARTS, INC.
1430 South 33rd Street
KANSAS CITY, KANSAS 66106
913/831-3903
TH5SE PRODUCTS
., INC.
P.O. BOX 175
VANDAUA, OHIO 45377
displacement,
dual stroke pump.
In addition,
the Christen 844
System includes
a three-way ball-
type fuel selector and shut-off
valve, a replaceable filter, and a
FORD V-8 moisture sump with a quick-drain
CONVERSION KITS valve. The Christen 844 System
COMPLETE READY FOR INSTALLATION functions in all aircraft attitudes and
On 289-302-351-400 CID. Ford V-8. Now
available for Chevy V-8's. Permits SCALE is particularly suited for installation
Fighter Replicas. Designed for installa-
tion of constant speed propeller. Custom in sport aircraft. Simplicity of
engine building available. For illustrated
brochure, specs, price list, send $5.00.
design assures reliable trouble-
free performance.
NOTICE
DEVELOPING TWO NEW ENGINES Send two dollars first-class
2-1 Reduction postage and handling (refundable
Pinto and Capri 4 cyl. (2000 cc and with order) to receive new color
2300 cc)
Capri and Mustang II V-6
catalog of sport aviation products.
(2600 cc and 2800 cc)
These engines could be installed in Christen Industries, Inc.
many popular homebuilts with improve- 1048 Santa Ana Valley Road
ment in performance and appearance.
Hollister, California 95023
For further information contact us.
Telephone: (408) 637-7405
GESCHWENDER AEROMOTIVE, INC.
Box S152 Lincoln, Nebr. 68505
Quality products for sport aviation
SPORT AVIATION 83
HOMEBUILDER'S CORNER . . .
(Continued from Page 2)
If the eventual ruling is not in favor of aircraft owners
. . . that is, following EAA's recommendation for 3 inch
numbers on the vertical tail, no underwing numbers and
remarking of the aircraft at the next normal repainting
or refinishing of the aircraft, then we will start all over
with a new petition. We will adopt a new strategy one
based on our ten years of effort and expense to make
a practical change. This is the great advantage we have in
a democratic government though we may be thwarted
at times, we have no reason to be discouraged.
Why? The fine group from Seattle, using this same
system, was heard and though very few in number,
exerted a great deal of influence. Properly channeled,
the power and influence of the aviation community
should be able to accomplish much more.
Monday, March 17 While here in Washington, I
had the opportunity to visit the document section of
FAA where some 2500 public comments on the small
numbers NPRM are now on file and awaiting final
review. In paging through many of them it was apparent
to me that many citizens did not understand the NPRM
. . . and though most would like smaller aircraft registra-
tion numbers, almost everyone objected to underwing
numbers. The period of time allowed for the changeover
to the new marking of aircraft was also opposed. I am
sure many of those who asked that the marking system
be left as it is would have favored 3 inch tail numbers
if they could have 10 or 12 years or until the next
painting/refinishing of their aircraft to make the change-
over to comply with the new proposed regulation.
It is not going to be an easy task for the comparatively
few FAA people to read each of your comments and
attempt to satisfy all of us. They have my admiration
and respect.
This has been a good day in Washington . . . with
Charlie Schuck and Dave Scott . . . a fast-paced, full
day of meetings with Dick Scully, Director of Flight
Standards, Jim Purcell, Jim Doherety, Keith Blythe,
Ray Bauer, Jim Zahringer, Dave Shefted, Jim Rudolph,
Merv Strickler and Ed Morey.
We were privileged to speak to a large group of
FAA personnel in their auditorium and show the film
"Dream of the Eagle", a 30 minute TV film by Jim
Jefferies on Oshkosh 1974. It is sponsored by Pennzoil
and Champion Spark Plug. We thought the enthusiasm
and sincere interest displayed by the some 100 FAA
personnel was outstanding. The film is a tribute to all
of us who use our aircraft for fun and transportation.
Special thanks must go to Mr. Scully for the fine
presentation of FAA's beautiful gold Accident Prevention
Specialist pin. We will keep trying to make aviation
safer and more enjoyable . . . and with the team of
wonderful EAA members we have, it will be a massive,
co-operative effort.

They're building the Pitts everywhere this one in West Germany. Originally a kit
ordered by Dr. Eberhard Ehrle, it was acquired by Manfred Strossenreuther (EAA
92273), P.O. Box 47, 8585 Speichersdorf, West Germany after Dr. Ehrle's untimely
death in an Akrostar. Manfred's reaction after the initial flight of D-EHRL was, "It's
a rocket!" The new West German Chapter is named in honor of Dr. Ehrle.
84 APRIL 1975

