THE HOMEBUILDERS

Corner
buPAULH.POBfPUNY

Publisher's Note: The following editorial was written primarily for "Vintage Airplane", the pub-
lication of EAA's Antique and Classic Division. The subject matter applies with equal interest to all
facets of aviation. It is being reprinted here to provide greater distribution through the pages of
"SPORT AVIATION".
We have received several comments regarding our last issue of Vintage Airplane, and we were
pleased that they were favorable results. However, in organizations such as ours, with our many and
varied interests which range from the homebuilt, antique, classic, rotary wing and Warbird aircraft,
many times we find it very difficult to gather the enthusiasm for the overall movement which is neces-
sary to ensure our total success.
We must assure that we have among us, both workers and a great deal of wisdom to meet the chal-
lenges that face sportygeneral aviation. In my many travels around the country I am privileged to talk
to many who are involved in various phases of aviation. Across my desk each day come many letters
expressing unhappiness with aviation, in one way or another. How does one, in my position, meet these
challenges of attempting to reduce taxation, ward off the continuing growth of restrictions on use of
airports or this vast ocean of air above us. All too often one believes that he or she can join an organ-
ization and that the dues will do the rest. I must admit that I too at one time believed this same thing,
but it did not take me long to learn that this is not the solution to our problems. The solution is to
develop a strong, reputable, hard working force. One that is not made up of emotion, but is under-
standing and knowledgeable of the problems that we all face regardless of the type of aircraft we fly.
I am sure that in the last few years, for example, many of you are concerned with the inability to use
your own public airport as was possible in the past; that you cannot drive, in many cases, to your
hangar, or to load and unload your airplane on the ramp; that you cannot scale ten and twelve foot
fences in some areas to get to the FAA Flight Service Station; that you cannot use the lavatory in the
terminal building; that you cannot walk across some ramps to request fuel for your airplane.
You have been concerned with the increasing number of control towers that spring up across the
country, and the inconveniences quite often caused by them. You frequently lash out blindly at a three
letter word as being the cause of all our problems FAA. It is like saying Uncle Sam is all bad. Within
any organization or group, and in our government there are many divisions, departments and chiefs
who make decisions that affect our lives. When a particular decision does have a major effect on our
life, would it not be best that we prepare ourselves knowledge-wise, to speak authoritatively on the
particular subject, whether it be TCAs, airport security, possibly the need for better and improved
weather service, rather than to lash out at the three letter word and accomplish nothing, but possibly
lose the cooperation of many dedicated people in FAA?
True, there are those in FAA who perhaps are not as qualified or have the enthusiasm that one
would expect. We too, in our organization, have the same problem. It may be a chapter president, an
EAA member, or an officer who at one time or another does not represent the true spirit of what we
are trying to accomplish.
Oshkosh time is a good example of that spirit. The great many FAA people who come there to work
a working vacation for them as well as for many EAA members. They all serve the multitude and
quite often, though tired and exhausted, are expected to perform perfectly or respond patiently to an
(Continued on Page 67)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education SPORT AVIATION ASSOCIATION
INCORPORATED

NOVEMBER 1975 VOL. 24 NO. 11

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

TABLE OF CONTENTS

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

Letters To The E d i t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Page 21
Minutes of the Annual Business Meeting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
The Super Solution Restoration Project . . . by Ed Escallon ............... 10
Headquarters Comment . . . by Mike Heuer .............................. 15
The Sportplane Builder . . . by Antoni Bingelis . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Airfoil Selection For The Mini-Imp . . . by M. B. "Molt" Taylor ............. 18
BD-7 . . . by James R. Bede . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Fly-Ins With A Different Flavor . . . by L. D. Sunderland ................... 26
"Learn To Fly . . . No Charge For Breakage" . . . by Edward D. Williams .. 28
It's A Dandy! . . . by Gar W. Williams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Oshkosh 75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Fifth Annual AAA-ARM Fly In . . . by Gene Chase . . . . . . . . . . . . . . . . . . . . . . . . . . 57
"He Who Has Horn and Tooteth It Not, The Same Shall
Remain Untooted" . . . by Charlie Nelson ............................. 62
Washington Report . . . by David Scott................................... 91

Page 63
PUBLISHER EDITOR-IN-CHIEF
PAUL H. POBEREZNY IACK COX
ON THE COVER . Ed Wegner s American
ASSISTANT EDITORS
Eagle.
GOLDA COX, MIKE HEUER, RAY SCHOLLER
Photo by Jack Cox
ADVERTISING MANAGER PUBLICATION LAYOUT
BONNIE SOUCY BERNICE SCHOLLER

EAA AVIATION MUSEUM

11311 W. FOREST HOME AVE.
FRANKLIN, WISCONSIN 53137
(A MILWAUKEE SUBURB)

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

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

EAA AVIATION MUSEUM FOUNDATION, INC.

IA
PAUL H. POBEREZNY, DIRECTOR
'IATION
JSEUM GEORGE HARDIE, |R., AIRCRAFT AND DISPLAY RESEARCH

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn . Inc and is published monthly at Hates Corners. Wis Second Class Postage
paid at Random Lake, Wis 53075 and at Hales Corners. Wis 53130 Membership rates are $20.00 per 12 month period of which S10.00 is for the sub-
scription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES Please allow at least two
months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY The Experimental Aircraft
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must evaluate this material for himself and use it as he sees fit. Every effort is made to present material of wide interest that will be of help to the majority.
ADVERTISING EAA does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any
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Postmaster: Send Form 3579 to Experimental Aircraft Assn., P. O. Box 229, Hales Corners, Wis. 53130
SPORT AVIATION 3
 NIZATION
THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
PRESIDENT VICE-PRESIDENT SECRETARY TREASURER
PAUL H POBEREZNY RAY SCHOLLER S H SCHMID ARTHUR KILPS
9711 W FOREST PARK DRIVE 453 FIFTH STREET 2359 LEFEBER AVE 10205 KAY PARKWAY
HALES CORNERS. WIS 53130 RANDOM LAKE WIS 53075 MILWAUKEE WIS 53213 HALES CORNERS. WIS 53130

DIRECTORS
HARRY ZEISLOFT ROBERT J GYLLENSWAN GUSTAVE A LIMBACH S J WITTMAN
2069 CRESTLINE DRIVE 1606 RONCEVALLES 2 EAST PLEASANT LAKE RD BOX 2672
BURTON MlCH 48509 ROCKFORD. ILL 61107 ST PAUL. MINN 55110 OSHKOSH WIS 54901
G L JERRY WALBRUN RONALD G SCOTT R M PURYEAR VAN WHITE DAVE YEOMAN
485 HUGHES ROAD 1005 COPENHILL DR 291 MARTIN RD BOX 5255 RFD 1
KING OF PRUSSIA. PA 19406 WAUKESHA. WIS 53186 SANTA CRUZ. CALIF 95060 LUBBOCK TEX 79417 TODDVILLE. IOWA 52341

EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

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

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

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

EAA, BOX 229, HALES CORNERS, WISCONSIN 53130

EAA AVIATION MUSEUM FOUNDATION, INC.

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

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

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

INTIRNATIONAL INTERNATIONAL WARBIRDS ANTIQUE

AIIOIATIC CLUI
AEROBATIC OF AND
CLUB, INC. AMERICA, INC. CLASSIC
DIVISION

PRESIDENT PRESIDENT PRESIDENT

VERNE JOBST RUDY FRASCA E E HILBERT
1910 NORTH ORCHARD BEACH RD 606 S NEIL 8102 LEECH RD
MCHENRY. ILL eooso CHAMPAIGN ILL 61820 UNION. ILL 60180

VICE-PRESIDENT VICE-PRESIDENT VICE-PRESIDENT

W L GOODMAN RICHARD DIETER J R NIELANDER. JR
P O BOX 444 756 PORTAGE AVENUE P O BOX 2464
MCHENRY. ILL eooso SOUTH BEND. IND 46614 FT LAUDERDALE. FLA 33303

SECRETARY SECRETARY SECRETARY

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

TREASURER TREASURER TREASURER

BOB DAVIS G L JERRY WALBRUN GAR W WILLIAMS. JR
910 WOODLAND DR 485 HUGHES ROAD 9 S 135 AERO DR RT 1
WOODSTOCK. ILL 60098 KING OF PRUSSIA. PA 19406 NAPERVILLE ILL 60540

