THE HOMEBUILDER'S

Corner
byPAUlH.POKRfZNY

W (Photo by Verne Joost)

OULD IT NOT be nice if we could write only about the joys and fun of flying? Of building and
restoration? Would it not be nice if almost all of those involved in aviation and especially in appropriate
areas of government knew and reasonably understood the problems of the airplane owner and the flyer?
Would it not be nice if many of those who own and fly an airplane recognized and were willing to a'dmit
the real reason they purchased their flying machine?
Though most fixed base operators consider themselves a commercial operation, should they not really
be recognized as being mostly involved in the recreational business of aviation? Do all these factory air-
craft owned and operated by the FBO for student instruction and private pilot rental fall into the category
of commercial aviation? Or is it recreational aviation? Do the manufacturers of standard certificated air-
craft recognize that the majority of their products are used for the joys and fun of flying . . . and, some-
times, for a little transportation, too?
Did you ever wonder where aviation would be without the recreational aspects of aviation? Do you
know of many fixed base operations that could survive if their business was limited to those few aircraft
that are actually used 100% for business? Did you ever wonder how the majority of our airports started
in the first place? Did you ever wonder how much luck you would need if you walked into the local City
Hall and suggested that the community build an airport? Have you ever given thought to the fact that
some 85 to 90% of today's established airports now operated and supported by local, state or federal
government had their humble beginnings as sport aviation fields, scratched out by the Little Guys of
aviation who were merely seeking a place from which they could ascend and descend from the vast ocean
of air above us ... for fun!
If you recognize the obvious answers to these questions, then why is it so difficult to recognize that fun
or recreational use of the airplane is quite important? I often get the impression in meetings with some
governmental officials, some in aviation industry and even some airplane owners that they believe that
use of the airplane for anything other than transportation is a crime.
At the present time major aviation and industry groups as well as government are reviewing the fuel
situation and it is extremely discouraging for me to hear that the first ones who should be sacrificed are
those who use the airplane for recreation for fun. How blind can we get?
Constant meetings are held by the government, the aviation industry and representatives of various
aviation groups pertaining to flying safety. Refresher courses are offered "on the verbal side of aviation"
to attempt to reduce the accident rate . . . but yet we do nothing to encourage pilots to improve their skills
by flying more frequently. It is only when one participates that his or her skills really and significantly
improve. How proficient would a typist be if she typed only four letters per month? Or if we drove an
auto only 40 hours a year? We could go on and on. EAA undoubtedly has been more instrumental in
increasing pilot proficiency than any other aviation group (including also the efforts of government) by
the establishment and promotion over the years of thousands of aviation events annually that cause pilots
to attend to fly to become more proficient, to give more purpose to the airplane. We need to fly more
to really be good pilots . . . not less. Flight checks? Government regulation? They will never take the
place of pilot proficiency gained through frequent flying.
Who is this recreational flyer slated to be the first to go in a worsening energy situation? It is diffi-
cult to get accurate figures, but, in my opinion, of the supposedly 130,000 active and "possibly in service"
civil aircraft in the U. S., the recreational flyer owns approximately 100,000. And what of the remaining
650,000 of the 750,000 U. S. citizens who hold pilot licenses? Does anyone claim that this vast group
of non-owners of aircraft fly mostly for business? If we in any way sacrifice this fine group of aviation
people, we will have done a great injustice to those who represent a very significant part of our aviation
heritage a group we cannot do without, a fact that, if not recognized in aviation and government, will
lead to some unexpected woes for aviation in the future. For instance, how can the great expenditures
(Continued on Page 15)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education
SPORT AVIATION ASSOCIATION
INCORPORATED

FEBRUARY 1975 Vol. 24 No. 2

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

TABLE OF CONTENTS
Homebuilder s Corner . . . by Paul Poberezny .......................... 2
Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Lifting Body Homebuilts? . . . by Chester Nelson ....................... 11
Toward Better Performance . . . by Al Backstrom ....................... 16
Spins Will Your Aircraft Recover? . . . by Donald A. Kennedy ......... 18
A Mystery Is Solved! . . . by George Hardie, Jr. ......................... 21 Page 28
Should I Modify The Plans?? . . . by Burt Rutan ........................ 23
IFR and the Homebuilt . . . by Capt. Eugene T. Eckel .................... 24
Skyjacker II Ready for Flight Testing . . . by Jack Cox ................... 28
Autobiography of A Jodel F-12 . . . by Mrs. George Knapper............. 29
The Designee Corner . . . by Antoni Bingelis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Boyhood Dream . . . by Sharon Simon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Oshkosh Beauty Pageant Winners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
The Luscombe Colt . . . by Joseph R. Johnson ......................... 39
Tiara Air Car . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Page 39
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Larry Burton's Cavalier . . . by Larry Burton ............................ 50
. . . And From an Unbiased Reporter . . . Well, Almost . . . by Bill Turner . 53
Who Says They Don't Build 'Em Like They Used To?
. . . by Wenda/l Anschutz ........................................ 56
Vernon Payne's New Dolphin . . . by Jack Cox .......................... 59
EAA Response To Custom Built NPRM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Directory of Completed Custom-Built and Restored Aircraft . . . . . . . . . . . . . 68
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Page 57
Washington Report . . . by David Scott ................................. 91
Paul H. Poberezny Jack Cox
ON THE COVER . . . Larry Burton's Cavalier.
Publisher Editor-in-Chief Photo Courtesy Larry Burton
Ray Scholler Bonnie Soucy Bernice Scholler
Assistant Editor Advertising Manager Publication Layout

EAA AVIATION MUSEUM

11311 W. FOREST HOME AVE.
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through Friday Saturday 10:00 A.M. to 5:00 Sundays
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EAA AVIATION MUSEUM FOUNDATION, INC.

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

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc and is published monthly al Hales Corners. Wis Second Class Postage
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SPORT AVIATION 3
 ORGANIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H. POBEREZNY RAY SCHOLLER S. H SCHMID ARTHUR KILPS
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DIRECTORS
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EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

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

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4 FEBRUARY 1975

LETTERS
TO THE
EDITOR
Dear Paul:
I was reading the December issue of Sport
Aviation, and came across Mr. Mickey's letter
in 'Letters to the Editor." I could hardly be-
lieve what I was reading. It seems I recall in the
early days ot EAA there were many homebuilts
that flew many hundreds of hours with used
parts. And I ask myself. 'Why?" Could it be
that the builders of those airplanes were skilled,
well-informed people who could take so called
"junk parts." rebuild them to as good as new,
or use them as a mock up or a pattern. And
isn't it strange there was no one around to put
a tag on them stating their condition? I also ask
myself. "Why did those people buy used parts in
the first place?" Maybe it was because they
didn't have the funds available to them as
some people do The buyer was aware.
I think someone should make Mr. Mickey, and
all who believe as he does. AWARE, that the
key is education not legislation. We should
direct our efforts toward education so that no
matter where used parts are sold, the buyer
can determine condition as well as the seller
I'm sure Mr. Mickey's intentions are good, but
we have been ruled, regulated, controlled,
labeled, tagged, stamped, and signed off so
often I don't think there is room in the old
log book for one more signature.
Sincerely.
Dix D. Mackey (EAA 5859)
4901 Green River Dr.. No. 113
Corona, Calif. 91720
Dear Paul:
I regret my comments criticizing David Scott
headed the December "Letters" column. Over-
all I think Dave does an excellent job in a very
important area.
Further, your reply to my letter, and subse-
quent correspondence with Dave, have helped
explain his position, and more important, both
of you have demonstrated your continuing effort
to encourage constructive dialogue with the
membership.
Keep up the good work.
Lesley N. Forden
1448 Page St.
Alameda. Calif. 94501
Dear Paul:
Just thought I'd drop you a line thanking you
for the new Pober Pixie plans. It's amazing that
so few errors were in the originals, considering
how fast they were put together
Well, just like to tell you you're doing a great
job, keep up the good work.
A Pixie builder,
Dale Olson
4726 W Main
Rapid City, S. D. 57701
Dear Gene:
Ever/time I pick up my copy of Sport Aviation
and read articles about what happened at Osh-
kosh 74. lam again sorry that our Commission-
ers were not able to attend.
I am hoping that I can work it out this year
for them and a number of other aviation en-
thusiasts who have never attended to come to
Oshkosh. Would it be possible for me to get
about a dozen extra copies of your December
issue of Sport Aviation? I would like to attach
a personal note and send these out to some peo-
ple (including the Commissioners) who, I hope.
will start planning now to attend Oshkosh 75.
I continue to get some inquiries from educa-
tors who are interested in establishing aviation
or aerospace education courses in their schools.
I would appreciate some additional copies of
Project Schoolflight folders and any other ma-
terial you feel would be desirable for me to send
to these teachers.
I also want to commend you. Paul, and all of
the dedicated staff of EAA for your fine work.
I think you have done and are doing a super
job!
Cordially yours.
Frank T. Edwards. Director
Oklahoma Aeronautics Commission
424 United Founders Tower
Oklahoma City. Okla. 73112
Dear Mr. Cox:
The article by Mr Antoni Bingelis (Designee
Corner. November 1974) contains some inter-
esting details. However, we think for our Hoff-
man n propellers we have a few things to correct.
First, we allow an out-of-track of 1/8 inch,
measured four inches from the tip on the trail-
ing edge, on our propellers. In no case would we
recommend the use of paper shims to correct
the out-of-track condition if it is outside this
tolerance. From our experience, the propeller
starts burning and comes apart very soon be-
cause the.torque moment is transferred mainly
by friction. If the propeller is out-of-track (be-
yond allowed tolerance), it should be sent back
to the factory for correction.
The torque moment of the screws (bolts) is
also very important. We recommend for our
propellers with.
5/16 - 24 UNF = 140 in. lb.
3/8 - 24 UNF = 170 in. lb.
7/16 - 20 UNF = 220 in. lb.
1/2 - 20 UNF = 300 in. lb.
These values are for dry threads. Retorquingis
required after the first flight and thereafter
every 50 hours. In any case, the hub section
should be observed very carefully during the
torque process to avoid pressing in the front
flange.
Sincerely yours.
Gerd Muehlbauer
Manager. Marketing and Engineering
Propellerwerk Horrmann
D-8200 Rosenheim 2
Postfach 265
Kuepferlingstrabe 9, West Germany
Dear Membership Department:
Don't send a credit slip send money. Check,
money order or cash will do. (Better skip the
word cash even the U. S. mail can't be
trusted).
My only benefit from the EAA is the maga-
zine; the recent notice of a dues increase will
force me to drop my membership. $20.00 a year
is just too much to pay for a magazine
Tell Proberrezknee that, to belong to a local
chapter costs $50 00 a year; this is just too
much. The members supporting the EAA are not
even democratically represented Also, the in-
come from Oshkosh must be fantastic; how
about a dollar accounting in the magazine (and
where does it go?)
I'm willing to pay $1.00 an issue for Sport
Aviation, otherwise, I'll buy Flying magazine
(which I do anyway at $0.41.58333 an issue
that's $4.99 a year).
The EAA, like the rest of General Aviation,
is just too money hungry. I'm just about ready
to sell my airplane. Sports cars are much cheap-
er and just as interesting.
The EAA magazine is already known as the
Readers Digest of aviation. Don't bury your head
in the sand. The least you could do is print a
good report about the cause of the three deaths
at Oshkosh so that the members could benefit.
You might even save some lives by doing this.
Paul Walton (EAA 80305)
10548 Briar Hill
Kirtland, Ohio 44094
P.S. Please forward this to Paul Poberezny
Dear Paul:
You have stated and said that if we members
of EAA have any suggestions and/or recommen-
dations that will improve any phase of our or-
ganizations activities they would be welcomed!
Well. I have been a member of EAA now for
9 years going on 10 years and have been close
to sport and private aviation all of my life and
your Sport Aviation magazine is tops in the
world of sport aviation the sport and fun of
flying is my own love of the art!
But I know and I am sure you also know the
great importance of model aircraft building
and flying! Some fine and mighty works have
been done in this field that without a doubt has
helped in design as well as many other aspects
of full size aircraft progress.
And so far there is no space devoted to aircraft
models in Sport Aviation. I am sure even some
home builders of full size aircraft still work at
building and flying model aircraft no doubt
before a new design of homebuilt aircraft is
attempted a model of the design is built and
flight tested maybe not always but it seems
like a wise idea.
I suggest that a page or two of Sport Aviation
be devoted to model aircraft of homebuilt and
antique aircraft or the type of aircraft that is
associated with EAA and sport aviation.
Also I am sure the younger generation asso-
ciated with EAA who may be very involved in
model aircraft with their dads and moms build-
ing and flying sport aircraft, some are building
models of same class of airplanes
Also any information of interest to help a mod-
eler obtain plans to build any of the homebuilt
and designed aircraft.
I think to restrict the model building and news
to only homebuilt aircraft and antique and any
new novel successful flying model aircraft could
also be presented and all this only for members
of EAA and their families I think a photo of
the monthly model could be printed with details
of interest about the model. If doubt exists to
have such a department in Sport Aviation, why
not ask the membership for a write in vote
who would like to see such a department and
if enough speak up about it I think it would be
a great addition to all concerned with EAA from
the youngest to the oldest I so now hereby cast
my vote for a special department with the EAA
"What Our Modeler's Are Building" and flying!
I'd like to hear what other members think of the
idea, for there are also some mighty well built
beautiful models both radio control and free
flight being built and flown that should be
seen and shared by photos and short stories of
their experiences and pleasures.
Well. I'll stop here and see what happens to
this suggestion or idea.
Sincerely,
Robert E. Forrest (EAA 29014)
385 Rose Ave.
Sabina. Ohio 45169
Dear Mr. Poberezny:
Thank you for making the Designee News-
letter available to individuals. Such writing as
your letter (November 1974) and the article in
two parts. "Building the Homebuilt' , sure helps
a greenhorn clean up his thinking about flying
and airplanes.
Also sometime back in Sport Aviation I
read an article by Wm. J. Alston. I copied one of
his thoughts and put it on our dresser mirror.
'Integrity is not for SALE! Although it is
available in abundance and while it cannot be
borrowed or shared, it may be had if it is wanted
enough."
Good motto! Integrity appears to me to be one
of the ingredients of EAA that makes member-
ship so enjoyable.
Please find a check for $10.00 for the EAA Air
Museum Foundation Wish it were more all
I can spare now maybe another $10.00 later.
Sincerely,
Hugh P. Harrison, II (EAA 76504)
10125 N. Park Ave.
Indianapolis. Ind. 46280
(Continued on Page 84)
SPORT AVIATION 5
 PIXIE PLANS PRICE CHANGE
Due to ever rising production costs, the price of Pober
Pixie plans has been increased to $40.00, effective im-
mediately. These plans consist of 15 sheets of exceptionally
detailed drawings, including a great many cutaway views
of more complex components. Proceeds from the sale of
Pober Pixie (and Acro Sport) plans go to support the EAA
Aviation Museum.
The Pixie, incidentally, has just been test flown by
President Paul Poberezny after the installation of a Lim-
bach engine and Hoffmann propeller. The engine has a
full electrical system and is fitted with a pressure cowling,
which Herr Limbach says his extensive test stand work
reveals is necessary for ALL VW based engines operated
on aircraft. Burned valves at 75 to 100 hours . . . or sooner
. . . is the penalty for attempting to do otherwise. A set of
skis has also been fabricated for the Pixie and will be
flown with them shortly. Look for pictures on the latest
Pixie mods next month.
OSHKOSH NEEDS
One converter, 6 volt to 12 volt, for emergency vehicles
at Oshkosh '75 Convention. Needed to power radios at the
Convention site. Contact: Ron Scott, 1005 Copenhill
Drive, Waukesha, Wl 53186.
BACK COVER AVIATION PAINTING
This month's back cover aviation painting is again by
artist Fred Pearman (EAA 90463), P. O. Box 23, Anderson,
South Carolina 29621. (Phone: 803/225-1564). The subject
should be familiar to anyone who has been to an EAA Con-
vention in the past decade EAA President Paul Pober-
ezny's much beloved big iron aerobatic bird, the North
American P-64. The sole survivor of a batch of P-64s
originally built for what was then Siam, the aircraft is a
fine example of the state of the art of all metal military
aircraft of the late 1930s. Owned by the EAA Aviation
Museum, the P-64 has been flown by President Paul in the
Warbird fly-bys and in the aerobatic demonstration peri-
ods of EAA Conventions for a number of years. The air-
craft was damaged shortly after the 1973 Oshkosh Fly-In
when the left main gear collapsed on a landing roll-
out, but the ol' bird has been rebuilt and is flyable once
again. Fred Pearman's painting has Paul and the P-64
over EAA's Burlington, Wisconsin hangar.
Artists are encouraged to submit paintings of sport
aircraft for consideration for use on the back cover of
SPORT AVIATION.
6 FEBRUARY 1975
NEW SECRETARY OF TRANSPORTATION
William T. Coleman, Jr., a Philadelphia attorney, has
been nominated by President Ford to replace Claude
Brinegar as Secretary of Transportation. Little opposition
to Coleman is expected when he comes up for confirmation
in the Senate, even though he is a board member of Pan
American Airways and owns stock in that company. This
Pan Am Board membership is Mr. Coleman's only ex-
perience with transportation in general and aviation in
particular.
Under Claude Brinegar the Department of Transpor-
tation placed such tight control on the everyday operation
of the FAA that interminable delays in many important
programs resulted. Much of the public criticism leveled
recently at FAA regarding safety belongs at the door of
Claude Brinegar and DOT.
EAA Headquarters hopes that Mr. Coleman will de-
velop a closer and more cooperative working relationship
with the FAA once he assumes office.
It should be noted here that EAA has also written to
President Ford strongly recommending that FAA be re-
moved from the jurisdiction of the Department of Trans-
portation and again be made an independent agency. FAA
has gone down hill in every respect since it was placed
under DOT.
NTSB THREATENS VFR FLYING
The National Transportation Safety Board has recom-
mended to FAA that special VFR clearances be eliminated
altogether and that controlled airspace weather mini-
mums one thousand foot ceiling and three miles visi-
bility be extended to include all uncontrolled airspace
where one mile visibility and remaining clear of clouds
has previously been the rule. The continuing high inci-
dence of weather related fatal crashes was listed as the
reason for the recommendation.
If this NTSB recommendation is ever issued by FAA
for public comment in the form of a NPRM, it is certain
to be bitterly opposed by almost all of civil aviation. Just
last year the FAA withdrew a NPRM that would have
restricted VFR minimums. It had been vigorously opposed
on the grounds that this was just a continuation of the
chipping away of airspace available to the civil aviation
pilot. NTSB's recommendation would be equally oppres-
sive.
NTSB offered as justification for eliminating special
VFR clearances the fact that there have been 44 fatal
crashes from 1964 to 1972 involving flights on "specials".
This averages out to 5.5 per year which, though tragic for
those involved, is hardly a statistic over which to panic
 HEADQUARTERS
. . . or to use as an excuse for depriving us of still more of
OUR airspace.
Paul Poberezny has for years made the point that the
most positive approach to improving aviation safety is to
make it possible for pilots to fly more often and thus main-
tain their proficiency. He has said that areas like the Los
Angeles basin with its smog and the entire Gulf Coastal
area and the South Atlantic states with their summer
haze conditions would lose many flying days each year if
VFR minimums were tightened over what they are at
present. EAA has and will continue to oppose every effort
to further reduce our airspace.
BUY THOSE GYROS
A note in San Diego's Chapter 14 newsletter advises
homebuilders to buy up any surplus gyro instruments
they will ever require and store 'em until they are needed.
It seems French and Italian interests are scouring the
country buying every surplus instrument in sight, over-
hauling them and installing same in new helicopters.
OOPS!
The gremlins did it to us again . . . in David Scott's
Washington Report in the J a n u a r y issue of SPORT
AVIATION, "Biennial Flight Review" went into print as
"Biannial Flight Review". Heavens forbid! "Biennial",
which is the correct term for FAA's new pilot flight review
program, means occurring every two years. "Biannual"
means twice in one year. We haven't found anyone who
likes the every-two-years review and we certainly don't
want to suggest to anyone a twice a year flight testing.
Please erase from your memory banks . . . and think
"biennial."
RV-3 NEWSLETTER
RV-3 builders, if you have not been contacted for this
year's RV-3 Newsletter and wish to receive the 1975
copies, please contact: R. L. Murphy, 90 Pebble Woods Dr.,
Doylestown, Pa. 18901. Subscription for the quarterly
letter is $5.00 per year. Anyone may subscribe.
FRENCH FLY-INS
RSA, the French equivalent of EAA, will be having two
fly-ins this year that will be of interest to EAAers who
happen to be in Europe over the dates of the meets. On
May 17, 18 and 19 a fly-in will be held at Annemasse, just
outside Geneva, Switzerland. The RSA National Fly-In
will be held in Laval (in western France) on August 1-4.
RSA welcomes EAA members at both meets. Further in-
formation can be obtained from: Jack Carlier, 153 Rue V.
Boissel, 53 Laval, France.
ACRO SPORT PLANS NOTE
Reference: Page 8.0, Zone A87, upper aileron horn.
The plans sets sold subsequent to Set #486 show a "K-4"
bearing press fitted into the upper aileron horn. This
should be "K-3", with a 3/16" hole. This is a non-self-
aligning bearing. If self-aligning bearings of the Heim or
uniball type are used on both upper and lower ends of the
aileron interconnecting push-pull tube, it is possible for
vibration to develop due to air loads.
It is important that the horn be perfectly in line with
the throw of the push pull tube. Otherwise, there will be
wear on the AN3-10A bolt.
THE K-3 BEARINGS CAN BE EASILY OBTAINED
FROM AIRCRAFT PULLEYS WITH A 3/16" HOLE.
CAREFULLY PRESS THE BEARINGS OUT OF THE
PULLEY AND PRESS IT INTO THE UPPER AILERON
HORN.
FAA PUBLISHES NOISE RULES FOR SMALL
PLANES ALONG WITH EPA PROPOSED CHANGES
(FAA Release)
The Federal Aviation Administration of the Depart-
ment of Transportation has adopted a new regulation
setting maximum noise levels for propeller-driven small
aircraft.
At the same time, FAA published proposed amend-
ments to the new regulation submitted by the Environ-
mental Protection Agency.
The FAA rule sets maximum noise levels ranging,
according to weight, from 68 to 82 decibels (A-weighted)
for propeller-driven small airplanes applying for type
certification after October 10, 1973, and 68 to 80 db (A)
for those applying for type certification after January 1,
1975.
The FAA rule is aimed primarily at stopping the
escalation of noise by new propeller-driven small airplane
types. However, FAA estimates that up to 50 per cent
of current small airplane types cannot meet the noise
standards and the manufacturers will have to incorporate
noise abatement features in order to continue production
after January 1, 1980.
FAA's rule affects all propeller-driven airplanes under
12,500 pounds in the normal, utility, aerobatic, transport
SPORT AVIATION 7
and restricted category with the exception of those air-
planes used in agricultural and fire-fighting operations.
FAA noted the frequent need of these excepted aircraft
to use all available engine power to carry large loads and
said the installation of mufflers and other noise reduction
devices might compromise safety.
The proposal submitted by the Environmental Protec-
tion Agency (EPA) differs from the new FAA rule in a
number of respects including the total reduction in noise
levels, the effective dates for complying with certain pro-
visions and the scale to be used in making noise measure-
ments. Under the Noise Control Act of 1972, EPA is
responsible for recommending aircraft noise standards to
FAA and these must be published as a notice of proposed
rule making. However, FAA has final authority for ac-
cepting or rejecting these recommendations based on
its consideration of such factors as safety, technological
feasibility and economic reasonableness as well as
comments received on the notice.
The noise levels proposed by EPA are of the same
general order for future aircraft types through January 1,
1980. However, EPA would require a further reduction
in noise levels for aircraft applying for type certification
after that date. The FAA rule has no such provision.
The effective date for application of the rule to existing
aircraft types also differs under the EPA proposal. New
production units of aircraft already type certificated would
be affected as of January 1, 1977, instead of January 1,
1980, as FAA requires.
The FAA rule calls for the use of the A-weighted
decibel (dBA) in making noise measurements whereas
Members of the nationally-televised PBS program
"AVIATION WEATHER" were honored recently by the
Federal Aviation Administration. Presenting certificates
of appreciation is Robert H. Stanton, director, FAA
Eastern Region. Recipients are, from the left, Alan
Evans, producer; George Beneman, director; Vie Turner,
originator; Richard Gless, director, special courses
8 FEBRUARY 1975
EPA advocates the use of effective perceived noise deci-
bels (EPNdB). The dBA measurement can be made with
relatively simple instrumentation. EPNdB, on the other
hand, includes corrections for such factors as tone and
duration and requires more sophisticated equipment.
Comments on the Notice of Proposed Rule Making
submitted by EPA (Notice No. 74-39: Docket No. 13243)
should be sent to the Federal Aviation Administration,
Office of General Counsel, Rules Docket, AGS-24, 800
Independence Ave., S.W., Washington, D. C. 20591.
Deadline for comments is March 7, 1975.
PRESIDENT PAUL'S NEW PROJECT
This past Christmas Audrey Poberezny surprised her
husband, Paul, with a one-of-a-kind present the very
first kit of a new airplane to be called the Cuby. The com-
pleted aircraft will be outwardly identical in size and ap-
pearance to a Piper J-3 Cub. Paul was so pleased with his
Christmas present that he already has the fuselage nearly
welded up, all the wing ribs finished and in position on the
spars and the tail surfaces completed. An 85 h.p. Conti-
nental will be installed. The principal difference between
the Cuby and a Piper J-3 is that the homebuilt version will
have built-up, all-wood ribs and will have the option of
using one of the higher horsepower VW engines. The pro-
totype Cuby is nearly ready for flight testing and informa-
tion on the project will be presented on these pages in a
later issue . . . including the identity of the kit producer.
department, AOPA Safety Foundation; and Jan Allsman,
former television briefer and now an air traffic controller
at the Washington, D.C. National Airport. "AVIATION
WEATHER" is transmitted nationwide on Friday nights
by the Public Broadcasting Service to more than 180
public television stations.
 William J. Lynch William V. Leasure Luis C. Mendoza
Shawnee. KS Jordan. MN Hayden, AZ
C. Scott MacCulloch Donald C. MacDonald Clinton B. Meshey
CROSSROADS Dartmouth, N. S. Rochester, Ml Pompano Beach, FL
CANADA G. Manko Dole Metcalf
Ronald W. Markt Portage La Praine. Man. Danbury. NE
The month of December established another record Oregon, MO CANADA Thomas H. Migel
Nick Martin F. Richard Meyer, III Coraopolis, PA
response to Project Crossroads. Between the 2nd and the Wilmington. DE Chicago. IL Bill McAdams
31st of that month, 405 gifts were received amounting to Ann Matthesius Ronald T. McGrath Somerset, KY
$11,765.54. The Crossroads' total as of January 15, 1975 College Park, MD Pluckemm. NJ William A. McClure
John L May Ralph R. McGuire Seattle, WA
is $85,000.77 from 2135 donors. Kent, WA Medina. OH Gerald J McDonald
Because of the generous concern for preserving the Chris McBride Thomas J McMurray APO San Francisco
Seymour. MO Oceanport. NJ William L. McKenna
history of EAA and aviation in general by the people Jim McCanles Jack McRae Torrmgton. WY
whose names appear on these pages and in the past Buttes. MO Huntmgton Station, NY Rod McKenzie
three issues of SPORT AVIATION, new exhibits are ap- S. H. Schmid Cecil A. McRee Fairfield, CA
pearing in the Museum. The grand-daddy of all Tailwinds, Milwaukee. Wl Marlm, TX William McKeown
Paul Laster James E. McVey Houston. TX
Steve Wittman's prototype, now stands proudly in a place Melrose Park, IL Sheridan. IN John McKmney
of honor, restored to its original configuration and scarlet Joe Locasto Everett Howell Scottsdale, AZ
color. Historian George Hardie, Jr. is producing a steady San Mateo, CA Yadkmville, NC M. L. McLaughlm
Theodore A. Marbet H. C. Keeter. Jr. Iowa City. IA
stream of photographic displays and texts which offer des- Palatine. IL Richardson, TX Hayden L. Sheaffer
criptions of the aircraft on exhibition. Vmce Manani Robert Konicek Mt. Joy. PA
The following is a list, in order of receipt, of donors Fmdlay. OH LaPorte City. IA EAA CHAPTER 402
Don Marks Randall Kreft Newark. OH
whose gifts were processed between December 3, 1974 Santee. CA Sac City, IA Fred A. Komlosy
and December 31, 1974: John L. Martin. Jr. Leroy A Kruckeberg N. Palm Beach, FL
McLean. VA Craig AFB, AL David H. Krueger
Ted Martin Wayne F. Leimcke King Cove. AK
Harold Lausen James A. Mattox Clarkston. WA
Joseph W. Layer Springfield, IL R. C. Larson
Florissant, MO Peru, IN James V. Mason Ben LiTipach
Ridgewood, NJ William S. Lewis Jim H. White Libertyville, IL
Theodore Lesher Mt. Pleasant. IX Houston, TX Ferdinand M. Linares
St. Clair. Ml Mississauga. Ont. Glenn Mauch
Atwater. CA R. E. Lighter CANADA John MacGmnis Cabo, Rojo
Howard Levy Grand Haven. Ml Gus A. Limbach Dodge City, KS Barre, MA PUERTO RICO
Brooklyn. NY Herman Lmder St. Paul. MN
Mr. i Mrs. James 0. Mayor Olaf B. Man. son Edward W. Malley, III
John Lindsay Kalamazoo, Ml Mike Brago Damascus, MD Hespena. CA Cohasset, MA
Manchester, MA John E. Lukasiewicz Germiston, SO. AFRICA Americo J. Mazziotti Morris Melby R H. Meek
Stanley R Lovell Portland. ME Gary, SD Kansas City. MO
Camillus, NY Richard A. Fee Jim McCalhster
Ocala, FL Frank Marker San Jose. CA Jack V. McCam Charley Messner
Warren E. Lueders Columbia City. IN W. R. Fields West Lafayette, IN New Bern, NC Milwaukee. Wl
Wauwatosa. Wl John M. McConnell Cecil G. McConnell Leslie L. Milberger
Allan W. Marshall Reno. NV
George John Luke. Jr. Mooresville, NC North Platte, NE Great Bend. KS
Hawthorne. CA William J. Marshall South Bend. IN Steve McConnell John P McKeever James W. Miller
Bruce R. Lund Franklin, NC Lynn Haven, FL Marble Falls, TX
Holland. PA R. Grose Ron Whipple
Mobile, AL Ernest R. Matejaitis Lakefield, Ont. Dennis McLagan Ralph L. Mitzler
James H. Macklin Yreka. CA Corvallis. OR Wauseon, OH
Waukegan. IL CANADA
Herbert Baumgarten
Tulsa. OK Irvmg Gittin Donald B. Heck EAA CHAPTER 29 John A. McAnulty
Charles Machus North Bend. OR Urbana, IL Dickmson, TX
Manassas VA Rochester. Ml Harry Foglietta
Cambridge. Wl J. E. Hickman Aaron Ivie Charles W. Harris terry McDonnell
Al Mam APO. New York Ft. Wayne. IN Cmcmnatus, NY
Phoenix, AZ Kenneth. MO Harry L. Frahm
Sioux Falls, SD George W. Hobbs Roy Jack Robert P. Hurley Margaret R. McFarlm
Ed Marquardt Fremont, CA FPO, Seattle, WA Big Spring, TX
Shelbyville, IN Big Valley. Alta. George M. Frisbie
Oneonta. NY Richard D. Houk CANADA Ben Kelly E. A McGuire
Alf R. Tiberg Derby. KS Colorado Springs, CO Huron, OH
Stow. OH Robert Jackson
Valley Stream. NY Gordon D. Grant Charles Kerestesi Harold McMacken
Truman A. Johnson Onondaga. Ml Elmwood Park, IL
Al Hawver San Francisco. CA Clarence Kiesling Elgin, IL Yucaipa, CA
Tampa. FL Louis S. Graves R. A. Kestmg Larry Schubert
Richard Keogh Grand Island, NE
Frank J. Kramer Ft. Lauderdale, FL Bernard W. King
Atascadero, CA Lynnfield, MA Wichita. KS
Halden. FL Kenneth Kitzmiller Auburn. WA
Walter L. Hallberg Fred Kracht John J. Kalas
Paul E. Kansa Two Buttes, CO John 0. Kmsey Downey. CA Don Mills, Ontario Milwaukee. Wl
Omaha, NE Wayne A. Lanphear Robert J. Hartle CANADA Norman Kranzusch
Prairie Grove, AR
Ron Kemper Bergstrom AFB. TX Austin, MN James E. Kurne Appleton. Wl
Artie Kirkpatnck
Oakbrook, IL Glenn A. Hubbard Burlington, IA Carl H. B. Larsen
Joseph E. LaPalme Plana, TX
Frank B. Kendrick South gate, Ml Long Beach, CA C. W. Lamson Waterloo. NY
Vance R. Kloster
Franklin, PA Glenn Lane David M. Liston. Jr. Woodsboro. TX John F. MacLean
1 Howell. Ml
Win. V. "Bill Krecek Brownsville, CA Bob Knutzen Columbus, OH Tauno Lappi Dartmouth, N.S.
Panorama City. CA Ron Leathers Wmona. MN Eugene Livmgston Anchorage, AK CANADA
Kenneth H. Lane Schaumberg, IL William Kunst Charlotte. NC Duree LeClaire Robert E. Martin
Elm Grove. Wl Charles L. Lee Miramar, FL Richard S. Lombard Wilmette, IL Miami, FL
Lorentz M. Lindblad Dunwoody, GA Alan P. Kushner Schoolcraft. Ml David M Lee Victor Meinarsic
Willmar. NM Hilary H. Leiss Sylmar. CA S. A. Mandra Wever. IA Melrose Park. IL
Charles J. Mader Danbury. CT Harley E. Lane New Fairfield. CT Kenneth R. Lemke Robert McClintock
Thomas M. Love Ira E. Mason E. Amherst. NY Rahway. NJ
Los Alamos, NM
Alvm G. Cox Annapolis, MD John L. Langenheim Meadow Vista. CA J. P. Leslie Michael A. McDonald
Herndon. VA Summit, NJ Arthur P Maynard W. Vancouver, B.C. Green Bay, Wl
J. E. Hardesty Estherville. IA J. A. Lauderbaugh Warwick. Rl CANADA Glenn W. Gauger
Delmar. DE J. Mackowiak Donald F. Maynard Joseph C. Lincoln Oaktown. IN
Indialantic, FL
Thomas W. Harrington Stanwood. WA J. D. Laven Rockford. IL Scottsdale, AZ Duane Jansen
Selma, FL Richard J. Meis Viets S. Logue Minneapolis, MN
Mmot, ND
Myron F. Hassett Edmonds. WA Milwaukee. Wl Redondo Beach. CA Leon F. Jones
Hanover Park, IL Antoine J. LeFaivre F. F. Mellon
Sylmar. CA Clarence 1. Macy Rio Grande. NJ
Wrather Holmgreen Chalmette. LA Gordon E. Leiler West Allis. Wl Palm Springs, CA John E. Layman
Uvalde, TX Carl B. Marbach Durham. CT William P McKay Vernon J. Mam, Jr. Dayton, OH
Denny Hughes Ft. Washington. PA Milton Lien Kansas City, MO New Orleans. LA Edward McGrath
Castlegar. B.C. Frank Martucci EAA CHAPTER 71 Edward P. Majszak Amelia. OH
PAUAnA Columbus. Wl
Bakersfield. CA Chicago, IL Kermit Weeks
D e e r C Johnson EAA CHAPTER 445 Paulette & Victor Masterjorm West Lafayette, IN
Tallahassee. FL New York, NY Henry J. Gratton
P. Richard Coughlm Vincent J. Masur Windsor Locks, CT
Bakersfield, CA E. R. & Penny E. Loerke Syracuse. NY Kansas City. MO Ted King
Robert H. Klock John W. Mattingly Des Moines. IA Alfred Iller Ben P. Maurer Indianapolis, IN
Endwell, NY Ft. Collms. CO Camp Springs. MD Escondido. CA Scott A. Kressman
I. E. Loudenslager
Paul J. Kovacik Kip Matkins Sussex. NJ John King Robert R. May Pewaukee. Wl
Ford City. PA Sturgis. SD Oxon Hill. MD Umontown, OH
SPO.RT AVIATION 9
Albert LeVar Curtiss R. Hack Gordon E. Montgomery R. P. Netzel Lawrence S. Eresh Stanley C. Mockrud
Cleveland Heights, OH Sheboygan, Wl Oakland, CA Wheeling, IL St. Louis, MO Madison, Wl
Oscar Lundstrom Frank R. Reeves Francis B. Murray Ronald Niborski Edward R. Hughes R. L. Murphy
Sunnyvale, CA Corte Madera, CA Oshkosh. Wl Dearborn Heights, Ml Newton, NJ Doylestown, PA
Robert J. Malak Richard Wagner Daniel H. Myers James V. Nickel Col. M. M. Kovar Paul E. Neely
Beaver Dam, Wl Lyons, Wl Hanover, PA Brook Park. OH Morristown, NJ Grants Pass, OR
Philip Mazziotti W. T. Cunningham David McKinley Carl J. Noltze Harold LaCounte John H. Nelson
Toledo, OH Northridge, OH Glen Ellyn, IL Sioux City. IA Anaheim, CA Crystal Lake, IL
George B. Melton Rudy Duncan Bruce McMillen Earl M. Adkisson Neal LaFrance Larry Niswander
Houston, TX Belmont. CA Incline Village, NV Atwood, IL Wichita, KS Cardington, OH
Max Meredith Joe Lacey Ernest McOdrum Elmer B. Benedict Gary Lampman G. W. Niva
Chelmsford, MA Newhall, CA Warren, NJ Kent, WA Johnstown, NY Monte Sereno, CA
Tim & Betty Mickel Murdy Aviation Ltd. Rawson L. Nelson Robert D. Deyell Jerome L. Marostica Edwina Noble
Freeport. IL Billings, NY Clear, AK Rochester. NY Anchorage, AK Borrego Springs, CA
Michael J. Moe John R. Johnston, Jr. Gerald L. Netherton Hubert M. Drake Elza Minton, Jr. Bob Norrison
Fairborn, OH Lake Hopatcong, NJ Glenwood, IL San Jose, CA Castro Valley, CA Palmyra, NY
Leroy McCann Henry J. Kennedy, Sr.
Kansas City. KS Whittier. CA
John B. McMaster Donna Mae Kinton
Kansas City. MO Indianola, IA
John N. Tomishin John S. Marsh
Cleveland, OH Whittier, CA
Ed Escallon Gale D. Merrick
St. Petersburg, FL South Bend. IN
EAA CHAPTER 211 George C. W. Meyer
Twin Lake, Ml St. Louis, MO
John M. Eby James L. Miller
Manheim, PA Kansas City, MO
John P. Francis Charles R. Near
So. Pasadena, CA Hastings, NE
Guenter Hachtel John Poehner
Swartz Creek. Ml Flushing, Ml
Harley K. Hammond Ken Brynestad
Twin Falls. ID Puyallup, WA
Harry S. Hopkins Donald P. Hunt
Brewer, ME Bedford, VA
G. C. Hrabal K. D. Johnson
Houston, TX Los Angeles, CA
Paul D. Kortge John U. Keating
The Dalles, OR Indianapolis, IN
Don Laird David Kushner
Smithers. B.C. Ann Arbor, Ml
CANADA Walter Morrison
Vincent H. Lanzetta Orinda, CA
Annandale. NJ Lawrence Moser
Walter Lightner Claresholm, Alberta
Elizabethan, PA CANADA
David N. Lindsay Cene Mueller
Pierceton, IN Wheaton, IL
Ervin Lyon Robert G. McCoy, Sr.
Lexington. MA Cambridge. OH (Photo by Lee Fray)
Eric W. Marshall Harry V. McWade
Douglas City, CA Plainfield, NJ Bob Ladd, left and Cliff Gould (EAA 91131) of Milwau-
Gordon & Gregory Meeuwsen Charles Nemec kee, put the finishing touches on the EAA Air Museum's
Holland, Ml Omaha, NE Waco UPF-7 prior to covering another project made
Gilbert Meier Lawrence Nonnie
Wiggins, CO Oswego, IL possible by Project Crossroads donations. Cliff is a volun-
Al Minelli Aircraft Spruce & teer who has given quite a number of his free hours
Lafayette, NJ Specialty Co. toward making the EAA Museum the finest anywhere.
George L. Minor Fullerton, CA
Webster Groves, MO EAA CHAPTER 362
Rudy A. Miserez Fulton. NY
Omaha, NE William P. Flynn
Darrell W. Mize Schofield, Wl
Borger, TX H. Robb Hathaway, Jr.
George W. Mojonnier Hollywood, CA
Lombard. IL James S. Hitchcock
James G. Montgomery. Jr. Bricktown, NJ
Memphis, TN Robert Honec, Jr.
Gilbert E. Morgan, Jr. Newport News. VA
Chicago Heights, IL David C. Johnson
James L. Morris Colorado Springs, CO
Little Rock, AR Steve Keller
Gerald C. Mueller Huntington Beach, CA
Madison. Wl Ronald W. Knight
Seth C. Myers Portland, OR
Prattsburg, NY Joseph Koneck
Gary McCormick Chicora, PA
San Jose, CA Robert J. Lannen
Glenn V. McDaniel Wixom, Ml
Evergreen, AL Bob Law
William E. McDaniel. Jr. Jacksonville, FL
Victorville, CA Alien A. LeBlanc
Jim McFarland Delcambre, LA
Sitka, AK Harold A. Lossner
James M. McKeon Des Moines, IA
Rochester, MN William Malone
R. McLeese St. Louis, MO
St. John, N.B. F. H. Mattison
CANADA Hannibal, NY
Charles H. McMannes Charles K. Mernitz
Oregon. Wl Santa Clara, CA
James McNeilage Michael S. Mitchell
Dresden. Ontario St. Louis, MO
CANADA L. R. Mittendorf (Photo by Lee Fray)
Donald G. McPherson Murphysboro, IL
Stow, MA Steve Wittman and the original Tailwind.
10 FEBRUARY 1975