Classified Ads
ADVERTISING CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE: Regular type per word 30c Bold lace type: per wo'd
35c ALL CAPS: per word <0c iMimmum charge SS 00) (Rate covers one insertion one
issue) CLASSIFIED DISPLAY: S2? 00 per inch |2' width column)
CASH WITH ORDER
Address advertising correspondence to
Box 229 Hales Corners Wisconsin 531 30
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE
Aircraft
CLIPPED WING CUB Famous Reed con-
version. Manuals, drawings, copyright
authorization. Kit includes spar plates and
heavy duty strut ends.. $50.0X1. Wag Aero.
Box 18. Lyons, Wisconsin 53148.
TAYLOR MONOPLANE 65 HP Lycoming,
custom interior, sliding bubble canopy, fold-
ing wings, hi-way towable, wheel fairings.
VHT-3. skis, extra engine. $2800.00 - or offer
TV Reed, 144 W. Klubertanz. Sun Prairie,
Wisconsin 53590.
EAA BIPLANE 150 TT. 125 hp Lycoming
GPU, PS5C Carb Inverted oil and fuel, full
electric system and starter. $5000. Darrell.
Box 2112. Paso Robles. California 93446
805/238-3908 or 238-2509
THORP T-18 All airframe materials and ma-
chine parts. Ribs, bulkheads, formed. Flaps,
ailerons and vertical stabilizer finished. 12
foot work table and miscellaneous tools.
$1500. Jim Hall. Dalhart. Texas 79022 806/
249-4938.
SMITH MINIPLANE Lye 125 TT 202 hrs.
Best workmanship. Black and white sun-
burst. $4250. G Roe, 1629 N.E. Taylor, Rose-
burg. Oregon 97470. Evenings 503/672-8850
Mustang II Wings, fuselage & tail assembly
95# parts complete all shaped, mostly
formed not bored not assembled not
numbered. 75^ of skin material, all rivets,
wing bolts, landing gear bolts. Many parts
purchased from Bushby Aircraft formed.
Have invested over $1.600. in parts and ma-
terial plus labor. Must sell. Make Offer. W.
Peel, Box 133, Bancroft, Ontario. KOL 1CO.
'73 PITTS S1C 160 hp Lye., fuel injected,
full electrical system, ceconite Red trim
on white TTA 59 hrs, TTE 1425 All cylinders
78/80, $799500 firm. 712/523-2385 or 523-
2772, Jerry Schweitzer, Bedford. Iowa 50833.
PAZMANY PL-1A, N1028V 200 hrs TTAF,
400 SMOH. engine. See May 1973 issue of
SPORT AVIATION for specifications and
performance, $14,000. Call 206/693-2505
days and 206/256-0175 evenings before 10
PM pacific time. Vance Mosher.
BD-5D CONTRACT $400 deposited. Bal-
ance $4000 00. Best offer over $800 00 88
Laird Drive, Toronto, M4G 3V1, Canada.
O'Nelll JAKE radial engined, clipped wing
Aristocraft II, conventional gear, roomy, fast.
Brochure. $3.00. O'Neill. 791 Livingston,
Carlyle, IL 62231.
SCORPION II FACTORY-TACK-WELDED AIR-
FRAME and landing gear tubing. $300
firm. Ferris, 297 Turnpike, Apt. 415W. West-
boro. Mass. 01581.
TAYLOR MONOPLANE 65 Lycoming. 130
TT airframe. open cockpit, sunburst paint
scheme, beautiful finish, radio. $3000. Be-
fore 8 A.M. CST. 309/828-7040
GN-1 Aircamper, project, wings, center sec-
tion, tail feathers. Complete ailerons 9QW,
miscellaneous fittings, and hardware, sell
for cost of material, $390.00. Call after 6 P.M.
201/647-3035.
ADVERTISING MANAGER SPORT AVIATION
GENEST TRAINER N1911J, 2 place side by
side, C-85-8-8. 25 hr SMOH Flutter-Bug
wings. Hitch towable, signed off to fly,
never flown, built by retired commercial
builder, $2000 firm. No phone calls. D. R.
Miller. 404 Park. Gillespie, IL 62033.
CLIP-WING TAYLORCRAFT KITS FAA S.T.C.
Approved standard category, inverted
fuel and oil. 100 hp Continental conver-
sion, servo tabs on elevator and aileron, sin-
gle or dual stick control, makes ideal train-
er. Swick Aircraft Corporation. Rt. 3, Box
163 B, Lewisville. Texas 75067. 214/248-
6433
BUDDY-BUDDY PROJECT Fuselage. 4130.
2-place biplane, same size as Great Lakes,
some extras. $1500.00. Rene M. Durenleau.
Franklin. Vermont 05457.
STITS PLAYMATE SA-11A PROJECT Lost
my medical, serial #115. 97% complete,
covered and partially painted, FAA pre-cover
inspection. All materials on hand to com-
plete except: spinner, seat belts, and up-
holstering materials. Lycoming 0-290G.
125 HP, 185 hours SMOH. New Genave
Alpha/2000 radio installed Full panel.
Strobe, selling price $5900.00, which is my
cost for materials. George Roby. 1149 N.
Beverley Lane. Arlington Heights, Illinois
60004. 312/CL3-3986 evenings
PIETENPOL modified to resemble SE-5
All woodwork done. Some fittings and steel
plate included. 65 Continental with mount,
no logs. 600/6's, save yourself two years
work. Any reasonable offer, please. Don
Pietsch, 4019 Sherman Road, Slinger, Wis-
consin 53086. 414/644-5627.
STITS PLAYBOY SA3A Beautiful flying, al-
ways hangared Inverted fuel and oil. auxili-
ary fuel tank for cross-country Lycoming
0-290-G 140 MPH cruise. Fully aerobatic.
238 TTAF & E. I love this airplane but I must
sell. $2850.00 firm! No trades. Serious only
please. Earl Ristau. 815/223-9297.
1947 AERONCA Chief. 1 1BC, less engine.
Good recover and minor repair project,
$850.00
1946 AERONCA Chief 11 AC. Undamaged fuse-
lage and miscellaneous parts. $175.00.
Benson, Fair Haven. New York 13064. 315/
947-5770 evenings
HOWARD DGA 1SP 450 P&W. 900 hrs total
time airframe and engine Recovered in
1974 with ceconite. Complete new interior
new strobe and rotating beacon, will trade
for PA20, PA12, or Bellanca needing recover
or what have you. Price is $6.000 firm. Bob
Spamer. 1400 Baldmill Road, Jarrettsville.
Maryland 21084. 301/557-9136
SPORTSMAN amph-C-90. 300 hr TT. 250
SMOH. CHT-3. ELT. empty weight 950 Ibs..
built 1970 original owner. Seen at Oshkosh
every year, $4800.00 or trade Tri-Pacer. or?
Dick Brown. 2957 Cambridge Lane. Mount.
Minnesota 55364. 612/636-3950.
BD-4 partially assembled packages. #1.
4 and 5. Best offer. K. Wensel, 1102 Brook-
side. Grafton, Wisconsin 53024. 414/377-
8501.
1950 BELLANCA 14-19. Lye 190, SMOH 181.
TT 2064 Mark III disk brakes, developed gear
doors, being restored presently, $5000.00,
Arizona 602/964-5777.
Engines
PROFESSIONALLY ENGINEERED CONVER-
SION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2
and other aircraft. Simple, low cost, ex-
tremely reliable. Flight tested and proven
over 300 hours. 28 page brochure $7.00 ppd.
U.S.A. Chas. Ackerman. 1351 Cottontail
Lane, La Jolla. California 92037.
CORVAIR propeller reduction box plans and
kits information $1.00 COUGAR tri-gear
plans $10.00. Bud Rinker, 169 El Sueno
Road. Santa Barbara, CA 93110.
LYCOMING ENGINES Homebuilders see
or call us first. We build the best from 0-320
to 0-540. Call Dick or Gene 1-305/422-6595.
1325 W Washington Bldg. A-6. Orlando.
Florida 32805
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount. Slick magneto
for aircraft engine look and performance
Fits type 3 VW blocks. No modification to
existing VW parts necessary! Available
completely machined or "do it yourself"
castings. Also new cast manifold system
for "dua port" heads and Posa Injector
carbs. Flight proven designs on the Son-
erai I & II Introducing - ready to run con-
verted VW's 10XW new parts, Monnett Con-
version, Posa Carbs. you add exhaust and
gasoline! 1600cc $1295. F.O.B. 1700cc
$1395. F.O.B. Send $1.00 for Sonerai infor-
mation. Monnett Experimental Aircraft, Inc.,
410 Adams. Elgin. Illinois 60120.
CARR TWIN Ultra light opposed twin-cyl-
inder four stroke, built mostly from exist-
ing VW engine parts. See S.A. Jan. 1975. Pro-
fesionally drawn plans, $20.00. Info, $2.00.
Carr Conversions, P. O. Box 671, Beaverton.
OR 97005
VW CONVERSION booklet includes plans,
instrument markings, serial numbers VS
HP, ignition wiring diagram, step by step
instructions, $7.00 PP VERTEX MAGNETO
List $237.50, EAA $199.00 PP inserts into
distributor hole. TACHOMETER Electric
3" 5000 RPM. magneto actuated. INSTRU-
MENTS Engine and fuel. Catalog availa-
ble. BAC. 78 E Stewart Avenue. Lansdowne.
PA 19050.
RANGER 6-440, zero-time, fresh overhaul.
6 brand new chrome cylinders, ($360 value).
New pistons (standard) rings, pins, valves,
mags., ignition harness, etc. Log book
signed off. $2200 value, sacrificed at $1600
firm. Write: P. 0. Box 1524. Torrance. Cali-
fornia 90505. _____
VW 1834 CC 10 hr since conversion, built
for gyrocopter, useable on aircraft with
small modification, dual port, dual carb,
vertex mag, $475.00. With new prop. $550.00.
Call PM. New Jersey 201/664-8619.
C85-12F complete, has chrome 0-200 cylin-
ders. 60 amp alternator, 0-200 carb, 0-200
exhaust, starter. $1450.00. 4849 James Road.
North Ridgeville. Ohio 44039. 216/327-8401.
CONTINENTAL W-670, less starter and carb.
$300.00. Hamilton Standard C.S. prop, pol-
ished, and overhauled, with tags, gover-
nor and large spinner. $1000.00. D. K.
Owens. 140 Second Street. Deposit. New
York or call 607/467-3945.
LYCOMING 0-290-D2B in-a-basket. in-
spected, zygloed and magnifluxed. Write
SASE: Palmer. Box 5667, Little Rock, Arkan-
sas 72205 ____
VOLKSWAGEN New Tillotson carburetors
for VW conversions Updraft with mixture
control. For 1300 - 1800 cc engines. $38.00
pp. Jay Shaffer, RD 3 Box 128, Indiana, PA
15701.
VW engine. 53 HP needs conversion, $100.00
or best offer, Frank Burkowski, Florence,
New Jersey, 609/499-3084.
VWs, 2 hard to find 85 HP 412 s. several 1600's
plus many parts Jim McCabe. Markle. Indi-
ana 46770. 219/758-2242.
SPORT AVIATION 85
Lycomlng engine and Marvel carbs. New 0235-
C1B in factory carton was $3,516.00. Your