4 NOVEMBER 1975

LETTERS
TO THE
EDITOR
Dear Mr. Cox:
Recently an alarming number of requests
have come to us from home aircraft builders
for information concerning the use of DOM
steel tubing as a substitute for 4130 steel
aircraft tubing in aircraft construction We
are concerned, not only because the concept
is wholly erroneous, but because it would
be highly dangerous if applied We've learned
that the requests have been prompted by an
article. Thoughts On Aircraft Tubing", that
appeared in SPORT AVIATION
Following World War I, Ohio Steel Tube
Company (then Ohio Seamless Tube Com-
pany') developed chrome-moly grade 4130-X
seamless aircraft tubing the first practi-
cal air-hardening-after-weldmg steel grade
Our development brought about the shift
from spruce to tubular steel airframe con-
struction, and our firm became the nation s
leading aircraft tubing producer In addition,
fourteen years ago Ohio Steel Tube Company
developed the high quality, heavy walled,
drawn-over-mandrel welded steel tubing that
today is known as DOM" tubing and our
firm is the world s leading DOM tubing pro-
ducer.
I note these facts only to establish creden-
tials our firm knows both products well.
The two types were developed to possess en-
tirely different characteristics to meet re-
quirements of entirely different types of ap-
plications. Never, under any circumstances,
would we imply to anyone that DOM tubing
properly could be substituted for aircraft
tubing in aircraft applications Unfortunately,
the Thoughts " article has conveyed that
thought to many and. by reference to our
firm and our DOM tubing literature, it sug-
gests that Ohio Steel Tube Company might
be promulgating the idea Therefore, it per-
forms disservices to your readers and to our
firm.
May we suggest correction and clarifica-
tion? Thank you.
Sincerely,
J. W Barnard. Jr
Mgr P. R and Advertising
Ohio Steel Tube Company
Dear Jack
I wonder if you'd mind printing the fol-
lowing corrections to my September article
on airplane stability control and trim.
Page 59. third line from bottom substitute
AC for MAC
Page 63. column 1. third paragraph from
bottom: omitted sentence (possibly omitted
by me!) was to the effect that adding aileron
area usually is more effective if it is added
as span increase rather than chord increase
Page 63. column 1. third line from bottom:
delete repetition of on an imaginary design".
Page 64. column 2. second paragraph from
bottom, line 6 should read, " from annoy-
ing dutch roll behavior, by decreasing the
wing dihedral".
Considering that the typescript was com-
pleted in hot haste with me practically out
the door on my way to Langley AFB. Va . for
the summer, and that we did not get a chance
to read page proofs. I would say we did fully
as well as circumstances allowed Congratu-
lations to you and your staff for a job which
is always superbly done, month after month.
Yours sincerely.
Robert K Wattson. Jr
Associate Chairman (AE)
Tri-State College
Angola. IN
Gentlemen:
This office on July 3. 4, 5 and 6, 1975.
handled on a Certificate of Waiver, the second
year of International Aerobatic Club Compe-
tition at Council Bluffs, Iowa
Sport aerobatics have developed into a
popular pastime, and organizations like IAC
have taken very definite steps to make com-
petitive aerobatics as safe as possible
We observed the IAC technical committee
enforce an inspection of the aircraft, its docu-
ments, pilot s parachute and packing record,
including a demonstration that the pilot could
exit the aircraft in an emergency.
The aircraft inspection was very compre-
hensive and consisted in part of a review of
the Certificate of Airworthiness. Registra-
tion Certificate, weight and balance data, and
all repair and/or alteration documentation A
good visual inspection of the aircraft com-
prised the balance of the inspection The pilot
was handed a flashlight and instructed to
inspect the floor area and the aft fuselage
interior for any loose items that might have
fallen into these areas
The pilot s certificate and medical were
checked, the operations limitations were re-
viewed and all letters of competency were
checked for currency and appropriate for
aircraft make and model.
Mr Verne Jobst, President of the IAC.
demonsrated a high level of discipline in the
control of competition activities at Council
Bluffs in 1974 and 1975. The following pro-
cedures were implemented by Jobst at the
Council Bluffs meet:
1 All aircraft were moved by hand to the
parallel taxiway and then started to avoid a
safety hazard Returning aircraft had their
engines shut down upon reaching the parallel
taxiway and were pushed by hand back to
parking areas
2 Non-participants were not allowed in
parking area.
3 'Walkie talkie" radio communications
were utilized to advise aircraft starters when
to release contestants These radio com-
munications were monitored by crash and
rescue crews in fire trucks and ambulances
for emergency calls.
4 Mr. Jobst was not hesitant in recom-
mending that one participant be restricted
to 1500 feet AGL in lieu of 1000 feet AGL as
requested due to poor acrobatic technique
at a low altitude
Considering the high standards upheld by
aerobatic clubs, such as IAC. we recommend
that these groups could be given latitude to
conduct competitive meets without FAA moni-
toring The Certificate of Waiver could be
written with specific conditions that would
entail self-policing by the holder, and fol-
lowing the meet, provide a report to the GADO
listing the pilots by certificate number, rat-
ing, medical, letter of competency, plus a list
of aircraft. Any accident would be immediately
reported as usual and any disqualification of
participants explained
If this proposal could be implemented on a
nationwide basis, extensive savings in man-
power and resources would be diverted to
needed program areas
We would appreciate your comments re-
levant to our proposal
Sincerely.
F. W Webb. Chief
General Aviation District Office 4
3021 Army Post Road
Des Moines. IA 50321
Dear Paul:
Letters like this are difficult to write as it
signals the close of a phase of operations
that none of us*really want to see
Now that I have decided to take the step of
retiring from the FAA, I look back at all the
satisfying experiences that I have had while
working with you I truly appreciate the coop-
erative attitude that you have always dis-
played, especially when things got rough. I
know I will miss our get-togethers, but I also
know that others will experience the same
pleasure working with you that has been mine
in the past
Thanks. Paul, for your insight and under-
standing. It is a pleasure having you as a
friend.
Sincerely,
James F. Rudolph
Associate Administrator for
Aviation Safety. ASA-1
FAA. Washington. DC 20591
Dear Paul:
This is to convey our appreciation for the
cooperation extended by you and your asso-
ciates during the recent 23rd EAA Fly-In Con-
vention As reported the Fly-In was acclaimed
the most successful since its beginning.
Through the efforts of a multitude of people
you can be proud of the EAA and its accom-
plishment.
Please convey my special thanks to Gene
Chase who so ably handled the exhibit area.
The Federal Aviation Administration display
booth was well received and accomplished
its mission.
Again, thanks for a job well done.
Sincerely.
James E. Purcell. Chief
Engineering and Manufacturing
Division
Flight Standards Service
FAA. Washington. DC 20591
Dear Paul:
At this time. I would like to express my sin-
cere thanks and appreciation for the award I
received at the EAA Convention this year
Needless to say. I am very proud of this
award, which has a real and special meaning
to me. looking back over the last very inter-
esting 50 years of flying and participating in
various aviation developments in this coun-
try
Wish to also thank you and your highly ef-
ficient organization for the superb and though-
ful manner all the arrangements and the en-
tire program were handled during the Con-
vention.
Again, my sincere thanks to you. Paul, and
keep up the good work.
Sincerely.
Ole Fahlin
370 W. Olive St
Sunnyvale, CA 94086
Dear Mr. Heuer:
I just want to thank everyone of the EAA for
giving us old timers such a grand time and
for the honor.
I just hope I can be there again in 1976.
Thanks again
Arthur J Davis
2121 Abbott Rd.
E Lansing. Ml 48823
Dear Editor:
For my money the backcover of the August
issue by Bill Blake is the best thing to hap-
pen to SPORT AVIATION in years.
Stu Aleshire
33216 N. Eldrow Rd.
Agua Dulce. CA 91350
Dear Sir:
Several times in past years you have pub-
lished articles, pictures and letters about the
Bourke engine Many of your readers may
have wondered what happened to all the
Bourke engines that were built This thought
occurred to me about a year and a half ago
and I decided to track down all the current
owners So far. I have located twenty of them
and hope to find the other four or five before I
give up. As I discovered in my search, one of
them is owned by EAA and is in your Museum
along with three others on loan to you.
I met a lot of people and heard a lot of in-
teresting stories in the process of my search.
I managed to find a set of blueprints on the 30
(Continued on Page 83)
SPORT AVIATION 5