LIFTING BODY
HOMEBUILTS?
W, ITH SUCH "NEW GENERATION" designs as
the BD-5, Miller JM-2, Vari Viggen, and now Ratony's
Pegasus I being readily accepted by the sport aviation
world, building a lifting body sport aircraft is no longer a
bizarre proposition. Roughly three and a half years ago my
interest in new and unusual aircraft designs prompted me
to begin researching the possibility of developing a wing-
less homebuilt aircraft. Initially, I had very little know-
ledge of full scale aircraft engineering principles and
limited experience in the field of aerodynamics, so it was
necessary for me to limit my research to reading about
NASA's lifting body program, and testing some small
model lifting body gliders. I began to further my know-
ledge by reading nearly everything available that dealt
with light aircraft design and aerospace engineering. In
the fall of 1972, at one of our local EAA chapter meetings,
I gave a "hanger talk" in which I outlined the history of
lifting body research and introduced the possibility of
building a low speed lifting body sport aircraft. Most of
the EAA'ers were not overly receptive to my ideas, but
there were a few members who thought I had good ideas,
and encouraged me to continue my studies.
Although it may not be immediately obvious to most
people, there are very good reasons for the development
of wingless aircraft. The basic ideas behind all lifting
bodies evolved in 1957 in the mind of Dr. Alfred J.
Eggers Jr. of NASA's Ames Research Center, who envis-
ioned using such an aircraft as a controllable atmospheric
re-entry vehicle. 1 His original lifting body design was a
masterpiece of simplicity, a simple half-cone shape, with
its center of gravity offset to induce forward motion and
stability during free fall descent. Through extensive NASA
wind tunnel testing, the design was modified and refined.
To augment control and stability, fins were added. Boat
tailing the cone and blunting the nose increased stability
and streamlining, while minimizing heat build-ups during
re-entry.
To prove that a manned lifting body would be success-
fully controllable at subsonic speeds, Gus Briegleb was
contracted by NASA to build a steel tube and plywood
lifting body glider called the M2-F1.2 The craft underwent
extensive auto towing behind a converted Pontiac before
a series of very successful aero tows behind a NASA C-47
in 1964. Contracts were awarded to Northrop Corp. for
two "heavyweight", all metal, manned lifting bodies, the
M2-F2 and the HL-10. By late 1966 both of these vehicles
had been delivered to the NASA research facility at Ed-
wards AFB, and were undergoing drop tests from a B-52.
The only significant failure to occur during the test
program happened in May of 1967, when test pilot Bruce
A. Peterson ran into a controllability problem that forced
him to crash land the M2-F2 on Rogers dry lake. Un-
fortunately, he sustained severe facial injuries, but was
able to minimize damage to the airframe, which was later
rebuilt. (Actual NASA film footage of this crash was used
recently in the television series, The Six-Million Dollar
Man.) During the following two years, many successful
manned lifting body flights were made at supersonic
By Chester Nelson (EAA 597791
811 Forest Circle
Manitowoc, Wis. 54220
Phone: (414) 682-3619
(Photos and drawing by the Author)
speeds to extreme altitudes under the power of an XLR-11
rocket engine.
Martin Company, under Air Force contract, also car-
ried out substantial research work using rocket boosted,
unmanned, automatically controlled vehicles. These air-
craft, however, were all designed to operate in very high
speed regimes. Martin therefore built the manned, XLR-11
powered X-24, and a turbojet version of the samr vehicle,
the SV-5J, for tests at lower speeds. From 1969 to the
present time, greater emphasis has been placed on the
testing and development of the X-24 series aircraft, with
the new X-24B making its first flights in the fall of 1973.3
Except for small unmanned test vehicles and scale
models, NASA and the Air Force have done very little
to develop true low speed lifting bodies. As the year 1970
approached, the Aereon Company of Princeton, New
Jersey (a now defunct firm once dedicated to the revival
of the commercial airship) came up with the idea of using
a light-weight, large volume lifting body as a basis for the
design of their Aereon commercial dirigible. The cargo
ship was to have been an "aerobody", or airship-airplane
hybrid. A large computer was used by the company to
determine a body shape large enough to make buoyant
lift from the enclosed helium a significant factor in load
carrying ability, and still possess the aerodynamic qualities
of a medium performance lifting body. After several
semi-successful flights of a radio controlled scale model of
the design, a 27 foot long manned version was test flown.
In contrast to the NASA heavyweight bodies which often
had landing speeds in excess of 200 knots, the Aereon
low speed test vehicle touched down at a mere 45-50
knots. Those of you who have read John McPhee's
excellent book, The Deltoid Pumpkin Seed*, are already
aware of the docile flying characteristics of this aircraft.
Because of the great success of this ship, several other
companies are now looking at the possibility of similar
projects.5
Certainly it can be seen that lifting bodies have great
possibilities as future space vehicles or aerobodies but
where does the sport flyer fit into all of this ? The impor-
tance of the lifting body concept lies in its adaptability
to greatly varied speed regimes and uses. In each applica-
tion, one can see several advantages that the lifting body
may have over standard designs, and in the case of light
aircraft, we come up with quite a sizable list of possible
good points:
1. A properly designed lifting body is very stable.
Its smooth, curving lines make it both aerodynamically
clean and aesthetically pleasing.
2. The general shape of a lifting body would allow it
to be built extremely strong, yet very light weight. The
configuration of a light lifting body could be easily altered
to accept a wide variety of powerplants.
3. Proper pilot placement and canopy design would
offer excellent in-flight visibility. Its large internal volume
would provide spacious cabin and luggage arrangements
in multiple place aircraft.
SPORT AVIATION 11
Chet Nelson holding a semi-scale model of his NX-4
glider design. This model has undergone free flight stabil-
ity tests, captive tuft tests and has yielded a wealth of
information in glide ratio, glide speed and pitch moment
measurements.
FIGURES 1, 2 and 3. The framework of a 1/6 scale lifting
body glider model by the author. It is just under 3 feet
long. Originally intended as an exact scale free flight
model, the fourth in the author's design series (NX-4),
it was redesigned for use as a control surface design test
bed because enough data had been obtained from other
models on this configuration.
12 FEBRUARY 1975
The author and his wind tunnel. The intake shroud can be
seen over his left shoulder. Most of the underhanging
portion of the aluminum aerodynamic force balance can
be seen under the test section. A one foot long model is
mounted in the test section. The airspeed readout sets on
top of the tunnel.
4. The use of a ducted fan, shrouded propeller, or jet
engine on a lifting body offers the possibility of STOL
capability.
5. The general configuration of the lifting bodies
make them naturals for use as flying boats.
There are many added benefits for the homebuilder:
6. Because lifting bodies need only small stabilization
fins, there are no wings to build.
7. Using the proper techniques and materials, a lift-
ing body homebuilt would offer fast, low cost, simple
construction with a minimum of jigging.
FIGURES 4, 5 and 6. One of the author's more successful
wind tunnel models, a 1/26 scale model of a jet powered
(Sermel TRS-18, BD-5J engine) homebuilt lifting body de-
sign based on the Air Force's X-24. It is one foot long.
The markings were added because this model was also
used for display.

8. A lifting body with folding fins could be built small

enough to be easily trailerable, yet large enough to provide
excellent handling qualities and crash safety.
The next problem that arises is the actual process of
applying the lifting body technology to our private aircraft/
sport aviation needs. There are multitudes of possible de-
signs to choose from, and because no one has yet flown a
sport lifting body, there are no tried and proven ones.
When I set out to investigate this problem, I already had on
hand, a 27fps. wind tunnel with a lighted 12" x 18" x 12"
test section, which I had built to test model rockets. Of
course before I could begin to use it for any really system-
atic research I had to improve the airflow quality and
speed, increase the usable size of the test section, and in-
stall balances for aerodynamic force measurement. A small
homemade wind driven generator was installed in the
tunnel and connected to a voltmeter to give a calibrated
readout of the airflow speed in the test area. The 20" x 22"
intake shroud was re-inlarged to 22" x 25". The air blown
through the tunnel is drawn into the intake throat by a
high speed Hamilton Beach motor (driving a 3-bladed pad-
dle type prop), and is then forced through a section of
screens and tubular airflow straighteners. For testing
models that were too large for the tunnel, experimentation
was done with both free-flight models and a tuft test
rack which mounted on the door of a car.
Because lifting bodies create less blockage of airflow in
the tunnel and are less affected by changes in Reynolds
number than standard aircraft, I was able to obtain reason-
ably accurate results with my testing methods. The tests
run in my tunnel on models one foot in length compared
very favorably with corrected NASA and NACA test data.
Using wind tunnel models as well as hand and bungee
launched, large free-flight models of 50 different configur-
ations, I compiled a sizable amount of aerodynamic data. I
was lucky enough to be able to work on my design studies
during my junior and senior years of high school, receiving
class credit for my research.
Making frequent use of the school's programmable
office computer, I was able to compile and interpret
data at a much faster rate. During that time, I carried out
a complete design study on the "NX-4" a homebuilt
lifting body glider. (This included drawing plans for the
vehicle and computing a fairly complete stress analysis.)
Tests on scale models of the NX-4 were very encouraging.
I began examining the possibilities of using an NX-4 type
configuration for a powered lifting body and started
making further tests.
The best configuration to emerge thus far consists of a
relatively thick symmetrical airfoil, and a roughly "U"
shaped planform view. Although the body is aerodynamic-
ally capable of flying without them, gull-type stabilization
fins and a central vertical fin are used to improve flight
characteristics. The aircraft's engine, which is housed in-
side the body, uses an extension shaft to drive the pusher
prop. The propeller tip passes down through a slot separ-
ating the aft portion of the body from the elevon surfaces.
When it became apparent last spring that this would
be a good workable design, I began making plans to test
the configuration in the form of a large, radio controlled
model. The model (which I hope to have on flying status
by mid-1975) will be an exact one-fifth scale replica of a
hypothetical prototype homebuilt called the NX-5G III.
Although the NX-5G III is only a "drawing board"
airplane, its basic design features and parameters must be
carefully determined before a test model of any real value
can be built. Therefore I can give a fairly clear idea of
what a full scale prototype lifting body homebuilt would be
like. The NX-5G III would be powered by a 70 h.p.
Hirth (or a comparable powerplant) and would use a re-
tractable conventional style landing gear. The proposed
construction incorporates the use of a steel tube "crash
cage" pilot's compartment, attached to a light weight
spruce framework. The entire aircraft would be covered
with a foam and fiber-glass sandwich skin. Spoilers would
be located on the upper surface of the body immediately
SPORT AVIATION 13
adjacent to the cockpit area. While normal entry would
be made through a hatch in the bottom of the body, the
bubble canopy would also be removable.
I have listed here, some of the NX-5G Ill's projected
specifications. It must be understood that, with the excep-
tion of landing speed (which could prove to be consider-
ably lower), the performance figures here are conservative
estimates, reflecting the minimum anticipated perfor-
mance. All are subject to change upon acquiring data from
the radio controlled model tests, and therefore are not
necessarily indicative of the level of performance achiev-
able by a propeller driven lifting body.

Total length . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 0 . 8 ft.

Total span . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 . 2 ft.
Body span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.1 ft.
Body length . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 . 5 ft.
Planform area . . . . . . . . . . . . . . . . . . . . . 1 5 4 . 0 sq. ft.
Aspect ratio of body . . . . . . . . . . . . . . . . . . . . . 0 . 4 3 7
Design gross w e i g h t . . . . . . . . . . . . . . . . . . . 7 4 5 lbs.
Design CG . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 7 . 2 0 %
Design pilot weight . . . . . . . . . . . . . . . . . . . 2 0 0 lbs.
Design fuel weight . . . . . . . . . . . . . . . . . . . . . 6 5 lbs.
Surface loading . . . . . . . . . . . . . . . . . . . . 4 . 8 lbs. psf.
Design landing speed . . . . . . . . . . . . . . . . . . 6 8 mph
Design stall speed . . . . . . . . . . . . . . . . . . . . . 5 8 mph
Top speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 5 mph
Speed at 75% power . . . . . . . . . . . . . . . . . . . 1 0 4 mp
Rate of climb . . . . . . . . . . . . . . . . . . . . . . . . . 6 5 0 fpm
Service ceiling . . . . . . . . . . . . . . . . . . . . . . 1 4 , 0 0 0 ft.
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 0 mi.
Max. L/D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 . 0
As I am currently studying pre-engineering at the
University of Wisconsin, Manitowoc Center, the amount
of time that I have to spend on correspondence is limited.
I will, however, try to answer any letters I receive and
would enjoy hearing from any EAA'ers who have sugges-
tions relative to my project or who have been working on
similar ideas. In closing, I would like to thank Donald G.
Gruett and Gordon Nelson of Manitowoc, Dr. Richard
M. Andres of Parks College, my teachers, and the members
of EAA Chapter 383 who have given me their technical
advice and encouragement over the past three years.
ABOUT THE AUTHOR
Chet Nelson came by his aviation interests naturally
enough his grandfather built and flew a Chanute hang
glider prior to World War I and his father has been a life-
long, dedicated aviation enthusiast. Chet grew up sur-
rounded by aviation and aviation people and has been
building models since he was four. During his junior high
days his interests centered on astronomy and rocketry -
models and the real thing. He was a member of the
National Association of Rocketry and 3-time president of
Space Explorers Post 998.
Chet was a member of the National Honor Society
and was listed in Who's Who Among American High
School Students, 1973-74. At Oshkosh '74 he was awarded
one of the three EAA Scholarships presented to out-
standing young EAAers from around the nation. He cur-
rently is a freshman aerospace engineering student and
is a student pilot. He flies an Aeronca 7AC that was
built in 1946 . . . just ten years before he was born.

Foot Notes

'Kenneth Gatland, Manned Spacecraft (New York, 1967)

'Richard Miller, "Southern California's Fabled Soaring Centers", Air

Progress (Aug. 1965), p. 68

3
Ben Kocivar, "Flying NASA's X-24B Lifting Body", Popular Science
5(1973), pp. 87-89, 114

'John McPhee. The Deltoid Pumpkin Seed (New York, 1973)

5
"New Lift for Airships", Time (Aug. 12, 1974), p. 80

14 FEBRUARY 1975

HOMEBUILDER'S CORNER .. .
(Continued from Page 2)
for aviation now made annually by the federal government
be justified if limited to the privileged few? "Safety" has
always been the excuse for all regulation and expenditure.
What will be the result if only airline and corporate flying
is to remain will not these groups be called upon to pay
for ALL new facilities at some future time?
Can we really justify millions of dollars of local, state
and federal tax money for support of, say, 10, 15 or 20
commercial flights per day involving 50, 75 or 125 pas-
sengers boarding or deplaning at airports having FAA
towers . . . without doing the same for any other free enter-
prise situation? Like the bus companies, the railroads,
the taxi cabs? I don't think the non-aviation tax payer
has really thought of the implications in all this.
We are told that the proposed new schedule of user
taxes on general aviation the "departure" fees of $10.00
at airports with FAA towers and radar and $5.00 at fields
with FAA tower only to raise 88 million dollars from some
100,000 aircraft owners is because we don't pay our
fair share of the existing user taxes. No one listens to the
argument that most general aviation pilots don't need and
don't want the sophisticated electronic equipment that all
this money is to be used to purchase, install and maintain.
Some look on recreational flying as frivolous and
wasteful... but have you ever considered how many of our
fine citizens use commercial transportation in conjunction
with their recreational activities vacations, sporting
events, etc.? Compare this use of fuel to that used by pri-
vate pilots for pilot proficiency flying. What will be the
affect on flight safety if fuel allocations drastically cut
down on such proficiency flying? Safety is always such a
big issue with government that perhaps we could trade
some flying vacation time on the airlines for fuel for Sport/
General Aviation which has priority?
But whatever we do, we must work together all of us
in aviation. Did you ever think how big a weight (no dis-
credit intended) the airline accidents are on Sport/General
Aviation? In the public and governmental eye it is the big
mishap that hangs us all. As a team we can do our best
to combat all of this.
I have had a number of inquiries as to the status of the
two place Pober Pixie design that I had planned to work on
over the holidays. The fuselage design is completed and is
OFFICIAL PUBLICATION
Pursuant to the directive of the Experimental
Aircraft Association, Inc. By-Laws as amended at
the 1971 Annual Business Meeting held at Oshkosh,
Wis., the president has appointed six members in
good standing to act as the nominating committee
for four Class I directors (three year terms), and
one Class IV director (one year term), whose terms
expire during 1975.
Nominations for one Class II director (unex-
pired one year term), and one Class III director
(unexpired two year term) will also be accepted
in 1975.
The committee appointed consists of Carroll
Dietz, (chairman), 6781 Halley Road, Rockford, 111.
61103; Joe Poklasny, 870 South Park Avenue, Osh-
kosh, Wis. 54901; Bob Ladd, 5083 N. 107th St.,
Milwaukee, Wis. 53225; Arden Hjelle, Route 1, Box
233, Oakfield, Wis. 53065; Jim Stewart, P.O. Box
10996, St. Petersburg, Fla. 33733, and Richard J.
Bowers, 3933 South Bend Road, Rockford, 111. 61109.
already out of the jig and ready for welding. I plan on using
a center section over the fuselage and standard Pixie wings
for a total span of 34 feet, the same Pixie tail group and an
Acro Sport gear. For power we will use the 72 hp Limbach
engine. I probably would have had a lot more completed
but the full size Piper J-3-like kit Audrey gave me for
Christmas had a bit of priority. With the help of Bob Ladd,
we have completed the fuselage, all the wing ribs and start-
ed assembly of the wings plus a full schedule of EAA
work.
NOMINATIONS FOR EAA
OFFICERS AND DIRECTORS
In accordance with the Association's Constitu-
tion, the terms of four Class I Directors, and one
Class IV Director will expire at the 1975 EAA
Annual Business meeting, Oshkosh, Wis.
CLASS I DIRECTORS:
Paul Poberezny, President
Ray Scholler, Vice President
S. H. Schmid, Secretary
Arthur Kilps, Treasurer
CLASS IV DIRECTOR:
Steve Wittman
In accordance with Paragraph (a) Article VTI of
the By-Laws, which was amended at the 1974 busi-
ness meeting, authorizing the Board to increase its
membership from 11 to 13 members, which increase
the Board has now authorized, nominations for one
Class II Director (unexpired term of one year) and
one Class in Director (unexpired term of two years)
will be accepted and will be elected at the annual
meeting of the Association to be held August 4, 1975.
Nominations for these offices shall be made on
official nomination forms obtainable from EAA
Headquarters.
The Nominating Petition shall incude a recent
photo of the candidate and contain a brief resume
of his background and experience. Candidate must
have been an EAA member for the previous two
consecutive years. The Petition requires a mini-
mum of twenty-five (25) signatures of EAA mem-
bers with their EAA number and expiration date.
Nominating Petitions must be submitted to the
Chairman of the Nominating Committee, c/o EAA
Headquarters no later than March 31, 1975.
Voting Instructions and procedures will be pub-
lished in a forthcoming issue of SPORT AVIATION.
S. H. Schmid
EAA Secretary
The annual Business Meeting will be held
August 4, 1975 at Oshkosh, Wisconsin, during the
23rd International Fly-In Convention to be held July
29 through August 4, 1975.
SPORT AVIATION 15
 TOWARD BETTER
PERFORMANCE
By Al Backstrom (EAA 1162)
Rt. 1
Frisco, Texas 75034
Article IV
EPILOGUE
-L HE PREVIOUS ARTICLES in this series have pre-
sented data and suggestions on aerodynamic improve-
ment of airplanes. However, no general discussion can
cover all the information that would be useable in aerody-
namic cleanup and each individual design will have differ-
ent areas of primary importance. As an exercise let's look
at what can be done for aerodynamic improvement of a
couple of good basic airplanes. No structural changes will
be considered, so that the changes could be made to exist-
ing airplanes without taking them out of flying status for
long periods. The Evans VP-1 Volksplane and the Jensen
VJ-22 Sportsman would be good airplanes for review.
I have not attempted to calculate performance changes
because a reliable estimate of original airplane drag is
FULL COWL
FOR VW
FIGURE 1
16 FEBRUARY 1975
extremely difficult. Also, if you were checking the changes
on an actual airplane the results could be affected by the
order in which the changes are made. One point that
should be made is to not look at top speed as the only
measure of performance gain. The basic reason for this is
that a 10% reduction in drag will produce approx-
imately a 3% increase in top speed. On the other side of
the coin, a 3% increase in top speed without a drag reduc-
tion will require a 10% increase in power. At least you
can't lose them all because a 10% reduction in drag will
give a 10% increase in range at the same speed. Also a
reduction in drag will leave more power available for
cruise-climb conditions at the same speed.
Now let's look at the VP-1. The greatest drag reduction
can be made by adding a canopy and a good engine cowl-
ing. The canopy design selected is essentially the NASA
X-l (Report WR-L-642 and Turner T-40). This canopy has
very low drag and can be built without having to use
compound formed plexiglass. Cowling a VW installation
like the Volksplane is a real problem. This is one of those
areas where the inability to do an excellent job is not an
excuse. The best way out of this problem is to start with a
large spinner. In this case a 12" spinner is assumed and
lines sketched out from this. The exhaust system uses a
180 bend on the front stacks outside the cowling and
carburetor air heat taken from muffs on the rear stacks.
The cooling air exit is along the side of the fuselage.
 SPINNER-LIKE COWLING

STRUT FAIRING

LANDING GEAR
FUSELAGE FAIRING
FOR
UP POSITION

FIGURE 2

The wing root and strut fairings are based on NASA TR

482 and the information in Article 3 (Sport Aviation,
January 1974) of this series. The elevator and wheel fair-
ings complete the major rework; from here on you could
happily proceed with fairing minor areas. The resulting
appearance is shown in Figure 1.
Well, on to the VJ-22. The primary items here are fair-
Heating Plexiglas
ing of the landing gear in the up position, smooth canopy,
fillets, and strut fairings. The engine cowling used on most From
Sportsmen could be better. The gear fairings recommend- Robert E. Richards (EAA 7221)
ed fair behind the wheel and cover the strut in a manner 302 W. 4th Ave.
similar to the fairings shown in Sport Aviation December Barrington, NJ. 08007
1974. A piano hinged lower section allows for gear re-
traction. Do not use a household oven for heating Plexiglas to
A free blown canopy might be used, or one built bend it. Heating this plastic in an oven produces monomer
using a compound formed Fiber-glass top with flat wrap bleed-off, and these gases are highly combustible. If the
sides. The best choice would depend on the method of gases are ignited they can cause a severe explosion.
hinging desired. A fillet around the wing leading edge and Kitchen ovens and other heating devices that do not cir-
underside at the hull should be used. Fairing of the wing- culate air to prevent accumulation of gases, and which
strut intersection and tip floats completes the major fairing are not equipped with proper temperature controls and
rework. safety devices for this kind of work, should not be used.
An improved engine cowling could be based on a spin- For safety, use only a strip heater, plans for which are
ner forward and an approximately 14" spinner aft. The available. Assembled heaters also can be purchased where
middle area bulk will depend on the engine carburetor Plexiglas" is sold. For a series of brochures on using this
air heat and muffling requirements. A shape like the plastic send 50c to Rohm and Haas Co., Dept. WN, P.O.
Osprey-Air Skimmer is good if you don't need carb heat Box 9730, Philadelphia, Pa. 19140.
and can live with the noise of racing type stacks.
The resulting appearance to these changes is shown in
Figure 2.
I hope that these suggestions will encourage you to
make your own airplane look and perform better.
SPORT AVIATION 17
 Inertia moments,
Aerodynamic moments.
noseup
nose down
SPIN A X I S

AIRFLOW

Figure 1. Balance of Moments in a Developed Spin

Will Your
Aircraft
Recover?
Reprinted From
Sport Aerobatics
by
Donald A. Kennedy
(EAA 69138-1 AC 1536)
Department of Aerospace
Engineering Sciences
University of Colorado
Boulder, Colorado 80302 - I
1 I I 1 1 1 1 1 1 J
1 HE SPINNING MOTION of 14 16 18 20 22 26 28 30 32 34 36
an aircraft is extremely complicated to SPAN , b , ft
analyze. Most theoretical studies have
involved a large computer and the
NASA spin tunnel at Langley Field.
The reason for this is that the normal Figure 2. Chart for Relative Density Parameter
theory for most aircraft studies
assumes that various aerodynamic
parameters vary linearly with small primary ones are mass (weight) dis- the body increases the moment of in-
changes of the aircraft's equilibrium tribution of the aircraft, the relative ertia about the pitching axis (I v ) Fig-
position. This is clearly not true for the density or the weight of the aircraft ure 1 is a diagram of the moment bal-
spinning motion of the aircraft. How- compared to the weight of the dis- ance in a developed spin. The aero-
ever, there are many aspects of the placed air, and the tail design. dynamic moments tend to pitch the
spin that are well understood on the The mass distribution is called the aircraft nose down while the inertia
basis of research and experience in the Inertia Yawing Moment Parameter. moments tend to pitch it nose up.
past forty years. The NACA and now It is computed by calculating the mo- If the aerodynamic moment is altered
NASA have been actively engaged in ments of inertia of the aircraft about by power application or aileron deflec-
spin research for at least this period the rolling axis and about the pitching tion, it may also pitch the nose up re-
of time. Most of the results that are axis subtracting these and dividing by sulting in a flat spin. This may or may
applicable to light aircraft are the re- the mass of the aircraft times the wing not be recoverable depending upon
sult of experiments which have been span squared. For most light aircraft the aerodynamic characteristics of
conducted on models in the spin tun- this number is fairly close to zero. the aircraft.
nel, radio controlled models, and full That is, the weight is distributed al- The relative density, u, can be com-
sized aircraft. After many years of most equally along the wings and puted at sea level from Figure 2. As
data acquisition and study, several body. Weight along the wings in- an example the Super Acro Sport with
design parameters have been identi- creases the moment of inertia about a wing loading (W/S) of 11.24 lb/ft 2
fied as relevant to spin recovery. The the roll a axis (Ix) while weight along and a wing span (b) of 19-1/2 feet
18 FEBRUARY 1975
gives a relative density (u) of a little
less than 8 as shown by the dotted C|G NOTE : If there
lines on Figure 2. was no rudder
The last, and perhaps most im- 30 below stabilizer,
portant, parameter is the tail design. TDR less than then SR2' 0
The Tail Damping Power Ratio 0.019
and so TDPF -0
(TDPR) has become the design (flatter spin)
parameter to insure satisfactory re-
covery from a developed spin. This
parameter was first suggested in
1939 by Seidman and Donlan, NACA
TN 711. They based this parameter
on the results of flight tests per-
formed in a Fleet biplane in 1932
and described in NACA TN 421.
From 1939 until at least 1971 the TDR greater than
NACA and now the NASA have used 0.019
the experimental formula of Siedman
and Donlan as a criterion for satis-
factory spin recovery in aircraft. Hun-
dreds of experiments have been con-
ducted in free flight, the NASA spin
tunnel, radio control models, and
other wind tunnel tests. As a result
of these data the spin criterion has Figure 3. Diagram for Tail Damping Ratio and Unshielded Rudder Volume Coefficient.
been refined by Neihouse and is re-
ported in NACA TN 1045 of 1946.
These results have been summarized
in reports by the NASA in NASA TR
R-57 of 1960 and the most readable LEGEND
of all by J. S. Bowman, Jr., NASA TN .Recovery by rudder alone t Will recover
D6575 of 1971, which can be pur-
-Recovery by rudder8 elevator ^Won't recover
chased for three dollars from the
National Technical Information Ser-
vice, Springfield, Virginia 22151. .0007 .
The remainder of this article will
present the method that has been used
to predict good or poor recovery from
spins. Figure 3, which is used in most
of the reports concerning tail design,
is used to define the various letters
in the formula for Tail Damping Z -0004
Power Factor (TDPF). There are two
essential parts of this expression; the
Tail Damping Ratio (TDR), which is i
the fuselage contribution to the
damping of the rotation and the Un- Q.

shielded Rudder Volume Coefficient O

(URVC), which is the contribution

from the rudder area that is not in
the wake of the horizontal tail during
a spin.
The Tail Damping Ratio is calcula-
ted by determining the side fuselage
area under the horizontal tail, called
Sp This area is multiplied by the
square of the distance from the center
of gravity of the aircraft (usually at
the rear limit) to the centroid (center
of gravity) of the area Sp. This is
called L. This product SpL2 is divided
by the wing area S. multiplied by the
wing semi span squared (b/2)2. This
combination
2 horizontal tail wake which diminishes
SpL
TDR =
S (b/2)2
is called the Tail Damping Ratio. The
results of many tests have shown that
-.012 -.01 -.008-.006 -.004 -.002 0 .002 .004 .006 .008 .0.
-body heavy wings heavy
Inertia y a w i n g moment parameter
Figure 4. Spin Recovery Design Requirements
the spin angle of attack (flatter or trailing edge. The spin angle of attack
steeper) depends strongly upon this is shown by the dark arrow for the
number. If the TDR is less than 0.019 two cases of TDR larger than and
the spin angle of attack is taken to smaller than 0.019.
be 45, if the TDR is greater than The Unshielded Rudder Volume Co-
0.019 the angle of attack is taken to efficient (URVC) may now be calcula-
be 30. This spin angle of attack is ted. The unshielded rudder is that
used to determine the location of the portion of the movable vertical fin
which is not inside the wake of the
the rudder effectiveness. Once the horizontal tail during a spin. The
angle of attack is established by the actual wake on a particular aircraft
TDR, one draws a line at that angle may not be just as shown, but all
plus fifteen degrees from the leading the data indicate that this guess of
edge of the horizontal tail and at that the wake location predicts the spin
angle minus fifteen degrees from the recovery properties of the aircraft.
SPORT AVIATION 19
 There are two terms to be considered,
the contribution by the unshielded
rudder above the horizontal tail and
NOTE:
secondly the contribution by the rud-
der below the horizontal tail. The
WAKE Problem if
rudder area above the wake line is
"T" tail is
called SRI and the distance between used,then
the center of gravity of the aircraft TDR = O and
and the centroid of this area is LI. inverted flat
Similarly the rudder area below the spin will
horizontal tail and outside its wake is not recover.
called SR2 and the corresponding dis-
tance to the center of gravity is L2
These areas and distances are com-
bined into the URVC in the formula.
Figure 5. Diagram for Tail Damping Power Factor
SR2L2 and Unshielded Rudder Volume Coefficient
URVC =- for Inverted Spins.
S (b/2)

In this formula the distances are not

squared. control applied to effect a spin recov- oped spin. For most aircraft the Tail
The product of the Tail Damping ery; an example is the Aerobat. Damping Ratio is much larger for in-
Ratio and the Unshielded Rudder All the figures and calculations are verted spins due to the presence of
Volume Coefficient is the Tail Damp- for erect (positive g) spins. For the fixed vertical fin. It is for this
ing Power Ratio (TDPR). Figure 4 inverted spins, one just turns the reason that one finds the inverted
shows the results of the many years drawing upside down and determines flat spin easier to recover from than
of data correlation. If the numerical the areas and horizontal tail wake the erect flat spin.
value for the TDPR is less than that again. For inverted spins the TDR is It is strongly recommended that you
indicated for satisfactory spin re- normally larger than 0.019 and thus determine the spin recovery prop-
covery, then it would be unwise to only one wake is shown in Figure 5. erties of your aircraft before
let a spin develop in that a i r - Flat spins normally will not occur attempting any aerobatics in it. Un-
craft. If the numerical value of if the Tail Damping Ratio is larger intentional spins may be obtained
TDPF is greater than 0.0007 then the than 0.019 unless some other destabil- under a variety of classes of mis-
aircraft will recover from any spin. izing element is present such as en- takes while performing aerobatics,
Since for most light aircraft gine power and aileron deflection. In and it is for this reason that one
many good aerobatic aircraft, flat should know the spin recovery predic-
spins are no more dangerous than tion for their aircraft. As a matter
any other spin and in some may be of safety, one should not attempt flat
Ix - I .
safer than landing. If the Tail Damp- spins of any kind without proper
ing Ratio is less than 0.019, it is this instruction from an aerobatic school
mb2 author's opinion that intentional flat that has competent instructors and
spins may not be recoverable, and quality aircraft. Like many other
is close to zero, a TDPF of 0.0004 intentional flat spins should not be aerobatic maneuvers one may become
will be satisfactory. As an example, attempted in any aircraft that will not disoriented and not follow the correct
say an aircraft has a TDPF of 0.0001 recover by rudder alone from a devel- procedure to complete the recovery.
and a u = 10. The chart indicates
that this aircraft will not recover from
a spin with only rudder control, since
the number 0.0001 is below the solid
line for u = 10. Note that since this
value is above the dotted line for
recovery by use of rudder and ele-
vator, the aircraft would recover if
both controls were used. If your air-
craft has a TDPF of 0.00005 or less,
it would be unwise to spin it inten-
tionally. These numbers do not say
that a stall with some rotation is not
recoverable but that it would be un-
wise to let a spin progress after it
started.
There are two different lines for
satisfactory recovery, one with rud-
der alone and one with rudder and
elevator. That is, some aircraft will
recover from a developed spin by just
rudder reversal, the elevator may be
left full back (Citabria, Decathlon,
Pitts S-2A all fall into this cate- Art Brown (EAA 1806), 394 Hunters Ridge, Marietta, Georgia 30060 owns
gory). Others must have elevator this sharp Cassutt.
20 FEBRUARY 1975
 A
Mystery
Is Solved!
By George Hardie, Jr.
-L HE "MUSEUM QUIZ" in the May, 1974 issue of
SPORT AVIATION featured a homebuilt airframe that has
been unidentified since the inception of the EAA Aviation
Museum. Now at last we have the history behind this his-
toric exhibit. Here's the letter with the interesting story:
The May issue of the SPORT AVIATION magazine cul-
minates a long search for an aircraft. This aircraft is your
"Question Mark". In the March issue the picture shown in
the museum shows this ship hanging above the "Church
Midwing" and I was almost certain that I recognized this
plane.
It all started back in 1929. This ship was designed by
two brothers, Ward and Bruce Hendershott of Sioux City,
Iowa. In 1931, while on a barnstorming trip to Springfield,
South Dakota, they ran out of gas and wiped out the land-
ing gear on the "Stonecrusher", a home-built two place
OX-5 biplane. My father, Ray A. Young, of Springfield,
took the boys and the plane under his care and they took
the remains of the plane to his shop in Springfield. That
winter was spent repairing and re-designing a new gear.
Early in the spring of 1932 the ship was taken out to
our farm west of town and reassembled. Dad and Ward
checked it out and away they went on the test hop. Need-
less to say, all went well.
In order to cover the cost incurred, Dad took the fuse-
lage of the "Question Mark" as part payment. It was
hauled up from Sioux City on an empty stock truck.
Materials were ordered from the old Nicholas Beazley
Company and work started. Dad built the ribs. I handed
him the cement coated nails and placed the gussets. I was
twelve years old at the time. The spars were built and
other parts completed. In 1933 things were pretty tough
and with four children to care for, work on the plane
came to a standstill. The plane was hung on the garage
wall where it remained until 1940. It was there when I en-
tered the Air Force that same year.
In 1961, after I retired, I started looking for the "Ques-
tion Mark". In checking around Springfield I found that
Dad had given the plane to Waylon Dempster. Incidently,
Waylon's brother was killed in 1946 in a Goodyear Racer
out in Los Angeles. Previous to this the wings and all the
other parts were lost in a fire when the shop burned.
The fuselage is all that remains. Waylon informed me
in 1959 that he had sold it to someone in Wisconsin. This
was the dead end I ran into until now.
The ship was to have a Harley-Davidson engine instal-
led but Dad had planned on changing the mount and using
a Szekley. This was never accomplished.
As I recall the longerons are of ash. The picture indi-
ca'ed the right lower longeron is broken forward of the
tail group. This is not the original landing gear as the orig-
inal gear was faired with spruce formers. The altimeter is
missing. It was an old World War I French altimeter. The
plywood bulkhead above the front wing attach fittings is
missing. The seat which has a piano hinge which allows it
to be tilted forward looks like someone has upholstered it.
The throttle on the right side is the original. The rudder
bar appears to be complete. The stick looks to be the
original with a red rubber grip on it. The tail skid as 1 re-
SPORT AVIATION 21
call was from an old Indian side car spring. You will note
by the wing attach fittings what a thick wing it had. This
was designed after the Barling wing which climbed like a
"homesick angel".
The wheels were the old spoke type and.I suppose.have
been lost. I cannot recall the dimensions of the ship, but
as a young boy I sat in this ship and flew many dream
hours. There was a great deal of fine workmanship that
went into this ship. I am so thankful that the ship has found
its rightful place in our EAA Museum.
Perhaps some of the real old timers in the Sioux City
area will recall the old Hanford Field, the old Kari-Keen
plant, and all the fun of the old days. Men like Johnny
Benedicat, Al Anderson, Al Tappon, and the Hendershott
brothers. All were familiar names in those days. I believe
that Mr. Ed Freeman lives in the midwest and is also a fel-
low member of the EAA. Perhaps Ed will read this and will
be able to verify my statements.
22 FEBRUARY 1975
We are in a remote area but the EAA members are go-
ing strong here in our corner of Montana. Each summer I
have had my plans changed, but one day soon I'll make
the EAA Fly-In and spend some time at the museum.
George, this should solve your puzzle and I will look for-
ward to meeting you at the Museum.
Chuck Young, EAA 40674
Box 622
Columbia Falls, MT 59912
But the donor remains anonymous, unless he reads
this letter and identifies himself. I hope he will do so, so
we can complete the record on this exhibit. We are grate-
ful to Mr. Young for his cooperation, and hope that this
will inspire others to come forward with needed informa-
tion for our exhibits.
(Photo by Lee Fray)

SHOULD I MODIFY THE
PLANS??
By Burt Rutan (EAA 26033-Lifetime)
Rutan Aircraft Factory
P. 0. Box 656
Mojave, California 93501
x~i.S YOU MAY know, it has been our policy to not
be adverse towards those who want to modify the Vari-
Viggen. We have had this policy mainly in the interest
of promoting education and design progress. However,
we have seen some examples of modifications, even some
under construction, that will result in disappointing per-
formance and in some cases, unsafe flight characteristics.
In all cases those individuals designed their modifications
by aesthetics and by eyeball rather than by valid engineer-
ing calculation supported with appropriate tests. In most
cases, when I was able to point out the disadvantages
and calculate the effect on performance and stability,
the author of the change decided to stick with the plans.
I must modify our policy to point out that we are not
adverse to anyone modifying the airplane who is qualified
(or finds qualified help) and is willing to conduct the
analysis and test required to verify the modification before
flying his aircraft. lam very ad verse to those who may give
all the rest of us a bad image by building a "VariViggen"
that either has poor performance or contributes to an
accident statistic under the name VariViggen.
A plans-built VariViggen has good utility and excellent
flying qualities. Modifications that add weight, be they as
subtle as extra heavy gussets everywhere or fiber-glass
over the wood skin, or more substantial as 70 gallons
fuel or four place, etc., etc., can result in very disappoint-
ing climb performance at high altitudes. Our experience in
flying the prototype, N27VV, over 400 hours in all kinds
of flight conditions, runways, weather, density altitudes,
etc., is very valuable and we have found that due to the low
aspect ratio (necessary for optimum low speed flying
qualities) the airplane should have a lower weight-to-
power ratio than conventional designs. You cannot expect
to carry four people and more fuel adequately from Albu-
Burt Rutan's VariViggen. Plans for this aircraft have been approved by NASAD and have been
rated "Amateur, Average." This means that, in NASAD's opinion, the VariViggen can be built
as a first time project by persons having only the common hobby shop power tools and hand tools.
The prototype now has over 400 hours of flying time logged and copies are being built in 10
different nations. Look for some very exciting developments from the Rutans in the months ahead.
querque in the summer unless you use at least 200 hp.
You cannot expect the same safe flying qualities if you
stretch the nose several feet for "looks." This would
decrease stability and actually slow down the aircraft! You
cannot just assume that a beautiful flush inlet three inches
from the top of the wing will provide adequate cooling.
My measurements during development of an oil cooler
system showed terrible pressure recovery during low
speed.
I should point out that because with a canard aircraft
both surfaces are lifting wings (The canard actually has
a much greater wing loading than the main wing) their
size, position, interference with each other, high lift
devices, etc., have a very important effect on the eg
range, the flying qualities, and low speed performance.
Their design is far more critical than with a conventional
aircraft with one main lifting wing (sized for performance,
etc.) and a tail sized merely to provide adequate static
margin and sufficient eg range. For example a formula-one
racer has an extremely small tail but it can be designed
for one eg only and still provide adequate stability and
sufficient control. But if it were a canard, the designer
would have much less room for change to provide a large
flight envelope (speed range and maneuverability) even for
one eg. Therefore I am unable, without conducting
the appropriate test, to answer a question like "is it
okay to move the canard down eight inches to clear my
extra radios in the instrument panel?" I am not adverse
to anyone making the change, however, if they are willing
to conduct the test and verify its satisfactory result.
The car-top "wind tunnel", for which we will have plans
in early 1975, is an excellent method; others are also
valid.
Remember, this aircraft was not developed by "guess
work" but by a very careful design/test program. Small
changes can be full of 'surprises'. If you modify an air-
craft, when it is ready to fly, you are an experimental
test pilot, not a production test pilot be prepared to
accept the full responsibility to safely plan and conduct
exploratory testing and critical flight envelope expan-
sion for there are no proven limits on your airplane.
I don't mean to inhibit progress, only to promote
valid development. In this way we are also promoting
education, which is what EAA is all about!
(Photos Courtesy Burt Rutan)
 FR AND THE HOMEBUILT

By Capt. Eugene T. Eckel (EAA 40550)

Golden West Airlines
8953 Ramona Avenue
Montclair, California 91763

Venturi tubes and un-heated air-speed indicators ice up

-Y HOMEBUILT WAS designed for IFR flight and
I've logged 20% of my total time on IFR flight plans.
My brother Bill and I spent 4V2 years building a Thorp
T-18. We wanted something that was efficient, fast and had
a go-anywhere, almost-anytime capability. We've got it.
High performance homebuilts are more responsive to
control pressures than most "store-bought" airplanes and
it is easy to overcontrol them, particularly on instruments.
The FAA now has no reservations about IFR certification
for homebuilts. True, there's more paperwork, but nothing
unsurmountable. Keith Fowler of Irvine, California com-
pleted the first Pazmany PL-1 back in 1962 and received
IFR certification in 1967. For the next two years, he com-
muted daily between El Monte and a job near the Orange
County Airport. In two years of making this 18 minute
flight, Fowler missed just five times when the weather
was below minimums. In all, he logged almost 150 hours
of "wet" IFR before selling the Number 1 PL-1 to neigh-
bor Lee Conlan who has owned it for the past four years.
T
f you're building a homemade job and expect to fly it
IFR, plan in advance or you'll wind up with a large can
of worms. For example, you'll need adequate power with
an alternator rather than a generator, a 25-amp battery
or more, adequate wiring and proper voltage regulators.
Instruments should be a proper match of vacuum and
electric with no venturi instruments if you can help it.
when you need them the most. Use an engine-driven
vacuum system for your primary instruments; attitude
horizon and directional gyro with an electric turn coordina-
tor or turn and slip (not needle and ball) indicator.
Actually, we planned our whole T-18 panel around the
new SWI (Southwestern Industries, Inc.) "Attitude
Orienter." This is the read-it-right pitch and bank instru-
ment developed by veteran engineer Irv Culver (Cosmic
Wind designer and many others) and has been refined
by SWI. The unit has been approved by the FAA as a
replacement for the conventional artificial horizon (which
reads backwards). The new SWI "attitude orienter" has
proven a valid keystone instrument.
If you've never flown an SWI "attitude orienter," take
a long look at some of the accompanying photographs,
made while we were filming a short promotional film for
SWI titled "Right Side Up." Picture yourself sitting on
the tail of the little airplane on the attitude instrument.
Then fly it as you see it. Actually, both old-fashioned gyro
and horizon instruments read backwards, and it is only
through painstaking training that we've been able to learn
to live with them most of the time.
I fly conventional gyros and extensive instrumentation
in our Golden West Twin Otters daily in the smog of the
Los Angeles basin. Yet, I have no problem in converting
back to the SWI instrument when I strap on the T-18.
The "attitude orienter" has the added feature for aerobatic

Gene Eckel and his fully IFR T-18 near Ontario, California.