cost $2,812.00. This engine is 115 HP com-
plete with all accessories. One MA4SPA
(A10-3678-32) rebuilt like new for 150 HP
Lycoming list price $542.03. Your cost
$175.00. One MA4-5 (10-3878) new for 180
HP Lycoming list $747.90, your cost $350.00.
Tom Rhodes, Box 3331, Tampa, Florida
33601. 813/251-1859.
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. 98200. 206/
568-6792.
GROUND ADJUSTABLE PROP for VW, Cont.,
Lye., up to 125 HP. All wood, lightweight,
VW prop - 8 IDS., mirror finish, 2, 3 and 4
blades. Bernard Warnke, Box 50762, Tuc-
son, Arizona 85705.
PROPELLERS 23 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P. O. Box 63, Man-
hatten Beach, California 90266.
CUSTOM MADE WOODEN PROPELLERS
Proven design, VW, Continental, Lycoming,
others. Recommended by Ray Hegy.
Wayne Ross, Box 7554, Phoenix, Arizona
85011. 602/265-9622.
PROPELLERS Custom modified metal for
experimental and racing aircraft. Rebuild-
ing, repair, service, all types. Prompt atten-
tion. ANDERSON PROPELLER CO. INC.,
DUPAGE COUNTY AIRPORT, WEST CHI-
CAGO, ILL. 60185. Phone 312-JU-4-8787.
PROPELLERS: VW, Con/air, Continental, etc.
Ray Hegy, Marfa, Texas 79843.
PROPELLERS V. W., Corvair, Continental,
etc. H. A. Rehm, Dousman, Wisconsin 53118.
PROPELLER One McCauley constant speed
in good condition. Model D2A34C67B, re-
moved from Continental IO-360, call 616/
780-2203.
PROPELLERS maple, oak, walnut, one kind
or combination, VW, Cont., etc. Nelson Keith,
P. O. Box 118, Uniontown, Kansas 66779.
316/756-4747. ______________
ADJUSTABLE PROPELLERS for ultralights,
airboats, experimental work: converted tail
rotors, 70", $125.00. Thompson Aircraft,
P. O. Box 154, West Chester, PA 19380.
Hang Gliding
PLANS AND INSTRUCTIONS Plans for
the original Quicksilver (monoplane) and
Flexi-Flier (rogallo), Guide to Rogallo
Flight, and catalog, $10.00. Information
kit, $1.00. Eipper-Formance, Inc., P. O.
Box 246-E, Lomita, California 90717.
HANG GLIDING Designing/Building/Flying
handbook. 200 pages. New edition. $5.95
postpaid. Dan Poynter, 2431-304 Calle Al-
monte, Santa Barbara, Calif. 93109.
SUPERFLOATER foot-launched sailplane,
32 ft. span, weight 90 IDS., it flies! Intro pack
$3.00, Superfloater, P. 0. Box 953, Tempe,
AZ 85281.
Books
MODERN AIRCRAFT RE-COVERING Com-
plete manual with 50 illustrations on re-
covering with Grade "A" cotton or Cecon-
ite. $2.00 postpaid. Airtex Products, Box
177, Morrisville, Pa. 19067.
Books for Aircraft Designers, Builders. Out-
of-print and current. List 25c. John Roby,
3703T Nassau, San Diego, California 92115.
86 APRIL 1975
AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised ma-
terial includes new tables, graphs and
photographs. Previous editions used in 30
colleges. $13.95. M.O. with order. Johnson
Publishing Co., Dept. S.A., Box 990, Bould-
er, Colo. 80302.
LIGHT AIRPLANE DESIGN 80 pages, 61
figures, 16 photos, 18 tables. Step-by-step
guide for amateur designers. No difficult
math. $8.00. LIGHT AIRPLANE CONSTRUC-
TION for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools,
jigs. 311 illustrations, 92 pages. $9.00. PL-4
CONSTRUCTION MANUAL 104 pages,
394 figures, Team-mate of CONSTRUCTION
book. A "must" for amateur builders. Con-
struction tips, VW engine installation in-
structions, Pop-Riveting technique $10.00.
PAZMANY AIRCRAFT CORP., P. 0 Box
80051S, San Diego, CA. 92138.
DESIGN DATA All aircraft types. NACA Pub-
lications 1915-1958. Reports, Technical
Notes and Memorandums. Catalog, $2.50.
AER SOC PUBLICATIONS, 1823 N. Sierra
Bonita Avenue, Pasadena, Calif 91104.
LET YOUR PLANE EARN FOR YOU IN AERIAL
PHOTOGRAPHY My book gives methods
for aerial earnings, camera techniques,
step-by-step instructions for earning up to
$1,000 a month working weekends. Gives
inexpensive equipment fists and suppliers,
aerial photos, illustrations and much more.
You don't need to own your own plane or
even do your own selling. For any rated pi-
lot. $4.00 to EAA'ers (Ca. res. 24c tax),
CBE, 521 Orange #146, Chula Vista, Calif.
92011.
Part-7, Kane U. S. Patent 1,965,144 Cook
U. S. Patent 2,201,965, Rundell U. S. Pa-
tent 3,635,200 and 3,855,980 (50c per patent
number) from Commissioner of Patents,
Washington, D.C. 20231.
CORVAIR EXPERIMENTAL AIRCRAFT EN-
GINE TECHNICAL MANUAL $3.00, AIR-
CRAFT PROPELLER MAKER'S TECHNICAL
HANDBOOK, how to design your own, in-
cluding two full size drawings $4.00. R. G.
Huggins, 4915 S. Detroit, Tulsa, Okla. 74105.
Balloons
HOT AIR BALLOON Semco factory has a
used, 3 place wicker basket Challenger for
sale. Envelope is red, white, black and blue
with stars. $4,100.00. Semco Balloon, Rt. 3,
Box 514, Griffin, GA 30223. 404-228-4005.
Miscellaneous
WHEELS Custom made aircraft wheels,
complete with brakes and bearings.
500xb . . . . . . . . . . . . . . . . . . . . . $110. per pr.
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
700x4 (will take 800x4 tire) .. .$110. per pr.
Master cylinders, $20. per pair with wheel
order. $23. per pair without. Alfred H. Rosen-
han, 810 E. 6400 South, Salt Lake City,
Utah 84107.
FIRESTONE & SHINN wheels & brake parts.
1" brake lining kit, $6.60, 1" brake shoes
$8.25 each, brake dust covers $3.85 each,
all for model 6C assy's. Mfg. Firestone &
Shinn wheel & brake parts. WHEELER-
DEALER, P. O. Box 421, Harbor City, Calif.
90710. _____________
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. 0. Box 174,
Ambler, Pa. 19002.
GEE BEE CANOPIES T-18 Canopies and
windshields fit T-18, Mustang II, Sidewind-
er, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, % and 7/10 scale P-51's.
$170.00 each. Large single place bubble -
60"x24"x16" high; small single place bub-
ble - 50"x24'x14" high - $100.00 each. New
Pltts Bubble $95.00. All canopies un-
trimmed and in green, gray or clear. "Ship-
ping crate - $30.00" FOB Seattle. Gee Bee,
18415-2nd Ave., So. Seattle, Wash. 98148.
Glen Breitsprecher.
Dynel, fiber-glass, resins, polyurethane foam.
Complete supplies. Catalog 25c. Kick-Shaw,
Inc., 3527 Hixson Pike, Chattanooga, TN
37415.
PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and
brakes! 500x5 or 600x6 1975 Production
Cleveland wheels and brakes, brake brack-
ets NOW ONLY $125.00 plus $6.50 postage.
Wheel dust covers $7.50 set. M. B. C. with
parking brake $35.00 pair. Bonanza type
$35 pair. 500x5 or 600x6 Cessna axles
$19.50 each. 1975 600x6/6 tires $17.00.
Also conversion kits for Cessna. Beech,
Stinson, Swift, etc. Stamped envelope for
free list. Hardwick Aircraft, 1612 Chico,
South El Monte, Calif. 91733.
T-18 BUILDERS Save time and material.
Buy material marked per matched hole
tooling. We have 90% of all material, hard-
ware, parts and assemblies. Write for cata-
log. Ken Knowles Sport Aircraft, 27902 Al-
varez Drive, Palos Verdes Peninsula, Cali-
fornia 90274.
T-18 MACHINED PARTS 67 parts exactly
per Thorp's drawings including canopy
latch. Send for list. Dewberry Industries,
4751 Hwy. 280 So., Birmingham, Ala. 35243.
NEW WOBBLE PUMPS united aircraft pro-
duct, AN4009 type D-2 with handle, $48
each while they last. Javelin Aircraft Com-
pany, Inc., 4175 East Douglas, Wichita,
Kansas 67207.
COMPLETE LINE OF CLEVELAND WHEEL
CONVERSIONS for Cessna, Beech. Na-
vion, Swift and Stinson. Write for quote.
Homebuilders 5.00 and 6.00 new magnesium
wheels, brakes, covers and bearings
$132.50 and $6.50 freight (USA) Amphibious
6.00 x 6 wheels and brakes $223.50 and $6.50
freight. Technical information available.
Barney Oldfield Aircraft, Box 5974, Cleveland,
Ohio 44101.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling. $50.00 postpaid. Dick Ertel, RR
#7, Quincy, Illinois 62301.
ALUMINUM kits; Mustang I, Mustang II, T-
18, Davis DA-2A, Sonerai, drills, reamers.
Gerdes wheels and brakes. Send large self-
addressed envelope stamped to; SMITH
SUPPLY COMPANY, Route 4, Brown Deer
Lane, Janesville, Wisconsin 53545.
COOT BUILDERS! The finest in machined
parts, fittings. All parts now available
many in stock. Also custom work. Forney
Precision, Inc., Box 75, Cambra, Pennsyl-
vania 18611.
WITTMAN TYPE GEAR LEGS for Tailwind,
Sidewinder, Davis, Daphne, RV-3, and oth-
ers. Expertly machined and polished from
6150 steel. Write H. C. Lange, R. #1, Merrill,
Wis. 54452.
ATTENTION CFI's Biennial flight review.
Ground and In-flight check lists. Provides
permanent record. Pad of 40: $3.95. Sample,
.50c. Kick-Shaw, Inc., 3527 Hixson Pike,
Chattanooga, TN 37415.
CANADIANS Hardware, instruments, steel
sheet tubing; Birch plywood; props, en-
gines; Aerolite glue. Lincoln cloth fabric
Price list available. Leavens Bros.. P.O.
Box 1000. Malton. Ontario. Canada.
CANADIAN KR ENTHUSIASTS Why pay
more. Eliminate importation problems.
Write, phone or visit your ONE STOP KR
CENTER, for all your KR-1 and KR-2 building
needs. Wood, foam, epoxy. dynel, engines,
props, professional partswe have them all.
Free price list. CANADIAN RAND AVIATION.
Hangar #2. Toronto Island Airport. Toronto
M5V 1A1. Ontario. Canada.
FLYTE BOND EPOXY A new. low viscosity,
high strength, epoxy. Specially formulated
for use in wood/foam/dynel aircraft struc-
tures. Does not soften polystyrene foam, or
become brittle on polyurethane foam. Low
toxicity. Use this one material as glue, filler,
coating, laminating resin and strengthening