BACK COVER PAINTING
This month's back cover painting is of one of the
most familiar of antique aircraft, the venerable Ford
Tri-Motor. Artist William M. Hasse (EAA 70723), 1755
East 236th Street, Euclid, Ohio 44117 has the Tin Goose
cruising over Baltimore's inner harbor - and, in honor
of the Bicentennial, over historic Fort McHenry.
The Tri-Motor in the painting is NC9683, Serial Num-
ber 5-AT-39. Originally delivered to S.A.F.E. (Tulsa and
Dallas) in 1929, it was sold to Colonial Air Transport in
1931, to American Airways in 1933 and is believed to
have spent the period 1936-46 as AN-AAP in Honduras
and Nicaragua, operated by TACA. Sold to a Mexican
national in 1946, the Ford was registered in that coun-
try as XA-FUE. It was operated in Mexico by a succes-
sion of owners until stricken from the registration lists
in January of 1954. Northwest Agricultural Aviation of
Montana then bought the aircraft, had it rebuilt and re-
registered in the U. S. as N1124M. It passed through a
number of hands until purchased by American Airlines
in 1962. American's mechanics spent more than 7,500
man-hours rebuilding the old bird, had its original
registration, NC9683, restored and sent it around the
nation on a good will tour. It has since been donated
to the Smithsonian's Air and Space Museum.
Artist Hasse has this to say about himself:
"After leaving the Navy in 1945 I started a paint-
ing career of ships and aircraft, and attended the
Cleveland Institute of Art and the Cooper School
of Art.
Presently my paintings consist mainly of aircraft
for pilots and crew members of numerous commer-
cial airlines, as well as private and m.ilitary person-
nel.
Work is done in acrylics and prepared to the
buyer's specifications for aircraft and background
location.
For the past ten years I have been with the Cleve-
land Plain Dealer in the Circulation Department."
SPRATT CONTROLWING FLIES
Joe March, president of Chapter 76, the Spirit of '76
Chapter, Philadelphia, has flown the first plans built
Spratt Controlwing. Its first flight was on Saturday,
October 4, and was one hour in duration. The following
day the craft was flown for 4 hours. Joe's machine differs
from George Spratt's original in that it is powered by a
VW engine. Its number is N76VF for '"76 Valley Forge".
Cruise is 95 and landing speed is 51. Designer George
Spratt was present to witness the flight. The initial test
flights show N76VF exhibits the same ultra simple fly-
ing characteristics of the prototype. The Spratt Control-
wing does not stall in the conventional sense and is in-
capable of spinning. We will have a story and pictures
on N76VF soon.
6 NOVEMBER 1975
From
FRANKLIN TO POLAND
According to Aviation Week, the rights, documenta-
tion, tooling and research of the bankrupt Franklin En-
gine Company have been bought by the Polish govern-
ment. Pezetel, the Polish foreign trade organization that
handles aviation matters, is expected to sign a bilateral
airworthiness certification agreement with FAA shortly
and begin production of spares and new engines some-
time in 1976.
"Poland will support existing owners of Franklin
engines in the U. S. with spares," according to Aviation
Week.
Due to ramifications of international politics . . . Po-
land has "most-favored-nation" tariff status with the U.S.
. . . only new engines in a power range not in competition
with U.S. manufacturers will be imported. This means
the 2 cylinder, 60 hp 2A-120 and the turbocharged 6AS-
335 six cylinder helicopter engine. The 2 cylinder engine
will come as the powerplant of a Polish powered glider
that will be sold in the U. S.
Since no U. S. manufacturer offers a kit engine as
Franklin once did with the Sport 4, it is interesting to
speculate whether Poland will be allowed to offer it to
homebuilders again.
UNIVERSITY FORUMS PROPOSED
A letter has gone out from Charles L. Thomas, Coor-
dinator of Aircraft Construction Studies of the Univer-
sity of Wisconsin Stout, Menomonie, Wisconsin, to de-
signers of homebuilt aircraft suggesting a series of for-
ums similar to those held at Oshkosh during the annual
EAA Fly-In. The designer would bring his aircraft to
Menomonie at an agreed upon date and conduct the for-
um attended by interested persons from all over the
United States. The forums would last as long as two to
three days and would be funded by proceeds of a regis-
tration fee charged each attendee. These forums would
not basically be for college credit, but this could be ar-
ranged for those wanting it.
The letter sent to homebuilt designers seeks their
reaction to the forum program. If and when any are
scheduled, we will carry an appropriate notice in SPORT
AVIATION. It is heartening to see education institutions
such as the University of Wisconsin Stout recognizing
the intrinsic value to society of homebuilding . . . essen-
tially as an adult educational endeavor.
ELTS CONTINUED
The following wire service news story appeared in
the Saturday, October 11, 1975 edition of the Milwaukee
Journal. It says more about the existing state of affairs
regarding ELTs and the folly of ill-conceived Federal
legislation than could any number of pages of reasoned
arguments . . . read it and weep, purchasers of ELTs.
CRASH REPORTS IGNORED, PILOT LIES IN WRECK
Roachdale, Ind. - AP - As pilot Virgil Lyons lay
pinned inside the wreckage of his plane, the Air
Force ignored reports that an aircraft's crash lo-
cator beacon indicated a plane was down.
The area Air Force rescue center said the reports
were not investigated because no plane had been
reported missing. Lyons had not filed a flight plan,
which is not mandatory.
Lyons, who crashed Thursday afternoon in a
wheat field, was found Friday by a farmer. He was
listed in satisfactory condition in an Indianapolis
hospital.
Lyons was returning from Kent, Ohio, when his
plane went down in heavy rain. His wife said she
thought he had stayed in Ohio and so did not be-
come concerned when he didn't show up.
Hello . . . hello . . . is anybody out there REALLY
listening???
EAA'S IAC WINS PARACHUTE PACKING EXEMPTION
For years FAA regulations have required that auxil-
iary parachutes, with the exception of chair types, be
repacked every 60 days. This rule was made in the days
when chutes were largely made of silk and has never been
changed, probably because so few civilian pilots wear
auxiliary chutes today. The Air Force, long since having
switched to modern synthetics, has been using a 120 day
repack cycle for the past 10 years with no problems. The
Navy has been on a 91 day cycle for the past two years.
With the tremendous growth of EAA's International
Aerobatic Club, the auxiliary parachute is suddenly
back in vogue . . . and with an obvious problem. With
the busy summer contest schedule, plus practice sessions
to prepare for the contests, having to get a chute re-
packed every 60 days is a genuine hardship. Conse-
quently, Verne Jobst, IAC president, recently filed a pe-
tition with FAA on behalf of IAC requesting an exemp-
tion from present rules. Specifically, a 120 day repack
cycle was requested FOR IAC MEMBERS ONLY.
After reviewing the petition, FAA has granted IAC
the requested 120 day repack cycle, subject to the follow-
ing provisions:
1. Only approved parachutes manufactured of
nylon, dacron or other similar synthetics used
as auxiliary (emergency) parachutes may be
included under this exemption.
2. Prior to each use of any parachute for which
the repack cycle has been extended under this
exemption, a careful visual inspection shall
be made by a parachute rigger certificated un-
der Part 65 of the Federal Aviation Regula-
tions, the holder of a parachute loft certificate
issued pursuant to Part 149 of those regula-
tions, or the person intending to use the para-
chute, of the exterior container, including the
harness and hardware, for the purpose of re-
vealing damage, deterioration, or defects.
The exemption terminates on May 1, 1976.
VARIEZE RECORD OFFICIAL
Burt Rutan has received notification from the Na-
tional Aeronautic Association in Washington that the
Federation Aeronautique Internationale has certified
the endurance flight of the VariEze, accomplished dur-
ing the 1975 Oshkosh Fly-In (see October, 1975 SPORT
AVIATION), as an official world's record. NAA had al-
ready approved the flight as a national (U.S.) record.
The VariEze is presently being groomed for an at-
tempt on the Straight Line Distance record later in the
year. The proposed course is San Francisco to Miami, non
stop. In addition, a second VariEze is presently under
construction that will be powered by a Continental 0-200
(100 hp). This slightly enlarged version will be the pro-
totype of the VariEze offered to the public in plans/kit
form sometime in 1976. It will accommodate the larger
VW conversions as well as the Continental A-65 through
0-200.
Since Oshkosh, Burt has been mobbed by VariEze
enthusiasts at his Mojave, California shop . . . to the
extent that he has had to close the doors to all in order
to get anything done (although the sales office for Vari-
Viggen plans and materials kits is still open). He im-
plores all of you to stay home and allow him to complete
and test the new prototype. Progress reports and, later,
detailed articles will appear in SPORT AVIATION to
keep you abreast of what he has been doing. George
Mead, an experienced aeronautical engineer, has just
been employed to assist in the developmental work, so
things should go at a faster clip. Please be patient and
understanding, folks!
1975 AVIATION MECHANIC SAFETY AWARD
NOMINATIONS
In a letter to President Paul Poberezny, Acting FAA
Administrator James Dow has asked EAA members to
participate in the annual competition for Mechanic of
the Year awards.
Sponsored jointly by the FAA, the Flight Safety
Foundation and the aviation community, the competi-
tion brings to the public's attention the contributions
to safety of the highly skilled, dedicated, professional
men and women who work in the aircraft maintenance
trades.
The awards program involves two separate competi-
tions one for general aviation mechanics and the other
for air carrier mechanics. Winners in the general avia-
tion category are selected first at the state level, then
at the regional level and finally at the national level.
Winners are selected on the basis of the following cri-
teria: 1. For the suggestion of a design or improvement
to an aircraft or powerplant or any of its com-
ponents that led to or resulted in increased re-
liability and/or safety in aviation.
2. For the suggestion or development of a main-
tenance and/or inspection procedure that con-
tributed significantly to safety in aviation.
3. For the consistent demonstration of a high level
of professionalism and excellence in the per-
formance of his or her duties as an aviation
mechanic that led to or resulted in increased
reliability and/or safety in aviation.
Any aviation mechanic, including non FAA certifi-
cated mechanics, is eligible to compete except FAA
and Flight Safety Foundation employees. Entry forms
(FAA form 1210-1) may be obtained from a local FAA
office.
If you have an outstanding aviation mechanic in
your area, why not enter him or her in the competition?
These people certainly deserve the recognition and
EAAers as aircraft owners and builders are in an ideal
position to know who they are.
ACRO SPORT PLANS NOTE
Reference: Sheet 1.05, Zone B35. Holders of Acro
Sport plans will note that a flat pattern of the stick hous-
ing was not included on original drawings. One has since
been drawn; if you want a copy, contact Ben Owen, EAA,
Box 229, Hales Corners, Wisconsin 53130.
SPORT AVIATION 7
 OSHKOSH DEBRIEFING SESSION DATE CHANGE
Due to a number of schedule conflicts, the 1975 Osh-
kosh Debriefing session originally announced for the
weekend of November 22-23 has been rescheduled for
November 15 and 16. Committee chairmen, volunteer
workers and other interested parties will be attending
in an effort to learn from the 1975 experience in order to
make the 1976 event better than ever.
LISTENING SESSION CANCELLED
The EAA/FAA Listening Session scheduled for Fri-
day, November 21, has been cancelled. Several FAA of-
ficials, i n c l u d i n g Acting Administrator James Dow,
have found it impossible to be in Wisconsin on that date.
No new date had been agreed upon at press time.
An Air Show/Air Racing work session with FAA has
been scheduled, however, for Tuesday, January 20, 1976.
Representatives of all sport aviation organizations, U. S.
and Canadian military teams and the Department of
Defense will be invited to attend.
NEW PITTS EATER?
Aircraft designers are still trying to come up with
something to unseat the Pitts Special as king of the aero-
batic hill. Latest is the Czechoslovakian Zlin Z-50. An all
metal (except for fabric covered tail feathers), low wing,
fixed gear single placer, the Z-50 is powered by a six cyl-
inder Lycoming cranking out 260 hp. Full inverted fuel
and oil systems are incorporated, of course. The Z-50 is
a small airplane 28 foot span, length of 21 feet 2 inches
and an empty weight of 1124.3 pounds. At a gross aero-
batic weight of 1433 pounds, it has a power-to-weight
ratio of 5.5 Ib./hp. The prototype is fitted with a 3 blade
Hoffman constant speed unit. Cruise is 158 mph and red-
line is 209 mph.
Another contender is the British Cranfield Al, which
is supposed to be ready for its first flight around Christ-
mas time. Also a low wing design, it will have a power-
to-weight ratio of 7.3 Ib./hp.
The next world's aerobatic championship should be
a dilly!