N2S2PE
24 FEBRUARY 19>5
pilots in that it won't tumble during a spin or roll
maneuver. Some aerobatic schools, including Mike Dewey
in Santa Paula, California, have been teaching spins and
off-your-back recoveries under the hood with this instru-
ment.
A full IFR system isn't cheap. Couple it with the nav/
com equipment you're going to need in a high density
area and you may easily double your investment in your
homebuilt. Blind flight instruments, in my opinion, should
include the vacuum SWI "attitude orienter," a Brittain
electric turn coordinator, new airspeed indicator, calibra-
ted altimeter accurate to within 30 feet from sea level to
32,000. Encoding readout is becoming more and more of a
requirement in the larger hub areas.
Add a manifold pressure gage accurate to 2/10 inch
and a calibrated tachometer. Most RPM counters are a
long way off, and while it makes little difference with a
fixed pitch prop, there's a problem with a controllable
unit like the Hartzell we have on the T-18.
The simple package mentioned above costs at least
$2,500 in 1970 dollars.
When you add the nav/com gear, the price of admission
gets really steep. We have two King KX-170's with 360
channels, one VOR head with a glide slope, ADF, 3-lite
marker and a boom microphone. We have not yet installed
an encoding altimeter to go with the King KR-75 trans-
ponder, but since LAX has gone to a Class I TCA, it's
on the list. This nav/com package, if purchased new and at
list price, is somewhere over $7,500.
However, if you have friends in the business and who
doesn't if he's working on a homebuilt? you can
probably pick up some of this material at wholesale or Keep your eyes on the SWI!
used and do some of the installing yourself. Personally,

Turn your magazine upside down and you will see how it looks from the right seat of a T-18
during a slow roll. Notice that the SWI Attitude Orienter shows the actual, inverted position
of the aircraft.
SPORT AVIATION 25
I think that instrumentation is such a specialized thing
that you're better off to draw up what you think you want
and take the package to an expert. We used William Otto
who has been working with instruments in Southern Cali-
fornia since 1938. When I first took the rough sketch of
what I wanted to put in our T-18 and showed them to
Mr. Otto, he shook his head and said that it couldn't
be done. Then he began to study it more closely, made a
series of modifications and surprised everybody.
We had to change the large older style instruments to
new, smaller light-weight units to make everything fit.
Otherwise, it would never have gone into that 33x11"
panel of the T-18. We have both a voltmeter and ammeter
but don't have any annunciator-type "idiot lights"
both because of weight and the fact that I'd rather know
exactly what's going on, not merely that some part of the
system is malfunctioning.
All our radios are the new solid state variety and the
complete package draws less power than one tube-type
Narco Mark 12. Actually, we used a built-in aerodynamic
limiting factor and have not installed a heated pitot tube.
The airfoil of the little T-18 is just critical enough so that
I don't want to go out and do a flight evaluation of its
ice-carrying capabilities. If there's any potential of wing
ice, it's a no-go item!
When you're going IFR, you tend to be just a little
more careful of your equipment and spend a good deal
more time with your pre-flight. In VFR flying, you can get
just a little careless because "I can see it," but if you
have a malfunction IFR, you're promptly in deep trouble.
Ours may not be the fastest T-18 in the air but we
true out at 200mph+ (a 7,500 feet with 2450 rpm and 21"
of manifold pressure. Thorp's own T-18 is probably a
couple of miles faster because of his attention to detail
and his experience of more than 40 years of designing and
building light planes. I do believe, however, that we have
the best instrumented T-18 in the fleet. With a 180 hp
0-360 Lycoming, we carry lOOmph on approach until all
turns have been made and come across the fence at
SOmph. Bill Warwick who built the first T-18 is just
The Author, Gene Eckel, adjusts the vertical scale of
his SWI Attitude Orienter.
26 FEBRUARY 1975
about the only pilot who has flown our ship and done a
responsive job without being told the stalling speeds in
advance.
Our T-18 has logged almost 500 hours since July, 1971.
Of that total, perhaps 35 has been "wet IFR." However,
this almost all-weather (NO icing conditions) capability
has made it possible for us to go anywhere we wanted
in the congested Los Angeles basin just as though we were
flying an airliner.
One of the great advantages of the T-18 is its high
cruise performance. I went into LAX the other day "on
the gages" with a 727 3 miles ahead and a DC-8 3 miles
in trail. I was able to hold a true 210mph down final
to maintain proper spacing. On this particular trip, I
tangled with wake turbulence and was pitched up almost
inverted. That's where the instant recognition of the SWI
"attitude orienter," along with its non-tumbling character-
istics, really helped. I rolled back to a normal attitude
and advised the tower that I'd land long after breaking
out of the clouds. One tangle with wake turbulence was
enough for that flight.
Did you know that your directional gyro changes head-
ing as you go over on your back? It was only after
repeated rolls during the filming of SWI's "Right Side Up"
and then studying the films that I noticed my open-faced
directional gyro turned 360 during a slow roll. It always
settled back on the original heading, but if I tried to turn
to a heading while inverted, I'd put myself into an out-
side vertical turn that would end up in a very unusual
attitude.
On a trip to the 1973 Oshkosh show with my wife
Elizabeth (she has a private plus commercial written and is
working on her IFR), we flew 50% IFR flight plan.
Elizabeth has flown with me enough so that she's
1,000% better than any auto-pilot ever invented. She can
come up with the proper frequencies, dig out the right
approach plates, monitor the engine instruments and do all
those good things that my co-pilots do in the twin-Otter.
In addition, she's prettier.
 It's always interesting for me to work with a strange
FAA/FSS. Coming back from Oshkosh, we filed IFR out
of Billings with a 300 + ' ceiling. The tower was trying to
be helpful and gave us a special VFR departure out of the
zone since visibility underneath was about 4 miles. We
declined, played it by-the-book and filed for Boseman with
an assigned altitude of 8,000' and well below the icing
level of 12,000. Radar coverage was good and we were
between layers most of the time. Actually, we were
very VFR on top and the Great Falls Center wanted to
know if we wanted to cancel IFR. "Negative. I may
need this clearance in another 30 minutes." We lost radar
coverage east of Livingston, Montana and were picked up
by Boseman Radio. This FSS Operator was one of the
sharpest I've ever worked. He had anticipated our flight
and since we couldn't contact Boseman directly, Living-
ston cleared us for an approach based on our Boseman
estimate.
We made a standard VOR approach to Boseman and
continued on underneath in VFR and came back because
it was so turbulent he reported "lock to lock on the
ailerons". The high span loading (72 lbs.) of the T-18
and the extremely accurate pitch and roll information of
the SWI instrument made this flight nothing to be alarmed
about.
I work down to the same IFR minimums with the T-18
that we do with the twin-Otters. That's 200' and a half
or RVR of 2400' at Ontario on the ILS. Instrument
specialist William Otto uses the same minimums with the
SWI-equipped Cessna 210 with which he commutes from
Big Bear daily.
Wild and wonderful things happen to you when you
invade the system of ATC/IFR with a tiny homebuilt.
Recently I filed IFR from Brackett Field to Hill Top
Intersection near Lake Arrowhead. Flight Service didn't
know how to handle me so I explained that the T-18
was a high performance homebuilt. "Just treat it like a
Cessna 210, a Comanche or an Aztec." Then everyone
seemed happy.
Once you're airborne and climbing, you get to your
assigned altitudes much faster than ATC expects. With full
tanks and two aboard, I'm still climbing at 1,800 fpm
to 5,000 feet. From Brackett, I was cleared to the "Prado"
intersection at or below 4,000 with an altitude restriction
at 3,000 feet. With 2,000fpm (a 135mph, I was at altitude
three miles off the end of the runway and 6 miles before
reaching Prado.
I called Ontario Approach Control, "Two Papa Echo.
Level, 3,000. We're IFR out of Brackett for Hill Top.
180K (a3,000."
Then ATC said, "Two Papa Echo, assigned 6,000.
Gene Eckel in his T-18 beside a Golden West Twin
Otter at the Ontario, California airport.
Golden We
Acknowledge."
"Roger, Ontario. I'm now approaching 6,000 and build-
ing to 160K. By the time you've finished talking, I should
be there."
I caught a new controller one day, sort of a disbeliev-
ing soul who changed my altitude from 6 to 9,000 and
within l'/2 minutes, I complied. He came back with,
"Hey, man, what have you got for an aircraft?"
While it's always a temptation to do so, I've learned to
operate IFR in the basin at reduced power and not climb
at more than l,500fpm so that I won't get ahead of
ATC. When I file IFR, I use 140K as a constant speed
and take care of headwinds with added power.
IFR into LAX I always tell the controller on initial
handoff that my airspeed capability is from 100 to 180
knots. Approach control usually settles for 160K and some-
times will go down to 130K.
Whether you're flying a homebuilt, storebuilt or air-
carrier IFR, most of your work is done on the ground
before take-off. You study the approach plates (actually,
they're "approach charts" and you don't eat off them),
find the intersection coordinates and know how to crank
them in quickly. Anticipate what ATC is going to ask next.
One day Elizabeth and I were going into Denver IFR.
I'd studied the approach "plate" for half an hour while
we were VFR en-route from Des Moines, Iowa. Then ATC
asked me to report over the "Banner" intersection and I
just couldn't find it on the approach plate on the first
go-around (Actually, it is on the area chart).
The ATC man on the ground was very sharp (most of
them are). When I was a little slow in replying, he picked
it up quickly and gave me the radials off Denver and Kiowa
VOR's. Then I punched the mike button and replied, "Roger
on that intersection. Request radar vectors . . ."
I had only two hours of actual IFR when I went to
work for one of the companies that formed Golden West.
I spent four years and 3,000 hours in the right seat or
as co-pilot in the left and learned all the fine points from
the slightly older, WW II types who would rather fly the
Commuters and be home every night than continue the rat-
race of living half a life at home. Fortunately, my wife
has been most cooperative because she knows that, for the
first time, I'm doing something that I really like to do,
either in the T-18 or the twin-Otter.
Our son Gary, 23, is now teaching IFR ground school
at Mt. San Antonio and has a Flight Engineer's rating
in DC-8's. Daughter Susanne, just a little older, didn't
get "bit" by the flying bug, but you can't win 'em all.
Just like flying itself, IFR isn't for everyone. However,
if you want to dig into a whole new chapter of flight
experience, put in those gages and give it a try.
SPORT AyiATION_2Z
 By Jack Cox
(Photos by Ralph V. Sawyer)

Skyjacker II, a radical . . . and patented . . . new

aerodynamic concept in aircraft design, has been com-
pleted, initial taxi tests have been run and flight testing
should have commenced by the time you are reading this.
Designed and built by Ralph V. Sawyer (EAA 66170)
of Lancaster, California, Skyjacker II was featured in an
article in the September 1973 issue of SPORT AVIATION.
A two place, tandem "all wing" aircraft, N-7317 was
completed on December 22, 1974 and is presently hangar-
ed at Fox Field in Lancaster. Powered by a Lycoming
0-290-G4A converted by Ralph to fuel injection, the Sky-
jacker II is expected to have super range and some very
long distance flights are planned.
Ralph Sawyer is employed by NASA's Flight Research
Center at Edwards Air Force Base. He is a flight control
systems specialist and has been involved most recently in
L the lifting body research program.

Skyjacker II
Ready
t> For

28 FEBRUARY 1975

Autobiography
A JODEL F-12
By Mrs. George Knapper (EAA 53679-A)
Rt. 1, Box 208
Chisholm, Minn. 55719
(Photos Courtesy the Author)
I FIRST CAME into being one cold gray evening
early in February 1970 as a very unpromising appearing,
nondescript little article called a "former", later used to
connect my fuselage to the tail assembly. You might say
I existed long before that as a thought in my Builder's
mind and a gleam in his eye. But even then, as that tiny
bit of me stood in the place of honor on top of the
TV, I felt important. My Builder would point me out with
pride to visitors saying, "Well, there she is the start
of my airplane!"
My Builder's wife had reservations about me at first.
She thought I should be kept "in my place" out on the
workbench in the garage. "It's all right to have one or
two conversation pieces around the house," she would
say, "but does everything we own have to be one?"
As the snow flew and the wind came from across
the lake and blew around the house, I started to take
shape right on the kitchen table. Or, rather, I should
say "shapes", as my ribs all 24 of them took form
and were stacked up in odd corners throughout the
house. My Builder insisted that each one should be
perfect. When one turned out a little irregular, he closed
one eye and looked at it thoughtfully.
"This is too beautiful to throw away," he said. He
pounded a nail in the space over the front door and hung
it there. Soon he had the small spaces of the rib filled
with photos and SPORT AVIATION pictures of homebuilt
airplanes. "I am reserving the big space for a picture
of you, my little bird," he said.
Visitors to the house and even my Builder's wife
thought it odd at first to use an irregular rib in this
way. But I have it on the very best authority that the
Great Builder himself used one of the ribs of Man (per-
haps it was an irregular rib) to create Woman. And she
has been around ever since. I understand that irregular
rib of mine hangs in the house to this day.
I will tell you that those two years after I left the
house were rather discouraging ones. I had felt so light
and graceful and feminine when I was just a wing. But
then my Builder began on that long inert mass called
my fuselage. And as I was just getting used to that,
he started working on what he called my tail assembly.
And that was simply monstrous!
"Who am I?", I asked myself. "Will I ever really fly?"
Never having seen a real, finished airplane, It is no
wonder I was confused. I even developed a split person-
ality. My wing was put in a long narrow structure which
my Builder made especially for it. This was shared with
garden tools, various pots and cans, and two small,
unimaginative little creatures called Rototiller and Lawn-
mower. They would go out every once in a while in the
summer, accompanied by my Builder or one of his sons,
and come back a few hours later smelling of garden dirt
and grass and complaining about their hard lot. They
would glance contemptuously at my long sleek graceful
wing taking up the whole length of the building. "I'd
like to see you dig out any weeds with that!", Rototiller
would snort. "Or cut any grass, either," wheezed Lawn-
mower. They they would turn their glances downward and
inward and that is the last I would hear from them until
one of them went out again. But my glances even then -
went naturally upward. Out the open door I could see
the restless movements of the leaves on the trees and above
that the slower movement of white clouds in the blue sky.
Even then in my disjointed condition I yearned to be up,
ever upward and a part of that movement.
"How glad I am that there is more to this world than
dirt and grass," I mused.
My tail assembly was hung on ropes along the inside
walls of the lean-to garage which it shared with the car
of one of my Builder's sons. This car was gone all of
the day and usually half of the night, and otherwise so
busy with its own concerns that it hardly knew I was
there.
Meanwhile, in the big garage important things were
happening to my fuselage first the wood framework,
then the plywood covering then holes for wires and
controls and attachments of many kinds. I had never
dreamed that I would be so complicated. Nor had my
Builder, as he confessed to me in secret. He would unroll
and scrutinize large blue-printed scrolls and lay them on
the hood of the family car which occupied the other stall
of the garage. This was a friendly old vehicle, quite con-
tent to share the garage with me, as on my account the
garage was heated most of the time in the cold weather
so that my Builder could work and so that fresh glue
on my parts could dry.
Even though the old car could not understand my
yearning for the sky, it would sometime say, "There have
been times when I have wished for wings." And it would
reminisce about being stuck in deep mud or snow.
During the early spring of 1973 my Builder spent a lot
of time checking over my engine, a Lycoming which he
had taken from a defunct snow-sled, which in turn had
been taken from an airplane of unknown vintage. He made
a few repairs, cleaned it until it fairly glistened and bolted
it securely to the front of my fuselage. Then came the very
trying ordeal of my cowling. The worst part was when
my Builder applied a heavy plaster cast over a screen
covering he had made for my engine. It was then that I
despaired of ever reaching the sky. My Builder's son took
one look and said, "What a snout on that beast!" It was
most humiliating for me who had always prided myself on
being so light and graceful!
What a relief it was when I found that this heavy,
ugly plaster cast was merely a form to fashion my light
fiber-glass cowling on. And when this was all finished
and in place, my Builder applied a beautiful lemon yellow
paint trimmed in rich brown, in such a way that everyone
said that I looked "mighty streaky!" It was indeed a day of
triumph for me.
Late summer of 1973 my Builder came in carrying a
large shiny object. He patted me affectionately and told me
he had been far away to a place called Oshkosh where
there were thousands of homebuilt airplanes and their
Builders. How I wished I could have been there too.
"All in good time, my little Yellowbird," he said.
"I have brought you something that will help you get
there." Then he showed me the sleek lovely prop he had
gotten for me at Oshkosh.
SPORT AVIATION 29
 This sleek Falconar F-12 is the pride and joy of George Knapper (EAA 53679), Rt. 1, Box 208,
Chisholm, Minnesota 55719.
Inspection day! BD-4 builder A. C. Gibson, left, and Fal-
conar F-12 builder George Knapper, center, congratulated
each other after their aircraft had received the stamp
of approval from FAA's Donald Brandt, right.
How do you transport that big one piece Jodel/Falconar
wing to the airport? V-e-r-r-y carefully and very slowly!
30 FEBRUARY 1975
It was no time at all until my prop was connected;
then my Cessna landing gear with two large wheels up
front and one small one behind under my tail. Then my
Builder climbed into my cockpit and asked his wife to come
in too. And all of us suddenly realized that this is how
it would be not so far in the future except then we
would be high in the sky with trees, cars, roads and
houses far below. After this my Builder stood a long
time admiring me, especially my landing gear which had
just been fitted.
"Well," commented my Builder's wife, "if I have to
share you if you have to admire some other legs
I suppose I should at least be glad that it's your little
Yellowbird's!"
 Another winter, another spring. Late in May 1974 my
Builder carefully loaded my wing onto a trailer he had
made especially for that purpose. It was my first venture
out into the world and perhaps the only one I will ever
have along a road with cars. My old friend, the family
car rumbled encouragements to me, and very, very slowly
we travelled the 20 mile distance to Hibbing airport.
And after another trip, this time with my fuselage and
other parts, my disjointed, split personality days were
almost at an end.
I stood there in the large hangar, a graceful little yellow
plane trimmed in brown, with the eager, anticipating
stance of the taildragger. On one side of me was a
big red biplane, silent and vacant looking as if it had not
flown in many years. On the other side of me was a large
orange Cessna 180 wearing a rather haughty ho-hum ex-
pression. I was a little in awe of both of them. Right
outside the door of the hangar was a little Bellanca
painted yellow and brown very much like me, and looking
for all the world like some close relative of mine. Naturally
we came to be very good friends.
Today was to be a very special day for me the
first of many in which I glided down the runway under
my own power, taxiing up and down at speeds up to
65 miles per hour, so that my Builder and I could "get
the feel of it." And what an exhilarating feeling it was,
the air currents buoying up my wing, my engine roaring
at the height of its power.
"Pull that stick ever so gently, my Builder, and I
guarantee you we will be up," I begged. And he, feeling
BOB CUMMINGS VISITS
EAA MUSEUM
Actor Bob Cummings is currently touring the country
starring in the play "It's Never Too Late." He has just
completed a very successful engagement in Milwaukee and
being the pilot and avid aviation enthusiast he is, it was only
natural that Bob found time to bring his lovely wife and
children for a tour through the EAA Aviation Museum. The
tour held very special significance for Bob because he was
able to show his family the aircraft in which he made his
initial solo flight, "Old Number One", the very first Travel
Air 2000. This historic aircraft is now owned by the museum
and is being restored to its original configuration. Actually
the day of his first solo, Cummings flew two aircraft, first
the Travel Air and then a Velie Monocoupe. He was thrilled
to be able to examine one of these aircraft again as well
as a Rearwin Sportster similar to one he once owned.
Aviation enthusiasts recall that the long running Bob
Cummings' TV show featured a lot of flying, including ex-
tensive use of Molt Taylor's flying automobile, the Aero-
car.
(Photo by Lee Fray)
Actor Bob Cummings and his family in the aircraft in
which he initially soloed in the early 1930s, a Travel
Air 2000 the very first Travel Air Walter Beech built,
in fact.
the exhilaration too, could hardly restrain himself.
September 3, 1974. Oshkosh is past. The summer is
past. My building days are past. My taxiing days are past.
The inspector is here, and I have passed inspection. My
day is here. The hour is here. The moment is now!
My Builder and I are taxiing down the runway. My
Builder's wife had wanted someone else to take this first
flight with me.
"No," my Builder had replied, "I have spent four long
years of dreaming and hard work. I know my little Yellow-
bird as no one else can know her, and she knows me.
We will make that first flight together. She will not let
me down."
So here we are finally. 50 miles per hour, 55, 60,
70; back on the stick and we're airborne at last!
My Builder (my Pilot now), my engine, my beautiful yellow
wing, the very air about me, all a team working together
to perfection.
Down again now for this trial hop. The little squeak-
squeak as my wheels start rolling. Perfect! Perfect!
Now we turn around at the end of the runway. No wind
this evening. A beautiful sunset. This will be the real thing
this time. Faster, faster back on the stick! Up, up, ever
upward the control tower is below on my right. Up
and on we go, well over the tree tops how beautiful
everything is down below. How orderly it all looks from
here! I am in my element at last. It is as if I have
always been here. And I am sure I share the smile
on my Builder's face as we turn and bank gracefully on
the way to my first landing.
(Photo by Lee Fray)
Bob Cummings shows his wife and daughter the EAA
Museum's Velie Monocoupe, the second plane he soloed.
EAA President Paul Poberezny looks on at left.
SPORT AVIATION 31
 Sliding Canopies, THE
Doors, Latches & DESIGNEE
Stuff CORNER
PART
By Antoni (Tony) Bingelis
EAA Designee Co-Chairman

8509 Greenflint Lane

D, ' I D YOU KNOW a bubble
canopy (essentially an airfoil in char-
acter) will have a tendency to slide
shut of its own accord in flight?
That's right. So, if on occasion, you
like to fly with a sliding canopy slight-
ly open, it will be necessary to fashion
some kind of a position latch to make
the canopy stay where you set it.
Since many bubble canopies will
slide shut of their own accord in flight,
you would assume that no latch is
needed to lock the canopy in its closed
position. Maybe not, in some cases.
However, if your homebuilt has a good
rate of acceleration, during fast appli-
cations of full power for take-off, you
may have already experienced an un-
expected and spooky Yo-Yo like open-
ing of the canopy . . . just when you
didn't need to be distracted. But, even
if the canopy does not slide open dur-
ing take-off, the effect of the airflow
over the canopy is not strong enough
to cause it to be held shut tightly
enough to keep out the wind noise.
This means a good latch must be in-
stalled to remedy the annoyance.
One type of latch merits an un-
qualified recommendation for use
with sliding canopies, and that is the
kind that exerts a clamping action.
This clamping action is essential if a
cockpit is to be relatively free from
wind noise. Designing a suitable latch
for your installation can be a satisfy-
ing experience.
Austin, Texas 78759
Every now and then some builder
brings up the issue of access to the
cockpit from the outside in the event
of an accident. Some say that a canopy
or door must be constructed so that
it can be opened from the outside . . .
others appear to be somewhat less
positive.
A simple light-weight latch thatcan
be operated from both the inside and
the outside of the aircraft is difficult
to devise and consequently good ex-
amples are rather rare in homebuilts.
It could be that one of the best exam-
ples of such a lateh is the type used on
the old Navions. Of course, such an
installation utilizes a rather large

PLEXIGLAS

CANOPY FRAME
OVER-CENTER
POSITION OF LATCH LOCKED POSITION
TRIM
WINDSHIELD FRAME

MACHINE SCREW

LATCH
(CUTAWAY VIEW)

HANDLE - ALUM. 2024 T-3

(1/8- 1/4")

MOUNTING LUGS
WELDED TO CANOPY UNLATCHED
FRAME

BASIC SLIDING CANOPY LATCH

FIGURE 1
32 FEBRUARY 1975
handle that sticks out into the slip-
stream; a condition not totally accept-
able to the builder who is determined
to eliminate all external proturber-
ances contributing to drag.
could turn out to be real skull cleavers.
(See photo No. 1).
This potential danger isn't nearly
the problem in a side-by-side aircraft
because the latch can be located be-
Photo No. 1
This latch design is excellent but in
a single seater could become a skull
cleaver.

FIGURE 2

tween the pilot and passenger safely

out of alignment of either head.
An alternative to the overhead latch
is the practice of installing separate
latches on either side of the canopy
frame adjacent to the slide or track.
Two such latches are very effective in
clamping the canopy tightly shut. De-
signs for these latches range from
simple pegs that drop into holes
drilled in the canopy rails and longer-
ons, to a complete complex of levers.
FIGURE 3 Photo No. 2

Individual side latches may be best

for single seat sliding canopies.
ADJUSTABLE LATCHES

If it is not practical to construct

your door or canopy, so that it can be
opened from both the inside and out-
side of the cockpit, other safety pre-
cautions could be incorporated. Often
it is possible to install individual door
hinges so that they have removable
pins or some other emergency release
feature. On the other hand, it might
be practical to make the entire can-
opy jettisonable.
Some builders don't appear to be
particularly concerned with such pre-
cautions and believe that their plexi-
glas windows can be easily broken out
if the need should arise. At any rate,
this is a matter worth considering and
resolving to your own personal satis-
faction.
For single seaters, one must be care-
ful to select a latch design that will
not endanger the pilot's head. Unfor-
tunately, the best location for most
any latch happens to be above, and on
a direct line with the pilot's head.
Some latches, you may have noticed,
SPORT AVIATION 33
However, the problem of locking and
DOOR OPENS
unlocking two canopy latches does
make the opening and closing routine
more complex. (Photo No. 2)
Take care that the latch installed is
\
of the kind that will not do bodily
harm to your head or back as you get
in and out of the airplane.
It should also be easy to locate with-
out groping for it and simple to oper-
ate with either hand, and from either
side of the cockpit.
Illustrated in Figure 1 is the basic
type of latch used extensively on
MILD STEEL ROD
T-18's. It is simple to make and quite
(3/16" - 1/4")
effective as it clamps the canopy
tightly when secured. Its greatest de-
ficiency is that it cannot be adjusted.
When initially installed the builder
will fit it to obtain the necessary
r,-)
clamping effect. However, with the
COMPRESSION SPRING
passage of time, the weatherstripping
will become compressed and an
increase in wind noise will ultimately DRILL FOR COTTER PIN
follow.
Two alternative designs are shown
(see Figures 2 and 3) which can be GUIDES-
adjusted to effect whatever clamping WELD TO DOOR FRAME
pressure is desired. A number of other
methods of accomplishing this kind of
adjustment can probably be devised DOOR LATCH - VARIATION
by the builder if he applies a little bit
of thinking to the problem. These FIGURE 4
latches can be made of aluminum
sheet, extrusions, bolts and other
scraps from your workshop goody box.
Decorative wood handles could be
fitted to the thin aluminum handle, if DOOR FRAME
desired, to give it greater bulk. These
latches need not be large, and the
overall length can be limited to 5",
possibly less. DOOR HANDLE
You will notice that there are two
hinge axes. The main axis pivots in the v
mounting lugs and the latch-catch on
the other axis, obtaining its locking
t?
action by rotating beyond the center-
line of the main axis. (Gad!) Why
bother to figure out that description HANDLES-ALUM.
when you can simply refer to the (DRILL AND TAP)
drawings. (Figures 1, 2 and 3).

Latches For Doors

Some variation of the sliding bolt
latch is usually used for cabins and
j
canopies equipped with doors. These PLUG END OR INSERT
turn out to be very easy to make and SCREW OR RIVIT
a c n
are durable and free from problems.
All that is needed is a small spring,
a short piece of rod (about 1/4 to 5/16 ^3
inches in diameter), a washer or two,
a cotter pin, and a section of tubing U-wwm^s
to serve as a guide for the rod. Most THREADED ROD
of these latches work identically in LATCH-BOLT
that the spring forces the rod into a (DRILL AND TAP)
small hole in the door frame or behind
it, wedging the door shut (See figures
4 and 5). Some sort of a handle or DOOR LATCH - VARIATION
knob is used to pull the bolt back
to permit the door to open. These
FIGURES
handles can be as simple or as fancy
as your whims dictate.
34 FEBRUARY 1975
 Use your imagination to adapt the
principle to the variation best for your
installation.
A fixed handle attached to the in- COTTER PIN
side of the door is a very useful aid WASHER
in closing and latching the door as it
can be used to apply the necessary SPRING -
pressure to compress the door seals.
When your door is closed, it should
fit snugly enough so that daylight is
not visible around the edges. In addi-
tion to a snug fit, is the need for a good
seal strip to keep the air and wind
noise out, especially at the forward
end of the canopy or door. Incident-
ally, air must not be allowed to get GUIDES
under the front edges of windshields,
WELD TO HATCH FRAME
doors or hatches as it might contribute
to the loss of a canopy or door with a
sudden, POW! A sudden loss can be
a definite safety hazard.
Fancy door frames with compound
curves are difficult to match fit to can-
opy door openings. They also suffer,
in flight, from the same invisible lift
forces that are generated by the flow
of air over bubble-like canopies. De-
signs 1 ike the Emeraude, some Jodels,
and other aircraft with similarly con-
toured canopy doors, require the addi-
tion of an extra latch overhead to keep
the aft portion of the doors from being
sucked outward by the slipstream. If
not so secured, the resultant air gap
becomes a source of much noise and
some added drag. TYPICAL HATCH LATCH
Latches for Hatches
Any latch suitable for a door would FIGURES
also probably work on a hatch that
is hinged along its topside. Most
builders utilizing a swing-over canopy
or a hatch, install some variation of
the double action latch illustrated in
Figure 6. It will secure both the for-
ward and aft ends of the hatch effect-
ively and permits the locking and un-
locking of the hatch in a single action.
This type of installation also requires
an inside handle to assist the pilot in
the closing and locking operation.
These few examples of latches
merely scratches the surface of a
design feature usually left to the build-
er to work out. If you have always
felt that you could do a good job of
designing your own airplane, I would
suggest that you first begin with a
good simple latch design that works
from both sides . . . if you can.

VP-1 completed in June 1974 by Ted

Lambasio (EAA 46553), 507 N. Swarts
St., Abington, Illinois 61410.

SPORT AVIATION 35

Bo fHOOD DREAM
ON JULY 4, 1974, Dwight Skel-
ton (No. 29364) saw his boyhood
dream coming true an airplane of
his own building was flying. Dwight
has named his Bowers Fly Baby "Boy-
hood Dream" for the simplest of rea-
sons that's what it is. Dwight has
been interested in flying and airplanes
since his youth. He has harbored, be-
sides his love of flying, a dream of
building an airplane himself and see-
ing it fly. Not being a pilot himself,
he must enjoy his airplane from the
ground, but he feels all the pride of
owner and builder just the same.
Dwight is a resident of the com-
munity of Corralitos, near Watson-
ville, California, and is a member of
E.A.A. Chapter 204, Carmel Valley,
California.
The test flight of his Fly Baby, pi-
loted by Bill Turner of Belmont, Cal-
ifornia, was entirely successful. It
took place at the Hollister, California,
airport and was of thirty minutes
duration. Bill Turner is the owner
of "Miss Los Angeles" (see SPORT
AVIATION November, 1972, issue)
and this is the seventeenth Fly Baby
he has flown. Turner indicated to
Dwight at the end of the test flight
that his Fly Baby was one of the best
flying if not the best that he had
flown. His only suggestion for im-
provement was a small metal tab
located on the left side of the rudder
for better control in flight.
Dwight started his Fly Baby in
1967 and finished it in May of 1974,
at the age of 67. The construction of
Fly Baby, interrupted by the demands
of his job and frequent bouts with
arthritis, took just a few weeks less
than seven years to complete.
Dwight has received awards for
his excellence in the construction of
his Fly Baby. At the 1969 Annual
West Coast Antique Fly-In in Watson-
ville, Dwight received the trophy in
36 FEBRUARY 1975
the best under construction category.
Construction at that time was at the
point of just having the fuselage fin-
ished, on the gear, and engine mount-
ed. Most recently, Dwight's aircraft
received a special award in the open
monoplane class at the E.A.A. Chap-
ter 62 fly-in in Hollister, California,
on July 14, 1974.
Dwight's interest in flying is best
described in his own words:
"My love affair with airplanes be-
gan in 1919 when I saw my first one,
a Curtiss "Jenny." It flew over my
father's farm in the hill country of
central Texas just after W.W. I. I was
then only twelve years old. Right then
I knew I wanted to become an "avia-
tor." Two years later General Billy
Mitchell's boys sank the Ostfriesland
and several other smaller ships by
Congressional approval in a test of
aircraft vs. warships off the Virginia
Capes in 1921. By then I was fourteen
and soundly hooked (I thought).
I was saddened and discouraged
when my hero, the General, was or-
dered to Washington to stand trial
by Court Martial in 1925.1 shed tears
when the verdict was made public,
although I was now eighteen years
old.
Aviation was in the doldrums
throughout America in the early
twenties, but a few bold pilots who
owned "Jennies" left over from the
war made the circuits barnstorming
and doing "stunts" at county fairs.
These pilots and the then available
aviation magazines kept my interest
up. Sometimes I did not have $3.00
for a ride, but if not I could talk to a
pilot or his assistant and look at the
plane and sometimes even touch it.
In 1927 the story of Charles A.
Lindbergh burst upon the world and I
was thrilled no end. It was time I
learned to fly I was twenty, wasn't
I? But my dad saw things differently.
By Sharon Simon (EAA 73195)
21-A Carr Street
Watsonville, California 95076
He couldn't spare my help on the farm
as we were a large family and I was
the oldest. Where on earth could I
possibly get the money? The nearest
airport was many miles away and
even they had no flying school. The
nearest flight school was 150 or 200
miles away. I'd have to wait a couple
of years.
In 1928 I worked for a wheat farmer
for four months in exchange for a
Harley-Davidson motorcycle a 1925
model, 74 C.I. Why did I need that?
Well, every pilot I read about, includ-
ing Jimmy Dolittle and Lindbergh,
rode motorcycles didn't they? It only
stood to reason that a motorcycle was
the first step to becoming a pilot.
In the late twenties I began to see
small ads in magazines like Popular
Mechanics about building your own
airplane using Model T Ford or Model
A engines even Henderson motor-
cycle engines. That, I decided, was
what I would do build my own air-
plane and teach myself to fly it just
like the Wright brothers did.
In 1929 the depression came and I
never did get that airplane built. I
never even got the plans. In 1933
I got married and started raising a
family and couldn't afford flying or
planes and I just gave up on the whole
thing until one of my sons joined the
Navy and was stationed in New Lon-
don, Connecticut in the submarine
service and my wife and I drove from
California to New London to visit him
and his family. We stopped off in
Washington, D.C. and visited the
Smithsonian. In a way, that was a
mistake, because not only did we see
the Wright Brothers' airplane, there
was the Spirit of St. Louis, too, and in
another room there was General Billy
Mitchell's two-seater Spad and the
"Winnie Mae," not to mention the
Gulf Hawk and an old "Jenny" hang-
ing from the ceiling in another room.
Suddenly I was a kid again. I still
loved airplanes, as I realized that
day.
That was in 1964. My family had
been raised and they were all married
and gone from home, but I had a job
that tied me down (I was working six
days a week so I didn't do anything
about it right away).
In 1966 we made another trip to
New London, only this time I stopped
off at Wright Field and visited the
Airforce Museum. That was my
second mistake. I didn't miss a single
aircraft but spent more time with
Jennies, Tommies, Spads and Stear-
mans. I was still hooked on open cock-
pit airplanes.
Early in 1967,1 picked up a second-
hand Popular Mechanics magazine
dated February, 1963. Why did I buy
a backdated, used magazine? It had a
picture of a Fly Baby on its cover with
the wings folded on a trailer. It was
Pete Bower's Fly Baby and it had just
won a contest put on by the E.A.A.
I had never heard of Pete Bowers,
Paul Poberezny, the E.A.A., or a
paper called Trade-A-Plane, all of (Photo Courtesy Sharon Simon)
which were mentioned in the article. Dwight Skelton (EAA 29364), 34 Aldridge Lane, Watsonville, California 95076
That same day I sent in my member- Fly Baby, "Boyhood Dream," at the 1974 Watsonville Fly-In.
ship fee to E.A.A., subscribed to
Trade-A-Plane and wrote to Pete
enclosing a check for information on
the Fly Baby and a 5 x 7 photo.
In May of 1967, Watsonville's
antique fly-in arrived and I went (all
three days). A young fellow, Steve
Hawley, brought a static displa;
a Stits Playboy nearly ready for cover.
He was president of E.A.A. Chapter
204 (which I did not know existed) <V
of Carmel Valley. His airplane fas-
cinated me. I would walk around a
while and come right back to his
static display. I looked it over bolt
by bolt several times. I told him I
had an information pack from Pete
Bowers and I thought I might build
the Fly Baby. He said "come to our
chapter meeting we have a set of (Dwight Skelton Photo) (Photo Courtesy Sharon Simon)
plans and some spruce and the two "Boyhood Dream" ready for cover in A special trailer designed and built
sides of a fuselage, and no one is 1973. by Dwight Skelton to transport his
interested in working on it. You might Fly Baby.
be able to get it." I went to the meet-
ing, and I got the plans and the two
fuselage sides, along w i t h some
spruce. Also, I became a member of Fly Baby. He says, "Boy, this is really As I see it, have four alterna-
Chapter 204. flying." tives I could learn to fly it, donate
That was July of 1967. I finished When am I going to fly it? Shucks, it to the E.A.A. museum, sell it to
building, covering and painting May I never did get around to learning to another pilot, or just keep it for a pet.
15, 1974, but didn't get F.A.A. fly. The last seven years I have been One last thing, I read an article in
approval for the test flight until July too busy building an airplane, and Flying some years ago by Peter
1, 1974. The first flight lasted thirty since I was sixty years old when I Garrison criticizing Rockford (our
minutes on July 4, 1974. Bill Turner started, and since it took me seven E.A.A. convention site then) and the
of "Miss Los Angeles" fame was the years to build it, that seems to add up E.A.A. in general. In this article he
test pilot. He said it flew beautifully. to sixty-seven years. Well, who knows, referred to the Fly Baby as "slow and
It now has six hours on it (July 20, if that nice friendly doctor says I am ugly." He said he liked "bullets." He
1974). Herb Green (EAA 35095), also medically fit, and if I can find an was only half right about Fly Baby.
of Chapter 204, is doing most of the instructor with a taildragger and the Beauty is in the eye of the beholder
flying now. Herb owns a Piper Chero- patience to teach me to fly it, I just and my little "Boyhood Dream" is the
kee 140, but he likes the open cockpit might give it a try. "world's most beautiful airplane."
SPORT AVIATION 37
 OSHKOSH BEAUTY
PAGEANTWINNERS Mrs. EAA Linda Morton

Here in the depths of dreary winter is a good time to

present another item in our continuing coverage of Osh-
kosh '74 . . . one that perhaps will bring a little sunshine
to your day, the listing of the winners of the 7th Annual
Oshkosh Beauty Pageant.
Last August a panel of judges consisting of Bob Hoover,
Big Nick Rezich, Ed Lesher, Bob Bushby, David Scott, and
Bob Gyllenswan selected Tivuana McKee of Wichita Falls,
Texas as Miss EAA for 1974 and Linda Morton of Nice-
ville, Florida as Mrs. EAA. Both were attending an Osh-
kosh fly-in for the first time.
Tivuana is the daughter of Mr. and Mrs. Sam McKee
(EAA 72411), Wichita Falls, Texas and is a sophomore at
Rider High School where she was a band majorette this
fall. Her father, Sam, is a member of Chapter 422 and is
building a PL-2.

Linda is the wife of Roscoe Morton (EAA 16753 - Life-

Miss EAA Tivuana McKee
time), Niceville, Florida. Roscoe is a Southern Airways
captain and owns a D-260 Senior Aero Sport for which
Linda is the number one crew member.
Bruce Hutton of Washington, D. C. and West Virginia,
Pageant Director and Chief Talent Scout (just ask him how
many miles he walked to recruit entrants at last year's
fly-in!), announced the additional contest results:
Runners-up to Miss EAA first, Sara Fulwiler, Al-
goma, Wisconsin; second Cindy Baier, Brownsville, Wis-
consin; and third, Dorene Kevari, Bessemer, Michigan.
Miss Congeniality was Amanda Miller of Canberra,
Australia and
Most Photogenic was JanieMorety of Wichita, Kansas.
Runners-up to Mrs. EAA first, Sheri Jobst, McHenry,
Illinois; second, Shirley Taylor, St. Charles, Illinois; and
third, Peggy Stewart, St. Petersburg, Florida. Mrs. Con-
geniality was Peggy Stewart and Most Photogenic was
Mavis Plotz of Oshkosh, Wisconsin.
Assisting in the presentation of awards were Kay
Upham, Miss Oshkosh of 1974, and last year's Miss EAA,
Deborah Robb of Oshkosh.
And while you are there basking in the last rays of all
this feminine pulchritude, think one more sunny thought.
. . . it's only five more months 'til Oshkosh '75.