filler material. Does not shrink, craze, de-
laminate or crack. Water, gasoline and chem-
ical proof, it is also impermeable to water va-
por and so prevents dimensional changes in
wood with changing humidity. Prevents
wood rot. $32.00 Gal. Send for booklet.
"WOOD/FOAM AIRCRAFT CONSTRUCTION
WITH FLYTE BOND EPOXY". CANADIAN
RAND AVIATION, Hangar #2, Toronto Is-
land Airport, Toronto M5V 1A1, Ontario,
Canada.
AN HARDWARE & FITTINGS Send SOc
for catalog - refundable first purchase. HB
AIRCRAFT STANDARD PARTS. BOX 4358,
FLINT. MICHIGAN 48504. 313/239-2992.
SPORT AVIATION ANNUAL FILESI Each con-
tainer holds 12 copies 5 year supply, includ-
ing date labels, $4.95. EAA Chapter 202, Box
202, Panama City. Florida 32401.
FLUSH GAS CAP with mounting ring. May be
riveted, welded or molded to your tank. A
quality product machined from solid alumi-
num. $17.95 postage paid. Free brochure
AVIATION PRODUCTS, INC., 114 Bryant,
Ojai. California 93023.
CONTROL CABLES fabricated with AN ter-
minals. $2.95 per end for swaging and hy-
draulic proof testing. Components at com-
petitive prices. Free brochure. AVIATION
PRODUCTS. INC., 114 Bryant. Ojai. Cali-
fornia 93023.
LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels. W
or T/z" flat, or %" round spring mounting.
$27.95 postage paid. Free brochure. AVIA-
TION PRODUCTS INC., 114 Bryant. Ojai.
California 93023. ____
WHEEL PANTS Lightweight. 500 x 5. as
used on Sonerai. $3500 pr. Split racing type
- $45.00 pr. 12" aluminum spinners and
backplates - $25.00 "F I & F V formed alu-
minum landing gears. 5" Azusa wheels and
brakes, plexiglass canopys. fiber-glass
nose bowls for VW s, Cassutt canopy caps,
etc.
POSA INJECTOR CARBS The answer for
carb problems. As used on Sonerai. 29. 32,
35, 37 mm models available. $50.00. Why
pay more? Include engine type and HP.
RIVETS Cherry commercial "pop type"
rivets. 120 flush or standard protruding
head. V," stainless steel. $23.00/1000; V
aluminum. $10.50/1000. G28 Hand Rivet
Tool for above plus 120 dimple die $21.00.
Send $1.00 for Sonerai information. Monnett
Experimental Aircraft, Inc.. 410 Adams, El-
gin, Illinois 60120.
HOMEBUILDERS are you looking for the
following - vac pumps, prop governors,
fuel injected systems, blowers, cranks.
Check with us first. Air Engines. Ltd.. 1325
W. Washington, Bldg. A-6. Orlando, Flori-
da 32805 or call 1-305-422-6595.
WOOD AIRCRAFT BUILDERS We supply
kit material to your specification, laminated
spars made to your requirements. Epoxy,
aerolite glue, balsa, ash. Kits for Pieten-
pol. Cavalier, Minicab, Taylor Mono, Fly
Baby. etc. Catalogue $1.00. WESTERN AIR-
CRAFT SUPPLIES. 623 Markerville Rd .
N.E., Calgary. Alberta, T2E 5X1, Canada.
Bus. Ph 403/261-3046.
BUBBLE CANOPIES 15x44x11. 20x33x13 -
$50 18x46x 12 - $60. 20x46x14 - $70. 23x46x15
- $80. 20x60x14 - $90. 23x60x16 - $100. 2/3
P-51. tandem 23x70x16 - $150. 34x70x21 -
$200. Tandem drape 23x55x17. open both
ends. $100. Emeraude windshield and side
panels - $120. Others not listed. Prices in-
clude crating. Excellent optics. Custom
work, partial canopies, windshields. Send
stamped self-addressed envelope for com-
plete info. BOUWENS AEROSPACE. Twing
Road, LeRoy, NY 14482. 716/967-8215.
FUEL GAUGES P-S1, FOKKER replicas,
antiques, homebuilts. Send SOc piece for
information. Ron Sands. RD1-341. Mertz-
town. PA 19539
PERSONALIZED AIRCRAFT PAINTINGS
From your photo or slides. William M.
Hasse, 1755 East 236 Street, Euclid. Ohio
44117
Aircraft woodworking guaranteed. Wings,
stabilizers and control surfaces. Send for
free quote. All drawings promptly returned.
Eric Jahnke. 509 54 St.. West Palm Beach,
Florida 33407.
% SCALE P-51 aluminum cowlings, belly
scoops, spinners, wing tips. Specialists
on compound curves in 2024 T3 aluminum.
Let us know your needs. Unlimited Simu-
lations. 33805 Viceroy. Sterling Heights.
Michigan 48077. 313/268-4627.
INERTIAL LEAD VERTICAL SPEED INDICA-
TOR Teledyne Avionics Type D 3 W E
$445 or best offer. A. J. Espinosa, Flem-
ington. NJ 08822
Precision metal and wood components made
to order for your homebuilt. Please enclose
legible blueprints or drawings. Kipp Aero
Workshop. Route 1 Box 64. Swannanoa,
N. C. 28778.
#2 URETHANE FOAM KR-1 kits available
Lowest prices. Send stamped, addressed
envelope. Free sample, price list. Jim Sny-
der, Hesston, KS 67062.
Steel Tube Fabrication wood work, dope
and fabric, engine mounts, fuselages, land-
ing gears, etc Specializing in custom built
aircraft. All work guaranteed. 30 years ex-
perience. 10% discount to EAA member.
Eugene Livingston, 4928 Eleanor Drive,
Charlotte, N. C. 28208. 704/392-5981.
Cessna 150-172 brake master cylinders, re-
conditioned new seal $17.95 each. Nagel
Aircraft Sales, Torrance Airport, Torrance,
California 90505. 213/326-9303.
NEW! METRIC AVIATION. Are you ready?
Newsletter keeps you on top! $6/yr. Sam-
ples $1. Box 51A-10. Rt. 1. Fort Jones. Cali-
fornia 96032.
KR-1 BUILDERS Packet containing color
photo, modifications with drawings, en-
gine specifications, plus helpful building
information on Fred Keller's Oshkosh award
winning KR-1. See January 1974 issue of
SPORT AVIATION. $5.00, 1200 W. Dimond
#1013, Anchorage. Alaska 99502.
7AC fuselage needs welding I don't weld.
Need frame in good shape or will sell dis-
assembled Champ with papers (firewall
back) or trade for rebuild or homebuilt pro-
ject. Jim Rosenow, RR #1, Box 59 B. Ful-
ton. III. 61252. 815/589-2635.
SKIN CLAMPS for half the price of clecos.
Vi dia - kit to make 50 clamps, $11.30, 100/
$20.64. Postpaid. Data .25c. Swanson Tool.
4018 S. 272nd Street. Kent. Wash. 98031.
FLY-IN HOMESITES - AIR TROY ESTATES
1'/2 acres to 5 acres, 2000 ft. sod strip. 15
air miles from Hales Corners (Chicago Sec-
tional) $10.400 up. Call 414/327-3326.
USM POP RIVET CLOSEOUT SPECIAL V, x '/.
dome aluminum with steel or aluminum man-
drel $9.5071000. Catalog 25c BJG Aircraft.
40 Countryside Drive, St. Peters, Mo. 63376.
Midget Mustang wing fittings, N3N-3 Parts,
write, Mrs. K. E. Ryden. 4604 Midmoor Road,
Monona. Wisconsin 53716.
ACRO SPORT WINGS ready to finish, cen-
ter section finished, includes plans, all
fittings, used Wag-Aero kit. professional
woodwork, $1100.00. Invested, will take
$500.00 or trade William H. Doane, High-
lands Muffler Center, 1097 W Main St..
Avon Park. Florida 33825
AN HARDWARE & FITTINGS Send SOc for
catalog, refundable first purchase. HB AIR-
CRAFT STANDARD PARTS. BOX 4358.
FLINT, MICHIGAN 48504. 313/239-2992
Plywood, 8 sheets, 4 x 8 x 1/16 mahogany,
$200.00, Rattray, Midget Mustang cowl.
$125.00. 65 Continental, apart and complete,
no logs, $400.00. Terry Railing 414/648-2273.
PANEL-N-NUMBERS white on black $2.00
each. Seville Engineering, 1448 Sylvan Glen,
Okemos, Michigan 48864.
FREE for the taking, Teenie II project, partly
written off. Will negotiate unused material.
Also good Cont. A-40 engine for sale, even-
ings. Leonard 915/581-1700.
ALUMINUM TUBING two 12 lengths. 6061-
T6. 4" O.D. .065 wall. $30.00 each. Nichols,
1114 Emory. Indianapolis. Indiana 46241.
317/247-5363.
PITTS WINGS Sparcraft symmetrical wing
kit for S1C still in factory crate unopened.
Other homebuilt parts. Also two parachutes.
Phone evenings 601/875-3166.
2024-T3 Alclad aluminum sheets: .020 - $20..
.025 - $25., .032 - $32.. .040 not mailable.
Basic set 6 certified instruments. $150.00.
Prop carving book. Cont. 75-85-90 service
manual, FAA Airframe and Powerplant hand-
book, 500 pages, VW service and conver-
sion manual, $6.00 each postpaid - insured.
VP-1 plans. $35.00. KR-1 plans $15.00. C. B.
Loftsgard. Postville. IA 52162.
BENDING BRAKE drawing (4-7 ft.; steel) free
with orders of quality "One-Sided/Hand"
rivet dimple dies, hole flanging dies, cut-
ters (1" - 3%" dia.); monel "Pop" rivets.
guns. U.S.A. shipments daily. Free bro-
chure(s). Dandy Dimple Die, 172 Boniface.
Kitchener, Ontario. Canada.
SPORT AVIATION ANNUAL FILESI Each con-
tainer holds 12 copies, 5 year supply, in-
cluding date labels. $4.95. EAA Chapter 202,
Box 202, Panama City, Florida 32401.
POP RIVETS threaded Monel alumi-
num closed end stainless steel. SPE-
CIAL aluminum and monel kits. Contains
200 rivets, domed and countersunk. 1-KIII
Pop Rivet Gun, 2 - #30 drill bits. Aluminum
kits, regular $27.87, NOW $23.69. Monel
kits, regular $33.11. NOW $28.14 Add $1
for each kit for shipping. Write for FREE in-
formation. Fastener Products, 615 West Col-
fax. Palatine. III. 60067.
C.B. Radios by Kris you need communication
in car same as plane. Write, give EAA number
for price. Aero Components, Box 573,
Newark. Ohio 43055.
Parachutes
SURPLUS Seats Backs for aerobatics
Gliders Aircraft Pioneer thin back
$465.00. 313/349-2105 MIDWEST PARA-
CHUTE, NOVI. MICHIGAN 48050.
Services
BILL "AVI" ATOR Aviation Insurance
Specialist. Representing large established
companies. Competitive rates. Fast. Claim
Service. Speciality Homebuilts and Antique
Aircraft. 211 South Fayette. Jacksonville.
Illinois 62650. 217/245-9668.
SAVE MONEY USE QUALITY RUBBER
STAMPS 3 line address stamp only $3.00.
Satisfaction guaranteed. Order yours now.
Great Circle Manufacturing Company, Box
173, Coloma, Wisconsin 54930.
SPORT AVIATION 87
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.
LET US HELP BUILD THAT AIRPLANE! We