TURNER T-40 NOTICE

Gene Turner, designer of the popular T-40 series,
has asked that the following information be passed along
to his builders and others with an interest in his designs:
"Information from some Turner T-40A builders indi-
cates that others are arbitrarily 'beefing up' the front
spar of the T-40A wing. The reason seems to be that these
builders have heard, as a result of an in-flight breakup
of a T-40A, that the front wing spar was 'weak'.
That T-40A broke up because the builder had drilled
five extra holes through the front wing spar, just in-
board of the fuselage wing attachment fitting. That par-
ticular spar was indeed weakened. Not only was the spar
weakened, the airplane was observed doing aerobatics,
which it was not designed for.
If Turner T-40A builders desire to strengthen the
wing spars, then the following modification is recom-
mended.
1. Add Douglas Fir to the top of the spar between
fuselage sides so that the added material is
straight across between the fuselage longer-
ons.
2. Continue the 0.4 inch hardboard bearing plate
across center section of spar forward face.
Some Don'ts:
1. Don't do aerobatics.
2. Don't fly with cowling off.
3. Don't drop in landings from 40 feet."

WARBIRD LOSS
EAA Headquarters was saddened to learn, just at
press time, of the deaths of three members, including
the immediate past president of the Warbirds of Ameri-
ca, Don Plumb. Don (EAA 70501) was killed in the crash
of his P-51 Mustang as were Johnny Bolton (EAA 60702)
of Maitland, Florida and his passenger, Norm Daniel-
son (EAA 75546) of Winter Park, Florida, also in a P-51.
The three had participated in the Confederate Air Show
at Harlingen, Texas and had been visiting friends in
Big Spring, Texas early in the week. On Wednesday,
October 15, the Plumb and Bolton Mustangs departed
together for Florida. Violent thunderstorms were re-
ported in the area at the time and, in fact, had delayed
departure until about mid-day. The two Mustangs crashed
about five miles apart some 50 miles out from Big Spring.
Don Plumb had only recently moved from Windsor,
Canada to Maitland, Florida. Our deepest sympathy to
the families and friends of our departed members.
8 NOVEMBER 1975
(F.A.I. Photo)
Paul Poberezny, left, receives the Paul Tissandier
Diploma from M. C. Hennecart, Director General of
the Federation Aeronautique Internationale. The occa-
sion was the 68th General Conference of F.A.I, held
September 21-27 in Ottawa. President Paul's citation
read "In recognition of his invaluable services to avia-
tion education, particularly for young people, through
the Air Education Foundation, the School Flight Pro-
gram, Sport Aviation magazine and the Experimental
Aircraft Association Museum, all of which he founded
and developed for the lasting benefit of the youth of
the world."
 Minutes of the Annual
Business Meeting
August 4, 1975
The 23rd Annual Business Meeting of the Experi-
mental Aircraft Association, Inc. was held Monday,
August 4, 1975 at Wittman Field, Oshkosh, Wisconsin.
It was called to order at 1:00 p.m. by EAA President Paul
Poberezny.
Officers and Directors were introduced by Vice Pres-
ident Ray Scholler.
Treasurer Art Kilps reported that the annual finan-
cial audit will be published in the May 1976 issue of
SPORT AVIATION. He also reported that a full time ac-
countant is now a part of EAA's headquarters staff. Mo-
tion to accept the treasurer's report was made by Richard
King, seconded by Buck Hilbert and approved by all pre-
sent.
Minutes of the 1974 annual business meeting were
read by EAA Secretary S. H. Schmid. A motion by Herb
C u n n i n g h a m that the minutes be approved was se-
conded by Lynn Adair and approved by all present.
President Poberezny said no comments or efforts re-
garding changing the name of the association have been
advanced in recent months so this item will remain
tabled. Dates for the 1976 convention were discussed,
as was the possibility of expanding the convention over
two weekends. Comments from the floor indicated a
wide range of opinions, including a recommendation
that those responsible for doing the work to make the
event possible be the ones to set dates most convenient
to their schedules. President Poberezny thanked all the
volunteers who contributed their time and talents to
make the convention possible. He said continued growth
uncovers many new and challenging problems. In spite
of recent land purchases it is evident already that in a
matter of a few years more space for camping and park-
ing may be required.
EAA is withdrawing support of the new custom built
category proposal and a letter to this effect has been sub-
mitted to FAA. With the rapidly changing political
scene, FAA personnel changes, environmentalists,
interpretations of existing rules, it is felt that a change
in rules under which EAA has operated successfully in
the past could prove restrictive and detrimental to the
association. He cited the noise control proposal for
certificated aircraft that grounded several new amateur
built aircraft recently. It was only the prompt action by
several influential supporters of EAA in Washington that
exempted experimental amateur built aircraft from this
new restriction. With no one in Washington capable of
guaranteeing that "custom" aircraft as defined under
the new proposal would be exempt, it is for this reason,
he said, that EAA is withdrawing support of the pro-
posed special certificate for custom built aircraft. He also
said EAA lost a good friend with the resignation of
Alexander Butterfield as Federal Aviation Administra-
tor.
To more efficiently handle increasing air traffic a
volunteer staff to coordinate all flight operations during
the convention is being considered for next year. A
problem concerning pilots charging passengers for air-
plane rides was discussed. This could lead to many
problems, President Poberezny said, as it is contrary to
the rules for amateur built aircraft. The only operation
authorized for passenger carry during the convention is
the Ford Trimotor.
Estimates thus far indicate a 17% increase in conven-
tion attendance. A new maintenance building will be
constructed and relocated in an area removed from
pedestrian congestion. Seeding of land and expansion
of new campsite are also on the agenda for 1976. Since
purchase of the farm land, cutting of hay and harvesting
of oats have become a part of EAA operations. Sale of
these items helps pay taxes on the property.
Responding to a question on the status of EAA's
plans to move the headquarters complex to Burlington,
President Poberezny said the 50 acres of land adjoining
the airport was purchased for $100,000 and is an ideal
spot, centrally located in the U.S. for all of aviation. The
Museum Board of Trustees are progressing in their
plans to develop the area and in the next five or six years,
as sufficient funds become available, the EAA aeronau-
tical center will be developed. EAA's research hangar
is already located on the airport and includes 30 air-
craft in flying condition. A company has donated a 100'
x 100' hangar, and the community has approved a 20
year lease on additional land at three cents per square
foot. In the immediate future, the research hangar will
be used for an EAA program designed to evaluate
amateur built aircraft as pertaining to safety in design,
performance and construction.
1975 election results as announced by Vice President
Ray Scholler included:
Class 1 Three Year Term
Paul H. Poberezny, President
Ray Scholler, Vice-President
S. H. Schmid, Secretary
Arthur R. Kilps, Treasurer
Class II Director Unexpired One Year Term
David C. Yeoman, Toddville, Iowa
Class III Director Unexpired Two Year Term
Herb Cunningham, Scarborough, Ont., Canada
Class IV Director One Year Term
S. J. Wittman, Oshkosh, Wisconsin
Newly elected Directors Dave Yeoman and Herb
Cunningham were introduced and gave a brief resume
of their aviation backgrounds.
Meeting was adjourned at 2:30 p.m.
Respectfully submitted,
S. H. Schmid
EAA Secretary
SPORT AVIATION 9
 THE SUPER SOLUTION