38 FEBRUARY 1975
The Luscombe

By Joseph R. Johnson (EAA 75832)

2516 Shadybrook Dr.
Bedford, Texas 76021

(Photo by Bob Baas and E. M Johnson)

SPORT AVIATION 39
 In April of 1939 Don Luscombe sold out his interest
in the famous light plane company that bore his name.
During World War II he and his former chief engineer,
Fred Knack, designed and built an all metal, four place
airplane, subsequently called the Luscombe Colt, for the
post war market. For a variety of reasons, mostly econ-
omic, the plane was never put in production. Fortunately,
however, a couple of Texans have saved the prototype.
Joe Johnson and Bobby Slayton of Bedford have rebuilt
the Colt to new specifications and condition.
Joe and Bobby are Luscombe specialists. A Luscombe
11A Sedan and the fabulous Luscombe Phantom now on
display in the EAA Museum preceeded the Colt. All have
been big trophy winners.

Have you ever dreamed of being lucky enough to find a

"one of a kind?" I'm sure most of us have, but few are
lucky enough to ever accomplish or complete the dream.
It all started in April, 1972.1 had just come home from
work and my wife met me with the statement: "I think the
Luscombe Colt is for sale in Trade-A-Plane." My first (Joe Johnson photo)
thought was she had been drinking some poor grade of The Colt loaded and ready for the trip from Long Island
alcohol and was having flashbacks of previous conversa- to Texas.
tions of how nice it would be to find the Colt. She contin-
ued with her story and backed it up with the ad in the
paper. Still not being sure of what the airplane could be
I felt a phone call was in order.
After a short conversation with Joe Gertler of Raceway
Garage in Long Island, New York, I was firmly convinced
that it was THE Luscombe Colt. I thanked Joe for his
help and told him I would call back. Then I immediately
called a close friend of mine, Bobby Slaton, who is another
antique airplane nut. I told him of my (my wife's) find and
asked him if he would like to buy half with me. The
affirmative decision was not long in coming. I called Mr.
Gertler back and told him Bobby and I would buy the Colt
and would send a check to him to show our faith.
Now we really had a bucket of worms. Here we were
in Texas with the one and only Luscombe Colt way up in
Long Island, New York . . . fifteen hundred miles from
home. And to complicate things, the earliest we could get (Joe Johnson photo)
time off to go after it was the first week in June, and it was Most of the Colt's restoration took place here on the
only April. The good part was, Joe Gertler said he would author's patio.
be able to keep it stored until then for Bobby and I, cost
free.
The time between April and June just seemed to drag
by, but days went to weeks, and weeks to months and
finally it came time to go. Now came another problem.
Who was able to go with me? You know, ride shotgun,
help drive, and most of all keep me from getting lost. My
partner Bobby couldn't go because of work and my travel-
ing buddy, E. M. Johnson (my dad), couldn't go because
of other plans. So you guessed it, I was New York bound
alone. It wasn't as bad as it might seem though, I really
don't mind a trip like this when you are going after another
rare airplane.
Six A.M. found my trusty Ford pick-up and aircraft
trailer heading for the north country. First stop for fuel was
Memphis, Tennessee; since the truck has saddle tanks, the
range is good. After one milk shake and sixty gallons of
gas, I was bound for Bristol, Virginia and a night's sleep. (Joe Johnson photo)
Early the next morning, 6:00 a.m. again, I took off for . . . and now, to the wings. That's the author's son,
Levittown, Long Island and after getting lost in Brooklyn Dean, with the Colt.
a few times, I finally arrived in Levittown. This was forty-
seven hours after leaving home. Not knowing Long Island over I began to feel a little sick. It was as Joe told me,
at all I felt I better call my buddy, Maury Seitz, to guide heavily damaged in a storm. Then it had been disassem-
me the rest of the way. Without Maury and his lovely bled and stored for quite a few years. The left wing was
wife, Jenny, I would probably still be "Lost on Long broken in half. The rudder was demolished, the upper
Island." section of the fuselage behind the cabin was smashed in.
The next morning, Maury and his boy Kevin and I went Both wing tips were heavily damaged. About the only thing
to Zahns Airport to load the Colt for its long journey back that wasn't damaged was the horizontal stab and the
to Texas. We met with Joe Gertler and looked the plane elevators. Well, enough of crying over spilled milk. We had
40 FEBRUARY 1975
to get the bird loaded so I could start moving down the
road for home.
This proved to be a chore. The aircraft weighs about
fifteen hundred pounds and was quite broken up. But we
did succeed in getting it all packed on the trailer and in the
bed of the pick-up.
The trip home consisted of the same R.O.N. spot,
Bristol, Virginia, and about the same fuel stops. I arrived
home in Bedford, Texas exactly ninety-six hours after
leaving. I was very thankful I didn't have any major
trouble on the road the whole trip.
Bobby, my partner, came over to see what we had
acquired and by the look on his face I really couldn't say
if he was pleased or not. But he smiled and commented
that we had a lot of work cut out for the both of us.
We spent a few hours in the days that followed trying
to set up a plan of operation for rebuilding and getting
the Colt back in the air. And, needless to say, we kept
missing completion dates coming and going. We even (Joe Johnson Photo)
had a few days when we felt we would never make it. The Colt's instrument panel and unique throwover wheel.
As time went on, things started to happen. First the fuse-
lage, then the tail group were completed. Then the engine
was finally overhauled and installed. Then came those
huge, broken wings.
Time was going by faster than we had thought; it was
already October 1973 and we still had the wings to do. The
hardest thing was building the jig to splice the broken one.
On March 6, 1974, after five months of wing rebuild-
ing, Bobby and I finally installed the wings, along with a
group of helpers, stood back, and surveyed our completed
but unpainted Colt. Then our real problem started. The
wings are wet wings having no bladders but using wing
skin and structure to form the tanks. Needless to say, we
had leaks. This was even after we had sealed and leak-
tested them before installing them on the fuselage. So we
spenta week orsoresealing and leak-testing them. Finally,
we reached a point where they looked pretty good, so we
felt it was time to see about getting the plane licensed.
The only license the Colt ever had was in the old CAR (Joe Johnson photo)
Part 1 to show compliance with CAR Part 3; this is a The aircraft completely restored except for spinner and
ticket to show operation for certification for production. paint.
This, Bobby and I didn't want. We wanted to have the ship
in a category where we could fly it and haul our friends
with us so we could enjoy it and show it.
We went to the FAA and requested Experimental erly adjusted and tended to overspeed. So we made the
Homebuilt. We felt since we built over fifty per cent of the pattern once and landed. It is one of the easiest aircraft
airframe we might get it in this category. But we soon to fly I have ever flown to date. This includes landing and
found out this couldn't be done. With the help of Mr. Owen takeoffs.
at EAA Headquarters we found out we could put it in Bobby and I spent a few weeks adjusting and flying,
Experimental Exhibition and be able to use the aircraft and finally worked out all the bugs that all rebuilt air-
just as we would like to. planes have and felt the next move was the final paint.
We made application on May 24, 1974 with Mr. Gene Here we ran into problems. I was sure Frank Popolow-
C. Berrier of the FAA for licensing. Mr. Berrier was, and ski was the man for the job, as he had painted two air-
is, one of the finest and most helpful men I have ever dealt planes for me before. Now I don't know how many of you
with in the FAA. On May 25, he inspected the Colt and know Frank, but let me tell you this he is an artist when
found ten discrepancies, which Bobby and I cleared as itcomes to paintingan airplane. The only problem was that
they were found. This all took about four hours and the Frank decided he did not want to paint the Colt. To this
Colt was licensed again, after ten years of being idle. day I do not know why, but no amount of begging could
Now a new problem arose, who among us would test persuade him to do the job.
fly it. Here we were with a completely rebuilt "one of a So Bobby and I found another man by the name of
kind" aircraft that we knew nothing about (flying-wise Glenn Holden. He proved himself to be quite capable of
that is, we certainly knew the structure). If we could only giving us what we wanted. The paint scheme is as the air-
talk to someone who had flown it to find out if it had any craft was when new, except white paint went where origin-
bad tendencies or not. But as far as we knew, there was ally there was polished metal. The surface was quite dull
no one available who could give us any flight information due to age.
at all. Well, time had slipped away as usual and it was now
Bobby and I stood looking at each other wondering who October, 1974. The fly-in season had come and gone,
was going to fly the ship. Was it going to be him, or except for the Tulsa Fly-In and this was where the Colt
me? We both decided that it couldn't be that rough to fly, would be shown for the first time.
so with Bobby as co-pilot and me as pilot, we taxied for Of course, it goes without saying we were two of the
the active runway. And fly it we did! The only problem happiest guys to attend that fly-in. We won five trophys
with the flight was that the Aeromatic prop was not prop- including the EAA Award, the High Wing Monoplane
SPORT AVIATION 41
Award, the AAA President's Award and Ladies' Choice
along with Grand Champion.
Gene Chase and many other antiquers got to solo the
Colt there in Tulsa and I think Bobby and I enjoyed their
flying it as much as they did.

Specifications and Data

Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 6 ft. 3 in.

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 ft. 10% in.
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ft. 1 in.
Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ft. 1 in.
Wing area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 sq. ft.
Wing loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 Ib./sq. ft.
Power loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13.7 Ib./h.p.
Gross w e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 , 6 0 0 lb.
Empty w e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 , 4 0 0 lb.
Baggage capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 0 lb.
Top speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 mph
Cruising speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 0 mph
Landing speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 2 mph
Initial rate of climb . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 0 0 fpm
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5 0 mi.
Seating.............................................4
(Bob Baas and E. M. Johnson photo)
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 0 hp Lycoming or An overhead view of the Colt. The pinched in wing roots
185 hp Continental
were used on otheraircraftbut were something of atrade-
Price . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a b o u t $5,000
mark for Fred Knack, designer of the Colt along with Don
Luscombe.
SOURCE: AVIATION, November 1946

(Bob Baas and E. M. Johnson photo)

A formal portrait of the Luscombe Colt.
42 FEBRUARY 1975

By Jack Cox
-L . LL. SPENCER AND Col. Dale Anderson were
back at Oshkosh this past year in the prototype Spencer
Air Car. Although it has always been an impressive
performer, the handsome green and white amphibian
really arched a few eyebrows this year every time it
thundered out in a fast, steep climb. Even the sound was
different, for Oshkosh 74 was the national debut of the Air
Car equipped with a 285 h.p. Continental Tiara and a fully
reversible, three bladed Hartzell constant speed propeller.
This is the third engine for the prototype, N-11 IDA, having
previously been fitted with a four cylinder 180 Lycoming, a
six cylinder 260 h.p. Lycoming and now the Tiara. With
the 180 the Air Car was economical and performed well
with 4 aboard, except at high altitude lakes in the west;
with the 260 it would do anything expected of it, including
operations from places like Lake Tahoe with density alti-
tude in the neighborhood of 8,400 feet; with the 285 Tiara
the Air Car has become Superphib. It is a real tribute to
designer P. H. Spencer that the airframe has so much
built-in stretchability. A 5 degree rearward sweep of the
wings has been built in on the Tiara version (Model S-12-E)
and 18 inch wing extensions were fitted when the 260 Ly-
coming was installed, but, otherwise, the original Air Car
airframe is essentially the same as it has always been.
With the Tiara, the Air Car will attain a max cruise
of 147 mph at sea level at max gross weight. At 5,500 feet
Just a beautiful shot of the Spencer Air Car by Don
Dwiggins.
and 15ff( power a cruise of 135 mph is possible and 130 is
easy with 65% at 7,800 feet. Climb is 1,000 fpm at sea
level after a take-off run on calm water of only 16 seconds.
At the other end of the performance spectrum, the big Air
Car will hang on all the way down to 53 mph before it will
stall; with the flaps down (35 degrees), until 43 mph is
reached not bad for an airplane that grosses at 3,200
pounds, not bad at all.
Every couple of years or so Spence and Dale try to take
time off to fly the Air Car from coast-to-coast, with Osh-
kosh a major stop along the way. The purpose of the trip is,
of course, to promote the Air Car. Thousands get to
examine it at the EAA fly-in, ask questions and watch it
perform . . . maybe even buy a set of plans from Spence.
The route is planned so as many Air Car builders as poss-
ible can be visited. This gives the builders a chance to see
the finished product and, often, the opportunity to make a
flight in it. You can bet the pace of these projects quickens
considerably after a visit by N-11 IDA. The tour also pro-
vides some solid data on the performance, reliability and
utility of the Air Car.
The 1974 Air Car tour started from Burbank and pro-
ceeded eastward across the desert southwest and then
northeastward across the plains to Oshkosh. Stops were
made in Winslow, Albuquerque, Hutchinson, Kansas and
Fond du Lac. The 640 mile leg from Hutchinson to Fond
du Lac was covered in five hours and fifteen minutes. This
was the longest leg of the flight made possible by the 94
SPORT AVIATION 43

gallon fuel capacity and good cruise speed of the Air Car.
After the Big Show at Wittman Field, the Air Car was
flown to Piqua, Ohio to the Hartzell plant to have the re-
versible propeller updated and a side trip to the Air
Force Museum. From there it was on northeastward to
New Hampshire's Lake Winnipesaukee, Spence's old
stomping grounds, with an enroute stop at New Castle,
Pennsylvania.
Clearing Lake Winnipesaukee, the Air Car was point-
ed south to New York City (landing at Caldwell, New
Jersey), to Baltimore and on to Gainesville, Georgia, just
northeast of Atlanta. From there it was almost straight
west back to Burbank with stops at Tupelo, Mississippi,
Hobart, Oklahoma, Albuquerque and Winslow.
From Burbank to Burbank, the Air Car had flown over
6,035 miles of U.S. real estate in 50 hours and 55 minutes
flying time. Block to block time enroute had been a very
creditable 118.3 mph. This was without a helping wind on
any leg, according to Spence. An additional 8 1/2 hours
of local flying was done at stops along the way mostly
at Oshkosh.
It doesn't take too much imagination to realize what a
glorious view Spence and Col. Anderson had from up front
there in the Air Car's cabin a panorama of desert,
mountains, plains, rivers and lakes, vast forests, villages
and great cities drifting by below. And with the lessened
anxiety factor that conies with knowing one has the capa-
bility of landing almost anywhere, the enjoyment must
have been all the greater.
To date 85 sets of Air Car plans are in the hands of
potential builders, with 25 aircraft known to be under con-
struction. The first plans built Air Car was initially test
flown in September 1974 by builder/owner Peter Breinig,
535 Spring St., Sausalito, California. This Air Car, N-6PB,
is also powered with a 285 Tiara and the three blade Hart-
zell . The 50 hours have already been flown off and a long
fishing trip into Canada has been completed including
a number of operations in and out of lakes in the high
Sierras along the way. The desire to do this kind of flying
was what caused Mr. Breinig to choose the Air Car in the
first place. Spence says another four Air Cars stand an
excellent chance of being completed before Oshkosh '75.
Perhaps we will see some of them there.
The Spencer Air Car is a unique homebuilt in that
there is nothing else in the world exactly like it in terms
of its performance with four persons aboard. To equal its
high altitude performance in an amphibian of any type one
would have to go up to some awfully expensive machinery.
The Air Car, itself, is not inexpensive as homebuilts go, but
once completed one would have the sort of all purpose,
go anywhere airplane all pilots dream of owning. Spence
44 FEBRUARY 1975
(Photo by Peter Breinig)
The number one and number two Spencer Air Cars to
fly. N-111 DA is Dale Anderson's prototype and N-6PB is
the first plans built version, by Peter Breinig, 535
Spring Street, Sausalito, California 94965. Notice the high
thrust lines on both aircraft, indicating the presence of
super smooth, high revving Continental Tiaras growling
beneath the cowls.
offers over 480 square feet of blueprints and building in-
formation for $185 and sells the moulded fiber-glass and
metal assemblies that go into the Air Car. His address is:
P. H. Spencer, 8725 Oland Ave., Sun Valley, California
91352. Phone - 213 - 767-7042.
POSTSC Rl PT On the morning of the last day of Osh-
kosh '74, Dale Anderson, P. H. Spencer, EAA Photo-
grapher Lee Fray and this writer climbed aboard the Tiara
powered Air Car and taxied out on a picture taking mission
that resulted in the centerspread photo for this issue of
SPORT AVIATION. Spence was at the stick. The plan was to
fly over to Lake Winnebago, spot a likely looking pier jut-
ting out into the lake, land, put Lee out on the pier to take
his pictures, retrieve him and fly back to Wittman Field.
Such plans often go awry but that's not always bad.
I had taken the right front seat so as to get a turn at
the stick and to observe the water operations this was
only my second ride in an amphibian. The take-off gave
the first indication that we were to get the full demo
treatment. The Air Car accelerates very rapidly on pave-
ment and Spence let it built up a good head of steam
then sharply slapped the stick back right to the stops.
The nose went up like a leaping porpoise and pasted
itself at a steep angle above the horizon. The Tiara pushed
us right out at this angle of attack as if we were being
towed aloft by some powerful, invisible cable. Not your
conventional take-off technique, but impressive neverthe-
less.
Out over the lake I took the stick and enjoyed myself
for a few minutes making a number of turns and some
general playing around. There is no doubt that you have a
hold of a fairly heavy airplane, but I was pleasantly sur-
prised at the light touch needed on the stick. But this
was not intended to be a flight test . . . I was more
interested in seeing what the bird could do in the hands of
an ol' pro like Spence.
We picked out a stretch of water near shore where no
boats were operating and landed. Spence made it look
easy. At this point the Air Car became a cabin cruiser
and we sped along on the step following the shoreline
trying to find a pier that suited our purposes. Unfortun-
ately, we were on the west shore of the lake and it was
morning so to avoid shooting into the sun we needed to
go into a cove and find a pier on the east side. Ducking
in and out of several small coves really showed off the
on-the-water maneuverability of the Air Car and the use-
fulness of the reversible prop, but we were unable to find
a suitable pier.
As we motored out of still another cove a boat pulled
up alongside to inquire if we were in trouble and if we
needed help. Obviously, the good people of the area are
not used to having their lake invaded by amphibians.
Then, the inspiration hit us all at once. Why not use the
boat as our camera platform? We had a little trouble
getting across just what we wanted to do, but finally
the lady who was in command of the outboard cruiser
understood that she was to stand dead in the water and
we would maneuver to her. By judicious use of the revers-
ible prop, Spence masterfully inched right up to the boat
and Lee and I were able to scamper out of the bow door
and into the boat with no more trouble than walking down
a couple of steps at home.
During the next few minutes Lee and I were so pre-
occupied with signalling which way we wanted Spence to
move the Air Car about, changing film, moving the plane
back in and getting back aboard that we forgot to learn
the names of the lady and her children who played such an
important part in getting this month's centerspread photo.
I'll bet those kids are still telling their friends about "the
boat ride you won't believe!"
Our photo mission accomplished, we proceeded to fly
north a distance up Lake Winnebago. We were at low
altitude so we stayed just far enough out from the bank to
be a safe (and legal I distance from the homes and kept the
throttle back to avoid unnecessary noise. This has got to
be the most spectacular flying possible. You are right down
where things are in human scale you can easily see
everything and with that endless runway always under
you, the pucker factor usually experienced at such altitudes
in landplanes is totally absent. If you have ever wondered
why seaplane types are such fanatics for their kind of fly-
ing, try it once. You'll be addicted in a minute. You'll
start daydreaming about what a glorious adventure it
would be to fly the full length of the mighty Mississippi
at 100 feet . . . the Inland Waterway from Maine to
Miami . . . !!
Huck Finn would have loved the Air Car.
(Photo by Don Dwiggins)
This is take-off performance! Seabee owners die a little
when they see this kind of get-up-and-go!
 (Al t
(Photo by Lee Fray)
 What Our Members

V*'

(Photo by Ted Koston)

Richard Scriebmier of Hazleton, Pennsylvania and his
Cassutt.
Right. Der Fledermaus (The Bat) is the culmination of
ten years work by E. Alvin Schubert (EAA 3408),
Rt. 2, Galesville, Wisconsin 54630. An original design,
Der Fledermaus nevertheless draws inspiration in one
way or another from theT-18, PL-1, Taylor Monoplane,
Pietenpol and others, according to the builder. It is
powered by a 36 h.p. VW, has a span of 21 feet and
weighs 420 Ibs. empty. Of all wood construction, the
plane features a large cockpit for flying comfort. No
plans available or contemplated.

Patrick D. Dreyfus (EAA 78330), 1536 Forest Lane,

McLean, Virginia 22101 and his modified Bartlett
hovercraft. Powered by a Toro lawnmower engine.
Pat has qualified to solo sailplanes and will build
a powered plane when he is eligible for his powered
license at age 16.
Lonnie E. Prince (EAA 77563), 4460 Dayton Rd.,
Springfield, Ohio 45502 shows the progress to date on
his Rand KR-1.

48 FEBRUARY 1975
 When he isn't competing in mainland aero-
batic contests or flying Acro Sports and home-
built Jungmeisters around the U. S. on good
will tours, Sam Burgess is home in Honolulu
building airplanes. His latest is this 180 h.p.,
four aileron Pitts, completed November 27,
1974. The bird is painted yellow with brown
trim. The word "Hawaii" is painted across the
top wing in a sunburst effect. Oshkosh '75,
Sam?

(Photo by Dick Stouffer)

James B. Harmon (EAA 90129), Rt. 4,
Box 806, Sherman, Texas 75090 had his
original design, N-7UN, at Oshkosh last
summer. It is not an exact replica of any
particular design, but is intended to re-
flect the spirit of the aircraft of the
1914-19 era.

Charles Klessig's OXX-6 powered

Standard J-1 has been a familiar feature
of recent Oshkosh fly-ins, but this year
we hope to see Chuck's latest restora-
tion, a Hisso powered Standard, N-6948.
This picture of it was taken on Dec-
ember 18,1974 at Ryan Field in Tucson.
The only thing better than owning a
Standard is owning two of them, eh,
Chuck!

SPORT AVIATION 49
 Larry Burton's
FROM THE
BUILDER .
By
Larry Burton (EAA 41884)
111 Trinity
Klamath Falls, Oregon 97601
I GUESS IT ALL started when a mutual friend of my
older brother Frank and myself finished his EAA Biplane
in December of 1968. It was at this time that we were
introduced to the EAA. We were told about the many ad-
vantages and reasons for building your own airplane
and Frank began immediately to work on me to go in with
him to build one. Initially, I wanted no part of it as I had
helped Wayne Kinnan some on his Biplane and had
worked 3 1/2 years for one of the FBOs here in Klamath
Falls so I knew what I would be getting myself into.
Finally, however, I was convinced that we should build an
airplane. Frank and I started looking for a design we liked.
We had pretty well made up our minds that we would
50 FEBRUARY 1975
CcuHitie/t
build a wood airplane and so the first design that really
impressed us was the Cavalier by K and S Aircraft in
Calgary, Alberta. We sent for the information brochure and
were impressed with it, so we sent for the plans in February
of 1969.
The first wood was cut the 31st of March, 1969.
Work progressed quite well for 3 or 4 months, but about
this time we started getting the bug to fly. In August
Frank and I bought a '46 Luscombe 8A and got busy fin-
ishing our flying lessons. Frank had started flying in 1946
but had not finished his Private ticket, and I had started
flying in 1959 and had not received my Private either. With
the expense of flying and keeping the Luscombe going,
work on the Cavalier came to a complete standstill. In
August of 1970 I bought Frank out of both planes. I then
went to work on the Cavalier in real earnest. At this time
the fuselage was framed up, the windshield and door
frames were built and the tail feathers were signed off to
close up. The wing ribs were cut out and the upper and
lower spar flanges were also laminated.
I was in quite a quandary at this time as to the landing
gear configuration. I am not fond of tri-gears, so I finally
decided to go conventional. After making this decision I
figured I could tuck the toes and make my bird completely

(Photo by Bill Turner)
Larry and Dee Burton.
different. I bought Cvjetkovic's landing gear drawings and
proceeded to adapt his gear to the Cavalier. It took me a
full year to build the wing and gear. There was some beef-
ing up to do to the front spar because the gear is mounted
18" outboard of the standard Cavalier design. Not being
an engineer or having access to one, I did the next best
thing I called on a very good friend who should have
been an engineer, Francis McNeal. I had worked with him
when working for the local FBO. Francis looked over the
plan and the landing gear drawings and we discussed it
for some time. He then told me what he would do. I fol-
lowed his instructions and it has worked out beautifully.
At this writing I have 307 hours on the bird.
The landing gear was then built and adapted to the
wing. It then became apparent that the landing gear,
although retracted, did not clean up that much drag. The
next hurdle was to close up the wheel wells. This was
accomplished fairly easily with fiber-glass fairings molded
in place.
Then the next two problems appeared. First the gear
is longer when retracted than when it is extended. This
was quickly overcome with a small sliding fairing attached
to the wing with a piano hinge, and a slide arrangement
on the gear leg. The second problem was not quite so
easily solved. The part that covers the lower part of the
wheel had to be attached and actuated. I toyed with the
Staggerwing arrangement but quickly forgot it, as my
covers have quite a curve to them. I finally decided to
hinge them to the root rib and figure out some means of
closing them up behind the gear. It took me two months
to get the linkage and over center lock to work right,
but it has worked fine ever since.
On April 4, 1971 the wing was mounted to the fuselage
for the first time. With the help of a couple of Chapter
411 members, Joe Fisher and Ralph McKune, and my wife
Dee, we set the airplane up in the front yard. We live a
block off of and below the freeway, so we had a steady
stream of visitors that day.
The control system was changed from cables to push
rods on the elevator and ailerons. I also changed from
sticks to wheels. I used a Cessna 150 control column.
The only change to it was to shorten it 5 1/2 inches.
The rudder pedals were taken from a Cessna 180. This
meant rerouting the rudder cables. Originally they ran
down the inside wall of the fuselage, but now they had to
be routed down the center section of the wing.
My next hurdle to overcome was the panel and the
upholstry. I was already on the second panel and still did
(Photo by Bill Turner)
Larry shows off his Cavalier's doors . . . for people and
wheels. Notice the curvature in the wheel well doors.
not have enough room for a gyro panel and at least two
radios. The third panel was designed and built with a con-
sole incorporated with this one. The panel had already
been moved forward 3 inches, which was a modification
on the plans after about 1970. Moving the panel forward
also allowed its lower edge to be lowered, thus more panel
space. I ended up lowering the bottom of the panel 3"
without affecting the knee room. I now have my gyro panel
with room for two radios, actually two and a half. I have
a Genave Alpha 200 and room for a Radair or Bendix or
any of the very small comm transceivers and a Narco
Nav 11 or 12.1 have plans of putting a transponder in the
bottom of the panel on the left side. I may even eventually
get my instrument ticket in the bird.
Progress was slow but steady. I might add here that
progress seemed to me to be slow. Considering the hours
I was putting into the bird, it should have progressed more
rapidly. My wife was working as head cook at the high
school and had to be at work at 5:45 a.m. I found it worked
very well to get up when she did and when she left for work
at 5:30 I would go out to the shop and work until 7:30.
I would then eat breakfast and go to work myself. Dee
usually had supper ready when I got home at 5:15 so I
would eat and then hibernate in the shop until ?. I tried to
be where I could quit what I was working on at about
10:00 p.m., but as most homebuilders know this doesn't
always work out. This went on for nearly three years.
I got my precover inspection in June of'72 and as I had
already missed two Oshkosh fly-ins I just knew I would
make, I started making plans for Oshkosh '73.
The covering was finished in December '72, and most of
the silver was completed in January '73.
The upholstery was something else again. In the sum-
mer of'72 my younger brother, Dallas, who is a parachute
rigger in the Navy stationed at Whidhey Island, Washing-
ton, took leave to come and make the upholstery for me.
This was something new for him in two ways. First, he
had never upholstered an airplane and, second, he had
never had to start from scratch. The headliner was fairly
easy, but when we got to the seats!!!! We could not get
them to come out the way we wanted them to. By this
time his leave was gone, so I cut a Styrofoam form the
shape I wanted the seat and seat back and sent him home
to make the covers. I picked them up in August when
we went to the Arlington Fly-In. This time they fit beauti-
fully.
We moved the plane from the shop to the yard on
Mother's Day '73. From here we ran the weight and bal-
SPORT AVIATION 51
ance, built the cowl and engine mount.
On July 14 we moved it to the airport pretty much in
one piece, but not without a hassle with the State Highway
Department. It all ended with a permit for 16' we loaded
the plane on a lowboy and ended up with 15'9" width.
It was plain to see now that Oshkosh '73 was out of the
question, but there would always be '74.
The next two months were spent tying up loose ends
that seem to show up when you are nearing completion.
I received permission to start my taxi tests about the first
of September. I was amazed at the ease of handling the
airplane had no bad habits on the ground. I had a lot of
taildragger time in a J-3, PA-12, 140, 170, Luscombe and
an EAA Biplane but the Cavalier was the easiest hand-
ling taildragger I had ever sat in.
One morning I went to the airport real early to run some
high speed taxi tests. Everything went so well I let the
speed get up to about 80 mph . . . and 10' high. We have a
10,300' runway, so it is really nice for high speed "taxis."
On the 15th of September I received my Temporary
Airworthiness. Today was the day! We would see if 4 1/2
years of work would really fly.
I arrived at the airport about 6:00 a.m. and was soon
joined by several friends who had helped and would con-
tinue to help in preparation for this day. I checked the
airplane over again from one end to the other and by 7:30
or 8:00 was satisfied it was put together properly. I decided
to make two more high speed taxis. This time I would get
up out of ground effect. Dale Paries took movies of these
two runs; he was then going to go as photographer with Joe
Fisher in his Cherokee. They were to fly close and check my
gear on the first retraction.
The first flight made all those long days and nights
worthwhile. It flew hands off ... it was just beautiful.
The first flight lasted an hour and 15 minutes and included
cycling the gear several times, slow flight, a couple or three
stalls and flight speeds from stall clean at 55 IAS to 140
IAS. No problems were encountered and the landing was a
real squeaker. When I crawled out of the bird, I was still
flying... in fact I don't think I came to earth completely for
a week or more.
Weather turned bad the last of October so it was some-
time in January when I finally got my hours flown off. It
was in February when the fellows from GADO finally came
to Klamath Falls to give me my final inspection.
By now I was planning for Oshkosh '74. A dream would
finally come true.
The flying season on the west coast or the northwest
is kicked off with the Oroville Fly-In/Splash Down. By this
time I had 140 hours on the plane, but it was in the paint
shop that weekend. No sweat though . . . Watsonville was
only a week away.
I made arrangements to get off early Friday so we could
leave for Watsonville as soon as my wife got off work at
2:30 p.m., but the weatherman would not cooperate it
snowed until Saturday night!
The first fly-in we made was the 31st of May, the
Merced Fly-In. The Cavalier took second in class (Doug
Cline's Dude beat me by a fire extinguisher) and the Chick
Bede award, which I am extremely proud of as it is award-
ed by my peers.
This started the summer for us. At Cloverdale, Califor-
nia we got Best Homebuilt; Marysville, California 1st
place monoplane and Grand Champion; San Fernando,
California Best Homebuilt; Auburn, California 1st
place homebuilt; Hollister, California Grand Champion.
On July 20th Ed Nilsen and his wife, my wife and I flew
to Lenhardt, Oregon for a fun day fly-in. Ed flies a beauti-
ful Mustang II. Saturday was spent at the lovely Lenhardt
Airpark. Sunday morning and Mulino Chapter of the Ore-
gon Pilots Association was holding their annual fly-in
breakfast, so everyone flew over. After breakfast we re-
turned to Lenhardt. Upon entering the pattern, I flipped
52 FEBRUARY 1975
the gear switch to the down position. The right gear came
down, but the left one didn't. A quick evaluation of the
situation showed something had broken. It was decided
to fly back to Klamath Falls. The bird was going to get
bent so it would be smart to get it home where I could work
on it. The flight home was a heart breaker for both my
wife and I, mainly because the following Saturday my son-
in-law, Wes Kilgore and I were to leave for Oshkosh. Six
years of dreams were going down the tube. I wouldn't
make it to Oshkosh again!
We filed a flight plan with Eugene radio as we flew
over and requested they notify the tower at Klamath Falls
of our problem and have them stand by with foam. I was
going to attempt to land on one wheel. A good friend of
mine was on duty in the tower that day and thanks to him,
Ed Nilsen (who had beaten me back to Klamath Falls) and
my brother Frank for talking me into cranking up the other
gear and putting it in on its belly. I am very glad we did it
that way. We used 1490 feet of 1500 feet of foam and then
about 80 feet of black top. I am surely thankful for the foam
and fiber-glass I put on the bottom of the plane. It is only
a fairing for shape, but it took the brunt of the landing.
The prop, a three blade wood prop, was broken. There was
no structural damage at all. After getting the gear down
and rolled to the hangar it didn't look bad at all.
Monday night after work I headed for the airport and
was greeted by about half of Chapter 411. Work began
and the following Sunday, the 28th of July, the repairs
were completed. Monday morning, with a borrowed prop
off of Bud Montgomery's Tri-Pacer I headed for Red Bluff,
California to get the belly repainted. I got back home
Tuesday afternoon and did not have the new prop I was
expecting, so we went to work fitting a spinner to the Tri-
Pacer prop. We got it fitted and got home to bed at 2:00
a.m. Wednesday the 31st of July. At 4:00 a.m. we got up
and took off at 5:15 headed for Oshkosh. It looked like
my 6 year dream would come true after all, thanks to the
members of Chapter 411. It would not have been possible
without them.
We flew to Alliance, Nebraska that day and decided to
stop for the night as we were both so tired we felt it unsafe
to fly any longer. We arrived at Oshkosh about 1:00 p.m.
Thursday. I had made it at last! I guess it had to be the most
beautiful sight I had ever seen. One has to see it to appre-
ciate it.
The week spent at Oshkosh is one never to be forgotten.
We met some of the most wonderful people in the world.
We are looking forward to renewing these acquaintances at
Oshkosh '75.
The return home flight was uneventful except for the
40 mph head winds from Sheridan, Wyoming to Klamath
Falls.
The weekend after Oshkosh always brings the Arling-
ton, Washington fly-in, which is one of my favorites. We
won the Best Homebuilt award.
Chapters 20 and 393 had their annual bash at Rio
Vista, California. There we took Grand Champion and
Farthest Distance trophies.
At Red Bluffs Air Roundup we received the Mayor's
trophy. Our last fly-in for the season was at Porterville
where we won the Grand Champion and Farthest Distance
trophies.
By this time I finally got a prop that really works. It is
one of Bernhard Warnke's out of Tucson, Arizona. He also
made my three blade that got broken. The new prop in-
creased my cruise by nearly 15 mph. My performance is
not really top, but I use the plane mostly for cross country,
so I am primarily interested in cruise.
I am very happy with the airplane. It has no bad habits
and is a real delight to fly.
I am very thankful for being introduced to the EAA and
the wonderful people I have met while participating in my
favorite sport, FLYING.
 . . . AND FROM AN UNBIASED
REPORTER . . . WELL, ALMOST . . .