have facilities for welding 4130, aluminum,
and stainless. Sheetmetal working, dope
and fabric, painting, engine work, etc. All
work by A & P Mechanic. We will build any-
thing from the smallest part to an entire air-
frame. Write, call or drop by, T. Melsheimer
Co., Inc., 2206 Gladwick, Compton, Cali-
fornia 90220. 213/637-6725.
AIRFOILS Our optics system assists in
making wings using airfoils we handle in-
cluding the GAW-1. Your tapered or con-
stant chord wing will be easier to make,
we believe, with our system. For further in-
formation and price list, refundable with
first order, send $1 and stamped self ad-
dressed envelope to H & K Enterprises,
1203 Hale Court, Woodbridge, Virginia
22191.
BD-5 BUILDERS Structure and control modi-
fications by accredited Engineer/Pilot/
Builders. Instruction and Photo coverage.
THIRD EDITION
KR-1, KR-2 The missing "HOW TO". Photos
or slides plus instructions. Design Reviews
(2). Structural and safety update plus con-
trols backup (redundancy). Send SSAE for
each specified index. Gillespie Aero Serv-
ices, 404 South Reese Place, Burbank,
California 91506.
PLANS
Plans of aircraft advertised In SPORT
AVIATION must have satisfied the FAA
minimum requirements of the Experi-
mental Amateur-built Category and
must have been operated a minimum of
50 hours when using a FAA certified en-
gine or 75 hours with a non-certified en-
gine and should have satisfactorily dem-
onstrated Its advertised qualities. The
FAA Operation Limitation must have
been amended to permit flight outside
the test flight area.
COUGAR 1 12 sheets, black line, full size
wing ribs, folding wing modification, $20.00.
Order from Leonard Eaves, 3818 N.W. 36,
Oklahoma City, Okla.
FOKKER TRIPLANE DR-1 Full size info
kit, $3.00, Plans $50.00. Redfern Replica,
W. W. Redfern, Rt. #1, Athol, Idaho 83801.
EAA BIPLANE P-2 A fine sport plane for the
amateur builder, 85-150 HP, cruise 105-140
mph. Fully aerobatic. This rugged single-
place biplane has spruce wings, steel tube
fuselage, very detailed shop drawings, plus
full size wing rib and jig drawing. $27.00
to EAA members. $37.50 non-members (in-
cludes one year's EAA membership). Ex-
perimental Aircraft Association, P. 0. Box
229, Hales Corners, Wis. 53130.
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Conn over 150 mph at 5,000 ft. at 7054
power. Construction plans and photos
$125.00. Brochure $1.00. S. J. Wittman,
Box 276, Oshkosh, Wis. 54901.
BANTAM plans. Over 200 sq. ft. detailed
drawings. All metal construction. Fun to
fly. $55.00 for blueprints or $2.00 for
specs, and photos. Bill Warwick, 5726
Clearsite, Torrance, Calif. 90505.
CA-65 Two place sport plane with retracta-
ble landing gear. Plans - $110.00. Brochure
- $3.00. A. Cvjetkovic, Box 323, Newbury
Park, Calif. 91320.
88 APRIL 1975
SPEZIO "TUHOLER" two place, open
cockpit, low folding wing. Full size rib
drawings, very detailed plans. Info pack
- $3.00. Plans - $75.00. William Edwards,
25 Madison Avenue, Northhampton, Mass.
01060.
SMITH DSA-1 "Mlnlplane" Plans. 17 ft. Bi-
plane. Excellent drawings, $25.00. Mrs.
Frank Smith, 1938 N. Jacaranda Place, Ful-
lerton, Calif.
AIRCAMPER, GN-1 Complete plans for 65
to 85 HP, 2-place Parasol, all wood and fab-
ric construction. Rib drawing and major
fittings full size. $25.00 postpaid. Cutaway
and photos, $1.00. John W. Grega, 355
Grand Blvd., Bedford, Ohio 44146.
SHOESTRING Formula One Racer, sport-
plane plans available. 3-view, photos,
specs., $3.00. Condor Aero, Inc., P. 0. Box
762, Vero Beach, Fla. 32960.
AIR SKIMMER $10.00 buys the hull plans
for this single place homebuilt Navy Sea-
plane. Rest of plans as you build or com-
plete set of original plans $65.00. JET
Plans, 1800 Carmelo Dr. E. Carmichael,
CA. 95608.
FLOAT PLANS Metal. Designed by Stan-
ley Dzik. Information packet, $1.00 U.S.
Bill or Money Order. Plans, four sheets,
NOW $25.00. U. S. or Money Order. Post-
paid. L. Landermann, 39 Poplar St., Ste-
Rose, Laval, due., Canada.
.DIAMANT 3-4 sealer, all-wood: $100
SUPER-DIAMANT - retract, tri-gear: $125.
SUPER-EMERAUDE - 2 sealer, all-wood: $75.
BERYL - fully aerobatic, tandem sealer:
$80. COUGAR all wood racer: $75.
- TOURBILLON - fully aerobatic, all-wood
single seater: $60. - EDELWEISS - all-metal,
retrac. tri-gear, 2 seater: $125. - 4 seater:
$175.00 - Specs, 3-view, photos, $2 per air-
plane to E. Littner, P. 0. Box 272, Saint-
Laurent, H4L 4V6, Quebec, Canada.
RAND KR-1 PLANS $25.00. The VW pow-
ered Styrofoam retractable. Ken Rand, 6171
Cornell Drive, Huntington Beach, Calif.
92647.
SE5A REPLICA 85% scale WW I Biplane
Scout featured December 1970 SPORT
AVIATION. Sport plane performance with
antique appearance. Brochure, specs, and
photos; $3.00. 30 sheets 22"x34" complete
construction prints and instruction book-
let $60.00. REPLICA PLANS, 953 Kirkmond
Crescent, Richmond, B. C., Canada.
HEADWIND B The original VW powered
airplane with over a decade of success. Ex-
cellent plans, $20.00, info, $2.00. Stewart
Aircraft Corporation, 11420 Rt. 165, Salem,
Ohio 44460.
LITTLE TOOT PLANS Reduced to book
form, sixteen sheets 11" x 17", $25.00. Full
size blue prints, $75.00. Illustrated bro-
chure, $2.00. Meyer Aircraft, 5706 Abby,
Corpus Christi, Texas 78413.
R. L. 3 MONSOON, low wing 2 seats all wood
construction. Brochure $3.00, plans $75.00.
Wood kits available. WESTERN AIRCRAFT
SUPPLIES, 623 Markerville Rd., N.E., Cal-
gary, Alberta, T2E 5X1, Canada. Bus. Ph.
403/261-3046.
BG-6, BG-7, BG-12D and BG-12/16 plans from
$35 to $137.50. Information packages:
BG-6 and BG-7, $1.00; BG-12D, BG-12/16,
$1.00. Both for $1.75. Sailplane Corporation
of America, El Mirage, Rt. Box 101, Ade-
lanto, Calif. 92301.
SONERAI I & II PLACE PLANS VW pow-
ered, all metal, folding wing, self-trailering.
I - $50.00, II - $75.00. II includes builders
manual. Components and kits available.
Send $1.00 for information. Monnett Ex-
perimental Aircraft, Inc., 410 Adams, Elgin,
Illinois 60120.
TEENIE TWO CANOPY Simple, inexpen-
sive, built from readily available materials,
$3.50. M. T. Peery, 307 Forrest, Baytown,
Texas 77520.
JL-4 four passenger, wood and foam con-
struction, engines to 25 HP, retractable.
STOL. 200 T cruise, information kits $2.00.
Jim Londo, Rt. 3, Box 83, Arlington, Wash-
ington 98223.
ANDERSON KINGFISHER SPORT AMPHIBI-
AN Flight proven, simple and economi
cal. Wooden construction, Piper Cub wings.
PLANS $150, information brochure $3.00.
resent builders note new address. Earl
W. Anderson, P. O. Box 422, Raymond, Maine
04071.
SMALL HANGAR PLANS (24' x 24') (for up to
21' wing span, 7' height) Engineered semi-
prefab, bolted wood structure. Designed
for SOpsf snow, 100 mph wind, seismic
zone 3. Completely detailed drawings for
the do-it-yourself man. Send $27.50 to: H.
W. Kellermann, 8192 Evelyne, Huntington
Beach, Calif. 92646.
MIDGET MUSTANG - MM I UNUSED plans
with builders manual, $45.00, W. H. Payne,
111 Pratt Street, Madison, North Carolina
27025.
PL4-A plans unused, with construction
manual, $65.00. Light Airplane Design, $5.00.
Stanley Crist, 3924 Anastasia, San Diego,
Calif. 92111.
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.
PLANS unused, perfect. Baby Lakes, $30.
EAA Biplane, $10. Miniplane Springs, $10.
Four 8KW self-exciting 110V AC alternators.
$35.00 each. R. D. Osborne, Box 377, Rural
Retreat, Virginia 24368.
BABY GREAT LAKES Champagne per-
formance on a beer pocketbook! Cutaway
drawing and full reports, $3.00. Complies
with NASAD "AA" quality standards. Dealer
for Great Lakes Sport Trainers and parts.
Send $3.00 for special info packet. Barney
Oldfield Aircraft Company, P. 0. Box 5974,
Cleveland, Ohio 44101.
PRACTICAL LIGHTPLANE DESIGN AND CON-
STRUCTION FOR THE AMATEUR has
plans for the Fike Model "D" and sells for
just $4.75 plus 35c postage U.S. Fike Model
"E" low aspect ratio STOL airplane plans,
$35.00, airmail $2.00 extra in U.S. Brochures
on both $2.00. W. J. Fike, Box 683, Anchor-
age, Alaska 99510.
Knight Aircraft Drawings for Knight Im-
perial, $95.00, Sunday Knight, $95.00. Info
package $3.00. Vernon w. Payne, Rt. 4,
Box 319M, Escondido, Calif. 92025.
WANTED
Will purchase P & W R1340 and R985 engines.
Also Ham Std 2D30 and 12D40 propellers.
Mid-Continent, Drawer L, Hayti, Missouri
63851. 314/359-0500.
WANTED 69 L 42 prop, Marvel MA 2 carb.
Jim Franklin, Rt. 1, Box 114, Vichy, Missouri
65580. _______
WANTED R003 Beech Roby propeller or
parts, especially 232 blades, Jess Beard,
219 W. Broadway, Farmington, New Mexico
87401. 505/325-4505.
WANTED .010 or .020 oversize pistons,
looking for RELIABLE SOURCE. Isidore
Brule, C.P. 244, Smooth Rock Falls, Ontario,
Canada.
WANTED Lycoming 0-145-B2 parts, 4 pis-
tons, .010 or .020 OS and pins, main and rod
bearings. O.H. gasket set. Have MA-3 $50.00.
Jim Franklin, Rt. 1, Box 114, Vichy, Missouri
65580.
 WARBIRDS
NORTH AMERICAN SNJ-6 - 115 MRS SINCE
complete rebuild. Alrframe and engine.
Dual comm, dual nav, dual G.S., 3-light MKB,
ADF, intercom. Custom instrument panel,
strobe lights. IFR certified Alumigrip paint,
many other extras. Absolutely beautiful,
always hangared. Trophy winner. Main-
tained in spotless condition. Asking $29,900
or best offer. Contact, Jim Bohlander, Ma-
rengo, Illinois 815/568-8375.