RESTORATION PROJECT
c/ Escallon (EAA 58814 A/C 504)
335 Milford Drwe
Merritt Is/and. FL 32952
(Courtesy of Bill Ehlen)
Matty Laird, left. Jimmy Doolittle and the Super Solu-
tion . . . aviation legends all. IN NOVEMBER OF this past year, wheels were set
in motion to restore one of the most historic of the bi-
plane racers of the early '30 period for the EAA Air
Museum. It all began quite casually when Mr. E. M.
"Matty" Laird was invited to the Remuda Ranch Fly-In
\ of EAA's Florida Sport Aviation Antique and Classic
Association as a guest speaker. Slowly t h r o u g h the
course of the weekend, the EAAer's began to realize
that they had in their presence one of the key figures
in the development of civil aviation in this country,
while Matty began to recognixe that the group of avia-
tors he was with enjoyed the same love of flight, finely

(Photo by Bob Elliott)
finished aircraft, and experimental latitude as had he in
his 41 active years in the aviation business. In behalf of
his many contributions to aviation, Matty was presented
Jimmy Doolittle and Ed Escallon discuss the Super the special honorary "Silver Eagle" membership of the
Solution, Miami, April, 1975. Florida Association, making him part of the EAA.
N a t u r a l l y enough, the subject of favorite aircraft
designs came up during discussions at the Fly-In. With
a total of 33 designs to his credit, starting with his first
monoplane designed in 1912, to the Laird Turner Racer
of 1937, Matty had quite a number of excellent aircraft
to choose from. Both he and his lovely wife, Elsie,

(Photo by John Shinn)

View of the Aileron/Lower Wing of the Solution at the
C.A.H.A.