By
B/7/ Turner <EAA 26489)
4110 Marsten Road
Belmont, California 94002

People who do things better than I can always make

me mad. This means, of course, that I stay mad at a pretty
good share of the population, for it seems as if every-
where I look people are doing things better than I do.
Particularly when it comes to making money.
I have a special share of mad for those who do out-
standing work on interesting airplanes. They make my
creations look so shabby when they have everything shin-
ing and beautiful. They win all the trophies while the
judges stone me from the premises for having the audacity (Photo by Bill Turner)
to show up with such a strange collection of parts. Just a hint of the Cavalier's Minicab lineage is obvious
My ire hit an all time high last year, when Doug Cline in this rear view.
of Bonny Doon, California had the nerve to launch upon
the public his fabulous Stephens Akro, "The Dude." While
it was still in silver and undergoing it's initial flight tests,
Doug parked it near my homebuilt at a fly-in. The show
sponsors asked me to throw a tarpaulin over my plane!
Just as I was beginning to become accustomed to see-
ing "The Dude" around, Larry Burton of Klamath Falls,
Oregon, unleased a Cavalier 102.5 and began gobbling up
trophies at a shameful rate. No plane should be so gor-
geous. Nobody should be capable of such exquisite workman-
ship. Nothing should fly as easily and as effortlessly. So
now I am mad at Larrry Burton.
Well, let's say I WAS mad, until we met and I found
that I couldn't stay upset at him just for doing everything
on his aircraft perfectly. Besides, like Doug Cline, he's kind
of a neat guy.
The first time I came across Larry's Cavalier was at the
1974 edition of the Annual Merced, California Fly-In. I
really didn't see the plane initially. What I saw was a large (Photo by Bill Turner)
crowd of people standing in a circle, gazing at something. The Cavalier's modified Cvjetkovic landing gear.
My first thought was that an aircraft owner had taken a
baseball bat to the head of some thoughtless spectator who
had let his kid walk down a glistening wing with his track
shoes on! So I rushed over to the group hoping to get in
a few licks myself I was somewhat crest-fallen to observe
that I had not joined an angry mob, but rather a collection
of drooling and 'ooing' airplane worshipers.
The object of their lack of self-restraint was a dazzling
white and green Cavalier. It looked too perfect to be real.
One of the spectators summed up the feeling generated by
observing that it appeared to be built in a mold, like a
plastic model. When Burton confirmed that, like any
normal Cavalier 102.5, it was a wood and fabric airplane
the assemblage was convinced that he was putting them
on.
One of the viewers went into a frenzy of ecstacy when
he discovered that, unlike other Cavaliers, the gear retract-
ed and so neatly that the fairings were perfectly flush with
the lower surface. Larry patiently explained that he had
used a revamped Cvjetkovic system. In order to do this,
he modified the spar somewhat by moving the gear mount-
ing blocks out about 18 inches. It gives the plane a look
of solidarity as it sits on its short, wide gear which, I am
sure also contributes to the excellent ground handling (Photo by Bill Turner)
characteristics. The up and down cycles are quite rapid Wheel controls are one of many modifications Larry Bur-
and there are two visual checks to ascertain a locked ton built into his Cavalier.
condition.
This retractable feature has performed its function The original U joints have been replaced with a larger,
quite reliably, with one exception when one of the U joints more substantial variety and there has been no problem
broke just as Larry called for the lowering of the wheels. since.
SPORT AVIATION 53
 (Photo by Bill Turner)
The Cavalier at full tilt. Several miles per hour and better
climb are attained as a result of the extra effort Larry
made to completely enclose the landing gear.
The gear up incident makes for quite an interesting
tale and the handling of the entire situation portrays
Larry's ability to remain cool and do all of the right
things.
Larry and his wife, Dee, were attending a weekend fly-
in at Lenhardt, Oregon. They thought it might be interest-
ing to take a little side trip on Sunday morning, before
things got rolling at the fly-in, and so headed over to Mul-
ino for an Oregon Pilots Association Breakfast. Larry hit
the switch for the gear to come down and his eyes popped
open as he observed that only the right one responded. He
made several attempts, but could not budge the reluctant
left gear. Seeing that he really had a problem on his
hands, he and his wife discussed their next move. They de-
cided that since it was obvious they were going to have to
54 FEBRUARY 1975
belly in, there was no sense in doing it where they would
have to truck back the remains, if any, so they just figured
they would head for home.
The Cavalier's three and one half hour range assured
plenty of gasoline to accomplish the treck without need for
refueling and the ride would also lighten the load consid-
erably. Larry filed a flight plan into Klamath Falls re-
questing that they foam the runway at Kingsley Airport.
By the time they reached the field, about 1500 feet of foam
had been laid. Larry commented that this might not be
enough, but he was assured that for such a small airplane,
it would be plenty.
He made one pass so that the tower could observe
whether or not the gear was up good and tight, then headed
for the real thing. He remembered that time seemed to be
passing in slow motion. Thirty seconds was like an hour.
At about a quarter of a mile out, he began shutting every-
thing off switch, mixture, gas, electrical system, until he
had nothing but a nice, clean glider on his hands. When
the three-bladed prop came to a stop, one blade was
pointing straight down, but it was too late to hit the master
switch, then the starter, to try and move it.
Larry looked over at Dee and saw that she had tears
running out of her eyes, like someone had turned on a
faucet, and her hands were over her ears. She later explain-
ed that it wasn't fear that produced the waterworks,
but rather the thought of all of their work which might be
destroyed. Her hands were over her ears so that she would-
not hear the crunching of the wood.
Larry noted that the airspeed was just passing 70 as he
reached the end of the foam and was able to set it down
within about the first 10 feet. The beautifully clean under-
surface that the Burton's had worked so hard to obtain,
responded to the situation like a highly polished hydro-
plane hull, running on soap. The foam acted as a slippery
film between the aircraft's bottom and the runway so that
there was little indication that the ship would ever slow up.
Larry noted that they were beginning to drift a little left
and found himself automatically pushing on the brake.
Again, as his mind raced at high speed, he started a dis-
cussion with himself and reasoned out that the rudder
would probably act as if he was still flying and so, steered
right down the runway in the best traditions of a high-
speed swamp boat.
The one cockpit check out that they hadn't even
thought of was the outside air vents which were wide
open. They quickly found themselves in foam right up to
their knees, and still the Cavalier slid on.
At the end of the foam, things began to happen fast.
The crunching sound from which Dee had taken pre-
cautions to isolate herself, was suddenly very much in
evidence as they ground to a stop about 80 feet past the
end of the foamed area.
Damage was really relatively light. The belly, of course,
took the brunt of the final sliding action. Injury to the
gear doors was almost negligible. Larry believes that had
there been another 500 feet of foam, there might not
have been any damage at all. But, irrespective of that,
the Burton's are eternally grateful to the rapid response
for assistance that they were given.
The Cavalier was soon put back in its trophy winning
condition, and as you have already read in Larry's
article, an impressive number have already been garnered.
The list will grow over the years.
Trophies, shiny paint, fancy upholstery and the other
contributing factors that go toward an award winning
airplane really only encompass the static capabilities.
The real proof naturally comes when one gets behind the
controls and ascertains whether or not a particularly glor-
ious appearing vehicle will really fly. I had that very
pleasant experience a few months back when Larry and
Dee stopped by Livermore airport, which is located fairly
near my residence. My wife, Gail, and I arrived with cam-
eras in hand on a standard, bright, sunny, California day.
We shot the pictures which accompany this article and I
asked Larry some of the specifics about the performance
and construction of the Cavalier. He said that, so far,
he has about $6,000 tied up in the project which he began
with his brother Frank. They worked as a team the first
year and a half. Then the project just sat around for about
another year and a half with neither one of them doing
anything on it. Larry finally bought his brother out and
worked three years, one month and fifteen days before
the first flight. He put 140 hours on the plane while it
was still in silver and logged a total of 256 hours in the
first year.
The beautiful three-bladed wooden propeller, which is
no more, was capable of pulling the little Cavalier along
at a top speed of 185 mph 75% power at 7,500 feet gives
145 mph true speed with the present Bernhard Warnke
propeller. At gross load, takeoff requires about 2000 ft.
with an equal distance for the landing roll. The field eleva-
tion at Larry's home town in Klamath Falls, is about 4000
feet and climb out with a full load is 500 ft. per minute.
Service ceiling is 16,000 ft, which on the day of the tests,
calculated to a density altitude of 18,000 feet. The 125 hp
Lycoming 0-290-D burns 7.2 gallons per hour and, with a
24 gallon capacity, gives three hours cruising time with
about 30 minutes as a safety factor. The empty weight is
1100 lbs. and the gross, 1700 lbs. The wing span, with
tip tanks, is 27 feet, 6 inches, and has an area of 117
sq. ft., giving a wing loading of 13.88 lbs. per square feet.
The fuselage is 20 feet 4 inches long and the two occupants
can carry about 60 lbs. of baggage along with them.
For a taildragger, the fuselage sits quite level so that
taxiing is no problem whatsoever, as there is an excellent
view straight ahead. Pilot and passenger comfort is easily
controlled by just leaving the doors cracked open a little
bit until you are ready for takeoff.
As an old Fly Baby pilot, and consequently accust-
omed to having my "Faker Fokker" almost airborne on
the mag check, I was somewhat surprised by the length
of time it takes the Cavalier to get off the ground. But,
when one reasons it out in relation to the airplane weight
and the available power, it is all quite logical.
The first and most impressive feature of flying this
Cavalier is the fantastically light touch required on the
controls. I don't mean that they are overly sensitive, be-
cause they are not, they arejust plain easy to move around.
Very little rudder is required, even on the climb and once
altitude has been reached and she gets up on the step, it is
a matter of removing one's feet from the rudder pedals
and just lightly driving along.
Slowing this Cavalier up to try a stall takes awhile
and I can see how readily the plane must have slipped
down the runway on the foam. In a clean configuration,
the stall comes at around 50 mph or about 45 with
gear and flaps down.
Just to read some of the dials for myself, we tried a
flat out run at 1,000 feet altitude, 29 inches of mercury
and 2600 rpm. This built up to an indicated speed of 175
mph. At 2000 feet, 24 inches and 2400 rpm, the needle on
the airspeed indicator stayed at a steady 155 mph. Sound
and wind insulation is superb and there is no sensation of
moving at all, except that the ground seems to be slipping
by at a pretty fair rate.
Since the Livermore airport is blessed with an FAA
tower, we elected to take a short run over to Tracy,
which is uncontrolled and somewhat of a homebuilder and
antique haven, to say nothing of a whole herd of hot air
balloons and a squadron of gyrocopters. Again, the very
fiat angle of the fuselage and wings with the horizontal
precludes any problem with getting down in an easy fash-
ion. You just sort of drive it on with a little power retained
until the wheels touch and there you are. Roll-out, though
long, presents no problems in visibility nor controllability.
We decided to take a few more shots while at Tracy
and, as I was snapping pictures, I became aware of an
automobile driving out on the taxiway behind me. I turned
to see the local sheriff in his black and white fuzz wagon
and figured we were about to be booked for something or
other. The good deputy, however, had been attracted from
the highway by the Cavalier and came bounding out of his
automobile all smiles and compliments.
After Larry had answered the usual line of questions
from other locals who appeared, we climbed in and flew
back to Livermore. When we had parked in the transient
tiedown area, I began to get mad at Larry all over again,
for if there is anything I hate worse than an airplane that
looks better than mine, it's an airplane that flies better
than mine!
SPORT AVIATION 55
 Sou*
DON'T BUILD 'EM LIKE
THE? USED TO ?
Story by
Wendall Anschutz
EAA 70371
8310 Woodward
Overland Park, Kansas 66212
As related by
Sy Meek
EAA 58319
Antique & Classic Div. 597
Chapter 200 Designee and former President
3510 Gladstone Blvd.
Kansas City, Missouri 64123
I T WAS 46 years ago in the spring of 1928
that the brief and unheralded career of the Star Cavalier
began in the garage of a home in Bartlesville, Oklahoma.
Now the Star Cavalier is evolving again from remarkably
similar beginnings . . . a basement workshop in Kansas
City. And the repetition of history is made even more
pronounced by the builder . . . 66-year-old retiree Sy Meek,
who hired on as a welder for the Star Aircraft Company to
produce the first two prototypes. Actually, that's under-
stating it. For the first prototype he was virtually THE
welder, comprising as he did, one-third of the production
crew.
The Star Aircraft Company was a subsidiary of Phil-
lips Petroleum, and the Cavalier was designed by two
Phillips employees: company pilot Billy Parker and
engineer E. A. "Gus" Riggs. They, in turn, were named
the two top executives of the new subsidiary. The oil
company's own aircraft needs dictated the specifications of
the airplane: rugged, dependable, maneuverable; some-
thing that could get in and out of small, rough places
like oil fields, for instance. And the product lived up to
those criteria. From the first production model "B" to the
most popular model "E", the engine grew from a 55 h.p.
Velie to a 90 h.p. Lambert R-266, giving the sturdy little
ship an excellent short-field capability.
Because of the wealth of the parent company, Star
Aircraft felt no pressure to scimp on quality construction,
and the plane enjoyed a good reputation. But for all the
things the Cavalier had going for it, the timing was bad.
And almost before it was off the ground, the Cavalier and
the Star Aircraft Company were lost in the oblivion of the
depression. Only a handful were built, including 15 "B's",
13 "E's" and fewer numbers of those in between. Only a
handful found their way out of the midwest. Today, only
four are registered with the F.A.A., and only two of those
are flying. But the fleet is growing once again.
Sy's contribution to that rebirth began about four years
after his retirement in 1963. As a new member of E.A.A.
56 FEBRUARY 1975
Chapter 200, he decided the experience would be more
meaningful if he had a project of his own. And what could
be more logical than one he had already built.
It seemed simple enough. But if the homebuilding ex-
perience has taught Sy anything, it's the difficulty of span-
ning 46 years.
Things started off fast enough. A tip from a fellow-
E.A.A.'er led him to William D. Jones in Mustang,
Oklahoma. Jones' local chapter had already begun restor-
ation of a Cavalier from plans and old parts they had saved
from the trash-collector during a recent cleanup of the
building that had once been the Star factory.
The Mustang builders turned out to have a much better
headstart than Sy. In addition to the plans, their booty from
the hangar included a fuselage, gas tanks and parts of the
tailplane and landing gear.
Jones was happy to share the plans but suggested Sy
obtain Billy Parker's permission, first. Sy traced Parker to
Phoenix, Arizona, and got a green light. Then he got back
to Jones and the two arranged a tradeout in which Jones
would microfilm the plans for Sy, and Sy would build a set
of wing ribs for the Mustang Chapter.
Unfortunately, Jones had been able to salvage a com-
plete set of plans and, except for the tail drawings, every-
thing he was able to come up with was for the "A" Model,
with no updates of the numerous modifications. Alterations
which had been made in the fuselage for better airflow,
for instance, were not noted. Furthermore, many details
of components were lacking and several prints were mis-
sing, entirely. There were no drawings of the landing
gear, engine mount, control system or fairings; no specifi-
cations for the e.g., cowling, firewall or instrument panel.
But Sy located the fuselage of a wrecked Cavalier
tucked away in a hangar at the Lawrence, Kansas, Air-
port, and though the owner refused to sell, Sy was able to
fill in many of the blanks in the drawings by studying the
derelict.
To fill in the rest of the missing picture he went to
plans of other airplanes. The control system he eventually
developed, for instance, was adapted from drawings for the
Steen Skybolt. Other missing pieces like the bellcranks
for the ailerons he designed. He made three sets of
cranks before he came up with the one that worked. Other
modifications included adaptation of a steerable Scott tail-
wheel to an original Cavalier skid spring.
Sy's search for a fully-equipped Lambert R-266 engine
led him on a scavanger hunt that ended with a drawer-
ful of letters and parts from all over the country. He located
his first engine in East Sound, Washington, but it turned
out to have a bad cylinder. And a complete Lambert

Youthful Sy Meek (center) poses with friends beside the
first prototype Cavalier, shortly after its first test flight
late in 1928. Engineer Gus Riggs is far left. Others,
including Phillips executive (far right), are unidentified.
First Star Cavalier prototype, on which Meek did all the
welding work. Sy has reserved the number of the original,
7239, for the reproduction he's building from scratch in
his basement workshop.

Old B'endrx"-Sktomberg No. 5135333 is just one p three

carbur.etors from widely-separated parts of the country
that'Wre combined to make Sy's "collector's master-

SPORT AVIATION 57
engine proved so difficult to find that Sy started looking for
a Warner, instead. That search led him to a fellow in Fair-
banks, Alaska. Strange, how fate charts the course. As it
turned out, the fellow in Fairbanks did not have the Warner
Sy had been looking for, afterall, but low and behold, he
did just happen to have a Lambert R-266 (prop included),
a turn of fortune which so overwhelmed Sy that he bought
it sight unseen, over the phone.
And instead of the rusted and canabalized remains he'd
expected, the engine proved to be remarkably well-pre-
served. All five cylinders were in good shape. These were
transferred to engine number one.
There were still some parts missing, but they were soon
rounded up with some more cross-country scavaging. He
tracked down the magnetoes in Brownsville, Texas. And
the carburetor is a real collector's masterpiece. The first The bellcrank for the ailerons Sy designed will facilitate
one he ordered came from Ohio. But it turned out to be control wires, which will be used instead of the push-pull
incomplete. So he got the other half from the fellow in rods of the original design.
Brownsville and got a third from Sault Ste. Marie, Mich-
igan. He took all three to a local A. and E., who used the
best of each to fashion the final product. Specifications and Performance Data on original Star
Meanwhile, the search for a pair of 24 x 4 Bendix Cavalier Model "E" (from Vintage Airplane, Jan., 1974)
wheels with brakes continues.
Sy doesn't know when he'll have his Cavalier in the air,
and he's not going to work toward a deadline. "That would Wingspan . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 ft. 6 in.
make it work," he says. "I'm doing it for fun." Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 ft. 8 in.
In the meantime, there's another small detail to occupy Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ft. 3 in.
his attention. All the while he was working on airplanes Wing chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1 in.
in his younger years, he never got around to learning to Total wing area . . . . . . . . . . . . . . . . . . . . . 1 5 7 sq. ft.
fly one. So a year ago he began taking flying lessons. Weight (with engine and equipment) . . .740 lbs.
But though his instructor says he's doing fine, he's not Useful load . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 7 5 lbs.
rushing that, either .. .just as long as he has his license in Wing loading . . . . . . . . . . . . . . . . . . . . . . . . . 8 . 3 1 lbs.
time to take his wife for a ride in his brand new 1929 Fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . 2 6 gal.
aeroplane. All things in good time. Oil capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 gal.
Max. speed . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 5 mph*
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 7 mph
Landing speed . . . . . . . . . . . . . . . . . . . . . . . . 3 8 mph
Climb (full load) . . . . . . . . . . . . . . . . . . . 8 0 0 ft./min.
Service ceiling . . . . . . . . . . . . . . . . . . . . . . 1 2 , 0 0 0 ft.
Fuel consumption . . . . . . . . . . . . . . . . . . . . 6 gal./hr.
Take-off distance (in dead calm) . . . . . . . . . 2 0 0 ft.
Landing distance (in dead calm) . . . . . . . . . 1 5 0 ft.

'Above performance data based on Model "E" equipped

with Lambert R-266 engine and Hamilton Standard,
ground-adjustable propeller.

Sy shaves ounces off the original construction at every

opportunity; in this case by routing the spar to I-beam
configuration.
The zero-timed Lambert R-266 is the best of two engines
which Sy searched all over the country to find. The
restoration includes chromed rocker-arm boxes and in-
take manifold.

Sy Meek displays his beautifully-executed Star Cav-

alier in front of his home at 3510 Gladstone in Kansas
City. Sy is a former Chapter 200 President and recently-
appointed Chapter designee.
58 FEBRUARY 1975

If that shopworn cliche, "You're only as old as you
think," has an element of truth, and we believe it does,
then Vernon Payne has found a way to cause clocks to run
backwards. Famed the world over as the designer of the
Knight Twister, the granddaddy of all midget biplanes,
Vernon has every right to be resting on his laurels as one
of the respected patriarchs of the homebuilding world . . .
but that's not his style. Instead, as the drawings accomp-
anying this article show, he is, at age 75, skimming along
right out there on the leading edge of advanced lightplane
design with a new bird he calls the Dolphin.
Having the advantage of the perspective gained by
observing and being a participant in the homebuilding
world from the 1920s to the present, Vernon is somewhat
concerned that we are moving too far away from the light
fun plane. His Dolphin, in single place, VW powered and
two place, 108 h.p. Lycoming powered versions, aims us
back in that direction. He describes the aircraft thusly:
"The purpose of our new design is to get back to the
lightly loaded fun plane, similar to the Cubs and Aeroncas,
but in a modernized form. The Dolphin is in some respects
a flying wing, with an inherently stable wing. The pilot
is placed out front for the best possible visibility. The two-
place version has to be flown from the front seat when
solo. For parking, the pilot drops a retractable tail wheel,
which keeps the plane from falling back on it's tail when
he gets out. When loaded, the C.G. is about over the main
wheels.
The single place plane has smaller wings with a span
of 22 feet. The two-place has a span of 26 feet, with more
area. Both planes fold their wings forward for transporta-
tion on a trailer.
The front seat canopy with shield slides forward and
the rear seat canopy slides aft. The threeview shows a wide
center-section which is an airfoil with a chord of 8 ft. 3 in.
It has leading edge slots for greater lift at take off and stall
landings. At the outer edges of the center section are end
plates that have the effect of creating a tunnel of air over
the top of this center section wing and, we hope, will also
increase the efficiency as well as add lift.
VERNON PAYNE'S
NEW DOLPHIN
By Jack Cox
The ducted fan is also intended to increase the flow
over the center section as well as step up the efficiency
of the propeller. We will do considerable experimentation
with both propeller and duct to get the best combination.
We will also experiment with standard controls and addi-
tional controls in the duct. The wing is so stable that we
will not need a great deal of control surface, only for
changing attitude for normal flight. This plane will not be
an elaborate aerobatic type, but strong enough for it.
There will be two gas tanks, each 14 gallons. The VW
engine could fly over 7 hours, while the 108 h.p. engine
would fly over 5 hours, but faster. You may have also
noticed that there are slots just ahead of the ailerons.
This assures control at or near stall. The airfoil we use has
lift up past 20 degrees of incidence and will not fall off on
one wing, it mushes straight forward.
We are building two planes, one with the VW and the
other with the 108 h.p. Lycoming. The second plane may
have retractable landing gear."
Wing construction is wood/foam/glass cloth and the
fuselage is steel tube/foam/glass cloth . . . we have been
wondering how long it would be before someone applied
the "Rand Method" to a steel tube primary structure, and
now we know.
The VW powered single place Dolphin is being built
first and hopes are that it will be completed in late spring.
Target date for completion of the Lycoming powered two
placer is the winter of 1975.
Vernon has provided us with the following projected
specifications and performance figures for the two versions
of the Dolphin:
DOLPHIN SINGLE-PLACE
Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 5 sq. ft.
Wing Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Ib./sq. ft.
Total Loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 0 5 lbs.
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 0 lbs.
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 gals.
O p t i o n a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 gals.
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 5 hp
Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6 Ib./h.p.
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 5 0 ft./min.
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 mph
Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 0 mph
SPORT AVIATION 59
 DOLPHIN 2-PLACE

Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 sq. ft.

Wing Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Ibs./sq. ft.
Total Loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 5 0 lbs.
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 0 lbs.
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 gals.
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 8 h.p.
Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 . 6 Ib./h.p.
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 0 0 ft./min.
Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 0 mph
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 mph
Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 0 mph

Those of you who want additional information and/or

want to be kept up to date on the progress of the Dolphins
should write: Vernon Payne, Knight Twister Aircraft,
Rt. 4, P.O. Box 319M, Escondido, Calif. 92025. A $3.00
info pack is available.
Vernon would also appreciate any comments and sug-
gestions on the design.

60 FEBRUARY 1975
 EAA Response To
Custom Built
In the October issue of Sport Aviation, we reprinted the com-
plete text of FAA's Notice of Proposed Rule Making, Docket No.
13954, Notice No. 74-29 the proposed new Custom Built
Category regulations. Since it would significantly alter the system
by which homebuilt aircraft have been licensed and maintained
for the past 23 years, this NPRM must be considered the most
important governmental action to affect EAA since the organiza-
tion was started in 1953. The gravity of the situation thus requires
that EAA's response to FAA's NPRM also be reprinted in its
entirety in Sport Aviation. Enclosure 2 contains specific EAA
comments on numbered proposed amendments to existing regula-
tions. To save everyone's time and for the benefit of new members
who do not have the October issue of Sport Aviation, the FAA
proposed amendments are reprinted in italics and are followed by
EAA's comments.
Federal Aviation Administration
Office of the Chief Counsel
Attention: Rules Docket, AGC-24
800 Independence Avenue, S. W.
Washington, D. C. 20591
RE: Docket No. 13954; Notice No. 74-29
Dear Sirs:
The Experimental Aircraft Association would like to take this
opportunity to thank the Federal Aviation Administration forcon-
sidering our petition of September 24, 1970 which at that time
requested a more descriptive identification of experimental aircraft
for the purpose they will be used, and in particular the amateur-
built aircraft. (See Enclosure No. 1)
We realize that since the submission of that petition other con-
siderations and incidents have occurred that would cause the
scope of our original petition to be broadened. We are fully aware
that as a result of the many meetings and discussions that we have
had with FAA personnel in Washington that a sincere interest and
intent to preserve and continue the amateur-built program exists.
It has also been noticed that a cooperative attitude has been dis-
played by FAA in their asking for recommendations and/or assist-
ance in preparing any changes to the NPRM No. 74-29 that would
assist both the FAA and the citizen.
On behalf of the over 43,000 members of the Experimental
Aircraft Association, we would like to thank those FAA personnel
whose efforts produced the NPRM for public consideration. We
offer the following views and comments in response to the sub-
ject notice.
Since its inception, the EAA has given full support to any
effort designed to promote, encourage and aid in the development
of U.S. civil aeronautics. In pursuit of this goal, EAA has placed
special emphasis on the education and recreational aspects of air-
craft design, craftsmanship and pilot proficiency. Foremost in our
objectives is to preserve freedom of flight for the "little guy" and
to achieve a high level of flight safety, aircraft construction and
maintenance through education, a self-policing organization and
cooperation with federal and state aviation agencies.
We sincerely believe that this approach has been far more pro-
ductive and effective than the introduction of additional federal
regulations designed to accomplish the same end.
In this particular case (NPRM 74-29) the Administrator has
not shown how the proposed rules will improve safety, give any
greater protection to the public, or to what extent our current
procedures, that have worked so effectively, will result in unsafe
operations.
The subject proposal gives us considerable cause for concern
and we anticipate almost universal rejection of the option to show
compliance with the standard for custom-built because of the
maintenance requirements. Our past 23 years of experience with
the amateur-built program have shown that maintenance by either
the builder or non-builder of the aircraft has not presented a prob-
lem of safety.
If the burden of annual recertification of amateur-built aircraft
is a problem, the Experimental Aircraft Association would be most
happy to cooperate and suggest several plans to attempt to reduce
this burden without additional cost to the aircraft owner and with
less cost to the taxpayer. We have been extremely pleased with
our EAA Designee Program, which numbers over 500 volunteer
inspectors, who make informal inspections of amateur-built air-
craft prior to FAA pre-cover inspection, original certification or
recertification.
It is our firm bel ief that this acceptance of citizen responsibil ity
is very beneficial both to FAA and the safety and efficiency of the
amateur-built program. This EAA service is available to both EAA
and non-EAA members at no cost.
An analysis of the many comments submitted by EAA mem-
bers to our Headquarters indicates a very small percentage (less
than 10%) are in favor of the proposal as drafted. The chances are
that this group is not directly affected or stands to benefit from the
maintenance requirements. On the other hand, some parts of the
proposal appear to be quite acceptable. Many of the commenters
have raised questions concerning intent and how the changes will
be administered. The majority of the adverse comments deal with
the amateur-built and custom-built portions of the notice. The
maintenance requirements and owner/operator manual, in addi-
tion to the placarding requirements and operating limitations, are
of special concern.
Our staff study of the notice, giving due consideration to the
wishes of our members, has caused us to conclude that the price
to be paid for the name change from "experimental" to "custom-
built" is too great. It is estimated that it will cost the non-builders
approximately $200 - $400 a year more to operate as custom-built
without any assurance to the citizen that the aircraft will be any
more airworthy, not to mention increased inconvenience, such as
flying their aircraft to maintenance facilities, finding a means of
returning home, and return for the aircraft, as well as locating
certificated mechanics with a desire or experience needed for
amateur-built aircraft inspection or maintenance.
We are also convinced the proposal contains some features
that should be adopted. This prompts us to make the following
recommendations:
Recommendation (1)
If the Administrator feels compelled to take immediate reg-
ulatory action it is suggested he consider amending the custom-
built concept proposed along the following lines:
a. Amend the pertinent regulations to change the wording
from "Amateur-Built" to "Custom-Built" anyplace it
appears.
b. Amend FAR 43.1 (b) to include custom-built.
c. Amend 91.169 (c) (2) to include custom-built.
d. Amend 45.23 to include custom-built. Permit the custom-
built aircraft to be so permanently placarded even though
it will be restricted to flight test areas during the initial
flight period.
e. Make whatever amendments to the FARs or administra-
tive procedures that are necessary to implement our con-
cept outlined above.
This recommendation in effect would permit the reclassifica-
tion of special airworthiness certificates as proposed. It will also
respond to our petition of September 24, 1970 and permit the
amateur-built program to continue on the same regulatory basis
SPORT AVIATION 61
it has so successfully done over the past 23 years. We realize that
if the maintenance provisions of NPRM 74-29 were made manda-
tory as described, additional privileges may be offered the cus-
tom-built aircraft category. Nevertheless, we believe that it would
be in the best interests of the public to continue as we have in the
past.
Recommendation (2)
Should Recommendation (1) not be acceptable, the Adminis-
trator should withdraw the notice with the understanding that it
would be reissued after taking into consideration the many ob-
jections and questions raised.
Note: Enclosure 2 contains our detailed comment with ref-
erence to each of the 18 changes proposed.
We would welcome the opportunity to work with your repre-
sentatives to further clarify our recommendations or comments
if necessary. We treasure the good working relations we have with
the Administrator, Flight Standards Service and the field inspect-
ors. We are sure we can come to some mutual agreement in all the
problem areas.
Sincerely,
Paul H. Poberezny
President
Enclosure 1
September 24, 1970
Mr. Kenneth Smith, Deputy Administrator
Federal Aviation Administration
800 Independence Avenue, S. W.
Washington, D. C. 20590
Dear Mr. Smith:
The Experimental Aircraft Association hereby petitions the
Federal Aviation Administration to provide for a change in the
Federal Air Regulations that would allow aircraft certificated in
the experimental category to be identified for the purpose for
which they will be used.
Once an amateur built aircraft has completed its 50 hours of
probationary flight time in a designated area, it should be per-
mitted to show on the sides of the cockpit or entrance the class-
ification of "Sport aircraft", "Racing aircraft", "Exhibition air-
craft", or "Research and Development aircraft."
We feel that proper identification of the type of aircraft and
the purpose for which it is to be used is in the public interest.
Many fine machines are not truly experimental as the majority of
builders are using the experience gained during the past 67 years
of successful heavier than air aircraft instruction.
Under the circumstances we would be most grateful if this
petition could be acted upon promptly.
Sincerely,
Paul H. Poberezny
President
PHP/m
Enclosure 2
The following comments are offered in connection with Notice
74-29 and are identified as Paragraphs 1 through 18, the same as
the changes proposed in the Notice:
1. Amending 21.175(b)
21.175 Airworthiness certificates: classification.
(b) The following are special airworthiness certificates:
(1) Restricted certificates.
(2) Limited certificates.
(3) Provisional certificates.
(4) Experimental certificates.
(5) Research certificates.
(6) Custom-built certificates.
(7) Exhibition and air racing certificates.
(8) Market survey, sales demonstration, and custom-
er crew training certificates.
(9) Special flight permits.
62 FEBRUARY 1975
We concur that the change more realistically identifies the
type of operations the aircraft will engage. We recommend air
racing be separated from exhibition and separate standards be
established for each.
2. Amending 21.181
21.181 Duration.
(a)
(3) The following certificates are each effective for one
year after the date of issue or renewal unless a shorter
period is prescribed by the Administrator:
(i) Experimental certificates.
(ii) Market survey, sales demonstration, and cus-
tomer crew training certificates.
(4) The following certificates are effective so long as
the maintenance, preventive maintenance, and minor
alterations are performed in accordance with Parts 43
and 91 of this chapter and no major alteration, as defined
in Appendix A to Part 43 of this chapter, is performed:
(ii Custom-built certificates.
(ii) Exhibition and air racing certificates.
(Hi) Research certificates.
We do not agree that the past 23 year maintenance and oper-
ational record of amateur-built aircraft warrants the imposition of
Part 43 and 91 standards. Our comments later on the above parts
will further support our argument.
3. FAR 21.191
21.191 Experimental certificates.
Experimental certificates are issued for the following
purposes:
(a) Aircraft development. Testing new aircraft design
concepts, new aircraft installations with either an aircraft
to which the design concepts, equipment, or installations are
directly applicable, or with an aircraft that is operated by its
manufacturer in developing his future designs.
(b) Showing compliance with regulations. Conducting
flight tests and other operations to show compliance with
applicable airworthiness regulations including flight to show
compliance for issuance of type and supplemental type certifi-
cates and airworthiness certificates, flights to substantiate
major design changes, and flights to show compliance with
the function and reliability requirements of the regulations.
(c) Crew training. Training of the applicant's flight crews
for the purpose of conducting operations specified in para-
graph /a) or (b) of this section. Airplanes certificated for any
purpose specified in paragraph (a) or (b) may also be certifi-
cated for this purpose.
(d) Operating amateur-built aircraft. Operating an ama-
teur-built aircraft for which an experimental certificate for the
purpose of such operation was issued pursuant to an applica-
tion made prior to (the date two years after the effective
date of this amendment).
We agree . . . if the Administrator is determined to adopt the
concept proposed. We agree to the extent that a period of time
after the adoption date is mandatory. The average builder will
require 4 years to complete his aircraft. We therefore recommend
3 years would be more reasonable than the 2 years proposed.
4. FAR 21.193
21.193 Experimental certificates general.
(a) Except as provided in paragraphs (b) and (c) of this
section, an applicant for an experimental certificate is en-
titled to that certificate when the Administrator approves the
following:
(1) A statement, in form and manner prescribed by the
Administrator, setting forth the purpose for which the air-
craft is to be used.
(2) Enough data (such as photographs) to identify the
a ircraft.
(3) Any pertinent information found necessary by the
Administrator, upon inspection of the aircraft, to safe-
guard the general public.
 (4) The areas over which operations will be conducted
including, as applicable, the flight test area to be assigned
by the Administrator for showing that -
(i) The aircraft is controllable throughout its normal
range of speeds and throughout all maneuvers to be
performed; and
Hi) The aircraft has no unsafe operating character-
istics or design features.
(b) An applicant for an experimental certificate for an
aircraft to be used for training the applicant's flight crew
is entitled to that certificate if, in addition to meeting the
requirements of paragraph (a) of this section -
ID He has established a maintenance program for
the continued airworthiness of the aircraft; and
(21 He shows that the aircraft has been flown for at
least 40 hours, except that for a type certificated aircraft
that has been modified, 5 hours is sufficient.
tc) An applicant for an experimental certificate for the
purpose of operating an amateur-built aircraft as provided for
in 21.191 Id) is entitled to that certificate if, in addition to
meeting the requirements of paragraph (a) of this section -
(1) He makes original application prior to (the date two
years after the effective date of this amendment) or has a
currently effective certificate for the purpose;
(2) The major portion of the aircraft has been fabri-
cated and assembled by persons who undertook the pro-
ject solely for their own education or recreation; and
(3) The aircraft contains the following placards as
applicable, displayed in full view of all occupants;
(i) A placard with the words: "Warning This air-
craft is amateur-built and has not been shown to com-
ply with the safety standards of the Federal Aviation
Regulations for standard category aircraft."
(ii) A placard containing an operating limitation
against acrobatics except those that the Administrator
has found, through demonstration by the applicant in
a flight test area, can be safely performed.
(Hit A placard containing an operating limitation
against otherwise permissible acrobatics while carry-
ing passengers, except when all passengers are carried
for pilot training purposes.
We do not object to the majority of this standard except that,
in keeping with Comment No. 3, Subsection 21.193(c) (1) should
be changed to 3 years. Request 21.193(c) (3) (i) placard wording
be changed to read "PASSENGER WARNING - This aircraft is
amateur-built and does not comply with the federal safety reg-
ulations for standard aircraft." We make this request because for
years EAA has been furnishing a metal placard containing the
above language and you will find it displayed in 90 percent of
the amateur-built aircraft. We believe the intent of the placard
requirement is equally expressed.
We do not agree that the placards requested by 21.193(c)
(3) (ii) and (iii) serve a useful purpose. These placards are directed
to the pilot. It seems more appropriate that they should be con-
tained in the operating limitations prescribed by the Administrator
at the time of certification. FAR 91.31 provides the necessary
enforcement authority. The purpose of (ii) and (iii) is not too
clear. We anticipate many aircraft will be approved for certain
aerobatic maneuvers and the identification and descriptive data
such as entry speeds, control use, etc. will be too complicated to
be displayed in the form of a reasonable placard. Most aircraft
of this type have little room to display a placard in a position
that would be readily accessible to the pilot.
5. FAR 21.194
21.194 Special certificates: exhibition and air racing.
(a) Any person eligible under 21.173 of this Part may
apply for a special certificate for an aircraft that is to be used
solely for any combination of -
(1) Exhibition at air shows;
(2) Exhibition at static displays;
(3) Participation in motion picture, television, and simi-
lar productions;
(4) Participation in air races; and
(5) The establishment and maintenance of necessary
flight proficiency, and flying to and from air displays,
productions, and racing events.
(b) An applicant for a special certificate under this section
is entitled to that certificate if
(1) The Administrator approves a statement, in form
and manner prescribed by him, setting forth each purpose
for which the aircraft is to be used;
(2) The Administrator approves either -
(i) Evidence of operations that demonstrate that the
aircraft has no unsafe features or characteristics when
used for the purposes set forth in accordance with
(b)(l) of this section; or
(ii) Evidence that the aircraft has been operated in
a flight test area for 40 hours in accordance with an
approved test procedure carried out under an experi-
mental certificate, except that the time may be short-
ened if the Administrator finds that the aircraft design
and construction have been shown to be reliable in air-
craft of the same design and that the aircraft has no
unusual features or characteristics, or the time may be
lengthened if the Administrator finds that additional
testing is required to determine that the aircraft has no
unsafe features or characteristics;
(3) The Administrator approves data specifying the
type of engine installed, the horsepower or thrust rating of
the engine, and the maximum airspeed in knots that the
aircraft will be flown; and
(4) The Administrator finds, after inspection of the air-
craft, that it has no unsafe features or characteristics when
operated in accordance with any restrictions or limitations
that he prescribes as necessary in the interest of safety,
including special operating limitations found necessary
for-
(i) Jet powered aircraft;
(ii) Propeller-driven aircraft of over 800 horsepower
and capable of airspeeds over 250 knots; or
(iii) Aircraft to be used for acrobatics or for air
racing.
We strongly recommend that exhibition and air racing be
separated into separate purposes. We believe air racing aircraft
as we know them today are an entirely different consideration
than the typical exhibition aircraft. About the only similarity is
that usually they both operate under a waiver provision of FAR
91.63 and before large groups of people who expect to be enter-
tained. Since the regulation deals primarily with the aircraft
airworthiness we find a big difference between the racing aircraft
and the typical exhibition aircraft. Separation will also provide
for more reasonable standards than expressed in the proposed
91.44(a) (3) which are not acceptable in our view.
In 21.194(b) (2) ( i i ) there is no indication as to what type of
a test program the Administrator might require. The standard
airworthiness regulations give little clue since they don't antici-
pate this type of operation. If the program must be approved
by the Administrator, it seems that the specified 40 hour flight
test period may be unnecessary.
6. FAR 21.194
No comment.
7. FAR 21.195(a)
21.195a Special certificates: research.
(a) Any person eligible under the provisions of 21.173
of this Part may apply for a special certificate for an aircraft
that is to be used solely for any combination of testing new
aircraft equipment, new aircraft installations, new aircraft
operating techniques, and new uses for aircraft.
(b) An applicant for a special certificate under this sec-
tion is entitled to that certificate if -
(1) The aircraft either -
(i) Is eligible for a standard airworthiness certifi-
cate except for those alterations necessary to perform
the research operations; or
(ii) Is one that was designed and constructed in the
United States, accepted for operational use, and de-
clared surplus by an Armed Force of the United States,
and conforms to all applicable military specifications
and technical orders, except for those alterations
necessary to perform the research operations; and
(2) The Administrator finds, after inspection of the air-
SPORT AVIATION 63
 craft, that it has no unsafe features or characteristics
when operated in accordance with any restrictions or lim-
itations that he prescribes as necessary in the interest of
safety.
We do not concur with the aircraft limitation imposed by
21.195a(b) (ii). We believe the objective of research and develop-
ment would best be served if the applicant could use any aircraft
that best served the purpose. In view of the other safety restric-
tions and requirements, the country of origin has little significance
with the suitability of the flight vehicle.
8. FAR 21.196
21.196 Special certificates: custom-built aircraft.
(a) Any person eligible under 21.173 of this Part may
fr a special certificate for operating a custom-built
aircraft.
(b) An applicant for a special certificate under this section
is entitled to that certificate if the aircraft meets the follow-
ing:
(1) It has a currently effective experimental certificate
issued for the purpose of operating an amateur-built air-
craft or showing compliance with this section.
(2) It has been fabricated and assembled by persons
who undertook the construction project solely for their
own education or recreation, and was built using raw
materials, including preformed panels or parts, extrus-
ions, castings, and forgings, except that the following
manufactured items may be used:
(i) Engines and accessories,
(ii) Rotor blades and hubs.
(Hi) Propellers,
(iv) Instruments,
(v) Wheels,
(vi) Tires.
(vii) Brakes.
(viii) System components and parts including
pumps, actuators, hydraulic lines, and fittings.
(ix) Standard aircraft or commercial hardware in-
cluding nuts, bolts, pins, handles, and knobs.
(x) Individual components from previously type
certificated aircraft.
(3) It has an "Owner and Operator" manual that in-
cludes the following:
(i) A description of the aircraft (photos or draw-
ings).
(ii) The specification of all materials used in the
construction.
(Hi) Details of engine and propeller if other than
type certificated or if used beyond type certificated
limits.
(iv) Weight and balance information.
(v) All operating restrictions and limitations pre-
scribed by the Administrator under subparagraph (a)
(4) of this section.
(vi) Descriptions of all systems.
(vii) Lubrication instructions setting forth the fre-
quency, and the lubricants and fluids which are to be
used.
(viii) Pressures, electrical capacities, and electrical
loads.
(ix) Tolerances and adjustments necessary for
proper functioning of the aircraft and systems.
(x) The methods and frequency of inspection, over-
haul, testing, repairs, installation, and service.
(xi) Special techniques for determining the condi-
tion of the aircraft and components, if applicable.
(xii) A list of special tools.
(xiii) The life limits of components, if applicable.
(4) It has been found by the Administrator, after inspec-
tion, to have no unsafe features or characteristics when
operated in accordance with any restrictions or limitations
that he prescribes as necessary in the interest of safety.
(5) It has been operated safely under an experimental
certificate in an area designated by the Administrator -
(i) For 40 hours, if equipped with an engine certi-
ficated in accordance with Part 33 of this chapter and
operated within type certificated limits; or
64 FEBRUARY 1975
(ii) For 60 hours, if equipped with any other engine.
The times specified in this subparagraph may be short-
ened if the Administrator finds the aircraft design and
construction have been shown to be reliable in other
aircraft of the same design and that the aircraft has
no unusual features or characteristics, or may be
lengthened if the Administrator finds that additional
testing is required to ensure that the aircraft has no
unsafe features or characteristics.
(6) It contains the following placards, as applicable,
in full view of all occupants:
(i) A placard with the words: "Warning This air-
craft is custom-built and has not been shown to com-
ply with the safety standards of the Federal Aviation
Regulations for standard category aircraft."
(ii) A placard containing an operating limitation
against acrobatics except those that the Administrator
has found, through demonstration by the applicant
in a flight test area, can be safely performed.
(Hi) A placard containing an operating limitation
against otherwise permissible acrobatics while carrying
passengers except when all passengers are carried for
pilot training purposes.
(c) A previously certificated custom-built in Part 43 of
this chapter and subsequently has been operated safely
under an experimental certificate for 10 hours in an area
designated by the Administrator to ensure that the major
alteration does not adversely affect safety, is eligible for a
custom-built certificate, except that the 10-hour period
may be shortened or lengthened if the Administrator finds
that, for a specific major alteration, a shorter time is suf-
ficient or a longer time is required, to ensure that the
major alteration does not adversely affect safety.
(d) A special certificate for operating a custom-built
aircraft authorizes those operations covered by a special
certificate for exhibition and air racing, but not those op-
erations covered by any other special certificate.
We have no objection to the title "custom-built" or the thought
of substituting it for amateur-built. Custom-built more adequately
describes the aircraft being built under the current regulations. We
do have considerable difficulty with the concept encompassed in
the various proposed regulations for custom-built.
If the Administrator does not look favorably upon our recom-
mendation (1) made in our basic response, the following com-
ments may help while considering our recommendation (2) or in
drafting the final rule for adoption.
This amendment seems to be pointed towards airplanes. We
invite the Administrator's attention to the fact that there are num-
erous gliders, rotorcraft, manned balloons, etc. that could fall
under the broad heading of custom-built aircraft.lt doesn't seem
realistic to require a glider to remain in a flight test area for a
given number of hours, even if the glider is a new design. We
suggest 5 flights fora proven design and 10 flights for other be-
fore release from the test area. This would also seem appropriate
for manned balloons.
21.196(a) No comment
21.196(b) (1), (2) No comment
21.196(b) (3) We agree the concept of a manual has merit. We
believe it would be better identified as a "maintenance manual"
and any reference to "operator" removed. We will explain this
point later. For several years, EAA has made available an "EAA
Service and Maintenance Manual" to its members. EAA would be
happy to work with FAA on development of a suitable manual.
21.196(b) (3) (i) No comment
21.196(b) (3) (ii) This requirement is unrealistic and for all
practical purposes impossible to comply with "the specification of
all materials . . . ". It is not too clear what is meant by "specifi-
cation"; whatever the intent was, to require it for all materials
used in construction is unwarranted. We believe something
along the following line would suffice: "(ii) Identification of the
materials used to construct the primary structure of the airframe."
21.196(b) (3) (iii) It is not clear just what is meant by "details."
Would the information normally contained on a type certificated
engine identification data plate by acceptable?
21.196(b) (3) (iv) and (v) We agree that this information is
essential to the operator and maintenance personnel. We object,
however to incorporating these items in the document. Our
reasoning is the FAR 91.31 in effect requires this information
to be carried in the aircraft. While we don't anticipate a volumin-
ous document, most aircraft are limited in space and it is most
difficult to protect the document from the elements, sticky hands,
and still have it readily available to the pilot.
21.196(b) (3) (vi), (vii), (viii), (ix) No comment.
21.196(x) This requirement is too nebulous to be meaningful.
It will undoubtedly be subjected to wide interpretation and various
applications by FAA inspectors. In view of the requirements of
FAR 43.13 and FAR 43 Appendix D, we believe this item should
be changed to read "Scope and detail of items to be inspected
to satisfy the requirements of proposed FAR 91.169(d)."
21.196(b) (3) (xi), (xii), (xiii) No comment
21.196(b) (4) and (5) No comment
21.196(b) (6) See comment for item 4 dealing with placards
for amateur-built. EAA and its division, the International Aero-
batic Club, would be most happy to work with FAA on develop-
ment of a suitable, reasonable flight test demonstration in order
that placard 21.196(b) (6) (ii) if required will be practical.
21.196(c) and (d) No comment
9. FAR 43.3
43.3 Persons authorized to perform maintenance,
preventive maintenance, rebuilding and alterations.
(j) The builder of an aircraft that has a custom-built cer-
tificate, who is the holder of a repairman certificate (custom-
built) for that aircraft, issued under this chapter, may perform
maintenance, preventive maintenance, rebuilding, and altera-
tions, and 100-hour inspections on that aircraft, as provided
in Part 65 of this chapter.
As previously stated we do not agree that the past operating
history of this type of aircraft warrants the imposition of additional
maintenance rules. However, if the requirement is justified for
reasons unknown to us, we suggest the following change: "(j)
The builder or owner of an aircraft that has a custom-built
certificate, who is the holder of a repairman certificate . . . ".
10. FAR 43.7
43.7 Persons authorized to approve aircraft, airframes,
aircraft engines, propellers and appliances for return to ser-
vice after maintenance, preventive maintenance, rebuilding
or alteration.
(g) The builder of an aircraft that has a custom-built
certificate, who is holder of a repairman certificate (custom-
built) for that aircraft, issued under this chapter may approve
that aircraft for return to service, as provided in Part 65 of
this chapter.
See comments in item 9 with reference to "builder and/or
owner."
11. FAR 43.17
43.17 Maintenance of custom-built aircraft
Each person performing an inspection or other work on an
aircraft certificated as a custom-built aircraft shall perform
the inspection and work in accordance with the applicable
maintenance provisions in the "Owner and Operator" manual
for the particular aircraft.
We question the necessity for this addition in view of FAR
43.13 and 43.15. However, if the Administrator feels compelled
to single our "custom-built" for special maintenance treatment
the following wording may be more meaningful to require some-
thing along the following line, "Each person performing the in-
spection required by FAR 91.196 (d) or other work on an aircraft
certificated as custom-built shall be guided by the standards
recommended by the manufacturer of the product and the infor-
mation contained in the Maintenance Manual for that particular
aircraft."
12. FAR 45.23(b)
4523 Display of Marks: general.
(b) When marks that include only the Roman capital let-
ter "N" and the registration number are displayed on a
limited or restricted category aircraft or an experimental or
provisional certificate, except a special flight permit, the
operator shall also display, near each entrance to the cabin or
cockpit, in letters not less than 2 inches nor more than 6
inches in height, the following, as applicable:
(1) For limited category - the word "LIMITED.)
(2) For restricted category - the word "RESTRICTED."
(3) For experimental classification - the word "EX-
PERIMENTAL."
(4) For provisional classification - the word "PRO-
VISIONAL."
(5) For exhibition and air racing classification - the
word "EXHIBITION."
(6) For market survey, sales demonstration, and cus-
tomer crew training classification - the word "MAR-
KET SURVEY."
(7) For research classification - the word "RE-
SEARCH."
(8) For custom-built classification - the word "CUS-
TOM BUILT."
We have no comment except to point out that if our suggestion
for item 5 was favorably considered it would require that 45.23(b)
(5) be changed.
13. FAR 91.42 No comment
14. FAR 91.44
91.44 Aircraft having exhibition and air racing, re-
search, custom-built, or market survey, sales demonstration
and customer crew training certificates.
(a) No person may operate an aircraft that has an ex-
hibition and air racing, research, custom-built, or market
survey, sales demonstration and customer crew training
special certificate -
(1) For other than a purpose for which the certificate
was issued;
(2) Carrying persons or property for compensation or
hire except for -
(i) Customer crew training in an aircraft having a
certificate for that purpose; and
(iil Providing flight crew and member training in a
research operation, and the carriage of persons, equip-
ment, or material necessary for the accomplishment of
a research operation, in an aircraft having a certificate
for that purpose;
(3) For the performance of acrobatics at an air show
or participation in a closed course air race unless within
the previous 25 hours' time in service, the aircraft has
been inspected in accordance with Appendix C of Part 43
of this chapter and been returned to service in accor-
dance with that Part;
(4) Except under VFR day only, unless otherwise
specifically authorized by the Administrator; and
(5) Without advising each person carried of the
special airworthiness status of the aircraft
(b) In addition to the limitations contained in paragraph
(a) of this section, no person may operate an aircraft that has
a custom-built certificate except in accordance with the re-
strictions and limitations contained in its "Owner and Ope-
rator" manual, and the placards required by this chapter.
Subsection 91.44(a) (2) (ii) should be modified to provide the
same exception for exhibition aircraft. The carrying of cameras,
special effects equipment, etc. and/or special crewmen that are
part of the movie, television or similar production should not be
considered as the carrying of persons or property for compensa-
tion or hire. Such carriage has not been considered "for hire" in
past years, but this rule might be interpreted as such the way it is
written.
91.44(a) (3) We object to this requirement as being unduly
restrictive, an economic burden and not justified from past oper-
ating history. We have searched the records to find a case where
an inspection conducted in accordance with Appendix D would
have prevented the malfunction or accident involved.
We do not question the wisdom of taking extra precautions to
assure reasonable safeguards for the viewing public. The fallacy
of requiring the inspection identified in Appendix D is that it is
an over kill and in reality the 100-hour inspection is subject to
much interpretation by the operating industry and lacks standard-
SPORT AVIATION 65
ization. Racing and most air shows are a seasonal event with tight
schedules. It is common practice to make major overhauls each
season or to program progressive heavy maintenance related to
the flight schedule.
Since this inspection is required to be conducted by a certifica-
ted agency it makes scheduling of shows and maintenance within
the 25-hour limitation impossible. This has a greater impact on
air show aircraft than on air racing mainly because of the number
of events per year. Some operators have air shows scheduled
every weekend with hundreds of miles between locations.
The only possible solution for most of the air show operators
would be to develop a portable maintenance facility and employ
full time maintenance personnel to follow the schedule. FAR 91.
163 places a responsibility on both the owner and operator to
maintain the aircraft in airworthy condition and FAR 91.29(b)
makes the pilot in command responsibile for determining whether
the aircraft is in condition for safe flight. If the Administrator
believes the above rules are weak, we suggest he consider re-
quiring the pilot to perform an inspection of the aircraft prior to
each air show. EAA is willing to work with FAA on the prepara-
tion of an inspection guide. In our opinion, the pilot of an air show
aircraft is in the best position to determine if the aircraft is air-
worthy to perform the act. Such inspection could be keyed to the
specific aircraft and its equipment.
91.44(a) (4) No comment
91.44(a) (5) The requirement for a placard warning the pas-
senger of the special airworthiness status of the aircraft should be
sufficient, Therefore, a verbal statement is unnecessary.
91.44(b) See our comment on item 8, 21.196(b) (3) (iv) and
(v). We suggest this section be reworded along the following
line: "(b) In addition to the limitations contained in paragraph
(a) of this section, no person may operate an aircraft classified
custom-built except in accordance with the restrictions and limita-
tions prescribed by the Administrator as part of the special air-
worthiness certificate."
15. FAR 91.161(c) No comment
16. FAR 91.169(d)
91.169 Inspections.
(a) Except as provided in paragraphs (c) and (d) of this
section no person may operate an aircraft unless, within the
preceding 12 calendar months, it has had -
(d) No person may operate an aircraft that has a custom-
built certificate unless within the preceeding 100 hours'
time in service or 12 calendar months, whichever provides
for the more recent inspection, that aircraft has had a 100-
The Jeri-Copter by John Hughett of Johnson City, Tennessee is an unusual variation of the more
common Bensen theme a tractor version of a one man gyro plane.
66 FEBRUARY 1975
hour inspection and been approved for return to service in
accordance with Part 43 of this chapter.
We see no justification present or future to require the same
frequency of inspection as that required for operations carrying
a person for hire. However, if the 100-hour inspection is to be the
criterion for extending the duration of the special airworthiness,
we suggest the wording "(d) No person may operate an aircraft
that has a custom-built classification unless within the preceding
12 calendar months it has had a 100-hour inspection and been
approved for return to service in accordance with Part 43 of this
chapter."
17. FAR 65.101(g) No comment
18. FAR 65.102
65.702 Repairman certificate (Custom-Built).
To be eligible for a repairman certificate (custom-built) a
person must -
(a) Be the builder of the aircraft to which the certificate
is applicable; and
(b) Show to the satisfaction of the Administrator, that he
is qualified to perform, maintenance, preventive mainten-
ance, rebuilding, alterations and 100 hours inspections on the
aircraft components and parts for which the certificate auth-
orizes such performance.
We do not agree with the whole concept of maintenance and
airmen proposed by this notice. However, if the Administrator
does not look with favor upon our proposal in the basic letter we
offer the following.
The repairman certificate should be available to anyone who
can show to the satisfaction of the Administrator that he is
qualified to perform the privileges of the certificate.
We do agree that the skills and techniques involved in
building an aircraft are the same ones required for proper
maintenance, Therefore, we agree the builder of an aircraft
should automatically be considered eligible to apply for the cer-
tificate.
We have thousands of amateur-built aircraft being main-
tained by the owner. In the past 23 years, non-builder/owners
have proven to be quite skilled and capable of performing main-
tenance and inspection operations of their aircraft. We there-
fore recommend 65.102(a) be changed to read "(a) Be the
builder or owner of the aircraft to which the certificate is appli-
cable." Our records indicate no problems in maintenance.
In connection with part 65 it appears some confusion may be
brought about legally by the language proposed for 43.7(g). Part
65 does not contain any authority or privilege for a repairman
custom-built.
(Photo by Dick Stouffer)
 HELP OUR TEAM GET OFF THE GROUHD.
Financially, that is.
We're confident that the four pilots
who will eventually represent the U.S.A.
in the first World Precision Flying
Championship can take on the best from
any country in the world. And come
out on top.
But first we have to get there.
And that's why we're asking for
your support. The world competition will
take place this August, in Gavle,
Sweden. And the National Pilots
Association and the National
Intercollegiate Flying Association have
accepted the responsibility for sponsoring
the official US Team.
This means raising money now to
defray travel expenses for the US Team
to and from Sweden and living costs
there. And organizing the funding for
regional Team try-outs all across America.
Matched in Sweden against dozens
of other countries, our Team will test its
talents in precise aircraft handling and
PRECISION precision navigation techniques every
pilot is taught but which few can do