SOARING
SOARING magazine comes with SSA Associ-
ate membership. only$12/yr. Or, send $1.50
for sample copy plus literature. Soaring After "eight years of construction pleasure", according to the builder C. H.
Society of America. Box 66071-X. Los An- "Charlie" Shepherd (EAA 30308), 1022 11th St. S., Lethbridge, Alberta,
geles. Calif 90066 Canada, this Stits Playmate finally became airborne and is flying beautifully.
Charlie says he attended Oshkosh in 1971 and wants all the friends he made
there to know his bird is finally completed.
Helicopters
SCHEUTZOW HAWK ITS REALLY FAST
build an outstanding helicopter; HAWK 90
JET ENGINE If PLACARDS-PANELS
REVOLUTIONARY i Allwlioseeit EXACT DUPLICATES e PLATES TO YOUR DESIGN
or HAWK 140; choose single or two place marvel at Us POWER. SIMPLICITY.
TOP QUALITY METAL IDENTIFICATION PLATES. CONTROL
POSITION INDICATORS AND SWITCH PANELS FOR ANTIQUES.
Information package contains both designs;
PUSH-BUTTON STARTING! CLASSICS. WARBIRDS. HOMEBUILTS AND PRODUCTION
specs. 3-view drawings, weight and balance, AIRCRAFT. SINGLE PLATES AND PLATE SETS AVAILABLE
and performance data. Handling charge, 100% Throllleable CONTROL! ^rs-, SEND FOR FREE LITERATURE
$5 00 SCHEUTZOW HELICOPTER MANUAL SAFE! RELIABLE! Clean Eihauil! S VISUAL. PRESENTATIONS
Airfoils, dynamics, power requirements. LIGHTWEIGHT. Never wears out! I BOX 142 MAYNARO. MASSACHUSETTS 01754 i
structures, mchanics, test procedures, POWER your Glider Small Pline.
$17.00. Add $2.00 for foreign postage. Webb Ice-Sled. Boil. Go-Kin Test Slind. Etc
Scheutzow, 451 Lynn Drive. Berea, OH USTTOIUILD CONSTRUCTION PLANS
44017. 1i LI THRUST JET WT 5 Ltt PUNS JI2 00
40-11 THRUST S16 M * 10-LI... S19 IS
KIT AVIONICS
Build your own Audio Panel,
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FREE CATALOG