10 NOVEMBER 1975
commented that the Super Solution Racer in which
J i m m y Doolittle had set the Transcontinental Speed
Record was their favorite.
This aircraft was a rather unique crossing of designs,
capabilities and aeronautical personalities during one of
the most productive periods of civil aviation history.
Being a biplane the Super Solution proved to be
among the last of that configuration to be able to claim
superiority over the monplanes in the world of speed.
Aerodynamic cleanliness of the monoplane, wire braced
at first, then fully cantilevered, eclipsed the biplane in
succeeding years. But in 1931, the Super Solution's
light weight, inherent in the structurally superior con-
figuration, would prove up to being on the winning side
of the equation.
The airplane was powered with an experimental ver-
sion of a relatively new Pratt & Whitney radial engine,
the Wasp Jr. Evolution would bring this engine from 300
hp to 450 hp in the production version called the R-985,
commonplace today in larger sport aviation aircraft and
small transports. The Super Solution's engine was the
27th one made, and in its highly experimental form
cranked out 525 hp. Modifications included high-
compression pistons and a 10:1 supercharger ratio.
Thus, while it was the last of the successful racing
biplanes, it was one of the first to carry a radial engine
whose subsequent developments, and larger counter-
parts would permit the air carrier industry to flourish
with commercially practical aircraft, and in other racers
push the bounds of speed forward rapidly in the succeed-
ing years, and in war planes, protect the free world
from the Axis powers.
Airframewise, the Super Solution leaned heavily on
the experience Mr. Laird had gained in the design of the
Junior Speedwings, a single place racing version of
the Laird Commercials. Its immediate predecessor, the
Solution, had been built in a record thirty days for
competition in the 1930 National Air Races. Flown by
"Speed" Holman, it became the only biplane to win the
Thompson Trophy Race, averaging 201.96 for the hun-
dred mile stretch.
Depression years were hard on aircraft manufac-
turers. Companies that cropped up like weeds in the
post-Lindbergh boom were closing their doors with
equal rapidity. Matty found customers for his expensive
line of custom high speed biplanes scarcer and scarcer
as the industry shifted its emphasis to smaller simpler
monoplanes. His largely wealthy customers found their
interests diverted away from flying towards maintaining
that which was left of their businesses.
Thus, when the Cleveland Speed Foundation of-
fered Matty a chance to build another racer for them in
mid-1931, he j u m p e d at the opportunity. With the
knowledge and determination carried over from the
Solution, the E. M. Laird Company began design and
construction of a more streamlined, higher powered
aircraft that would combine closed course ability with
the additional parameters necessary for cross country
racing.
To spur transcontinental air travel, and accelerate
the development of navigation, communications and
all-weather flying, Vincent Bendix had offered a new
rich prize for the aircraft that would win a cross-country
race. The first was to be run west to east, alternating
yearly thereafter with east to west. The 1931 takeoff
point was to be Burbank, California, with the finish at
Cleveland, Ohio. Additional prize money would go to
any pilot who went on to Newark, New Jersey, if he, in
turn, established a new transcontinental speed record.
Cleveland would be the site of the national Air Races, of
which the Thompson Trophy Race would be the high-
light.
In preparation for the Bendix Race, the Super Solu-
tion was fitted with instruments for cross country and
blind flying. It also included large fuel tanks to sustain
the long ranged performance necessary. Additionally,
based on carbon monoxide problems encountered in the
cockpits on many racers the preceding season, the Super
Solution was fitted with fresh air vents, which picked
up air on the leading edge of the upper wing, outside
of the fume area of the engine, and ducted it into the
cockpit a new innovation for the period.
From a people point of view, the Super Solution was
a u n i q u e crossing of personalities and capabilities.
Jimmy Doolittle, who flew this aircraft for the Cleveland
Speed Foundation, started his aviation career in 1917
as a Flying Cadet with the Signal Corps Reserve. The
war ended before he could get overseas, however, he
quickly managed to make quite a mark for himself, first
as an instructor, and then as an Army test pilot.
In 1922, his abilities in extended cross country flights
became evident when he flew a Liberty powered DH-4
from Pablo Beach, Florida to San Diego, California
becoming the first man to cross the country in less
than 24 hours, with an actual flying time of 21:20. This
was an achievement in air travel he would have the
personal satisfaction of cutting in half nine years later
in the Super Solution (covering a greater distance in
the process).
In 1923 he was sent to the Massachusetts Institute
of Technology for graduate work. A couple of years
later he had earned one of the first Doctor of Science
Degrees of Aeronautical Engineering. In 1925, Jimmy
flew the little Curtiss Racer R3C Seaplane to a Schnei-
der Cup Trophy win at Baltimore, rounding the pylons
at an average speed of 223.15 m p h . By 1928, Major
Doolittle was assisting in the development of blind flying
techniques at Mitchell Field. It was here in a Consoli-
dated NY2 Biplane that he performed the first blind
takeoff and l a n d i n g d e m o n s t r a t i o n in the world.
Throughout this time period, he was also becoming
noted as one of the top acrobatic pilots in the country.
The Army called on him regularly as a demonstration
and exhibition pilot at air events throughout the hemis-
phere.
By the 1930 time period. Jimmy Doolittle was al-
ready one of the most accomplished test pilots in the
world. Thus, when he left the Army (temporarily) to
head up Shell Oil's Aviation Department, his attention
was, in part, focused on the activities at the National
Air Races.
Anticipating the need for a suitable aircraft, Jimmy
had personally heavily invested in a Travel Air Mystery
S, contracting its renovations and modifications to Parks
Air College of St. Louis. In August of 1931, with the race
season just ahead, Jimmy test flew the completed air-
craft for the first time. Finding it to his liking through
a series of test maneuvers, he dove down low on the
field at very high speed to show the plane off to his
family. Due to a structural and/or dynamics problem,
both ailerons tore loose from the aircraft, the right one
carrying a good sized chuck of wing with it, the left one
trailing after the wing. Immediately recognizing the
problem, Doolittle pulled the ship up into a vertical
climb for altitude, and bailed out. The altitude proved to
be sufficient for Jimmy's chute to open. The Mystery S
fell into the middle of Curtiss Field and was totally de-
stroyed.
The reason for the loss of the ailerons was never
completely attributed to any one problem, no doubt in
part due to the airplane's condition following the crash.
Suffice it to say that racers of the period were beginning
to attain speeds at which air becomes compressible, or
increases in density as it passes over the airframe. To
cope with this, structure has to be p r o p o r t i o n a t e l y
strengthened to withstand the higher pressure loads
SPORT AVIATION 11
encountered. Additionally, control surface mass and
aerodynamic balance, torsional rigidity, and dead zone
tolerances all have to be carefully tailored to prevent
physical instabilities leading to flutter.
In any event, Jimmy Doolittle was a man without a
racer, with too much talent to watch from the sidelines
at the Labor Day events. The Cleveland Speed Founda-
tion immediately acquired his services to fly the new
Laird being built the Super Solution.
From the builder's point of view, Mr. E. M. "Matty"
Laird was a unique combination of a young pioneer
airman, exhibition pilot and successful designer and
manufacturer.
At the age of 17, he had designed, built and flown his
first airplane, based largely on information available at
Chicago's Cicero Field and three years of modeling
experience. His first flight in the new monplane in 1913
was rather abruptly terminated by a combination of
running out of remaining field length and overcontrol,
but in subsequent months, he began to master the basics
of attitude flying. The Monoplane was converted into
the "Baby Biplane" d u r i n g the winter months. This
diminutive aircraft was powered by the same 12 horse-
power converted Franklin automobile engine as the
monoplane. Despite its low power loading, the Baby
Biplane was a very fine flying aircraft (and a precursor
of things to come later with the Solution and Super
Solution.) Its success drew Matty awav from the bank
(Lynford and Brenda Sullivan Photo)
Jim Dekle, right, and his son John of Thomasville,
Georgia display the completely new horizontal tail
feathers they have built for the Super Solution. Both
are well known antique airplane restorers.
(Lynford and Brenda Sullivan Photo)
The magnitude of the task facing the Florida EAAers in
restoring the Super Solution is illustrated here . . . this
fuselage frame, instrument panel and wheel pants are
the starting points.
12 NOVEMBER 1975
he had been working in to support his family and avia-
tion endeavors into the field of exhibition flying. Success
followed him as he continued to refine the aircraft, and
his flying techniques to include loops, night flying, and
photography. The Baby Biplane was succeeded by a
two place Anzani powered plane called the Boneshaker.
It was in this aircraft that Matty became the first instruc-
tor of the loop-the-loop in the United States. The Bone-
shaker became an international thriller when Matty
loaned it to Katherine Stinson for her tour of Japan and
China. Success followed Matty from one central and
western state engagement to another, as he became
known as "The Fearless Scotch Aviator."
Tragedy struck at San Antonio, Texas in March of
1917. Matty was test flying a Brock designed tractor
biplane when the aircraft went into a spin. The spin
went flat, and Matty was unable to regain control. The
aircraft crashed, seriously injuring him.
Upon his release from the hospital at San Antonio
some months later, Matty filled a few exhibition dates
with his Anzani powered Boneshaker, Katherine Stin-
son just having returned with it following her Oriental
Tour. Soon after these flights, the government put a ban
on all civilian flying due to the involvement of the United
States in World War I. Matty then entered St. Lukes
Hospital in Chicago for further surgery to correct de-
ficiencies resulting from the San Antonio crash.
After release from the Chicago hospital, Matty con-
centrated his efforts to build the Model "S" sport plane
he had designed in 1916. He sold several, including
one to Bill Burke, a Buick/Franklin dealer from Okla-
homa. Bill liked the Model "S" so much that he talked
his friend Jake Mollendick, an oil man from Wichita,
into putting up money to have Matty build his airplanes
there. The offer was attractive to Matty and he moved,
setting up production of the first three place aircraft in
the country, the Laird Swallow. His company was also
the first formed in the United States solely for non-
military production, and it would spawn a huge aviation
industry for Wichita.
During the Wichita days of the E. M. Laird Com-
pany, Buck Weaver was hired as a demonstration pilot,
upon resignation of Bill Burke who returned to Okla-
homa to take charge of his auto agency. Also during the
summer of 1921, Walter Beech was also hired as
demonstration pilot. Lloyd and Waverly Stearman were
hired to work on production of the Laird Swallow. And
Clyde Cessna of Rego, Kansas, who had done some
early pioneering in aircraft building and flying in the
1910 era, had his interest in flying rearoused by the
purchase of a Laird Swallow in the fall of 1923. Un-
fortunately, due to personal differences, the greats of
the aviation world left Mollendick one by one. Matty
returned to Chicago, having produced 43 Laird Swal-
lows, and set up production of the Laird Commercials:
Model "S", Model LCB and succeeding designs.
Recalling that Matty's Baby Biplane was a model of
efficiency, it is not unusual that his designs became
standards of the industry for their ruggedness, yet light
weight. Additionally, they were sufficiently powered
to make them one of the fastest production aircraft of
the day, and widely copied in the years that followed.
Under the capable pilotage of Charles "Speed"
Holman, E. E. Ballough, Red Jackson, Billy Brock, and
Matty himself, Laird Aircraft set many records, and won
many races for their proportionate numbers.
With "Speed" Holman's victory at the 1930 Thomp-
son, the die had been well cast; the E. M. Laird Com-
pany was capable of building some of the fastest planes
in the sky, and up to the challenge of its successor
the Super Solution.
Thus the Super Solution embodied the unbeatable
combination of one of the most talented experimental
test pilots of the period. While the competition in this
year would include that of a rapidly improving industry,
this combination of men and the machine would prove
to be up to the challenge.
Future articles in SPORT AVIATION will cover the
technical and personal specifics of the racing results of
the Super Solution, but briefly, Jimmy Doolittle flew the
aircraft to win the first Bendix race, refueled and went
on to Newark, setting the transcontinental speed record
of 11 hours and 15 minutes. The average speed, including
gas stops was 219.84 mph; the run had broken Frank
Hawks' previous record by one hour, eight minutes and
fifty-three seconds.
The Super Solution was also entered in the Thomp-
son Race. The direct drive engine used in the Bendix
and t r a n s c o n t i n e n t a l victories was removed, and a
geared Pratt & Whitney (three to two reduction) swing-
ing a 9 foot prop at 1600 rpm, was installed as had been
planned.
Only a few short flights had been made with this
engine at the Laird Factory at Ashburn Field, Chicago,
and upon further test flights at Cleveland, prior to the
Thompson, by both Messers. Doolittle and Laird, some
lateral control problems became apparent in steep
banked pylon turns.
The aircraft's design was such that the side load
trussing of the main gear was carried by the wing truss to
the rear center cabane spar fitting. Due to the side loads
imposed during the many landings the aircraft had made
to date, this cabane fitting had loosened enough to per-
mit slight wing movement in flight, which in turn (Lynford and Brenda Sullivan Photo)
countered aileron action. Further affecting the situation Clay Sisson of Ft. Myers, Florida
was the high torque of the geared engine, whose prop and his contribution to the SS res-
was nearly half the span of the upper wing. toration, a new instrumental panel.
A last minute change was made to reinstall the direct
drive engine used in the Bendix.
Despite an early c o m m a n d i n g lead on the field,
Jimmy was unable to nurse enough sustained power out
of this tired engine, and the Super Solution dropped out
of the Thompson Race at the seventh lap with a scuffed
piston. Lowell Bayles placed first in the Gee Bee Model