FLIGHT
faultlessly. While there have been
hundreds of contests for parachute
jumpers, airplane racers, aerobats and
sailplaners, this is the first World
Precision Flying Championship of its

TEAM
kind ever, anywhere.
It's a wonderful way to show the
world that we're second to none when it
comes to pilot skill in light aircraft. And,
naturally, we hope you'll demonstrate
your support by sending a contribution.
Six regional contests during March
and April, 1975, are open to all qualified
pilots, and the top five finalists from each
will participate in the national fly-off in
Santa Fe, New Mexico, April 17-20. The
four-member US Team will come out of
that competition.
U.S. Precision Flight Team Fund To thank you for your support we'll
Suite 623. 806 15th Street, N.W. send you an official United States
Washington, D.C. 20005 Precision Flight Team decal. For a
D Here's my donation of D $5.00 or D $10.00 or D $____ Please send me the donation of $25 or over, you receive a
L'SPFT color decal. beautifully embroidered US Team patch
D Here's my donation of D $25 or more ($____). Please send me the USPFT embroi- as well. All contributions are fully
dered patch as well.
tax-deductible.
D I'd like to try out for the US Team. Please send me more information.
You can feel free to contribute
Name_ anything from $1 to $1000. And you can
even charge it on your personal credit
Street- card. Just fill in the coupon below and get
City/State- -Zip_ it in the mail to us as soon as possible.
D Check or M.O. enclosed; or
Since no agency of the Government
Q Charge to my credit card: is involved in any way, we have to rely on
D American Express PLEASE PRINT our friends to get our Team off the
D BankAmericard Acct. No.
ground and over there.
D Diners Club
D Master Charge
Make all checks payable to "National Aeronautic Association/US Team Fund" (The National
Pilots Association, sponsor of the US Team, is a division of the National Aeronautic Associa- This advertisement appears as a public
tion.) All contributions are fully tax-deductible, and will be promptly acknowledged. service to the aviation community.

SPORT AVIATION 67
I VINTAGE AND CLASSIC PLEASE REQUEST A REGISTRATION CARD FROM EAA.
J AERONCA CF-AKN J-3 (1946) M. W I. Smith RR 1, Richards Landing, Ont., Canada POR1 JO
" N-21023 Aeronca KCA-8 (1938) GeneO'Lague 3 Cottage Dr.. Watsonville, Calif. 95076 CF-OIK J-3 (1947) M. W. I. Smith RR 1. Richards Landing. Ont, Canada POR 1JO
N-36687 Aeronca Defender (1941) Charles B. Markham Rt. 1, Box 22, Country Estates, Amarillo, TX.79106 CF-KKQ J-3 (1947) Thomas Shaw 18 Durham St., Ajax, Ont.. Canada
N-36548 Aeronca 65-CA (1941) Jon J. Thompson 7503 Patterson Ave., Richmond, Va. 23229 N-109N J-4A Cub Coupe (1939) Michael A. Fish P.O. Box 411. Lemont. III. 60439
N-1209E Aeronca 7AC (1946) Joseph Karaty Box 102, Unionville, Mo. 63565 N-5869V L4-B (1942) Frederick N. Maire 3500 Granada Ave.. Apt. 356.
N-1338E Aeronca 7AC (1946) Roger Bacon 3243 S Magda Dr., Tucson. Ariz. 85730 Santa Clara. Calif. 95051
N-1418E Aeronca 7AC (1946) Robert N. Fitzwater 1036 Menlo Oaks Dr.. Menlo Park, Calif. 94025 N-33561 L-4J (1945) R.E.Townsend 1606 N. 3rd St., Garden City. KS. 67846
N-1882E Aeronca 7AC (1946) Richard W. Knutson 315 Portage St., Lodi. Wise. 53555 N-32686 J-5A (1940) Max L. Laribee 33 Harden Blvd., Camden, N.Y 13316
N-2098E Aeronca 7AC (1946) Robert G. McCoy, Sr. 509 Jefferson Ave., Cambridge. Ohio 43725 N-35028 J-5A (1941) GaryTowner 7452 So. Vance St.. Littleton. Colo. 80123
N-3019E Aeronca 7AC (1946) Henry Law/Warren Cone Glenmere Homesites Rd., Florida. N.Y 10921 N-35175 J-5A (1940) Ralph Blackstock 22 Murray Hill Dr., Charleston. S.C. 29407
N-3504E Aeronca 7AC (1947) Audrey L. Newsome Rt. 5, Mayfield, Ky. 42066 N-38048 J-5A (1941) R. K McGlothlin Andersen Rd.. Box 321. Milford, N.J. 08848
N-81600 Aeronca 7AC (1946) George Schlueter. Crescent Publishing Co., Hills, Minn. 56138 N-40713 J-5A (1941) Edward Ferber 4609 W. 96th Place, Oak Lawn, III. 60453
N-82309 Aeronca 7AC (1946) Hollis Hutchinson 58 Amherst Lane. Wappingers Falls, N.Y. 12590 N-4753H PA-11 (1948) David W. Hunt Revillo. S. Dak. 57259
N-82752 Aeronca 7AC (1947) Enor M. Jacobson, Jr. R. 2. Westby. Wis. 54667 N-4793M PA-11 Thor M. Herseth Tomahawk Resort, Lake Kabetogama,
N-83075 Aeronca 7AC (1946) Joe Szymanowicz 3202 W. 26 St., Erie, Pa. 16506 Ray, Minn. 56669
N-84077 Aeronca 7AC (1947) Louis J. Grabiec, Jr. 6960 Sy Road, Niagara Falls. N.Y 14304 N-54R PA-12 (1946) Steve Wilson 8392 Iron Gateway, Manassas. Va. 22110
N-84431 Aeronca 7AC (1946) Matt Miller 1098 Sharontown Dr., Stone Mtn.. Ga. 30083 N-4103M PA-12 (1946) Harry K. Mathews RD 1, Kempton, Pa. 19529
N-85366 Aeronca 7AC (1946) Garnett E. Tolbert 317 Smyser St.. York, Penn. 17404 N-7913H PA-12 (1946) Alvin J. Hubler, Jr. Bethlehem Pike, Spring House. Pa. 19477
N-8506B Aeronca 7AC (1946) naniel C. Brawley 304 Ramona Ave., Wenatchee, Wash 98801 N-5232H PA-16 (1949) Howard E. Law 125 Ohio Ave., Ft. Thomas, Ky. 41075
N-1127N Aeronca 7BCM (1947) Daniel F. Carson 209 Riverview Dr.. East. Great Falls. Mont. 59404 N-5714H PA-16 (1949) Thomas A-England. Jr. 103 Conestee Ave., Greenville. S.C 29605
N-2703C Aeronca 7BCM (1947) James W. Jensen 6985 S. Bedford Rd.. Hastings, Mich. 49058 N-285T PA-18 (1951) Verlyn L. Hagen 9700 Celig Dr., Shawnee Mission, KS. 66212
N-3584E Aeronca 7BCM Wesley M. Williams. Jr. RFD 1. LeRoy. KS. 66857 N-7370K PA-20 (1950) George L. Parsons Box 1. Ft. Mackenzie. Sheridan, Wyo. 82801
N-83633 Aeronca 7DC (1946) Melvin B. Hill 102 Ash St.. Danville, III. 61832 N-8546C PA-22 (1953) Herman M. Hellwig 20837 Hellwig Rd.. Box 300. R. 1, Utica. Ohio 43080
N-3360E Aeronca (1947) Robert Whitehead 3191 W. 975S, Fairmont, Ind. 46928
N-3706E Aeronca 11AC (1947) Harold L. Summers Box 191. Brookston. Indiana 47923 PORTER FIELD
N-3842E Aeronca 11AC (1947) Edward Scherfling 3965 Pueblo Dr.. Lorain. Ohio 44053 NC-17029 35-70 (1936) John P. Innes 3470 Coldwater Cn., Studio City. Calif. 91604
N-9199E Aeronca 11 AC (1946) John W. Berendt Rt. 3, Cannon Falls, Minn. 55009 N-37764 FP-65 (1941) Bruce A. Martin 147 So. Milton St., Smithville. Ohio 44677
N-22322 Aeronca Chief (1939) M. J. Schultz W178N8778 Queensway,
Menomonee Falls. Wis. 53051 RYAN
N-33845 Aeronca Chief (1941) Larry R. Hite Rt. 1. Piano. TX. 75074 N-46685 ST-3KR (1941) Bud A. Williams 2423 Cragmont St., Madison, Ind. 47250
CF-XNO PT-22 (1942) C. R "Gogi" Goguillot 953 Kirkmond Cr, Richmond.
ARROW SPORT B.C.. Canada, V7E, 1M7
N-9325 A-2 (1929) John H. Talmage 36 Sound Ave., Riverhead, N.Y. 11901
SPARTAN
BEECHCRAFT N-34SE 7W Executive (1940) George S. Mennen Round Top Road. Bernardsville, N.J. 07924
N-51969 Staggerwing D-17 (1944) Lane C. Leonard 20114 E. Damerel Dr., Covina. Calif. 91724 N-17605 7W Executive (1937) Donald E. Dickenson 1617 Dickenson Dr.. Santa Paula, Calif 93060
N-80024 Staggerwing D-17s (1943) D. R. Boice 930 Navajo St.. Farmington, N.M. 87401
N-71C Bonanza D-35 (1953) Barbara Kitchens Rt 1. Box 181A, Milner, Ga. 30257 STAR CAVALIER
N-607B Bonanza A-35 (1948) Albert A. Dormaier 512 Newton No. 206. Seattle. Wash. 98109 NC-14860 "A" (1928) Gary L. Hanson 4352 Nicollet Ave., So.. Minneapolis. Minn. 55409
N-3061V Bonanza 35 (1947) Maurice A. Scheirer 1410 E. Highland St., Allentown. Pa. 18103
N-8635A Bonanza A-35 (1949) Geoffrey M. Pickling 6163 Rolling Road Dr., Miami, Fla. 33156 STEARMAN
N-108P A75-N1 (1942) William E. Parent 4301 E. 78th St.. Minneapolis. Minn. 55420
BELLANCA N-1350M PT-17 (1942) Glenn G. Davis 111 So. Church St., Schenectady. N.Y. 12305
N-74346 Cruisair 14-13-2 (1947) Lawrence F. Anderson 11221 Mindora St., Los Alamitos, Calif. 90720 N-57041 PT-17 (1941) Joseph F. Atkinson 8329 Fair Oaks Blvd.. Carmichael, Calif. 95608
N-76846 Cruismaster 14-19-2 (1957) Charles E. Alley 910 N. Evergreen St., Burbank. Calif. 91505 N-57811 N2S-1 (1941) Richard I. Sears 103 Park Lane, Concord, Mass. 01742
N-60806 PT-13-D (1941) George R. Parsons 4901 Seminary Rd. 202, Alexandria, Va. 22311
BUCKER N-61496 N2-S3 (1943) Edward W. Brockman 14320 Joy Rd., Detroit, Mich. 48228
N-104A Jungman (1947) Robert L. Bowersox 1774 Kendall Ave., Camarillo, Calif 93010 N-63555 PT-17 (1946) Dick Boisvert 1801 W. 5th St.. Oxnard, Calif. 93030
N-63707 (1941) Jackson F. Reif 515 E. Juniper Lane, Mequon, Wis. 53092
CESSNA N-66557 (1943) Walter Edward Marks 1500 N.W. 182 St., Miami, Fla. 33169
N-1838N Cessna 120 (1946) Dean Kleeman West Point. Nebr. 68788 N-79535 (1942) John B. Ruhlin 2723 Ira Rd., Akron, Ohio 44313
N-77273 Cessna 120 (1946) E. A. McGuire 3710 Hull Rd.. Huron, Ohio 44839
N-1882V Cessna 140(1947) Richard S. Alien 20130 Thompson Rd., Los Gatos, Calif 95030 STINSON
N-3162N Cessna 140 (1947) Evelyn Bailey Shiprock, NM. 87420 N-16190 SR-S-B (1936) Ernest E. Fillmore 139 Spring St., Los Gatos, Calif. 95030
N-4042N Cessna 140 (1947) Robert G. Newman Rt. 4. Box 308. Wisconsin Rapids, Wis 54494 N-23705 HW75 (1939) George J. King Box 609, White Sulphur Springs. Montana 59645
N-4048N Cessna 140(1947) Brenton J. Bowen 2212 Reckeweg Rd., Ft. Wayne. Ind. 46804 N-9260H V-77 (1944) William Blair Archer 4409 S.W. 34th Terr.. Ft. Lauderdale. Fla. 33312
N-4214N Cessna 140 (1947) Everette R. Jackson 415 Third St., Stambaugh, Mich. 49964 N-60634 V-77 (1942) Carver Rudolph 280 Stanton Dr., Winston-Salem, N.C. 27106
N-9430A Cessna 140A (1949) Janet Knowles 1025 Darling St.. Ogden. Utah 84403 N-10453 L-5 Ronald L. Golay 2025 N. College C-234, Ft. Collins, Colo, 80521
N-81071 Cessna 140 (1946) George Wamser 46 Glenview Dr.. Decatur, III. 62521 N-259C 108 (1947) Pete Pishotta 636 Chatham, Addison. III. 60101
N-89382 Cessna 140(1946) Steve Scearce Rt. 6. 8B Sourwood Circle. Seneca. S.C. 29678 N-361C 108-2 (1948) D.L.Watford 2229 Fairview Rd., Gadsden, Ala. 35901
N-90136 Cessna 140 (1946) Wes Army 15 Rhodes St.. Millbury. Mass. 01527 N-8000K 108-2 (1947) Milbert Schott Box 413, Winona-Minn. 55987
N-1981C Cessna 170-B (1954) Wm. A. Schwinn 3758 Anioton Ct., Cincinnati. Ohio 45227 N-8083K 108-2 (1947) Thomas G. Munden 25142 Fourl Rd., Newhall, Calif. 91321
N-4190V Cessna 170(1948) Jim Weir 10682 Esmeraldas Dr., San Diego, Calif. 92124 N-8328K 108-1 (1945) Woody Woodward 4209 Elmer, No. Hollywood, Calif. 91602
N-4635C Cessna 170-B (1953) Ray B. Smith 1265 So. Maple No. 305, Ann Arbor, Mich. 48103 N-8788K 108-1 (1947) L. R. Trumpore 15 Morgantine Rd.. Roseland. N.J. 07068
N-8336A Cessna 170-B (1952) Oscar L Dingman P.O. Box 76. Troy Center, Wis. 53180 N-9405K 108-2 (1947) Elmer L. Williams 255 Fremont Way, Layton. Utah 84041
N-9951 A Cessna 170-A Alfred J Bowers 27 Florida Ave., Rochester, N.Y. 14616 N-40157 108 (1946) Paul D. Hill 1429 Cohassett, Lakewood, Ohio 44107
N-3037B Cessna 195B (1952) Gary M Jones P.O. Box 19342. Dallas. Texas 75219 N-97815 108-1 (1947) Gerald R. Kloostra 6995 Paddock Lane. Jackson. Mich. 49201
N-3463V Cessna 195 George Nelson Box 248, Sugarloaf, Pa. 18249 C-GCRL 108-3 (1948) U. Stoessinger Box 52, Thunder Bay, Ont.. Canada P7C 4V5
N-4394 Cessna 195B (1947) Edward C. Sawyer 3685 St. Gaudens Rd.. Miami, Fla. 33133
N-4745G Cessna 195 (1947) George C. Stevens Box 581, Leland, Mich. 49654
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JACKETS & BLAZERS

New EAA Jackets incur 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
M n/s s
(Above Items Postpaid) e 'zes On|y 36-5 Long

Note Orders for Jackets, Blazers and Jumpsuits described on these pages should be
sent to EAA Headquarters. Apparel will be snipped (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
These jumpsuits are tailored and fit beautifully no __ Custom Aircraft Building Tips, Vol. 1
__ Custom Aircraft Building Tips, Vol. 2
baggy look. __ Custom Aircraft Building Tips, Vol. 3
Custom Aircraft Building Tips, Vol. 4
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95
__ Custom Built Sport Aircraft
Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . $27.95 Handbook
Antique Airplane Pattern (Polyester Cotton Only) $27.95 __ Design, Vol. 1
Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95 __ Design, Vol. 2
__ Design, Vol. 3
__ Engine Operation, Carburetion,
SIZES Conversion
Men 36-50 Regular Ladies 6-20 Regular __ Engines, Vol. 1
Men 38-50 Long Ladies 8-20 Long __ Engines, Vol. 2
__ Engineering for the Custom Aircraft
Builder Hoffman
Note When specifying sizes for jumpsuits, indicate __ Metal Aircraft Building Techniques
height, weight and suit or dress size in addition to the above __ Modern Aircraft Covering Techniques
information (i.e., 40 Regular). __ Pilot Proficiency
__ Pilot Report & Flight Testing
(Above Items Postpaid) __ Service & Maintenance Manual
__ Sheet Metal, Volume 1
__ Sheet Metal, Volume 2
__ Sport Aircraft You Can Build
EAA Embroidered Jewelry __ Tips on Aircraft Fatigue
Cloth Patches __ Welding
Brooch - yellow gold sunburst
EAA - Small (cap size)......... $ .75 __ Wood, Volume 1
with EAA emblem ........... $6.80
EAA - Medium (3'/2" x 4Vi".. $1.95 __ Wood, Volume 2
Charm - on white gold plate or __ Wood Aircraft Building Techniques
EAA - Large (5" x 6") .......... $2.25 yellow gold plate........... $ 4.80
EAA Wings........................ $1.50
Earrings - regular.............. $ 9.80
Aircraft Builder.................. $1.75
Earrings - pierced, 75
Antique/Classic Division ..... $1.75
I.A.C. Division................... $1.95
post-type...................... $11.25
Wire type........................ $11.25
EAA Vinyl Decals Lapel PinATie Tac (blue
EAA Standard (round)......... $ .50 and gold)..................... $ 3.00 Add 30c postage first publication, 10c each
EAA Winged...................... $. 50 additional manual.
Lapel Pin/Tie Tac (white
Antique/Classic Division ..... $ .50 and gold) ..................... $ 3.25
I.A.C. Division................... $ .50 Tie Bar............................ $ 5.55
Other How to Build the Acro Sport ... $4.50
Metal Aircraft Placards........ $2.50 Plans C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30
Flight Bags (14" x 5" x 11'/2") $7.50 EAA Acro Sport................ $60.00 C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
Garment Bags (1 suiter)...... $2.25 Super Acro Sport Wing EAA Air Show and Fly-In Manual $2.80
EAA CAPS Drawings...................... $15.00 Golden Age of Air Racing ...... $2.80
Acro Sport Info Kit........... $ 4.00 Wings of Memory . . . . . . . . . . . . . $2.80
EAA (white mesh,
EAA BiPlane P-2................ $27.00 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
blue visor) ............. $3.50
Men's sizes . . . small, medium, large Pober Pixie . . . . . . . . . . . . . . $40.00 Flying Manual, 1 9 2 9 . . . . . . . . . . . . $2.30
x-large Farm Type Hangar............ $ 5.00 Flying & Glider Manual, 1932 ... $2.30
Ladies . . . one size, adjustable to fit all Flying Miscellany, 1929-33 . . . . . . $2.30
"Fun in the Sun" . . . . . . . . . $5.00 EAA Log Book for the Custom-Built
(sailor type small, medium, large, Airplane . . . . . . . . . . . . . . . . . . . . $1.30
x-large) EAA Sport Shirts
Knit pull over types with zipper at Theory of Wing Sections ....... $5.50
Skool . . . . . . . . . . . . . . . . . . . . $3.95
(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 A l l items this Section Postpaid)

Send check or money order to:

EXPERIMENTAL Al RCRAFT ASSOCIATION

P.O. Box 229 Hales Corners, Wisconsin 53130
SPORT AVIATION 71
 4mm
& MAHOGANY PLYWOOD *> *
+ > > Certified spar quality Spruce < < +
AN & NAS HARDWARE
Wing Kits, Fuselage Kits, Fuel T a n k s , C o v e r i n g Materials
ACROSPORT SKYBOLT PITTS SPl
ACRODUSTER KR1-KR2 VARIVIGGEN
COOT VP1-VP2 STOLP"V-STAR"
Kit and component prices on request. C A T A L O G |2.00

AEROBOND 2 1 7 8 (The best adhesive we know of) 9.50 qf.

ML360 Full 360 Channel
Art Air Aviation Comm Transceiver $630.00
850 East San Carlos Avenue San Carlos, California 94070
(415) 591-2229 days, or 355-8076 evenings

HATZ CB-1

ML200 NAV/Comm Transceiver

100 Channels Comm & 100
A new. light, straight wing, Channel NAV *$565.00
two-place, biplane.
Good performance on 85 H.P. 150 H.P
max. Landing at 45 M.P.H. 90 M.P.H.
cruise (with 100 H.P.).
Over 450 hours of flight testing.
Conventional tube, wood and fabric.
Complete plans, 24 sheets. $75.00.
Three-view and color photo $1.00.
Material kits available.
Write: DUDLEY KELLY FROM PLEASURE TO PLANS
Rt. 4, Versailles, Ky. 40383 Now you can build a Hatz CB-1.

OLC 30 OMNI/Localizer
OBS *$315.00
BothML200&OLC30 For $695.00
IF PRICE ISN'T A GOOD
ENOUGH REASON TO
BUY OUR RADIOS, THEN
RELIABILITY &
EXTENDED
WARRANTY SHOULD BE.
Our New Year's resolution? We want
everyone to fly our radios, so we're
offering them to you directly, at as low
a price as we've ever advertised. And
the reliability is so good, we're
offering a two year warranty.
Sport planes, gliders, racers,
balloons, experimentals whatever
TERRA is what flyers are turning to
after all, what could be better than
a reliable radio costing less than all
the others?
For more information on the complete Terra
Corporation line of communication and
navigational equipment, write to

VW POWERE STWSED FLT. TESTED

SIMPLY BUILT: Only one vertical and horizontal tail. DETAILED PLANS (70 sheets 11 X 17")
1 p.ece bent up alum. gear. Simple 3 bulkhead wood ,,'. W D I sneeis ,
fuselage with no metal fittings or cloth cover. No en- Z-Place VP-2 . . . . . . . . . . . . . . . . . . . . . . "*S3.UU
gine mount. Simple wing, plank spars, rib stack-sawed 1.Place VP-1 . . . . . . . . . . . . . . . . . . . . . . * 55.00 CORPORATION
from i' ply. VW engine requires little more than adding iiiu.tratprJ Rrnehurn 350 3520 PAN AMERICAN FREEWAY
prop and magneto. Evans VP highway tows without '""stratea Brocnure . . . . . . . . . . . . . . . . . J.au
trailer, and stores easily in garage. 57.00
*57.00 Outside U.S. U.S. ALBUQUERQUE, NEW MEXICO 87107
Evans Aircraft Box 744, La Jolla, Calif. 92037 \ (505) 345-5621 /

72 FEBRUARY 1975
 Plane Talk From A C About Reconditioning Spark Plug Firing Ends
A properly serviced A C Aircraft
Spark Plug can continue to give re-
liable performance. Some impor-
tant areas need close inspection and
correct handling to fully realize the
benefits from a reconditioned spark
plug. Here are some good tips to fol-
KIT AVIONICS
Build your own Audio Panel,
Marker Rcvr, Test Equip. & more.
FREE CATALOG
RST POB23233B San Dieqo, CA 92123
(714) 277-1917
SMYTH SIDEWINDER
1S69 EAA "OUTSTANDING DESIGN"
low when servicing the firing end of
aircraft spark plugs before electric
testing.
1. Keep record of the cylinder posi-
tion spark plugs were removed from
and note their general condition.
2. Degrease the lower two-thirds of
the spark plug, dry with compressed
air, and examine the firing end for
any obvious damage.
3. Clean the firing end of heavy
lead deposits with a vibrator cleaner.
4. Now, use abrasive blast equip-
ment to clean the ceramic tip of other
conductive deposits. You should then
be able to see any ceramic condition
that would be cause for rejection.
5. Examine the electrodes for the
amount of material remaining. If 50%
or more remains when compared to
a new spark plug, it is okay to con-
tinue the servicing operation.
6. Check the gap and if out of sug-
gested tolerance range, regap to the
manufacturer's recommendation.
7. Clean the spark plug shell
threads of foreign deposits using a
wire brush. It will then be ready for
applying an authorized thread lube or
anti-rust oil on the shell threads.
Other servicing operations for the
spark plug may be needed before
electric testingandreinstallation. The
firing end, however, is now ready for
another run after this seven-step
reconditioning process is completed.

NEW ELECTRIC AIRCRAFT INSTRUMENTS

AIRCRAFT ELECTRICAL
SYSTEM NOT REQUIRED

All new manufacture, low

High performance, all metal, two-place cost, lightweight instru-
sportplane. Designed with the amateur ments for homebuilts: 2%
builder in mind. Three-view, specs, sam- accuracy, dust and mois-
ple drawing, 15 page illustrated brochure ture proof, lighted, 2'/4"
$200. Good quality, easy to follow, step- and 3'/8" standard sizes.
by-step construction drawings $12500
Plans may be purchased in five - $25.00 Send for brochure and
packages if desired. price list.
JERRY SMYTH
Box 308, Huntington, Indiana 46750 L & M INDUSTRIES PO. Box 24522, San Jose, California 95154

COMPLETE HARDWARE
SUPPLIES
Aqua Glider Kingfisher
Eafcy Ace Mustang
Eaby Great Lakes Pazmany PL 1 & 2 P.per J-3 MutMer $ 9450 Carb Heat Muff 3500
ED-4
Ccot
Sidewinder
Starduster \ Muffler shroud
Tailp.pe
Tailpipe shroud
3350
1680
1020
Cabin Heat Muff
Taylorcraft Model 19
84hp.l50hp
3500

10950
Bakeng Duce Starlet Carb neat
PA-12 14 16 20.
Dyke Delta T-18 22 mul'ler 14750 shfoud 19 50
Fly Baby Turner T-40 PA-18 PA-105 thru
Cabin heal
shroud 21 50
Heath Bantam PA-150 muffler
Taylorcraft C65 B thru
Others in Process Aeronca 7AC MAC
BC12D 7200
exhaust sysl Pr 48 00 Heat shroud
Heal mu'l Ea 1740
assy 56 89
EVERYTHING IN HARDWARE Ercoupe 41$C mod Competition Aero-
system Pf 5900 batic Exhaust
SEND YOUR REQUIREMENTS
Carb heat muif 1950 System without
Cabm heat mu'f 1850 smoke fillings
SPENCER AIRCRAFT Luscombe Crossove pr 97 50
65 hp With smoke fillings -
INDUSTRIES Rear Crossover 3695 or 11950
8410 DALLAS SEATTLE, WA. 98108 200 hp with smoke
RH Stacit 2995
Pr 13950
l_H Stack ?995
Beech Exhaust system
Cab.n Heat
Lye 106-180 hp
shroud 3350 St ?14 OC
Luscombe 8A thru
TAYLOR MONOPLANE & 6E Pr

TAYLOR TITCH
Taylor Mono. The popular single-place
low wing, all wood, aerobatic model. 30
ENGINE MOUNTS
to 60 H.P. 100 mph. with 1300 c.c. VW J-3 . . . . . . . . . . . . . . . . . . . . . . . . . .
engine. Excellent plans, fully detailed.
$iu.OO. Taylor inch. A super single place Aeronca 7AC, 11 AC .......
low wing aerobatic tourer/racer. Simple T-Craft 65 hp models . . . . . . . .
to build wood construction for 40 to 95
H.P. engines. Superb plans for this su- T Craft 85 hp BC12D .....
perb airplane include full size rib sheets,
material list, and numerous advisory PA-11 90 hp ........
notes. $40.00. Send $3.00 for details, PA 15, PA-17 .........
brochures and colored photo of both air-
planes. Construction pictures, per set PA-18, 105. 135, 150
$2.50. These plans are obtainable only
from . . . Send for FREE parts catalog.
Mrs. John F. Taylor
25 Chesterfield Crescent WAG-AERO, INC.
Leigh on-Sea, Essex, England North Road - Lyons, Wisconsin 53148 - 414, 763-9588
SPORT AVIATION 73
 SWAGE-IT"
YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated:
ft H4". 12 for Jl; ijj-, 10 for $1 "SWAGE-IT"* TOOLS
" !/,", 20cea.; Hz". 2 5 c e a . #2 for K". %" & W
K". S O c e a . ; y,". 75c ea.
Nicopress Oval Sleeves $12.50
Stainless Steel Thimbles:
I AN 100 C3 %" & %") 8 f o r $ l ; #3 for W, %2", %t" and VV
AN 100-C4 (!/.") 6 for $1; Nicopress Oval Sleeves $27.50
AN 100-C5 (%,") 2 0 c e a .
AN 100-C6 (!;>") 30cea._____ Tightening bolts applies swaging pres-
sure. Will hold full rated strength of
Galvanized Cable MIL-W-1511A: cable. "trademark
7x7, V. He ft.; &". 14cft.;
719, %", 19cft.;^ 2 ", 21cft.; 13th Year Nationally Advertised
3
/,t". 25c ft.
S & F TOOL CO.
Send check or M.O. with order.
Calif, residents add 6% Sales Tax. = E-Box 1546 Costa Mesa, Calif. 92626
\ Orders postpaid in U.S.A.- Foreign Orders Add 10%.

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

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

aco 22 BIG SHEETS OF BEAUTIFULLY DRAWN

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

NOW AVAILABLE

ACRO SPORT PLANS Super Acro Sport

Wing Drawings $15.00

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

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

74 FEBRUARY 1975
 BUILD YOUR OWN AMPHIBIAN INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50
Includes *Oil changeover valve *0il Separator tank
'COOT
Two-Place
PITTS
*Sump fittings
SKYBOLT ACRO SPORT
Folding Wings *Fuel Tanks Smoke Tanks *Dyna Focal Ring Kits
Towable *Flop Tubes - Wine 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 150-18C and 10-360 200 HP
availatle $3.00 * Engine Mounts *Pilcl Tubes
Construction Photos $25.00 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

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

SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS

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

POBER PIXIE
MATERIAL ASSEMBLY KITS

WINNER OF OSHKOSH 1972

'OUTSTANDING NEW DESIGN1 AND
PL-4 'OUTSTANDING CONTRIBUTION TO
LOW COST FLYING
KITS INCLUDE:
Fuselage Material Kit Cockpit Accessories UNDER CONSTRUCTION AS A TRAINER FOR CANADIAN
Hardware Kits complete, Landing gear/prefabri- MINISTRY OF DEFENSE AIR CADET PROGRAM.
for wings, fuselage/ cated shock struts A SUPERBLY ENGINEERED DESIGN. SAFE AND EASY TO
landing gear, tail Tail assembly kit FLY ROOMY COCKPIT FULL IFR INSTRUMENT PANEL.
Pre-formed metal & Wing, turtledeck and
Aluminum parts stringer
Formed Fiberglass All Basic Accessories for 50 HP VW TO 100 HP CONTINENTAL
components completion of aircraft FOLDING WING - TOWABLE - ALL METAL - POP RIVETED
EASY TO BUILD - AEROBATIC - LARGE BAGGAGE SPACE
keep your (light proficiency lor less tuan $2 00/hour
All kits are packaged individually for assembly purchase.
DRAWINGS $80.00
Send for FREE illustrated brochure showing kits available. INTRODUCTORY PACKAGE
Plans and information packet available from EAA Head- CONSTRUCT. MANUAL $10.00
20 PAGE BROCHURE
quarters. WITH 45 PHOTOS, CUTAWAY. MATERIAL AND HARDWARE KITS
3-VIEWS. PERFORMANCE SOME PRE-FAB PARTS
WAG-AERO, INC. FLIGHT TESTS,
CONSTRUCTION AND ONE
FULL SIZE
AVAILABLE
PAZMANY AIRCRAFT CORP.
Box 181, North Road,Lyons, Wise. 53148 SAMPLE DRAWING $3.00 Box 80051S San Diego, Calif. 92138

SPORT AVIATION 75
 PLANS FOR ALL-WOOD FLY BABY
W AVAILABLE . . .
FOLDING-WING
SINGLE-STATER

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

Build Paul Poberezny's latest design, the VW powered

Pober Pixie. Features a very roomy cockpit, super short
HOMEBUILDERS
field performance, economical operation and is easy to
built. Plans consist of 15 big sheets drawn by Bill Blake New (Bede 4 Cowl)
who also did the widely acclaimed EAA Acro Sport plans. Tailwind, Cougar, Bushby I
& II, VJ-22, Loving's Love,
The Pixie is a very docile little'- sportsplane designed Smith Miniplane, T-18, PL-1,
for the pilot who wants an honest, inexpensive fun air- PL-2, Pitts, Starduster, Sky-
plane for weekend and sparetime flying. (
bolt and others.
Marcel Jurca MJ-77
Plans are only $40.00. Mail your check to: (P-51 % 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. \ down to cotter pins and all details. INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
AEROLITE 306* * CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
ONE SHOP ONE STOP
4130 TUBING KITS MADE UP TO THE SPECS OF STRIPPER, REPAINTING & RECOVERING SUPPLIES.
PACKAGE
AIRCRAFT YOU ARE BUILDING
Drag and Anti-drag wires with
fittings to your specs. POLY-FIBER AIRCRAFT COVERING PROCESS
V.W. Prop Flanges - Built by Butler SERVICE PROVEN, NON-BURNING
Full Machine Shop Facilities COMPLETE FABRIC COVERING SYSTEM USING
Modern facilities used for welded NEW MODERN MATERIALS
^components, fuselages, gears, etc.
Complete follow through
on your project. We are WRITE OR PHONE FOR CURRENT CATALOG AND STITS
a shop, not just a store! DISTRIBUTOR LIST
FAA Facility # 103-13
Quafjfy materials and Craftsman-
Patronizedby ParticiiltiHolders ship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.
STITS AIRCRAFT COATINGS
L. Jt. BVfJbEBl
POST OFFICE BOX 3084 S ^
RIVERSIDE, CALIFORNIA 92509'>
A.H. BUTLER, EAA 57353 PHONE 714-684-4280
R D 2, Box 174 BLAIRSTOWN, NJ. 07825
AC/201-362-6333
76 FEBRUARY 1975
 TAKE CARE WITH TEFLON
With the increasing use of Teflon, perhaps it is not
out of place to warn readers of certain dangers that can
arise in working with this material. The Aeronautical
Research Council says that when Teflon is heated above
400 degrees centigrade, highly toxic compounds are
evolved. Those working on this material are warned not
to smoke in the vicinity of machining operations which
might produce dust chips or particles of the material.
They are also advised to wash their hands after working
with the material and to examine their clothing for chips
or particles which might adhere to it.
Timely advice from Model Engineer and Chapter 13
"Dope Sheet".