RST POB23233B San Diego, CA 92123

18518 4 SO. BROADWAY. GARDENA. CAL 90248
(714) 277-1917

FIBERGLASS REPLACEMENT
CRASH RESISTANT WHEEL PANTS-NOSE COWLS
FUEL CELLS
Any Shape or Capacity
Cossna 120, 140. 170 pants
Piper J-3. PA-11, 12. 18
Installation kit
$ 59.00
19.95
59.00
Sport. Stunt, Experimental Installation kit 17.50
Cessna 190, 195 .. 76.50
Aero Tec Libs Inc. Dept 23. Hewson Ave Awonca 11AC. 7AC ... 55.0X1
Waldwio. N J 07463/201-444-6080 Installation kit 13.50
Taylorcraft pants 55.00
Installation kit 13.50
Antique Waco, Stinson, Fairchild 95.00
ADJUSTABLE PITCH PROPELLERS Installation kit 29.50
500x5 whl pants 55.00
Luscombe wheel pants 59.00
T A K I THI 6UI11 W0 OUT Of HQt SlLICTION Installation kit 19.50
V W 1 ILAOI1 J HAOli V W
Cessna 150, 172, 182 kit Including hardware 169.00
fLANrrAKT ^1A-\?.^.?.: S V-MIT DtlVC
GEAR DIIVI Piper PA-22 and colt kit Including hardware 138.00
/C\ """ '" """"/' KOMI CHAIN OIIVI Piper Cherokee fender kit Including hardware . . . 159.00
>!* '3^. ^ . ^^ e ^ Stearman Wheel pants . ... . 95.00
Installation kit ' 29.95

Piper J-3 cowling assy. ....................... S94.50

Aeronc* 7AC. 11AC cowl ......................... 65.00
PA-20. PA-22 (with oil cooler cutout) ............ 55.00
PA-12. 14, early PA-18 ............... 55.00
Luscombe 8A thru 8F ........................... 55.00
PA-11. 15, 17 ............................ 49.95
Taylorcraft BC12D ................................. 55.00
Stinson Cowl 69.00
FORO-V8 L.'V.C. I* BUICK-V6- Special
FOR REHICA FIGHTERS CHAIN DRIVE Ercoupe (addition of 1" lip req'd. for certain models) 55.00
CHAIN DRIVE
Aero Sport Cowl. Pitts ...... 59.00

STARDUSTER
NO IM6INI MOOI'ACTION IIQUKIO VW- iILT
SPECIAL STEENS SKYBOLT $5500

ML/ ITAITII IQUIPMD ALL IMGlNIl DRIVES START

iUILO TNlM YOUimt FKOM KALI FIAKI OR
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GYROOYNAHUC SYSTEMS
WAG-AERO, INC.
r o iox is DIPT .191 North Road - Lyons, Wisconsin 53148 Ph. 414, 763-9588
O PACRIT MKI RIFUHOAtU REDLANDS. CALIF 92373 SEND FOR FREE CATALOG

SPORT AVIATION 89
 STOLP STARDUSTER CORP. A RADIO
4301 TWINING
RIVERSIDE, CA. 92509
CONTROL SYSTEM
(714) 686-7943
ZENITH
FOR ONLY p
All Metal 85-160 HP $34.95 \ l

ACRODUSTER 1
RATE OF R O L L 2 4 0 " / S E C . AWARD WINNER 1973
BROCHURE $5.00
COMPLETE KIT - $4500.00 A safe economical 2 seater. 26 MPG at
130 cruise on 100 HP. Short field per-
former. Professionally designed for min.
jigs. No air tools required. Building time
1000 hrs. NASAD quality seal for average
amateur. Plans $150.00; Info $3.00. Mater-
ials, Kits and Parts available. We have purchased a limited quantity of
a single channel pulse proportional super
CHRIS HEINTZ 236 Richmond St.
Richmond Hill Ontario, Canada L4C 3Y8 HET system from a well known manu-
facturer. These were made to sell for
$80.00. This is a fine system for that .020
or .049 powered R/C plane or glider. Comes
STARDUSTER TOO wires up & ready to go. Not recommended
PLANS $60.00
for cars or boats. Batteries are $2.30 extra.
BROCHURE $2.00 ANTIQUE & AEROBATIC
AIRCRAFT PILOTS SEND 50C FOR C A T A L O G SHEETS & B R O -
Leather Flying HELMETS C H U R E S ON ALL PHASES OF MODEL
B U I L D I N G INCLUDING R A D I O CONTROL.
New manufacture with lightweight
stede lining. Lamhswool ear cush- C H A R G E C A R D S ACCEPTED.
ioni. and chin strap. Made from

Stanton
the finest materials
available . . . . $23.95
Sizes: Sml.-med.-lrg.-exlr|.
Fully Lambswool lined ... $26.95
Suede lined helmet with earphone Hobby Shop Ino.
adaptors 4734 NORTH MILWAUKEE AVENUE
STARLET inetaiied . . . . . . . $27.95 CHICAGO. ILLINOIS 60630
lamhswool lined helmet with
PLANS $45.00 PHONE 3 1 2 / 2 B 3 - 6 4 4 6
Earphone adaptors
BROCHURE $2.00 i n e t a l l e d . . . . . . . . . $30.95
The new 510. The finest goggle
made. Curved Triplex safety

AIRFOILS
lass Soft leather lined mask.
'Lightweight headband covered
with nylon . . . . . . . . . . . . $18.95
Extra smoked lent . . . . . . S 7.00
Extra clear leno. . $ 5.00

Wide vision curved laminated NOW FROM EAA

(lass. Can be worn over glasses.
Sturdy lightweight strap. $13.95
VSTAR pr. Extra smoked lenoes $4.00
PLANS $45.00 extra head strap 52.50
BROCHURE $2.00 Limited Supply.