Z. The Laird-Solution of 1930, flown by Red Jackson,
came in third place despite the drag of a crushed lead-
ing edge of the lower right hand wing caused by fly-
ing through some trees after rounding the initial scatter
pylon.
October found J i m m y engaged in another d a r i n g
cross country this time to l i n k the capitals of the three
North American nations. From a predawn departure at
Ottawa, through W a s h i n g t o n , D.C. then on to Bir-
m i n g h a m , A l a b a m a , to Corpus Christi, Texas, then
across the mountains to set the green and yellow racer
down at Mexico City took just eleven hours and forty-
five minutes flying time. This record stood for many
years, a tribute to the excellent combination of Jimmy
Doolittle and the Super Solution.
Unfortunately, it would prove to be the last epochal
flight of the aircraft. For the 1932 race season, Jimmy
had plans of m a k i n g the Super Solution even more
competitive with the addition of a retractable landing
gear system and larger tankage. Matty's estimate for
this work proved to be more than Jimmy could pay in
this depression-ridden year, and consequently the racer
was taken out to the Christopher Brothers in Wichita
for m o d i f i c a t i o n . A new fuselage, e m p e n n a g e , and
cowling were built and some sophisticated instruments
for the day were installed.
No doubt numerous fittings and subassemblies were
used out of the Super Solution to save their fabrication
cost.
This aircraft, called the Shell Lightning, was plagued (Courtesy Dr B John Shinn)
with problems that proved to be unsolvable by race time. Cockpit of Super Soltuion.
SPORT AVIATION 13
 On the first flight, Jimmy was unable to lock the land-
ing gear in the down position despite numerous attempts
and procedures used. The aircraft had to be landed on
its "stomach", but with very little damage due to Mr.
Doolittle's skill. Low speed flutter plagued later flights,
apparently due to the greater degree of taper in the
after fuselage area, necessitated by the bulkier tankage
carried forward. With this disappointing performance,
and race time approaching, J i m m y j u m p e d at the
opportunity to fly the Gee Bee R-l when Mr. Z. D.
Granville telephoned him at Wichita. In the R-l aircraft
Mr. Doolittle set a land plane speed record of 296.287
mph and won the Thompson at a blistering 252.686
mph a record that would last for four years. Follow-
ing the Thompson he never flew the R-l again.
Effectively, the 1931 season was the end of the Super
Solution in its original configuration. The Shell Light-
ning version was never raced again. It was moved to
the Shell Hangar in St. Louis where eventually it was
believed sold for parts. Joe Mackey and Bill Sweet
wound up with a number of subassemblies which they
used to repair the Laird Solution during its later career
as an air show airplane.
The original fuselage was given to the Smithsonian
Institute by the Swallow Factory. The Smithsonian's
records are not too clear as to when this happened,
but it was sometime between 1948 and 1966.
Time, availability of parts for other aircraft, and
souvenier seekers virtually exhausted most of the origi-
nal airframe. Pratt and Whitney records indicate that
the original engine was returned to the factory where it
was used as an experimental test bed for future designs
for a number of years. Finally, it blew up one day and
was scrapped.
The Smithsonian was interested in the possible
restoration of the Super Solution over the years. They
worked with the Connecticut Aeronuatical Historical
Association, which had purchased the Laird Solution
for restoration, to obtain a few more parts of the origi-
nal aircraft. While they had interest in the aircraft, and
had done a paper study into its restoration, they found
themselves unable to commit their resources to the
historical research, and detailed fabrication that would
be necessary. Other projects they had were of higher
priority, and more pressing.
Thus when discussions were initiated between Paul
Poberezny, Don Lopez of the Smithsonian, Mr. Laird,
and the author following the Remuda Ranch Fly-In last
December, the Super Solution effectively acquired a
new lease on life. The net outcome of these negotiations
is that the Florida Sport Aviation Antique and Classic
Association would serve as a nucleus for information,
interest, funding, and restoration of the aircraft in be-
half of the EAA Air Museum. Since then Matty Laird
has been most generous with his time, sketches, photo-
graphs and personal recollections on the aircraft.
General Doolittle has also been generous with both
his support of the project and his recollections of
specifics of the epochal flights. In the interest of his-
torical preservation, all conversations with the General
and Mr. Laird have been taped, for later transcription,
corrections and authentication. Forty-four years have
erased a lot of history, aeronautical and otherwise, but
both these gentlemen are able to recall many of the
smallest details with uncanny rapidity. Together, they
are the pressing reason for a timely completion of the
aircraft's restoration, as they are 80 and 79 years of age,
respectively.
The aircraft is well into the restoration stages as the
accompanying photographs and future articles in SPORT
AVIATION will show. All parts in the restoration are
being renovated or reconstructed to airworthy standards.
Arrangements with the Connecticut Aeronautical His-
14 NOVEMBER 1975
torical Association have provided all remaining Super
Solution parts known to be in existence. Liaison with
the CAHA and EAAers in Connecticut has provided an
invaluable flow of missing design information on the
Super Solution from its brother, the Solution. Original
sketches on the aircraft are few due to the rapid pace of
construction which required many full size layouts that
were subsequently destroyed during parts fabrication.
However, using typical aircraft construction practices of
the day, and Matty's recollections and data, we believe
the result will be a source of great pride to both the
principals and the EAA Air Museum.
While parts of the aircraft are currently scattered
throughout Florida, and clear up to Indiana in fact, its
major assemblies will be on display at the 1976 Sun 'N
Fun Fly-In at Lakeland, Florida on January 19 through
25. Its scheduled completion date will permit its view-
ing in airworthy condition at the subsequent 1977 Sun
'N Fun.
There are several areas of assistance the Florida
Association is interested in from the readers of SPORT
AVIATION. Any personal recollections, photos, or in-
formation readers might have available on the aircraft
are of interest. Additionally, knowledge of the where-
abouts of a Hamilton Standard Ground Adjustable Pro-
peller, Design 21A1-7, or any instruments of the period
would be immensely appreciated.
Should any EAAers be interested in doing some scale
models of the aircraft, we would be very happy to pro-
vide data. We would very much like to see about a '4 or
Vs scale model displayed with the mock-assembly air-
frame this coming January.
The Florida Association has not ruled out the pos-
sibility of assistance to an EAAer who might want to
replicate the aircraft. Documentation is an important
part of the restoration the FSAA&CAA is doing, so as
to insure the preservation of the Super Solution in the
future. As such sketches and photographs of all detailed
assemblies are being made, for a well experienced
builder and flier, this aircraft would not represent an
i n s u r m o u n t a b l e c h a l l e n g e . A replication started
immediately would significantly help, and be helped by
the restoration in such areas as tooling, loan of parts,
etc. Interested parties should contact the author. Final
permission will be made personally by Matty Laird.
The project is being funded by donations to the EAA
Air Museum under a SSR (Super Solution Restoration)
designator. All donations carry the normal tax benefits
of the Museum.
A limited edition of the Super Solution lithograph
is available for a $6 donation plain or $8 donation dry-
mounted. Laird jacket patches are available for $2. As
an extra special sort of thing, we can arrange a print of
the aircraft endorsed to yourself personally by both
Jimmy Doolittle and Matty Laird in return for a tax
deductible contribution of $175. The Florida Associa-
tion's future plans include a tape recording of edited
recollections of the aircraft by Matty and Jimmy, so you
can hear them tell you about it in your own living room.
Additionally, a history booklet is in the making. These
materials are available through Hales Corners or the
author.
Due to broad based interest in the aircraft, and a
minimum of parts to work with, we are unable to provide
work at present to many of those who have asked for it.
However, the FSAA&CAA hopes in the short range
future to provide a piece for restoration or replication
to all EAAers interested within our logistics ability. So
if you have interest in doing a part, drop us a post card
with your name, address and phone number on it, as
well as your specialty (wood, steel, etc.) and specific
desires as applicable.
History will appreciate your interest!
 HEADQUARTERS COMMENT
WRITING YOUR CONGRESSMAN
In the past three issues of SPORT AVIATION in
which this column has appeared, we have outlined what
is facing the sport aviation community in the way of
FAA and congressional proposals, the FAA rule-making
process, and efforts that EAA and other aviation organ-
izations have been making to improve the Biennial
Flight Review program. Hopefully, this information has
been useful to you and has illustrated the many ways
EAA Headquarters is moving on your behalf.
Let's turn our attention to another branch of govern-
ment which has become more and more active in recent
years in aviation affairs the U.S. Congress. This body
has been very busy during the past several months
c o n s i d e r i n g the Airport Development Aid Program
(ADAP), energy legislation which would have a pro-
found influence on aviation, legislation on ELTs and,
most recently, a move to split FAA away from the De-
partment of Transportation. It is obvious, therefore, that
it will become more and more important in the future
that your Congressman be aware of your views on these
vital issues.
A commonly asked question is "Will my letter do
any good?" The answer is an emphatic yes, if you keep
certain points in mind. Remember that the letters a
Congressman receives are an important factor in the
conclusions he reaches about how his constituents feel
about certain issues. They may help him form stands on
these issues in the future. Finally, they can demonstrate
that the aviation community is deeply concerned about
certain legislation and, therefore, such legislation may
deserve careful scrutiny. The aviation community is a
small minority but a strong and vocal one. Therefore,
our opinions and feelings are not usually lightly dismis-
sed.
Let's discuss some points concerning how to write
your Congressman and some basic rules to go by. Most
of these are common sense but are sometimes over-
looked when writing about an issue you may feel strong-
ly about. Your letter should identify clearly what you are
writing about, the stand you wish to see your Congress-
man take, why you feel this is right, what effect the
legislation may have on aviation and you, and who you
are and why the issue is important to you.
Don't waste your time with petitions or letters with
many signatures on them. It is a well known fact that
signatures on petitions are easy to obtain on almost any
issue. A well-written, thoughtful and courteous letter
from an individual carries far more weight.
First, state immediately what issue or specific legis-
lation you are writing about. If a bill has been intro-
duced, be sure to refer to its bill number (H. R. number
for House bills; S. number for Senate bills) and the title.
With the thousands of bills that are introduced every
session, this is most important. Also note that you should
write your letter soon after it is introduced and before
it is reported out of committee. This gives your Congress-
man time to formulate his opinions on the bill. It is a good
idea to send a copy of your letter to the Chairman of
By Mike Heuer
the committee which is considering the bill. Many times
a bill will never get out of committee for a floor vote.
You may even write a separate letter to that Chairman.
Write your letters in your own words. Use your ex-
perience and knowledge in trying to get your point
across. Standard phrases or form letters are easy to
recognize by Congressional staff members. These carry
little weight. Such letters are immediately recognized
as the efforts of organized pressure groups who may
have goaded relatively disinterested people into par-
ticipating in something they didn't really care about.
Be sure to be reasonable in what you request. Your
Congressman cannot do the impossible. Asking him to
cut the national budget by 5(Fr or to immediately end
inflation and unemployment could be regarded as im-
possible requests. Also, be sure to be as accurate as
possible. If your facts are wrong, this could immediately
discredit your entire letter. Do some research if neces-
sary on the issue you are writing about. In other words,
know what you are talking about.
Try not to make your letter any more than one type-
written page in length. Thousands of letters pour into
congressional offices daily. A short, concise letter will
get more attention than one of several pages. For this
reason, neatness is important. A typed letter is easier
to read, therefore is more likely to be read. Spelling and
grammar should be carefully checked. Again, common
sense maybe, but attention to detail can make all the
difference. Sign your name over your typed signature
and put your return address on the letter itself. This will
help insure an answer to the letter.
It is wise to discuss why this issue is important to
you. This helps establish credibility. For example, if you
are the owner and operator of a light aircraft and are
opposed to user taxes because they do not benefit you,
then state this. Tell him why federal actions may harm
or hinder what you are doing. Naturally, it would also
be wise to present alternatives and constructive sug-
gestions at this time.
Always be courteous and never threaten, abuse, or
warn the Congressman. This is counter-productive. Do
not threaten that you will not vote for him. This means
little. Good manners and courtesy can go a long way.
Derisive and personal attacks usually end up in the cir-
cular file.
Be sure to ask your Congressman what his position is
on the issue. If he only acknowledges your letter, send
a follow-up letter, asking him to write again with specific
information. This persistence can pay off. The Congress-
man will be impressed with your interest in the bill.
Don't forget if he replies to your satisfaction and
takes a stand favorable to your opinions, write him and
thank him for his help. Usually Congressmen do not get
letters of appreciation. This can make a real difference
in the future.
EAA Headquarters can and will keep you up-to-date
on legislation as it is introduced and can analyze what
effects it may have. However, it is your responsiblity to
write your Congressman we can only provide you
with the information. spQRT AVIAT|QN i
 THE
SPORTPLANE
BUILDER
By Antoni (Tony) Bingelis
EAA Designee Program Advisor