SHEET METAL SHEARS

EAAer Peter Carr, 123 Aphrasia Street, Newtown,
Geelong 3220, Victoria, Australia sends along the fol-
lowing tip to homebuilders. A type of tinsnips are made
in Germany that are, in Peter's experience, superior to
any other he has tried. They feature offset cutting jaws
positioned so that one can cut completely through a 12
ft. x 4 ft. sheet without puckering the edges and without
cutting one's hand. They are made in West Germany by
Robin Solingen, Durchaufachere Nr. 4003. These shears
are not presently imported, Peter Carr says, because
there is no demand for them and that there is no demand
because no one knows about them. Only you can break
this circle!
Stan Andrews (EAA 70134) of Church Road, Green-
meadows, N. B., New Zealand built his Taylor Titch in
his spare bedroom and assembled it in his garage after
3 years and 10 months labor. It is powered by a 1600cc
VW, climbs 600 fpm and cruises at 95 kts. at 3200 rpm,
burning 3 Imperial gallons per hour. It stalls at 25 kts. in-
dicated. The VW is equipped with a 54" x 36" prop.
Empty weight is 463 pounds and all-up weight is 710
pounds. That's a Fletcher FU-24 in the background a
John Thorp design.

OWN ANY AIRCRAFT ! !

Now, every pilot, not just those with money to burncan

easily own the aircraft of his choice. No cash investment,
no monthly payments! Sound impossible? Definitely not. It
is being done more and more, every day, by thousands. Gen- FINISH
eral aviation is booming and so is the need for aircraft. New,
unique puichasing and operating methods give every average
pilot the chance to own the aircraft of his choice and make
good money at the same time. Tremendous tax advantages for
mm
every pilotnot just the ones in a "tax bracket". Get the facts
today by sending for this simple, brief, and proven system of
aircraft purchase, operation, and ownership. Provides all the
MT/QUE or
info you need to analyze the economics of any aircraft pur-
chase. Shows you step by step how to end up owning your
HOME-BUILT,
own plane for no cash down and no monthly payments. A prov-
en system in use by thousands. Send $3.50 (fully refundable)
to M. D. Wilier & Company, Box 3040E, Long Beach, Calif.
AIRPLANE with
90803

BUILD THE ALL-METAL T-18
SPECIFICATION & 3-VIEW . . .$3.00
Flight Proven
AIRCRAFTFMSHES
More than 90 standard colors
available for fabric or metal aircraft, plus custom
colors matched to your choice.
POLYURETHANE BUTYRATE NITRATE
ACRYLIC EPOXY ENAMELS PRIMERS
Contact Randolph Products Company,
for name of nearest distributor.
PLANS. . . .$150.00

THORP ENGINEERING CO. . PRODUCTS CO.

P. O. Box 516 Sun Valley, Calif. 91352 DEPT. S.A., CARLSTADT, N. J. 07072
Specialist in Aircraft Finishes
SPORT AVIATION 77

YOU ARE INVITED to send for a free, illustrated
To the brochure which explains how your book can be
published, promoted and marketed.
Whether your subject is fiction, non-fiction or
author poetry, scientific, scholarly, travel, memoirs, spe-
cialized (even controversial) this
handsome 52-page brochure will
in search ot
show you how to arrange for prompt
publication.
Unpublished authors, especially,
will find this booklet valuable and
a publisher informative. For your free copy, or
more information, write:
Vantage Press, Inc.. Dept. T-54
516 W. 34 St., New York, NY 10001
WALT FIESCE IN HIS U50 STEERMAN
LIGHT WEIGHT-WHOLE SYSTEM UNDER 16 LBS
. 26' LOW POROSITY, STEERABLE CONICAL
. STANDARD CATEGORY TESTED TO
5000 LB SHOCK LOAD
PARACHUTE SYSTEM MEASURES 16" WIDE,
12" DEEP, LESS THAN 3" THICK
120 DAY REPACK CYCLE
PADDED HARNESS
CONVENIENT CARRYING BAG AND
INSTRUCTION MANUAL INCLUDED
^B S 450.00 p p
siRonc f EniERpmsEs, me
617 328 9317 * 542 EAST SQUANTUM ST . NORTH QUINCY. MASS 02171
"THE PARACHUTE COMPANY WITH IMAGINATION"
78 FEBRUARY 1975
This is "Miss Cleveland", a completely new Formula 1
racer designed and built by Chapter 127 members, left
to right, Jack Dianiska (EAA 26198), Nick Stanich (EAA
7421) and George Larsen (EAA 29936). The trio previously
owned and crewed No. 99, which was flown for them on
the race circuit by Sal Lanese. Already licensed N-5003
and assigned race number 54 by PRPA, Miss Cleveland
will be finished in cream with green and gold trim, Art
Chester's old racing colors. Jack Dianiska is also historian
for Chapter 127 and writes an excellent monthly column
for their newsletter entitled "The Scatter Pylon" on air
racing, naturally.
B & F AIRCRAFT SUPPLY
World's Largest Stock of Aircraft Materials for Build-
ing or Rebuilding of Experimental, Amateur-Built,
Antiques, and Standard Category Aircraft. Schools,
Universities, Airport Shops and Homebuilders In-
quiries Invited. Catalog $1.00.
We Are Direct Mill Agents for Seamless 4130 Chrome-Moly
Tubing and Sell for Less than Your Local Warehouse. One
Foot or 10,000, Round, Square, Streamline.
DISTRIBUTORS AND DEALERS FOR THE FOLLOWING
NAME BRAND MATERIALS:
Van Pelt Corp. Tubing Champion Spark Plugs
Sawhill Tubular Products Turco Products
Summerill Tubing (Paint Strippers, Etch,
Tube Distributors, Inc. Cleaners, etc.)
Razorback Fabrics, Inc. Cooper Industries
Flightex Fabrics Acme-Newport Sheet (4130)
Ulster Linen Co. Schenuit Tires & Tubes
The G'idden Co. (Dopes) Thor Power Tools
Macwhyte Cables Aero Supply & Equip. (Plywood)
Flottorp Propellers Moule Products (Tail Wheels, etc.)
U.S. Plywood (Weldwood Glues)
Wisco Batteries
Behr-Monning
Stock items include: Sitko Spruce, Plywood, Glue, Nails, Aluminum
Sheet and Tubing, Trailing Edge, "Hat" Section Aluminum String-
ers, Bolts and Hardware, Cables, Pulleys, Streamline Wires, Slip
Covers, Fabric, Dopes and Thinners, Engines, Propellers, Acces-
sories, Tires and Tubes, Wheels and Brakes, Plexiglas, Fuel Tank
Hardware, Complete Line of Instruments, Hand ToolsSheet
Metal Tools, Welding Kits, Spraying Kits, Riveting Tools, etc.
ONE SOURCE SUPPLY FAST SERVICE LOWEST PRICES
B & F AIRCRAFT
SUPPLY
6141 W. 95th OAK LAWN, ILL. 60453
On Routes 12 & 20
"Since 1937"
Phone 422-3220
EAA Members 396 and 397 Area Code 312-422-3221
 4130 AIRCRAFT STEEL
Round tubing - square tubing - stream-
line tubing - bushing stocks - steel sheets
aluminum sheets,
.25c FOR PRICE SHEET
CLASSIC Al R
(813) 686-1285
723-S Saratoga Ave. Lakeland, Fla. 33801
BAKENG DUCE
Outstanding, roomy, two-place, basic
steel tube fuselage, wood wing. Simple
to build. Agile but yet docile.
Flaps, 75 to 125 hp. 100 to 150' take-off,
amazing climb. 35 to 120 m.p.h., cruise,
top 140.
Plans $45.00 Brochure $400
BAKENG AIRCRAFT
19025 92nd West
EDMONDS, WASHINGTON 98020
206/774-7846
CUSTOM GRAFTED WOOD KITS
A/C SPRUCE, PLYWOOD & SUPPLIES
Wood kits for most homebuilts with parts
cus, sanded, ready to assemble. Spar kits
with spars beveled and tapered. Acro
Sport milled wing kit $398.39.
TRIMCRAFT AERO
4839 Janet Rd. Sylvania, OH 43560
419-882-6943______Catalog 2Sc
ATTENTION
SKYBOLT - SPENCER AMPHIBIAN AND
SUPER STAROUSTfeR BUILDERS
310HP Lye. TIO-540-A2B Complete with
all accessories, turbo & wastegate.
134OTT, 340 STOH with new pistons,
rings valves & guides. Excellent.....
..................First $3595. Crated
180HP Lye IO-360-B1E Xlnt Compression.
Using No Oil when removed. Pickled.
...............................$2595.
Hartzell HC92ZK-8D Constant Speed
Prop from 180 Commanche, Recent
Overhaul ...................... 550.
160HP Lye. 0-320-A2D, Late Eng. Good
History ....................... 1695.
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 airp ane.
WIL NEUBERT
2901 E. Spring St., Long Beach, CA 90806
213/427-4703
ivan, ,
clede
STUDIOS
dT A Picture _
Worth A Thousand Dreams
A unique new concept in sport aircraft construction drawings combining the
precision detailing of a master perspective draftsman with the artistic presentation
of a graphic illustrator. This full color illustration is incredibly detailed and
drawn to perspective scale directly from the latest aircraft plans set. A worthy
addition to your den and a valuable visual aid to clarify construction details of
your aircraft project. Available now with highest quality color reproduction on
heavy weight coated matt white stock 18" x 24"
n PITTS S-IS CSTARDUSTER TOO "STEPHENS AKRO
Price including postage and sturdy mailing tube is $12 for one drawing. S22 for
two and $30 for the set of three. (Calif, residents add 6% t a x ) Remit check or
money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118
SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $5.00
Because of the tremendous response to our special "warehouse bargain price"
sale, this offer has been extended indefinitelyl Added to this SPECIAL are
SPORT AVIATION issues for 1972! Go through the following list, pick out any
12 issues and pay only $5.00 for them (instead of the usual $7.20). EAA is mak-
ing this offer to clear out badly needed storage space. Take advantage of this
offer while the issues last. This offer is for issues up to and including December.
1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less
than 12, of the years prior to 1973, sell for 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, May, June, August, September, October, November, December
1973 - July, August, September, October, November, December
1974 - January, February. March, May, June, July, Aug., Sept., Oct., Nov. and Dec.
1975 - January
8 BACK ISSUES OF AMERICAN AIRMAN 1956 - 61 (Not All Available)
were .50 each NOW ONLY 25c ppd.
Make check or money orders payable to
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
P. O. BOX 229
HALES CORNERS, WISCONSIN 53130
SPORT AVIATION 79
 NEED A & P RATING AIRCRAFT SPRUCE AND PLYWOOD
Guaranteed to pass written, oral, Practi- Spars, Stringers, Cap-Strips
cal. All Three Exams in 5 to 14 days. * Surfaced either two or tour sides.
Very Moderate Tuition. Examiner on Staff * Plywood and spruce in stock for
For Full Information Call or Write: immediate delivery.
FEDERAL EXAMS * Dynel Fabric
5602 N. Rockwell, Okla. City, OK 73008 Polyurethane Foam and
405/787-6183 Epoxy Resins for KR-1 Aircraft.
Western Division WICKS ORGAN COMPANY
4137 Donald Douglas Dr., Long Beach Apt. Madison County Highland. III. 62249
Long Beach, Calif. 90608 213/429-3315 618/654-2191 No Collect Calls, Please

BUILD 18 IN. BAND SAW FROM KIT

BABY "LAKES" THE PERFECT GIFT Precision crowned aluminum wheels,
PERFORMANCE-AEHOBATICS-ECONOMY. Beautiful, Mahogany Propeller Clocks ball bearing drive and blade guides.
Send $3 for cutaway drawing and reports Plans $65. ALSO KITS for 12 in. Band Saw. 10

r
Complies with NASAD "AA" quality standards. "New" in. Tilt Arbor Saw, 6x48 Belt Sander,
distributor for Great Lakes sport trainers and certified Wood Shaper, Comb. Drill Press Lathe
parts Send for details. Four feet long. One year warranty on bat- Kits from $23.99 to $69.99.
BARNEY OLOFIELO AIRCRAFT CO. tery operated movement. Battery not incl. Send $2.00 each for Ptans or 25c for
catalog.
BOX 5974, DEPT B. CLEVELAND OHIO 44101 $89.95 postage paid in U. S. and Canada.
GILLIOM MFG. CO. Dept. SA 1,
M. Steinhilber, Box 441, Shellbrook, Sask. St. Charles, MO 63301
Canada

Forced to Sell
One & Only
HAWKER II
A Pleasure
to Fly
See 1st Finished. ART CHARD, Bronson, Mich.
January 1975 BUILD THE LITTLE D-8 SAILPLANE:
"Sport Aviation" * All Metal
VAN'S RV-3
* Easy to build for beginner and 1973 & 1974 EAA Flight Efficiency Winner
Will Contribute veterans alike
10% to EAA. * Plans only $39.00 The total performance homebuilt, Tops
* Brochure $1.00 195 mph on 125 hp. Lands 48 mph. STOL.
HAWKS HAVEN Aerobatic. Aluminum structure. Easy to
AIRSTRIP PACIFIC AIRCRAFT build and fly. 85 - 150 hp. Parts Avail-
New Auburn Wis. P. O. Box 2191 able.
54757 La Jolla, California 92037
Brochure $2.00 Plans $75.00
VAN'S AIRCRAFT
22730 S. W. Francis, Beaverton, OR 97005

HAMBURGER-VS-AN HARDWARE
Assortment of AN Hardware:
Bolts, Nuts, Washers, Pins, Nut
Plates, PK's, etc. (all popular sizes).
At a fraction of original cost. 10 lb.
box only $15.00 Save on 25 lb. or
more $1.00/lb. Post Paid. Now
FIRST IN SPRUCE that's cheaper than hamburger men
Second to none in building supplies of all kinds including spruce kits, steel tubing (ms) and hamburger doesn't come
kits, covering materials, instruments, accessories and hardware.
KILN DRIED SPRUCE TO SPEC. S-6073
post paid-
Finished spars, stringers, capstrip All sizes available SHEAFFER SUPPLY
2/4" X 6" lengths 10-14' $1.65 lin. ft. _________ 325 Rt. 46-3
AEROLITE* HUGHES FPL-16A Rockaway, NJ 07866
Wood Glue Epoxy Wood Glue
1 lb. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00
5 lb. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90
8 lb. Kit 15.05 DON'T BUILD AN 'ORDINARY' AIRPLANE
* Trademark of Ciba Co. Ltd. F. 0. B. Fullerton, Calif. UNTIL YOU'VE SEEN
HOW A VARIVIGGEN FLYS!
MAKE BUILDING EASY photo by Don Dwiggins
MATERIAL KITS FOR EXCEPTIONAL DESIGNS "Outstanding New
KR-1 KR-2 ACRO SPORT Design" j
Spruce Kit $145.00 $175.00 Spar Kit $137.50 Oshkosh '74 .f^L I
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 Extremely Maneuver
yet super-safe
PAZMANY PL-4 Stall/spin-proof, superior
Write for detailed listings approved by the designer of this award-winning aircraft. utility, 2-place
AIRCRAFT PLYWOOD Fiberglass & machined
parts available
4 ' x 8 ' sheets to Spec. MIL-P-6070 Prices per Sq. Ft. Technical Report
Mahogany Birch (25 pages & photo)
Thickness g0o 450 M* 49* $10.00 (airmail)
1/32" 3 ply 1.31 (poplar) Complete detailed Plans
1 /16" 3 ply 1.01 1.70 1.0* 1.76 & Tech. Report
3/32" 3 ply 1.07 1.85 1.12 1J1 $53.00 (airmail)
1/8" 3 ply 1.16 1.91 1.18 1.86 R/C, U-Control Model
3/16" 3 ply 1.23 1.93 1.26 2.18 Plans & photos for scale
3/16" 5 ply 1.37 2.63 1.39 2.38 $7.95
1/4" 5 ply 1.47 2.67 1.49 2.59 Model plans only $4.75 ___ _ _
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available. send SASE for free" catalog;
NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00 *^Ci"''

(Applicable to $25.00 Purchase) ' " is&ec-*'*'*" - AA. Category

.;.-MrcARptYN R UTAH
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551 Box 558, ,i-...-s-Mojave, Ca. 93501 *

80 FEBRUARY 1975
 CALENDAR OF EVENTS
Items to appear in Calendar of Events in SPORT AVIA-
TION must be in EAA Headquarters office by the 5th of
the month preceding publication date.
JULY 25-31 FOND DU LAC, WISCONSIN 10th Annual EAA/IAC
International Aerobatic Championships. Sponsored by Interna-
tional Aerobatic Club. Practice Days July 25. 26. 27. Contest Days
July 28. 29, 30. Rain Date July 31. Contact Sam Huntington.
Contest Chairman. Avery Road. Shady Side. Md. 20867

MARCH 28 - 30 MANSFIELD. OHIO Midwestern Symposium on JULY 29 - AUGUST 4 OSHKOSH, WISCONSIN 23rd Annual EAA
Soaring Technology. Contact: Midwestern Symposium, c/o Amtech EAA International Fly-In Convention.
Services. RD 8, Box 359. Mansfield. Ohio 44904.
AUGUST 24 WEEDSPORT, NEW YORK Air Show and Fly-In Break-
APRIL 3-6 APPLE VALLEY. CALIFORNIA 1st Annual 49er Gold fast sponsored by EAA Chapter 486 Whitfords Airport. Contact
Cup Aerobatic Contest sponsored by IAC Chapter 49. Four category Dick Forger. 204 Woodspath Rd., Liverpool. N. Y. 13088.
contest. Apple Valley Resort Airport (80 miles NE of Los Angeles).
Contact Jim Rossi. 18558 Mayall St., Northridge. California 91324, SEPTEMBER 19-21 KERRVILLE. TEXAS Southwest Regional
(213) 886-7297. Fly-In. Contact Bill Haskell. Box 1235, Kerrville, Texas 78028. (512)
995-2791
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. SPORT AVIATION SUPPLY
MAY 3-4 CORONA. CALIFORNIA Southern California Regional EAA We Carry A Complete Line Of
Fly-In sponsored by EAA Chapters 7. 11, 92 and 494. For informa- HOMEBUILT MATERIALS
tion contact Joel Confair, 9661 Rocky Mountain Dr., Huntington
Beach. California 92646 4130 Tubing Sheet Steel Rods Aluminum
Sheets Angles Flats Tubing Aircraft and
MAY 23-26 WATSONVILLE, CALIFORNIA 11th Annual West Coast Marine Plywoods Hardware Dopes Fabrics
Antique Aircraft Fly-In. Antique. Vintage, Classic and Amateur- Props Gerdes Wheels & Brakes Tires & Tubes
Built aircraft. Static displays, flying events, air show, trophies. Fri-
day and Saturday night get-acquainted parties Sunday Awards We Specialize In The Smyth
Banquet. Contact: W. B. Richards, 2490 Greer Rd.. Palo Alto, Calif. "SIDEWINDER"
94303.
(Nine Different Kits)
JUNE 15 WEEDSPORT, NEW YORK 2nd Antique-Classic and Home- SEND FOR COMPLETE CATALOG $1.00
built Fly-In/Pancake Breakfast. Trophies. Sponsored by EAA Chap-
ter 486. Whitfords Airport. Contact Dick Forger, 204 Woodspath Rd., FLIGHT LINE AIRCRAFT SUPPLY
Liverpool, N. Y. 13088.
1201 West 37th Ave., U. S. 6
HOBART, INDIANA 46342

/ \\

join the
EAA

ANTIQUE STEARMAN!
CLASSIC
DIVISION Stearman C-3R! One of the great airplanes of the past you'll read about each month in THE VIN-
TAGE AIRPLANE . one of the great old airplanes you'll see in action at Oshkosh and other
* * * * * * * * * * * fly-ins around the country this summer. Get in on the fun. |0in EAA's Antique/Classic Division
READ THE Membership is open to any EAA member 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
VINTAGE 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.
AIRPLANE Join today. Make your checks payable to:
EVERY MONTH
EAA ANTIQUE/CLASSIC DIVISION
BOX 229
HALES CORNERS, WISCONSIN 53130

SPORT AVIATION 81
 D. S. K. AIRCRAFT CORP.
11031 Glenoaks B o u l e v a r d _ _ _ R
Pacoima, California 91331j^--"' **J&
SITKA SPRUCE MIL-S-6073
All sizes available up to 2"xl2"x25r long.
3
/V'x6"x8' -finished 2 sides $1.30 lineal ft. Fuel Flowmeter
3
3
,4"x6"xl4'-finished 2 sides $1.45 lineal ft.
/i"x6"x20'-finished 2 sides $1.60 lineal ft. and Totalizer
AN-HARDWARE Edrl ShariH used a FloScan 1
Aircraft & Marine PlywoodAlum. Tubing GPH Meter and Totalizer
in his Mooney Mark 20
when setting a new F A I
Class C1B non stop flight
n-cord of 1218 miles from
Victoria, B.C. to Tiajuiina.
Mexico. He used 46 yal.
the Totalizer read 47!
W r i t e or call for more
information to:
AIR SKIMMER Write ug. We'll send details
Performance so intriguing the U. S. Navy
purchased these plans and the proto-
type! Folding wings-Cont. or VW, 60-90HP FloScan Instrument Co., Inc.
The orginal plans by the design engineer. 3016 N.E. Blakely St., Seattle. Wa 98105
Telephone (206) 524-6625
Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear. READ THE CLASSIFIED ADS
IC1- Q! A W J C 180 Carmelo Drive (E)
Jtl rUAN> CARMICHAEL CA 95608
PLANS NOW AVAILABLE SOUTH FLORIDA
VJ-22 Homebuilders Supplies, 4130 Sheet and
"Sportsman" Tubing. All sizes, any length.
Solve Your Metal Cutting Amphibian
Problems 70 aircraft No minimum charge
now flying
Homebuilt 80-Inch Bandsaw Distributor for all STITS Products.
Build it in a few evenings AN Hardware, Etc.
for about $60 using mater- KNAPP AVIATION
ials you can buy at the P. 0. Box 764, Miami, Fla. 33148
VJ-11
lumberyard and hardware "Solo" Ham 305/888-6322____________305/887-9186
Glider
store. It also has a high Easy to build
biplane glider
speed that zips through World's first 3
wood. control hang
glider
Plans and step-by-step in- Brochure
$2.00
structions $6.00 - check or
money order.
HOMEBILT TOOL COMPANY SAL 2/3 Mustang Miniature Fighter
Box 2136, West Lafayette, IN 47906 Plans - $150.00 Brochure - $4.00
S-14 High Wing All wood STOL
Plans - $50.00 Brochure - $3.00
Also available F-9, F-10, F-ll & F-12 bro-
CUSTOM BINDERS chures $3.00. Add $1.00 extra for Airmail,
Now you can keep all of your issues of VJ-34 5UNFUN
Kits for above will be available. Let us
SPORT AVIATION together and in perfect Fully Controllable know your needs.
ll M.I.I E.c.ot Fabric
condition for easy reference. Designed Ealy Ta Build A 8, B SALES
in beautiful royal blue vinyl with gold Broehuti 12.00 36 Airport Road
letters, each binder has metal spines for Edmonton, Alberta, Canada
holding twelve issues of SPORT AVIATION 403/453-1441
or EAA "how to" publications. Copies VOLMER AIRCRAFT
may be easily inserted or removed. Box 3222 Dipt. E GLENOALE, CA t12.11 213/2474711

$4.25 EACH OR 3 FOR $11.95

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

"OSPREY 1" FLYING BOAT

NEW BIPLANE FROM WICHITA Wood Construction Folding Wings
60 to 100 H.P. Stores in Garage
250 ft. Takeoff
Easy to Fly Photo Brochure $3
Complete Plans $65
GEORGE PEREIRA, DESIGNER/BUILDER
OSPREY AIRCRAFT
3741 El Ricon, Dept. SA48
Sacramento, Calif. 95825

Interested in Gyro-coptors? Step up to the

WICHAWK-BUILD YOUR OWN. Can be built
2 place side by side. 2 place tandem or 3
place. 3 view drawings with complete specifi-
cations and performance data, assembly and
weight and balance information with list of
drawings *5.0O. Javelin Aircraft Co. Inc.,
9175 Ett Douglas, Wichita, Kins 67207
NA/AD
Wichawk has now bn granted ClaM
AA approval by the National Association
of Sport Aircraft Designers.
real one. The all-aluminum Boomerang
uses 65 to 180 hp engines. So rugged
it makes a great 2-place dune buggy. SPORT AVIATION SUPPLY LIMITED
Costs no more to build than the little 1104 Cambie Rd., Richmond Vancouver,
ones. Forget the hard to get high octane B. C., Canada V6X 1L2 604/273-8501
gas and the special strips. Take off from
and land on almost any terrain and even CERTIFIED AIRCRAFT BIRCH PLYWOOD
use car gas in most engines. 1 airframe In stock in thicknesses from .6mm 3-ply
for one - or two - place construction, thru 6.0 mm 5 ply. Various size sheets.
ideal for wide range of engines; so adapt- AIRCRAFT SITKA SPRUCE (MIL 6070S)
able that almost any body can be used. Some Spar quality in 3/i"x53/i" dressed
Shown above, the BOOMERANG I, with both sides. Regular grade and some
a Jerry Barnett body. Kits start at $295.00.
Send $5.00 for information package,
$35.00 for complete one or two place
other sizes stocked.
Prices change too rapidly to publish.
plans, to Please write for free quarterly catalog.
COMPLETE STOCK
ROTORMASTER AIRCRAFT OF HOMEBUILDERS SUPPLIES,
2176 Hancock San Diego, Calif. 92110 AN, BALSA, AEROLITE GLUE

82 JANUARY 1975
CORVAIR HI PERFORMANCE EQUIPMENT
ULTRA-COOLER OIL PM ftOCIER COVER NCKED J
COVE* IRIATHIRJ, ALUI. ROZE VALVE GUIDES* |
IUPEI-FIO* 4 P R O - F L O * OIL PUMP KIT! HEAT I
TREATED. FLAME HEAD HUTS QUICK SHIFT (IT 116 S
IOKE HEAD GASKETS CATALOG FREE I ORDER FOR I
H.P. lOOK.How u HolrodCORVAIR ERGIIES H.M P. PD. I
ELECTRONIC TONG EQJIPCTEWT
t^uari/ tu.tiruUrJ pruning tinier renjt J.-* number and
lime 10 I/I.000 of a second Tor each competitor wuh
ONI Y UVOOi'l'KA IORS. In use four years Kent
for $100 per day. plus shippin,, and insurance costs
l:or

FOR REVISED '74 CATALOG ELECTflOMC TWIWG EQUZPTIEWT

SEKD tl.N
BOX 3212 It SO. EL MONTE. CA 91733
,. A > SV( 11X122

Aerobatic
AIRCRAFT
CERTIFIED
P
1/32"
1/16"
L Y
A I R C R A F T
W
$8.40 3/32" $1360 3/16" $19.80
9.20 1/8" 15.00 1/4" 25.20
O
BIRCH
O D Adventure
with proven products from
FOB per 4x4' sheet. 20 or more 10%. Christen Industries
WELDING OUTFITS Cut in half, or smaller for prepaid parcel
post and faster service.
VIOLETTE PLYWOOD CORP.
P. 0. Box 141X LUNENBURG, MASS.

HIVETS BEST ORictS

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T3 .016 by 48" wide $2.15 per running foot
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T3 025 by 48" wide $2.75 per running foot
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V-8 flight goggles
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COMPLETE READY FOR INSTALLATION
Add $3 cutting charge for less than 5 ft. On 289-302-351-400 CID. Ford V-8. Now vision and
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Fighter Replicas. Designed for installa-
BRAND NEW SHEET FASTENERS ! ! tion of constant speed propeller. Custom open cockpit
3/32" or 1/8" 37c each - 36c each in engine building available. For illustrated
lots of 50 - 35c each in lots of 100. brochure, specs, price list, send $5.00. aerobatic flying
Sheet Holder Pliers used $2.75 pair.
NOTICE
RIVETS (GOOD AIRCRAFT)
Lot #1 Mostly 3/32 mixed 95c per pound DEVELOPING TWO NEW ENGINES Write for free technical brochures
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Quality products for sport aviation
SPORT AVIATION 83
 LETTERS . . .
(Continued from Page 5)
Sirs:
May I report that I am beginning the construc-
tion of a Cavalier SA 102.5.
Thanks for the encouragement which has
prompted my lifelong ambition finally to take
the shape of wing ribs and fuselage stringers.
For 40 years the idea has lain dormant, but now
there is germination, life and growth. I must
also credit the EAA Chapter 289 at Sioux
Falls, S. Dak. for a major part in the thrust
to get going through their fellowship, example
and encouragement.
As I read SPORT AVIATION'S most recent
issue with the narrative of Sam Burgess's tour
around the 48 states in the Acro Sport, an idea
came to me: Might not the EAA prepare a
special log book, a decal for one's plane, a
patch for one's flight jacket, and a suitably
designed trophy to encourage others to com-
plete a similar tour? Building a plane is but
half of the game; the other half is to use that
plane in challenging flying. Such an objective
would add spice to our sport. And the trophies
would be great things to award at EAA ban-
quets!
A trophy for this particular goal might have
a 49th leaf to add for those who also flew to
Alaska, and a 50th for those who might have
the wherewithal to ship their creation to
Hawaii and circle Mauna Loa. Perhaps halfway
trophies might be awarded to those who made
a circuit of either eastern U.S., or the western
half.
Other objectives might be to tour the Cana-
dian Provinces, and to tour the Central Ameri-
can nations if the red tape wouldn't be too pro-
hibitive. Some might even be prompted to make
a circuit of South America.
Rules could be simple: To accomplish the tour
in a homebuilt plane of one's own manufacture,
and to get a signature from an airport official
in the state or nation of the circuit. Perhaps
space could be left in the log book for a pic-
ture of the plane in front of the airport ter-
minal at erch official stop. No special se-
quence would be required, nor would a time
limit be set for its completion lest excessive
risks be encouraged.
You have several years to reflect on this idea
while I busy myself with my Cavalier's con-
struction. Hope there are some trophies to
work for when I fly off my required hours!
Sincerely,
Pastor John N. Olson (EAA 61514)
Box 465
Wessington Springs, S. Dak.
Dear Dave Scott:
Thank you very much for your EAA 80 Octane
Survey. It is very helpful to me since I already
had my own private Boycott going on.
I no longer buy anything made by Phillips
Petroleum. They were the ones who supplied
my aviation gas. Since they no longer make 80
octane they don't have anything to sell me.
When my present supply of Shell oil is used
up there will be no more of their products
used.
I no longer buy Mobil anything because they
HAVE 80 octane but they WON'T sell it to me. As
absurd as that sounds it is true. They told me I
would have to fill out an allocation form and
get it approved which I did. Then they said it
was too far for them to deliver it. I said I
would be glad to bring my barrel up and get it
filled. That is when they said they couldn't do
that because I was out of their district. So I fly
45 miles to an airport they serve to get my gas
and that manager tells me he wishes they
would sell it to me because he is having to in-
stall another under ground tank because they
are forcing more on him than he can sell be-
cause that is what his allotment calls for.
84 FEBRUARY 1975
It is interesting to note that I can get all the
Shell 100 I want delivered to my door with no
allocation form. But I will not burn 100 octane
in my plane.
What surprises me is the number of people
who don't realize they are damaging their en-
gines by using 100 octane.
In answer to Paul's Homebuilders Corner, I,
too, know of a case of stuck valves from using
100 octane.
I wrote Congressman Barry M. Goldwater, Jr.
explaining how most of the planes he saw at
Oshkosh used 80 octane and why we needed
80 octane worse than we needed the ELTs that
Congress voted for us. I got a very favorable
reply from him stating that he had been working
on this. If he and some of the other represen-
tatives would receive about 45,000 letters on
this it would give them more to work with.
Another way we might get some attention is
next July when Internal Revenue sends us the
airport and airways use tax form is to send it
back marked aircraft no longer being flown due
to lack of 80 octane fuel.
Sincerely,
Gerald R. Nichols (EAA 74023)
R. 1
Lockridge, Iowa 52635
Dear Paul:
Words cannot express my admiration and
appreciation for the magnificent job you and
your people did at Oshkosh this year. The EAA
Convention was truly the best aviation show I
have ever attended. The thing that impressed
me was the extreme courtesy on the part of
everyone. It felt good in these times of stress
to once again find people that still have feelings
for the other fellow. The countless number of
times that EAA officials and other people were
observed helping someone out and being just
plain friendly. After being in the aviation scene
for over 35 years I still am impressed by the
"magnificent men and their flying machines."
I am looking forward to next year and hope to
be there then.
Sincerely,
Bob Meeker EAA 81128
1052 Roberta Rd.
Schenectady, N.Y. 12303
Dear Paul:
I would like to caution my fellow EAA mem-
bers that Mr. Bernd Bartusch (EAA 85367), P.O.
Box 49, 8354 - Metten, West Germany now has
my plans for various scaled down replicas of
World War II aircraft including the 3/4 Messer-
schmitt Bf. 109B/C and the 4/10 scale Junkers
Jn.52 but does not have design rights to
them.
Best regards,
Herbert Schuntzel (EAA 26137)
c/o Fliegerschule Strobenreuther
8585 Speichersdorf
P.O. Box 47, West Germany
Dear Mrs. Cox:
It took a while but I finally got around to
starting my contributions to the Century Club.
I joined EAA in 1968 while visiting the museum
for the first time. I was so impressed by the dis-
plays and cleanliness that I had to join. Now I
would like to play a small part in keeping the
museum going and growing so others can see it
in the future.
Due to military commitments I have never
been able to attend the Rockford or Oshkosh
get-togethers but I retire next summer and don't
intend to miss any more after that.
Thanks and keep up the good work there at
Headquarters!
Warmly,
Major John E. McMahon
PSC 4 Box 17407
APO San Francisco, Calif. 96274
Dear Paul:
My contribution to the November issue re-
garding aerobatic restrictions in early Stardust-
erToo has apparently caused some confusion. I
would like therefore to clarify and expand on
this statement.
1 - This aerobatic caution was nothing new.
The Starduster Too was originally built as a non-
aerobatic sport biplane. Lou Stolp has never
been an aerobatic enthusiast, and, even today,
with revised plans, will not claim aerobatic
capability for the Starduster Too. I heard him
address a Forum full of people at Oshkosh in
1972, and caution the people there against per-
forming aerobatics in the Starduster Too, even
though built to the latest plans.
2 -When the plans were revised in 1969,
the dates on the original drawings were not
changed. To determine if you have the latest
drawings, check the front page and the horizont-
al tail drawing. The front page should contain
a summary of a stress analysis by William West,
which gives 6 "G" limit loads for the Starduster
Too. The tail drawing will show a three point
suspension, two bolts in front, and one in the
rear. Also four wires on top, and four struts be-
low.
3 - The weak point in the original Starduster
was in the tail structure. The revised drawings
show a completely redesigned tail with larger
andstrongerstructural members as well as addi-
tional brace points. Aerobatics with the original
tail are likely to deform the structure, some-
times enough to make the airplane very difficult
to control.
4 - It is my personal and professional opinion
that aerobatics in the Starduster Too are safe,
so long as 6 G limit load restriction is observed,
at a gross weight not exceeding 1704 Ibs. If
aerobatics at a higher gross weight are to be
performed, then a new limit load must be cal-
culated, as follows:
1704
x 6 = New Limit Load
GROSS WT
I hope the above information will be useful
and agreeable to any Starduster Too owners
who may be concerned about the original state-
ment.
Jim Osborne, President
Stolp Starduster Corp.
4301 Twining
Flabob Airport
Riverside, Calif. 92509
Cassutt HIM built by Robert H.
Myers (EAA 37301), 131 North Main
St., Columbiana, Ohio 44408. Pow-
ered by a Continental 0-200.