I'm Mk9 MF style jiggles, English

\?L\ made with excellent visibility,
* adjustable center piece. $11.90
pr. Extra tinted lenses $4.00,
extra headstrap $1.00.

Please write fer Free Catalogue.

Styled after the Navy and THEORY OF WING SECTIONS

Army A2 flight jacket. Both
ACRODUSTER TOO feature warm quilted lining, By
2-SEATER and knit cuffs and waist Ira H. Abbott
PLANS $60.00 bands. The A2 is made of
BROCHURE $2.00 fine leather with leather and
collar. Navy Style is made Albert E. Von Doenhoff
of fine goatskin with a
The best single volume study available
Bi-swing back and fur like
on subsonic wing sections. 693 pages
collar Satisfaction guaran-
include theory, airfoil ordinates, etc.
teed! Sizes 36 to 50. brown
only. $5.50
Navy Style ........ $76.95
A2 Style . . . . . . . . . . $69.95 (Includes hook rate postage)
FROM
Sizes 48-50, add $8.00
EAA
Enclose sufficient amount for postage. Box 229
GLENN BEETS SPECIAL
PLANS $50.00 California Residents add 6% sales tax. HALES CORNERS, WISC. 53130
BROCHURE $5.00 Please write for Free Catalogue
LOWEST PRICES ON 4130
STEEL - 2024-T3 AL.
SPRUCE, PLYWOOD, HARDWARE, ETC.
CATALOG $2.00
SPLIT S. AVIATION
15320 Willow Drive
I.os Gatos, California 95030
AIRFOILS
90 APRIL 1975

By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Avc., Suite 915
Washington, D.C. 20036
THE JOB OF FAA ADMINISTRATOR
ASHINGTON HAS BEEN full of rumors for the
past two months concerning the replacement of Alexan-
der Butterfield as FAA Administrator. If this event takes
place in the immediate future it will be unfortunate be-
cause Mr. Butterfield has had too little time to make his
potential impression upon the FAA. He has been blamed
for errors and mistakes that took place long before he as-
sumed office. And he has had to deal with an impossible
situation in the Department of Transportation by having
so many of his programs stalled or tragically modified
by middle echelon people in the DOT.
In the event that a new FAA Administrator is chosen
in the near future it would be well to look at the records
of previous FAA Administrators and review the plusses
and minuses of their respective regimes. This will give
some hints of the complexities and difficulties of the job
as well as the conditions that should be established so
that the Administrator can be effective.
Since the FAA was created in 1958 there have been
five Administrators plus two acting Administrators. The
dates of their incumbency are as follows:
General Elwood "Pete" Quesada - November 1, 1958
through January 20, 1961. 25 months.
James T. Pyle, Acting Administrator - January 21,
1961 through March 3, 1961. Two and one half months.
N. E. Halaby - March 4, 1961 through July 1, 1965.
51 months.
General William McKee - July 1,1965 through July 31,
1968. 37 months.
David D. Thomas - Acting Administrator - August 1,
1968 through March 23, 1969. 9 months.
John Shaffer - March 24, 1969 through March 14,
1973. 48 months.
Alexander Butterfield - March 14, 1973 through
April 1, 1975? 24 months?
It has been this writer's privilege to observe the
tenure of office of each of these men from closehand. Like
all men in public life they have had their supporters and
detractors. But a reasonably fair appraisal of their terms
would surely include the following highlights.
As the first FAA Administrator of an independent
agency General Quesada stirred his staff out of the leth-
argy they had fallen into when the Civil Aeronautics
Administration was a part of the Department of Com-
merce. The General was a strong and tough adminis-
trator and this is probably what the Agency needed dur-
ing its formative years. Many in general aviation will
remember General Quesada as cracking down on private
pilots with the launching of his "violations campaign".
He believed that general aviation pilots needed disci-
pline not only to protect themselves but to make the skies
safer for air carrier passengers. He took the military
man's approach to accomplish his objectives. Possibly he
was not the most popular Administrator but a strong hand
was needed to get the new agency running and in this
area he was most successful.
N. E. Halaby who succeeded General Quesada was
close to the Kennedy family and was in direct contact
with the President. Perhaps at no time have we had an
FAA Administrator who had such close ties with The
White House. Halaby was fond of greeting his executive
staff on certain mornings by saying that he had just had
breakfast with the President and they had decided upon
such and such a policy. Halaby was noted for his Hangar
Sessions that were held when he went out to the field
and talked at first hand with general aviation pilots.
This he did to improve the relationships with grass roots
pilots which he felt had been damaged under the Quesada
regime. He listened to their gripes and complaints and
promised to do something about them. Sometimes he was
successful in keeping his promises, sometimes not, due
to the inertia of the bureaucracy which even then was be-
coming evident in the FAA. Under Halaby the Office of
General Aviation and the Women's Advisory Committee
on Aviation were created. Possibly one of the most con-
troversial actions of the Halaby years was to de-centralize
the FAA by giving many decision powers to the FAA re-
gions. Some said this created seven FAA's. This policy
has had some success but it is interesting that now some
of the powers formerly delegated to the regions are being
transferred back to Washington. Halaby's term of office
lasted for 51 month the longest of any Administrator
to date.
President Johnson selected General William McKee
to be FAA Administrator after "Jeeb" Halaby left the
government to join Pan American World Airways. Gen-
eral McKee had a fine reputation in the Air Force as an
excellent administrator and one who could get things
done. On taking over the top job in the FAA his main as-
signment was to get the American supersonic transport
program under way. During the 27 months that he was
Administrator he ran the SST program that resulted in
the selection of Boeing for the airframe and General
Electric for the engines. The SST program was cancelled
by Congress in March of 1971 long after General McKee
had left the FAA. General McKee was not a pilot and had
little interest in general aviation. But he was fair, able
and agreeable to deal with on any problem that he felt
deserved his attention.
Dave Thomas was acting FAA Administrator for 9
months and ran rather a holding operation during the
presidential campaign of 1968 and the subsequent early
months of the Nixon Administration.
John Shaffer's term as FAA Administrator lasted for
48 months. This was the second longest in FAA history.
In addition to the struggle over the SST program he faced
many difficult problems with possibly the Air Traffic
Controllers strike of February and March 1970 and aerial
hijacking being the most critical. One of the reasons for
his selection was that he was given top priority to get the
automated air traffic control system operational. In this
area the FAA made considerable progress during the
Shaffer regime. Possibly the greatest cross Mr. Shaffer
had to bear was the increasing interference in aviation
matters by the newly organized and expanding bureauc-
racy in the Department of Transportation. Mr. Shaffer
found in the closing months of his tenure that policy
decisions were being taken out of his hands and even de-
tailed FAA operational matters had to be approved by
medium echelon DOT personnel. Incidentally this re-
lationship between the DOT and FAA has continued to
deteriorate and presented an impossible problem to the
last FAA Administrator, Alexander Butterfield.
Alexander Butterfield came directly to the FAA from
The White House. He was closelv associated with Bob
(Continued on Page 78)