Classified Ads
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CLASSIFIED ADVERTISING RATE: Regular type per word 30c Bold lace type: per word
35c ALL CAPS: per word 40c (Minimum charge $500) (Rate covers one insertion one
issue) CLASSIFIED DISPLAY: $22 00 per inch (2'
CASH WITH ORDER
Address advertising correspondence to
Box 229. Hales Corners Wisconsin 53130
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE
Aircraft
CLIPPED WING CUB Famous Reed con-
version Manuals, drawings, copyright
authorization. Kit includes spar plates and
heavy duty strut ends. $50.00. Wag Aero.
Box 18, Lyons. Wisconsin 53148
MAULE M-5 Family-Utility-Sport flying all
with one. fast, responsive, STOL-SAFE air-
craft. Demonstrations arranged. "Sales and
service since 1964". (Dick Robinson, Dis-
tributor) Contact Ed Hay (EAA 43260) Mid-
America Maule. Sales Division. 1008 N. Van
Buren, Topeka, Kansas 66608. 913/235-6829
ANDERSON-GREENWOOD AG-14 Antique
classic, S/N-4, N3903K. first flight Jan. 53
eng. C90-12FP, TT eng and aircraft 750
hours. Shown at Oshkosh '73 and 74 EAA
Fly-In. Excellent flying condition, Missis-
sippi State University Bid File 74-962, Box
5307. Mississippi State. Mississippi 39762.
VOLMER SPORTSMAN Canadian CF-UXM
fuselage, orange, blue, white, wings white,
265 hours since new, engine 0-320-A3B,
150 HP Lycoming, 420 hours SMOH. Trac-
tor. Radio Bendix RT 221 360 Channel, two
years old. Instruments new or certified
overhauled exceptional performer, $11.000
to build. $8000 firm Reason for selling,
position as helicopter pilot leaves no time
for private flying. J. W. Bickle, Box 215,
Bridgewater. Nova Scotia, 902/543-8854.
MODIFIED Jeanie Teenie with engine, A65,
airframe 85% instruments, radio, etc. $1000
or highest offer. THOMAS PARSON, DUN-
CANNON. PA. 834-5270.
1953 TRIPACER 135 ceconite covered, trans-
ponder. King KX 150A radio/omni, ELT. blue
and white. Neponset. III. 309/594-2221
evenings.
1957 TRIPACER 150 Lye.. 1026 TTAF&E, 465
SMOH. completely restored to mint inside
and out, Escort 110, VHT-3. Strobe. ELT. full
panel, and a fresh annual. Will trade for
best homebuilt. Classic. Antique, or best
cash offer over $5000 00. Tony Ceracche, Jr..
Lansing Apartments East. Building 1-2d.
Ithaca, NY 14850.
BD-5A kit, electrical system. 70 HP. dual igni-
tion, wings and flaps 95% complete
$2750.00. Glen Bentz, 38 Constellation Drive.
Charleston Heights, SC 29405 (803) 552-
7097.
JODEL F-12 project 70% complete, all wood
construction. Includes gear, wheels, engine
mount for 0-290-G, hardware and some
instruments. $950 or offer. Must sell, going
o'seas. M. Bobbins. 1205 Woodmoor Drive,
Monument, CO 80132.
KH-1, ready for covering DOT inspected.
95% material, prop. VW engine Rempel, 48
Lockview. St. Catharines, Ontario. Canada.
1-416-935-9953.
TAYLOR MONOPLANE 65 HP Lycoming,
custom interior, sliding bubble canopy, fold-
ing wings, hi-way towable. wheel fairings,
VHT-3, skis, extra engine. $2800.00 - or offer
Ty Reed, 144 W Klubertanz, Sun Prairie,
Wisconsin 53590.
width column)
ADVERTISING MANAGER. SPORT AVIATION
SCORPION S.P. ON SKIDS Complete less
engine and main rotor blades Extras, large
radiator, chain oil bath, white epoxy paint.
$4000.00. Earl Burcher, 2239 E. Cheery Lynn
Road, Phoenix. AZ 85016. 602/957-2593.
TEENIE TWO Project 90% complete. FAA
checked off All it needs is an engine and
fuel tank Built by metal shop instructor in
High School. $85000. R. H Jeffery, P O
Box 365, New Cuyama. Calif. 93254.
SKYBOLT PROJECT Sparcraft wings 90%
complete. Kerbie J wing fitting, fuselage,
tubing $1000. Clare Spangler, Perry, Michi-
gan 48872 517-625-4517 or 517-625-3606.
OSPREY I SEAPLANE Inspected and logged
for all closures, mounted on custom trailer
Gyrodynamics gear reduction castings,
machined and drilled for Corvair conver-
sion. Fast sale takes all. $60000. Fred Ulrich,
277 Pomerene Road, Mansfield, Ohio 44905.
419-747-6130
SAVE $6000: Thinking about buying a BD-5J?
Certain BD customers possess transferable
limited offer (expires March 1 75) certificates
offering the BD-5J production model for
$23.000 instead of the current $29,000 or
homebuilt for $19.000 instead of $24,500
Interested in selling my option Best offer.
Call (614) 654-9794 or (614) 868-5825.
STARDUSTER TOO 100 hrs. airframe. 180
Lycoming TT 650 hours. $9500.00. J. C. Hill.
120 Griggs Street, Rochester. Michigan.
313-651-4869 after 6 PM.
GREAT LAKES 2T-1A drawings, fuselage
tubing and miscellaneous tooling Sacrifice
for $575 Bob Gilliam, 226 Niagara. Denver,
Colorado 80220.
RV-3 Wings, gear, tips, gear mount, more.
Trade: Thorp or MMI project or $650.00 cash.
308/632-8015 no collect. Nites.
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.
ENGINES WANTED: 0-540 Lycoming engines,
all models, any condition, instant cash.
Write Panther Air Boats. 300 Wilson Avenue,
Cocoa. Florida 32922 or call 305/632-1722.
LYCOMING ENGINES Homebuilders see
or call us first. We build the best from 0-320
to 0-540. Call Dick or Gene 1-305/422-6595,
1325 W. Washington Bldg. A-6, Orlando,
Florida 32805.
WANTED: CONTINENTAL 65 ENGINE
Aeronca, J-3, project. Gary Biagini. 133
Prosser Drive. Monongahela, PA 15063.
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount, Slick magneto
for aircraft engine look and performance.
Fits type 3 VW blocks. No modification to
existing VW parts necessary! Available
completely machined or "do it yourself"
castings Also new cast manifold system
for "dual port" heads and Posa Iniector
carbs. Flight proven designs on the Son-
erai I & II. Introducing - ready to run con-
verted VW's 100% new parts, Monnett Con-
version. Posa Carbs, you add exhaust and
gasoline! 1600cc $1295. FO.B. 1700cc
$1395. F.O.B. Send $1.00 for Sonerai infor-
mation. Monnett Experimental Aircraft, Inc.,
410 Adams, Elgin, Illinois 60120.
CONTINENTAL IO-360A, Seventeen hours
since new. All accessories new Arlington,
Virginia. 703-979-7747.
LYCOMING, 65 HP in good condition. Complete
less mags. $290.00. Bob Stanton. RR 3.
Dodge City, Kansas 67801. 316-227-2626
CONT. A-65 less carburetor. Needs top over-
haul. $350.00, or best offer. Call Dave - Ohio.
513-523-3410.
HELP, needed immediately: 4 cylinders for a
Lycoming 0-235-C engine. State condition.
Write S. C. Myers, 18 Mechanic St., Pratts-
burg. NY 14873
C85-12F chrome 0-200 cylinders - 60 amp
alternator - 0-200 carb - 0-200 exhaust -
starter $1450.00 - also Cessna 140 parts.
4849 James Road. North Ridgeville. Ohio
44039 216-327-8401.
PROPELLERS to TAILWHEELS Instruments.
Engines, Accessories. Parts, Sparkplugs,
Helmets. Manuals. Tires, wheels, brakes,
etc. Bass. R. D. 1. Toms River. New Jersey,
Gerdes Products Dealers Wanted.
Propellers
PROPELLERS, Custom wood, epoxy dynel,
finish. R. Mende, Rt. 2, Quitman, Ark. 72131.
501/589-2672.
PROPELLERS Custom manufacture, plas-
tic leading edge. 2. 3. or 4 Blade Tractor
or pusher Ted's Custom Props , Rt. 3.
9917 Airport Way. Snohomish, Wash. 98200.
206/568-6792
GROUND ADJUSTABLE PROP for VW. Cont..
Lye., up to 125 HP. All wood, lightweight,
VW prop - 8 lbs., mirror finish. 2. 3 and 4
blades. Bernard Warnke, Box 50762. Tuc-
son. Arizona 85705.
PROPELLERS 22 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P. O. Box 63. Man-
hatten Beach. California 90266.
CUSTOM MADE WOODEN PROPELLERS
Proven design, VW. Continental, Lycoming,
others. Recommended by Ray Hegy.
Wayne Ross, Box 7554, Phoenix, Arizona
85011 602/265-9622
PROPELLERS Custom modified metal for
experimental and racing aircraft. Rebuild-
ing, repair, service, all types Prompt atten-
tion. ANDERSON PROPELLER CO INC..
DUPAGE COUNTY AIRPORT, WEST CHI-
CAGO. ILL 60185. Phone 312-JU-4-8787
PROPELLERS VW, Continental. Lycom-
ing, etc Epoxy reinforced tips. M. Stein-
hilber. Box 441, Shellbrook, Sask., Cana-
da.
PROPELLERS: VW. Corvair, Continental, etc.
Ray Hegy, Marfa, Texas 79843.
PROPELLERS V. W., Corvair, Continental,
etc H A. Rehm, Dousman, Wisconsin 53118.
PROPELLERS Custom wood two and three
blade. VW, Lye.. Cont., Larry Black, Rt. #1.
Box 314, Sault, Michigan 49783.
SENSENICH, wood 60" 49 pitch fits Cont 65.
Like new. $100 00 Bob Stanton. RR 3. Dodge
City. Kansas 67801. 316-227-2626.
SPORT AVIATION 85
METAL PROPELLERS Reconditioned
Sensenich 76AK-2 for Continental 85 or
90 HP engines. $187.50. Univair, Rt. 3 Box 59,
Aurora, Co. 80011. 303/364-7661.
Hang Gliding
PLANS AND INSTRUCTIONS Plans for
the original Quicksilver (monoplane) and
Flexi-Flier (rogallo), Guide to Rogallo
Flight, and catalog, $10.00. Information
kit, $1.00. Eipper-Formance, Inc., P. 0.
Box 246-E, Lomita, California 90717.
UNIVERSAL HANGLIDER CATALOG $1 00,
Box 1860-SA, Santa Monica, California
90406.
Try self-launched flying with a Sailbird Hang-
Glider, the fully adjustable flying machine.
Write for catalogue: 3123 N. El Paso, Colo-
rado Springs. Colorado 80907.
HANG GLIDING Designing/Building/Flying
handbook. 200 pages. New edition. $5.95
postpaid. Dan Poynter, Box 4232-A, Santa
Barbara, Calif. 93103.
HANG GLIDER WEEKLY, $12/52 issues, or trial
subscription $2/8 issues. Box 1860-SAa,
Santa Monica, CA 90406.
Books
MODERN AIRCRAFT RE-COVERING Com-
plete manual with 50 illustrations on re-
covering with Grade "A" cotton or Cecon-
ite. $2.00 postpaid. Airtex Products, Box
177, Morrisville, Pa. 19067.
AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised ma-
terial includes new tables, graphs and
photographs. Previous editions used in 30
colleges. $13.95. M.O. with order. Johnson
Publishing Co., Dept. S.A., Box 990, Bould-
er, Colo. 80302.
Books for Aircraft Designers, Builders. Out-
of-print and current. List 25c. John Roby,
3703T Nassau, San Diego, California 92115.
HOW TO SCROUNGE and build your airplane
at minimum cost. The ideas in this manual
can save you hundreds of dollars. Tells
you how to look, where to go, etc. Send $5.00
to TFM, P. O. Box 552, Escondido, Calif.
92025. ________ ______
LIGHT AIRPLANE DESIGN 80 pages, 61
figures. 16 photos, 18 tables. Step-by-step
guide for amateur designers. No difficult
math. $8.00. LIGHT AIRPLANE CONSTRUC-
TION for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools,
jigs. 311 illustrations, 92 pages. $9.00. PL-4
CONSTRUCTION MANUAL 104 pages,
394 figures, Team-mate of CONSTRUCTION
book. A "must" for amateur builders. Con-
struction tips, VW engine installation in-
structions, Pop-Riveting technique $10.00.
PAZMANY AIRCRAFT CORP., P. 0 Box
80051 S, San Diego, CA. 92138.
DESIGN DATA All aircraft types. NACA Pub-
lications 1915-1958. Reports, Technical
Notes and Memorandums. Catalog, $2.50.
AER SOC PUBLICATIONS, 1823 N. Sierra
Bonita Avenue, Pasadena, Calif. 91104.
VOLKSWAGEN EXPERIMENTAL AIRCRAFT
ENGINE OVERHAUL MANUAL, $3.00. THE
TWO-CYCLE AIRCRAFT ENGINE, 50 diffe-
rent engines, 20 different designs, $3.00.
R. G. Muggins. 4915 S. Detroit, Tulsa, OK
74105.
Part-5 Saint US Patent 1,118,237 (Of Special
Interest) Beyond Fantastic Seversky (IONO-
CRAFT) US Patent 3,130,945 Hill (Ionic Pro-
pulsion) US Patent 3,095,163 claimed use of
his Electronic Propulsion System can pro-
pell airplanes over 270 mph to altitudes over
30,000 ft. Had no moving parts (50c per
patent number) f r o m Commissioner of
Patents, Washington D.C. 20231.
86 FEBRUARY 1975
Ballons
HOT AIR BALLON Semco factory has a
used, 3 place wicker basket Challenger for
sale. Envelope is red, white, black and blue
with stars. $4,100.00. Semco Ballon, Rt. 3,
Box 514. Griffin, GA 30223. 404-228-4005.
Miscellaneous
WHEELS Custom made aircraft wheels,
complete with brakes and bearings.
500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
700x4 (will take 800x4 tire) .. .$110. per pr.
Master cylinders, $20. per pair with wheel
order. $23. per pair without. Alfred H. Rosen-
han, 810 E. 6400 South, Salt Lake City,
Utah 84107.
FIRESTONE & SHINN wheels & brake parts.
1" brake lining kit, $6.60, 1" brake shoes
$8.25 each, brake dust covers $3.85 each,
all for model 6C assy's. Mfg. Firestone &
Shinn wheel & brake parts. WHEELER-
DEALER. P. O. Box 421, Harbor City, Calif.
90710.
T-18 BUILDERS Extrusions; sheet metal
and hardware; instrument panel; gas tank;
gas cap; landing gear; engine mount and
ring; aluminum windshield frame; hori-
zontal spar tube assembly; Cleveland 500x5
wheels and brakes; axle stub; Pitot-static
tube; wing ribs; Maule tailwheel. Write for
catalog. MERRILL W. JENKINS CO., 2413
Moreton St., Torrance, Calif. 90505.
LARGE STOCK of new and used light aircraft
and engine parts. Lots of parts for home-
builders. The home of flight tested aircraft
parts. Nagel Aircraft Sales. Torrance Air-
port, Torrance, Calif. 90505.
SPORT AVIATION BINDER Now holds 12
plus. U. S. $4.25, Canada $4.50, postpaid.
EAA No. 79. Box 917, Spokane, Wash. 99210.
DRAG WIRES, FLYING WIRES, BEARINGS,
ETC. Per AN standards for homebuilts.
Send stamped addressed envelope for il-
lustrated list. A. Wheels, P. O. Box 174,
Ambler, Pa. 19002.
GEE BEE CANOPIES T-18 Canopies and
windshields fit T-18. Mustang II. Sidewind-
er, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, % and 7/10 scale P-51's.
$170.00 each. Large single place bubble -
60"x24"x16" high; small single place bub-
ble - 50"x24'x14" high - $100.00 each. New
Pitts Bubble $95.00. All canopies un-
trimmed and in green, gray or clear. "Ship-
ping crate - $30.00" FOB Seattle. Gee Bee,
18415-2nd Ave., So. Seattle, Wash. 98148.
Glen Breitsprecher.
Dynel, fiber-glass, resins, polyurethane foam.
Complete supplies. Catalog 25c. Kick-Shaw,
Inc., 3527 Hixson Pike, Chattanooga, TN
37415.
PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and
brakes! 500x5 or 600x6 1974 Production
Cleveland wheels and brakes, brake brack-
ets NOW ONLY $125.00 plus $6.50 postage.
Wheel dust covers $7.50 set. M. B. C. with
parking brake $35.00 pair. Bonanza type
$35 pair. 500x5 or 600x6 Cessna axles
$19.50 each. 1974 600x6/6 tires $17.00.
Also conversion kits for Cessna, Beech,
Stinson, Swift, etc. Stamped envelope for
free list. Hardwick A i r c r a f t , 1612 Chico,
South El Monte, Calif. 91733.
1026 PAGE CATALOG Aircraft and "G-P"
engines, parts, props, instruments, man
uals. Gipsy Major-Tiger Moth parts, man-
uals. Homebuilders plans for aircraft, air-
boats, Showplanes. (Catalog information)
$5.00 North America, $5.40 other countries.
"PROVAIRCO", Honey Harbour 4, Ontario,
Canada.
T-18 BUILDERS Save time and material.
Buy material marked per matched hole
tooling. We have 90% of all material, hard-
ware, parts and assemblies. Write for cata-
log. Ken Knowles Sport Aircraft, 27902 Al-
varez Drive, Palos Verdes Peninsula, Cali-
fornia 90274.
T-18 MACHINED PARTS 67 parts exactly
per Thorp's drawings including canopy
latch. Send for list. Dewberry Industries,
4751 Hwy. 280 So., Birmingham, Ala. 35243.
NEW WOBBLE PUMPS united aircraft pro-
duct, AN4009 type D-2 with handle, $48
each while they last. Javelin Aircraft Com-
pany, Inc., 4175 East Douglas, Wichita,
Kansas 67207.
COMPLETE LINE OF CLEVELAND WHEEL
CONVERSIONS for Cessna, Beech, Na-
vion, Swift and Stinson. Write for quote.
Homebuilders 5.00 and 6.00 new magnesium
wheels, brakes, covers and bearings
$132.50 and $6.50 freight (USA) Amphibious
6.00 x 6 wheels and brakes $223.50 and $6.50
freight. Technical information available.
Barney Oldfield Aircraft, Box 5974, Cleveland,
Ohio 44101.
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation. 16" - 18" rim size, I'/V axle, use
on one or two place aircraft, price $4.50
postpaid. R & B Aircraft Company, RD #2,
Box 78, Frankfort, NY 13340. 315/732-6513.
ACETYLENE TORCHES New Uniweld Kits,
$89.95, all you need are tanks. Send check
or money order to Midwest Aero Co., P. O.
Box 302, House Springs. Missouri 63051.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling. $50.00 postpaid. Dick Ertel, RR
#7, Quincy, Illinois 62301.
ALUMINUM kits; Mustang I, Mustang II. T-
18, Davis DA-2A, Sonerai, drills, reamers,
Gerdes wheels and brakes. Send large self-
addressed envelope stamped to: SMITH
SUPPLY COMPANY, Route 4, Brown Deer
Lane, Janesville, Wisconsin 53545.
COOT BUILDERS! The finest in machined
parts, fittings. All parts now available
many in stock. Also custom work. Forney
Precision, Inc., Box 75, Cambra, Pennsyl-
vania 18611.
WITTMAN TYPE GEAR LEGS for Tailwind,
Sidewinder, Davis, Daphne, RV-3, and oth-
ers. Expertly machined and polished from
6150 steel. Write H. C. Lange. R. #1, Merrill,
Wis. 54452.
ATTENTION CFI's Biennial flight review.
Ground and In-flight check lists. Provides
permanent record. Pad of 40: $3.95. Sample,
.50c. Kick-Shaw, Inc., 3527 Hixson Pike,
Chattanooga, TN 37415.
CANADIANS Hardware, instruments, steel
sheet tubing; Birch plywood; props, en-
gines; Aerolite glue, Lincoln cloth fabric.
Price list available. Leavens Bros., 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.
WELDING ALUMINUM? Try new SUPER ROD
using Propane Torch, no flux required, high
tensile strength. Sample rod, specs, instruc-
tions $2.00, ten rods, $15.00, postpaid U.S.
Roberson & Company, 17 East Thomas,
Phoenix, Arizona 85012.
LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels. IVi"
or 1V4" flat, or %" round spring mounting.
$27.95 postage paid. Free brochure. AVIA-
TION PRODUCTS INC., 114 Bryant, Ojai,
California 93023.
FIRE EXTINGUISHERS highest quality,
lowest prices anywhere. Free literature.
Lawrence Hartman, 1637 East Pleasant
Valley Blvd., Altoona, Penn. 16602.
S MYTH SIDEWINDER BUILDERS For Sale:
A new pair of wings for Smyth Sidewinder.
Don E. Roberts, Noblesville, IN. 317/773-
0436.
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 $3200 Gal Send for booklet
"WOOD/FOAM AIRCRAFT CONSTRUCTION
WITH FLYTE BOND EPOXY". CANADIAN
RAND AVIATION, Hangar #2, Toronto Is-
land Airport, Toronto M5V 1A1, Ontario,
Canada
AN HARDWARE & FITTINGS Send 50c
for catalog - refundable first purchase. HB
AIRCRAFT STANDARD PARTS. BOX 4358.
FLINT. MICHIGAN 48504. 313/239-2992.
SPORT AVIATION ANNUAL FILES! Each con-
tainer holds 12 copies 5 year supply, includ-
ing date labels, $4.95 EAA Chapter 202, Box
202. Panama City. Florida 32401.
COOT AMPHIBIAN FIBER-GLASS PARTS
Special hl-strength fiber-glass as layup
used on all parts, can save builder hundreds
of labor hours in construction time and re-
duces weight of airplane Molded hull as-
sembly, foredeck with windshield frame,
cabin top. canopy, window kit. (NEW) win-
dows recessed for flush mount from out-
side Aluminum tail kit, tail fairing and en-
gine pylon kit. Send $1 00 for information
package. Shorty Hirsekorn. 105 Rosamond.
Houston, Texas 77022.
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.
O|ai, 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.
STITS covering materials in stock: polyfiber
yardage, polybrush. polyspray, tapes, etc
Write for information. Call orders collect.
EAA discount. We will also recover your
plane for you. Sugarbush Stits. Box 389.
Waitsfield. Vermont 05673. 802/496-2290
WHEEL PANTS Lightweight. 500 x 5. as
used on Sonerai. $35.00 pr. Split racing type
- $45.00 pr 12" aluminum spinners and
backplates - $25.00. "F I & F V formed alu-
minum landing gears. 5" Azusa wheels and
brakes, plexiglass canopys, fiber-glass
nose bowls for VW's, Cassutt canopy caps,
etc.
POSA INJECTOR CARBS The answer for
carb problems. As used on Sonerai. 29. 32,
35. 37 mm models available. $50.00. Why
pay more? Include engine type and HP.
RIVETS Cherry commercial "pop type"
rivets. 120 flush or standard protruding
head. V," stainless steel, $23.00/1000; '/"
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.
SEXY MODELS Beautiful custom built
models of your homebuilt, personal, an-
tique, or fighter aircraft. Show your friends
your pride and joy. Send for free information.
AIRCRAFT REPLICAS. 3876 W 19th Street.
Cleveland. Ohio 44109.
BUBBLE CANOPIES 15x44x11. 20x33x13 -
$50. 18x46x12 - $60. 20x46x14 - $70. 23x46x15
- $80 20x60x14 - $90 23x60x16 - $100. 2/3
P-51, tandem 23x70x16 - $150. 34x70x21 -
$200. Tandem drape 23x55x17. open both
ends. $100. Emeraude windshield and side
panels - $140. Others not listed. Prices in-
clude crating. Excellent optics. Custom
work, partial canopies, windshields. Send
stamped self-addressed envelope for com-
plete info. BOUWENS AEROSPACE. Twing
Road, LeRoy, NY 14482 716/967-8215
FUEL GAUGES P-51, FOKKER replicas.
antiques, homebuilts. Send 50c piece for
information. Ron Sands. RD1-341, Mertz-
town, PA 19539.
FIBER-GLASS BELLY SCOOP made for a S A L
2/3 P51 Original cost $250.00. will sell for
$175.00 brand new. Also have 1 set of
Landing Gear, double springs $40 00 brand
new Write or call Jack Nagel, 24324 S.E.
473rd. Enumclaw. Wash 98022 Phone 2061
825-4479 evenings
"Retire on five acres adjoining a 2200 foot
grass strip. Build home and hangar in the
beautiful mountains of Northern Arkansas.
Moderate climate, low taxes, sparse popu-
lation, an adult community. $1000 per acre
with terms for qualified couples. Garrett.
P. O. Box 14. Clinton, Arkansas 72031 510/
745-2820". ____
SKIN CLAMPS for half the price of Clecos.
1/8 dia - kit to make 50 clamps. $11.30. 100/
$20.64. Postpaid Data $.25 Swanson Tool,
4018 S 272nd St.. Kent, Wash 98031.
EPOXY RESIN Buy direct and save. For use
on foam/dynel and wood aircraft (KR1/2
and WAR.) High flexural. tensile and com-
pressive strength. Low viscosity and toxi-
city. $19.95 gallon plus shipping. Send .50c
for catalog and technical bulletin, refund-
able at $1 00 for first order. MILLIKEN IN-
DUSTRIES. 820 N. Grand Avenue. Covina,
California 91724.
TUBE FUSELAGE BUILDERS Tired of ruin-
ing tubing while trying to match the radii,
curves of the tail sections for your Pitts.
Skybolt. Acro Sport, etc. project? Try our
new tubing bender, no heat used, no
wrinkling. This is a feeler ad, need to know if
enough interested to justify expensive
tooling required for quantity production.
Plans available at $15.00 Check or MO. to
J & K Welding. RD 2. Sandy Hook. Conn.
06482 EAA 76241.
PORTA CALL A cordless telephone Take
it out to your garage or workshop. Operates
like extension phone except its wireless.
Write ELECTROPHONICS. 3672 Thor Avenue.
Los Alamitos. California 90720.
Various types of aircraft Including homebuilt
needed on loan or purchase for permanent
exhibition. Send type and picture showing
condition to Aviatex, Suite 2, c/o El Rancho
Motor Inn, 7802 Lundy's Lane W., Niagara
Falls, Ontario, Canada.
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
TONY'S TALKING SLIDE SHOWS Amusing
entertainment by TONY SWAIN. Harvard
to Oshkosh - The SE5 Replica - Delano '72 -
Vintage Abbotsford - Waco West - Sport
Flying in B C. - Western Warbirds - Rocky
Mountain Flying Fever - Cruising Under Sail
- and many others. 100 slides with tape -
$30.00 Write #8 - 2370 Cornwall Avenue -
Vancouver V6K 1B7, Canada.
HOMEBUILDERS are you looking for the
following - vac pumps, prop governors,
fuel injected systems, blowers, cranks.
Check with us first. Air Engines. Ltd.. 1325
W Washington, Bldg A-6, Orlando, Flori-
da 32805 or call 1-305-422-6595.
WOOD AIRCRAFT BUILDERS We supply
kit material to your specification, laminated
spars made to your requirements Epoxy,
aerolite glue, balsa, ash. Kits for Pieten-
pol. Cavalier, Minicab, Taylor Mono, Fly
Baby. etc. Catalogue $1 00 WESTERN AIR-
CRAFT SUPPLIES. 623 Markerville Rd..
N.E., Calgary. Alberta. T2E 5X1. Canada.
Bus. Ph. 403/261-3046.
BD-5 BUILDERS ft BUYERS Free club in-
formation. James. Box 151. Pasadena, Cali-
fornia 91102.
ART PRINTS EARLY AEROPLANES by dis-
tinguished aviation artists Send 25c for
illustrated catalogue to: Aeroprint, 405
Monroe. Boonton, NJ 07005.
AIRCRAFT ELECTRONICS New designs
ADF receivers, digitally tuned, $295 com-
plete. EGT, CHT engine analyzers from $49.
Engine monitor alarm unit $49 complete.
VHP transmit and modulation indicator
$19. Crystal Products Company, 375 South
Ogden. Denver, Colorado 80209.
ALUMINUM 4 - 4' x 12' x .025", 1 - .032",
1 - .040" all Alclad 2024-T3. Call 414-233-6215
or 233-3339.
HELP! Have one Kerbie-J precut. prefit Pitts
Special fuselage kit. $200.00. and shipping.
Call Wick. 901/754-4393 evenings.
ACRO SPORT RIBS complete set. $150.00.
Also EAA Biplane rib set. $100.00 Ralph
Knight, 322 Lake. Salem. Virginia 24153
HELP! If I haven't called you must not have
a phone!! Need right PA-12 wing. Larry
Weeks. 215/493-6705.
VOLKS BUILDERS New German made
1600cc crank, with Barker prop flange in-
stalled by Barker, and bearings No longer
needed, building a Starduster. $125.00.
R. R. Rhoads, Box 725, Joshua Tree, Calif.
92252.
Parachutes
SURPLUS Seats Backs for aerobatics
Homebuilts Gliders Aircraft New
Pioneer 26' steerable thin back 435 00
Sky Diving Para Sails Brochures &
Prices. 313/349-2105 MIDWEST PARA-
CHUTE, NOVI. MICHIGAN 48050.
Services
BUILDING OR DESIGNING your own aircraft
and in need of sound advice? For FREE de-
tailed information about this engineering
mail service send a self addressed stamp-
ed envelope to:
AMTECH SERVICES
RD 8. Mansfield. Ohio 44904
Wood Testing Device; plans, detailed in-
structions - $17.38; description June 1970
Sport Aviation
BILL "AVI" ATOR Aviation Insurance
Specialist. Representing large established
companies. Competitive rates Fast. Claim
Service. Speciality Homebuilts and Antique
Aircraft. 211 South Fayette. Jacksonville.
Illinois 62650. 217/245-9668.
BD-5 BUILDERS Structure and controls
modifications by accredited Engineer/Pilots.
Drawings, photos and instructions Second
Edition.
KR-1 KR-2 The missing "HOW TO" plus
drawing and design revisions Assy, in-
structions backed by Photos or Slides. Send
SSAE for detailed breakdown. Gillespie
Aero Services. 404 So. Reese Place, Bur-
bank, California 91506.
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.
PROTECT important documents, etc. Let me
laminate them. Up to 5x7. Send $2 each. Ken
Craft. EAA 83061, 1 725 Lincoln Highway East.
Lancaster, PA 17602.
EAA Aeronautical Engineering
Scholarships
Write EAA:
P. O Box 229
Hales Corners, Wisconsin 53130
SPORT AVIATION 87

PLANS
Plans of aircraft advertised in SPORT
AVIATION must have satisfied the FAA
minimum requirements of the Experi-
mental Amateur-built Category and
must have been operated a minimum of
50 hours when using a FAA certified en-
gine or 75 hours with a non-certified en-
gine and should have satisfactorily dem-
onstrated its advertised qualities. The
FAA Operation Limitation must have
been amended to permit flight outside
the test flight area.
COUGAR 1 12 sheets, black line, full size
wing ribs, folding wing modification, $20.00.
Order from Leonard Eaves, 3818 N.W. 36.
Oklahoma City, Okla.
FOKKER DR-1 PLANS $50.00. 16 page Profile
$2.00. Redfern Replica. W. W. Redfern, Rt.
1, Athol, Idaho 83801.
EAA BIPLANE P-2 A fine sport plane for the
amateur builder, 85^150 HP, cruise 105-140
mph. Fully aerobatic. This rugged single-
place biplane has spruce wings, steel tube
fuselage, very detailed shop drawings, plus
full size wing rib and jig drawing. $27.00
to EAA members. $37.50 non-members (in-
cludes one year's EAA membership). Ex-
perimental Aircraft Association, P. O. Box
229, Hales Corners, Wis. 53130.
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-200
Cont.) over 150 mph at 5,000 ft. at 70%
power. Construction plans and photos
$125.00. Brochure $1.00. S. J. Wittman,
Box 276, Oshkosh, Wis. 54901.
BANTAM plans. Over 200 sq. ft detailed
drawings. All metal construction. Fun to
fly. $55.00 for blueprints or $2.00 for
specs, and photos. Bill Warwick, 5726
Clearsite, Torrance, Calif. 90505.
CA-65 Two place sport plane with retracta-
ble landing gear. Plans - $110.00. Brochure
- $3.00. A. Cvjetkovic, Box 323, Newbury
Park, Calif. 91320.
SPEZIO "TUHOLER" two place, open
cockpit, low folding wing. Full size rib
drawings, very detailed plans. Info pack
- $3.00. Plans - $75.00. William Edwards.
25 Madison Avenue, Northhampton, Mass.
01060.
SMITH DSA-1 "Miniplane" Plans. 17 ft. Bi-
plane. Excellent drawings, $25.00. Mrs.
Frank Smith, 1938 N. Jacaranda Place, Ful-
lerton, Calif.
AIRCAMPER, GN-1 Complete plans for 65
to 85 HP, 2-place Parasol, all wood and fab-
ric construction. Rib drawing and major
fittings full size. $25.00 postpaid. Cutaway
and photos, $1.00. John W. Grega, 355
Grand Blvd., Bedford, Ohio 44146.
SHOESTRING Formula One Racer, sport-
plane plans available. 3-view, photos,
specs., $3.00. Condor Aero, Inc., P. 0. Box
762, Vero Beach, Fla. 32960.
AIR SKIMMER $10.00 buys the hull plans
for this single place homebuilt Navy Sea-
plane. Rest of plans as you build or com-
plete set of original plans $65.00. JET
Plans, 1800 Carmelo Dr. E. Carmichael,
CA. 95608.
FLOAT PLANS Metal. Designed by Stan-
ley Dzik. Information packet, $1.00 U.S.
Bill or Money Order. Plans, four sheets,
NOW $25.00. U. S. or Money Order. Post-
paid. L. Landermann, 39 Poplar St., Ste-
Rose, Laval, Que., Canada.
SESA REPLICA 85% scale WW I Biplane
Scout featured December 1970 SPORT
AVIATION. Sport plane performance with
antique appearance. Brochure, specs, and
photos; $3.00. 30 sheets 22"x34" complete
construction prints and instruction book-
let $60.00. REPLICA PLANS, 953 Kirkmond
Crescent, Richmond, B. C., Canada.
88 FEBRUARY 1975
HEADWIND B The original VW powered Will purchase P & W R1340 and R985 engines.
airplane with over a decade of success. Ex-
cellent plans, $20.00, info, $2.00. Stewart
Aircraft Corporation, 11420 Rt. 165, Salem,
Also Ham Std 2D30 and 12D40 propellers.
Mid-Continent, Drawer L, Hayti, Missouri
63851. 314/359-0500.
Ohio 44460.
WANTED: Firewall forward for J-3 CUB; call
JET ENGINE PLANS and newsletters, in- Keith (days) 814/625-3750 or write at 1305 9th
fo, .25c. Doyle, Box 310, Montclair, New Avenue, Rock Falls, Illinois 61071.
Jersey 07042.
I need materials for my Tailwind project, 4130
LITTLE TOOT PLANS Reduced to book tubing 1/4" to 1 1/8", cougar gear legs.
form, sixteen sheets 11" x 17", $25.00. Full Cessna 180 tailwheel. What do you have?
size blue prints, $75.00. Illustrated bro- S. Kecskes, 4593 Georgia Street, San Diego,
chure, $2.00. Meyer Aircraft, 5706 Abby, Calif. 92116.
Corpus Christi, Texas 78413.
WANTED FOR SCORPION II copy of step by
PRACTICAL LIGHTPLANE DESIGN AND CON- step assembly instructions included in
STRUCTION FOR THE AMATEUR has each material package. Obtainable from
plans for the Fike Model "D" and sells for RotorWay ONLY if you buy their component
just $4.75 plus 35c postage U.S. Fike Model packages. George D. Barton, 3502 Cortez
Drive, Dallas, Texas 75220. 214/352-7327.
"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. Helicopters
P.D.Q. 2 A super simple, low cost, ultra- SCHEUTZOW HAWK IT'S REALLY FAST
light aircraft you can build in 6 months at build an outstanding helicopter; HAWK 90
minimum cost. See S. A. October '73, page or HAWK 140; choose single or two place.
39. Completely detailed plans, $20.00. In- Information package contains both designs;
formation free. Wayne Ison, #7 Alpine Lane, specs, 3-view drawings, weight and balance,
Elkhart, Indiana 46514. and performance data. Handling charge,
$5.00 SCHEUTZOW HELICOPTER MANUAL
Knight Aircraft Drawings for Knight Im- Airfoils, dynamics, power requirements,
perial, $95.00, Sunday Knight, $95.00. Info structures, mechanics, test procedures,
package $3.00. Vernon W. Payne, Rt. 4 $17.00. Add $2.00 for foreign postage. Webb
Box 319M, Escondido, Calif. 92025. Scheutzow, 451 Lynn Drive, Berea, OH
44017.
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.
SA102.5 CAVALIER Never used plans plus
newsletters, original $125 - $90 pp. Bob
Massey, Box 312, Running Springs, Calif.
92382.
UNUSED plans and instruction - Wendt EAA Aeronautical Engineering
Traveler - $40.00; Fly Baby, $20.00 - Both
$50.00. Allan Garner, 1315 Westchester Scholarships
Drive, High Point, NC 27260. Write EAA:
P. O. Box 229
SONERAI I & II PLACE PLANS VW pow-
ered, all metal, folding wing, self-trailering. Hales Corners, Wisconsin 53130
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. ADJUSTABLE PITCH PROPELLERS
TRADE Set of unused Fly Baby plans for a
set of Ganagobie plans. Bob Glasford, RR 4, VW
TAKE THE GUESS WORK OUT OF PROP. SELECTION
a ILADES 3 BLADES V W
Newton, Iowa 50208. PLANETARY uHJ!i .2?tttn ^ V-LT *IVB
GEAR DRIVE ^ KMUI , ,_,, f -
MORSE CHAIN DRIVE
DIAMANT 3-4 seater, all-wood: $100
SUPER-DIAMANT - retract, tri-gear: $125.
SUPER-EMERAUDE - 2 seater, all-wood: $75.
BERYL - fully aerobatic, tandem seater:
$80. COUGAR - all wood racer: $75.
- TOURBILLON - fully aerobatic, all-wood
single seater: $60. - EDELWEISS - all-metal,
retrac. tri-gear, 2 seater: $125. - 4 seater:
$175.00 - Specs, 3-view, photos, $2 per air-
plane to E. Littner, P. O. Box 272, Saint-
Laurent, H4L 4V6, Quebec, Canada. A,o,lobi. For
Alum. F 85 Otd.
. Buick Spec
RAND KR-1 PLANS $25.00. The VW pow- Chevrolet V-B
Alum. Ve^a
ered Styrofoam retractable. Ken Rand, 6171 Pinto
Cornell Drive, Huntington Beach, Calif. FORD-VS LargtCu. In.
Muitang II
Falcon
BUICK-V6-Special
92647. FOR REPLICA FIGHTERS And Other* CHAIN DRIVE
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HEADS
MAG. DRIVES
S1f Stirftn
WANTED: LYCOMING 0-290 through IO-720
-
-
NO ENGINE MODI F ACTION KEQUIREP
SELF STARTER EQUIPPED ALL ENGINES
VW- BELT
DRIVES START
runout engines, any condition. Bent flange, -
-
IUILD THEM YOURSELF FROM SCALE PLANS OR
IUY THEM COMPLETE READY TO INSTALL
AS LOW AS $199"
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632-1722 days.
 VW AIRCRAFT PARTS 'SIMPLIFIED'
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& Leaf Type SPEED AIRCRAFT
STEEL Si ALUMINUM LANDING GEAR PROPELLER S
by R.W. Hovev
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Price List 90c sign, description & photos showing
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METAL MASTERS Includes charts tables, graphs. Well
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HUBS Straight or tapered, installation 14052 Aircraft Drafting & Design 795
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HIGH PERFORMANCE 14007 Aircraft Structures, Perry. Pub. 1950 1850
LIGHTWEIGHT 1 7008 Airframe 81 Power Plant Mechanics Manual.
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50% ENERGY REBOUND 14012 Propellers Low Speed A/C. Hovey 800
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A Challenge fo The Home Builder! Vehicles. A & P text . . . . . . . . . . 13 95
14011 Aircraft Woodwork, Spencer . . . . . 3.95
14040 Aircraft Structures For Engineering Stu-
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14025 Handbook of Airfoil Sections for Light
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Tel 315/732 6513 tor or rudder. Information free. stress analysis . . . . . . . . . . . . . . 7.95
14028 Aircraft Detail Design Manual. Dzik. Fittings.
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14031 S t a n d a r d Aircraft Handbook. Fastners,
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HERE IT IS! 14044 Theoretical Aerodynamics . . . . . 5.00
14054 Fundamentals of Aircraft Flight. NEW 7 9 5
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SPORT AVIATION 89
 STOLP STARDUSTER CORP.
4301 TWINING
RIVERSIDE, CA. 92509
(714) 686-7943

ZENITH
All Metal 85-1SO HP

ACRODUSTER 1
RATE OF ROLL 240"/SEC. AWARD WINNER 1973
BROCHURE $5.00
A safe economical 2 seater, 26 MPG at
COMPLETE KIT - $4500.00
130 cruise on 100 HP. Short field per-
former. Professionally designed for min.
jigs. No air tools required.
Building time 1000 hrs. OrJE-QUARTER INCH TO THE FOOT
NASAD quality seal for average amateur.
Plans $150.00; Info $3.00
Materials, Kits and Parts available.
SOLID BALSA KIT
CHRIS HEINTZ 236 Richmond St WW ORIGINAL mo METAL ENGINE & PROP
Richmond Hill Ontario, Canada L4C 3Y8 .DETAILED SCALE PWNS f. ~\fft PUISSMTt
AMD T6MpUTt SHEET, V 'y(/ SALES.TAX
HARDWOOD WHEELS, Y 504
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PLANS $45.00
BROCHURE $2.00 Leather earphone adaptors,
S3 00 per set.
Fully Lambswool lined $26.95

IB new 510. The finest goggle

ade. Curved Triplex safety
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Lightweight headband covered
with nylon . . . . . . . . . . . . J18.95
AIRFOILS
Wide vision curved laminated
NOW FROM EAA
[glass. Can he wern over glasses.
Sturdy lightweight strap. $13.95
VSTAR pr. Extra smoked lenses $4.00
PLANS $45.00 extra head strap $2.50
BROCHURE $2.00
Mk9 RAF style geggles, English
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pr. Extra tinted lenses $4.00,
extra headstrap $1.00.

Pleise write for Free Catalogue.

Styled after the Navy

and Army A2 flight THEORY OF WING SECTIONS
jacket. Both feature By
ACRODUSTER TOO warm quilted lining,
2-SEATER and knit cuffs and Ira H. Abbott
PLANS $60.00 waist bands. The A2 and
BROCHURE $2.00 is made of fine leather
with leather collar. Albert E. Von Doenhoff
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Navy Style ....$76.95 FROM
Sizes 48-50, add $8.00
A2 Style ......$69.95
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AIRFOILS
90 FEBRUARY 1975
 Washington
By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
Fuel Conservation
As this is being written we are awaiting the Pres-
ident's State of the Union Message to Congress which
will include definite conservation recommendations for all
users of petroleum products. The Ford Administration has
already stated that one of its goals is to reduce foreign
imports of petroleum by at least one million barrels a day.
This would lower the present rate of foreign oil imports
from seven to six million barrels a day.
The purpose of decreasing this country's dependence
upon foreign crude oil has six main objectives:
1. It will be an important factor in reducing our
adverse trade balance with respect to the bulge of imports
over exports.
2. It will stimulate the more efficient use of energy in
this country.
3. It will encourage the use of other fuels for energy
production.
4. It will stimulate the search for more domestic oil
and natural gas reserves.
5. It will be a chief bargaining chip in the 1975 nego-
tiations with the Organization of Petroleum Exporters
(OPEC) with respect to lower world prices for petroleum.
6. It will demonstrate to other nations that the United
States is willing to make its share of sacrifices to reduce
petroleum consumption.
Up to now the Administration has hoped that voluntary
curbs on energy use would solve the problem of cutting
down on oil imports. This policy has not worked so man-
datory curbs will probably be recommended to the Cong-
ress by the President.
We are not privileged at this time to know what the
details of the President's recommendations will be. But it
is quite possible that he will call for some or all of these
measures:
1. Rationing of gasoline for all motorized vehicles.
2. Substantial tax increases on gasoline to discourage
its consumption.
3. A return to fuel allocation for producers and dis-
tributors of gasoline with a program similar to the one that
was adopted when the 1973-1974 Arab oil embargo was
on.
4. A substantial import tax on imported crude oil.
It is reasonable to assume that general sport aviation
will be called upon to make their share of sacrifices for
fuel conservation. It is hoped that no drastic cut backs as
were proposed by the Nixon Administration will be
attempted this time. General and sport aviation use only a
small fraction of the gasoline consumed in this country
approximately seven tenths of one percent of all the gas-
oline produced nationally. Stopping all production of
aviation gasoline would hardly make a dent in any fuel
conservation program but it would destroy the entire gen-
eral aviation industry with the loss of hundreds of thous-
ands of jobs. It is hoped that general aviation spokesmen
will not have to make these points to the politicians and
energy allocators again. But there will be pressure put on
all petroleum users to make equal sacrifices and there-
fore it is important that all general aviation pilots under-
stand this. At the same time government officials dealing
with energy problems should also understand what general
and sport aviation people have done and are doing to con-
serve gasoline.
It is EAA's obligation to publicize as widely as possible
the various measures that individual aircraft owners and
pilots can take to conserve fuel. Many of these measures
have already been advocated by the FAA and other avia-
tion groups. For pilots of sport and recreation aircraft we
recommend the following conservation measures:
1. Know the "numbers" for your aircraft proper
power settings for maximum endurance and maximum
range.
2. Operate a well maintained engine and a clean air-
plane for maximum flight efficiency.
3. Plan cross country flights for minimum distance
taking into consideration most efficient altitudes in re-
lation to winds aloft.
4. If the flight is for proficiency only plan the man-
euvers ahead of time to obtain maximum training.
5. Invite other pilots to share the extra seats for pro-
ficiency time.
6. Keep taxiing time to a minimum.
7. Lean the mixture for maximum efficiency.
8. When time permits cruise at maximum fuel economy
rather than maximum cruise speed.
9. Call ahead for fuel reservations. The National Bus-
iness Aircraft Association estimates that it takes one gallon
of fuel to carry 9 extra gallons. Carrying unnecessary fuel
because of uncertain fuel supplies at destination is in-
efficient.
10. When weather permits fly VFR to avoid IFR de-
lays and round about routings.
FAA air traffic controllers can help in the fuel conserva-
tion program by routing aircraft as direct as possible to
avoid unnecessary vectoring.
General aviation already has good grounds on which to
support its need for sufficient fuel to remain operational.
The established light airframe manufacturers have done a
good job with their national advertising campaigns that
point out the fuel economy of light aircraft in comparison
with ground transportation. And air taxi companies, both
scheduled and charter, are emphasizing the fuel economy
of their form of mass transit in comparison with individual
automobile travel between many smaller communities.
Let us hope that the Administration's proposals for fuel
conservation will not be so drastic that they will cripple the
industry. General aviation spokesmen can cite the many
instances where the light plane offers economical trans-
portation. But pilots should not overlook the important
part they can play in operating their aircraft with a con-
stant awareness of fuel economy.
Under reasonable government fuel conservation condi-
tions we can continue to enjoy and profit from personal
and business flying.