6 8509 Greenflint Lane

Austin, Texas 78759

standard aircraft battery by 6.6. This yields a figure of

138.6 pounds. Similarly, an aerobatic aircraft would be
expected to absorb a maximum G load of 189 pounds
(21 x 9) downward without failure of the box or its at-
tachments.
WING NUT

A FEW YEARS age, investigation of a serious ac-

cident revealed that one of the elevator control cables
x-
PLAIN
/
LOCK
WASHER

WASHER
had broken at a point adjacent to the battery installed
in the aircraft. Failure of the cable was attributed to
severe deterioration in a localized acid environment . . .
the culprit, the battery. Who would ever have thought
that a battery (used primarily for starting the engine)
could develop into the causative factor leading to an
accident?
The purpose of relating the incident, of course, is
to point up the importance of a good battery case . . . one
that is securely attached to the structure and adequately
drained and vented.
A battery box may be purchased for approximately
$23 to $25. Check your current catalogs of EAA sup-
pliers. A new ready-made box would be a welcome
acquisition but, if you think this is a bit expensive for a
simple "tin can" that doesn't do a n y t h i n g but sit
FIGURE I.
there . . . maybe you are right.
Since most of us can spare more time than money,
the construction of a battery box seems like an attrac-
tive alternative. Surely, anyone who is adept enough to AIRCRAFT BATTERY DIMENSIONS
construct an airplane can also make his battery box. STANDARD SMALL CASE (TYP)
Before resigning yourself to the task of making a
battery box, do not overlook the last ditch hope of lo- These limits can easily be met by either of the two
cating a second hand box from some local aircraft sal- battery box designs illustrated provided their mounting
vage. If you could pick one up for a few bucks, it would brackets or racks are properly designed and adequately
really be worth it. Do not be too hasty in turning down a secured to the aircraft. It is possible to design a battery
box that is bent or slightly damaged. Most such boxes box that is made from a single sheet, but it would require
could probably be straightened and refurbished much some very precise measuring and bending.
easier than a new one could be built. If your potential An innovative builder can rig a way to test his bat-
acquisition exhibits signs of corrosion, you might prefer tery box installation if he is so inclined. He could, for
exercising your option to build one yourself. example, use shot bags to build up the necessary test
As with any component made for your aircraft, try loads. Perhaps a hand held spring scale may be attached
to keep the battery box simple and light. Adequate to measure the results with you hanging on one end. But
strength for the function at hand must not be sacrificed, then, you might have to call somebody else to read the
however. G e n e r a l l y , battery boxes are designed and scale for you. However you might measure the potential
installed so that they are capable of withstanding the G strength of the installation, be sure that you distribute
loads to which they might be subjected during the life the load adequately throughout the box and brackets,
of the aircraft. These so called "G loads" are arbitrarily otherwise, it might crack or tear.
accepted as being 6.6 G downward, 3.0 G upward, 9.0 A leak proof battery box illustrated in Figure 3 is
G forward and 1.5 G sideways. much easier to make than you might first believe.
Aerobatic aircraft are expected to withstand some- The bottom metal piece is formed around a block
what higher G loads. The figures, therefore, would be- with the same dimensions as the battery to be used plus
come 9.0 G downward and 4.5 G upward . . . the other '/IB" (5'/8 (or 5'/4) x 7%"). Cut the block out of :'/4 ply-
two values remain the same. wood or fiberboard. Round the edges to a radius of about
To better visualize what kind of a load 6.6 G's re- '/H" and the corners to an approximate %" radius. Cut
present, multiply the typical 21 pound weight of a small another rectangular block from % stock but make it about
16 NOVEMBER 1975
 VA" smaller in overall dimensions. Except for the corners, 1 1
the edges need not be rounded as its only use is as a
,+
T.

back-up for the metal being formed.

1
i 1

The general procedure and forming technique is i i , i

adequately illustrated and need not be detailed herein. Nr

\ 3 1/4"4 7 3/4'^- S 1/4""It-

A few pointers might be helpful, nevertheless. i\. SIDE J BACK SIDE |

When hammering down the sides of the bottom \NUT PLATES 1 7

i i
piece being formed, it is very helpful to press an iron
weight or hammer against one side while hammering I tT i
1 BEND LINES 1

S
j VM" STRESS RELIEF 1'
IJX
^
HOLE fff*\
O O
/
O O 1
and stretching the metal on the opposite side. This is BOTTOM'
particularly true when bending and forming the metal I faATCM DRILL
I 5 I/4 (AFTER BENDING)
around each corner. You will be able to stretch and OORAIN MOLE-^f)
FOR RIVETING
shrink the metal around each corner easily enough after O BIOfCLE TIRE T
VALVE STEH |
a bit of practice so don't worry about it before hand. The
soft 2024-0 or the 6061-0 aluminum sheet is very very
ductile and formable. The bent-up edges for the formed
bottom piece and cover for the battery box need only ALUM. 2024 T.3
032" OR 040"
be V?" high. This will be sufficient to provide the proper
riveting edge distance for the rivets.
After the forming operations are completed, for both
the cover piece and the bottom, trim and file the edges
to a uniform W height. The only other major part for
the battery box are the sides. They are bent up from a
single sheet of aluminum to fit inside the formed bottom
piece. Note that a radius must be filed into each corner
to permit the battery box body to slip into the bottom
piece deeper.
It is suggested that the rivet heads be on the inside BATTERY BOX DESIGN

of the box and the formed heads on the outside. Pop FIGURE 2
rivets may be used to simplify assembly considerably.
Regular Vs" aircraft rivets if used may be upset with a insure that the sharp edges of the box will not chafe
battery cables.
hammer. If you have a heavy duty vise, it can be adapted
to serve as an anvil for the job. Clamp a section of heavy One final requirement is to paint the box with an
steel channel 3 or four feet in length (or any other hunk acid proof paint. This paint usually is black and is
of iron) in the vise so that one end extends about 8" obtainable from some aircraft service centers. However,
from the jaws. Do your rivet setting over this convenient it would seem to be that the purpose would be served
anvil. The reason for using a long piece of metal as an equally well if you were to paint the battery box in some
anvil is to make it easier to keep it immobilized while delicate pastel shade using a good grade of epoxy paint.
hammering rivets on the short end. Wouldn't that make a charming addition to an otherwise
drab engine compartment?
Use a bit of epoxy on the joints in the final assembly
and you will be assured of leakproof and corrosion proof FORM COVER AND BOTTOM OF 2O24 .0 ALUMINUM 040"- 063"
seams. Before assemblying either type of battery box,
a small depression should be stretch hammered into the
bottom where the drain hole is to be. This drain location
need not be at the center of the bottom but should be in
the low spot of the box when installed in the aircraft.
An old bicycle tube valve stem serves as a good drain
fitting. Remember to remove and discard the valve core,
though. Since the valve stem is threaded, it is a simple
matter to secure it to the box with a nut. To complete the
drain installation, slip a short section of plastic hose over
the installed drain fitting to provide a path for any cor-
rosive battery drippings that might develop. It is impor-
tant to route this drain hose so that it drains overboard FONMHC BLOCK
and away from any of the aircraft's structure. Otherwise, 7 13/16" X 5 3/16"

the consequences could include a ruined paint job ROUND FORMING EDGES (I/S"R)
ROUND CORNERS TO J / a " RADIUS
and/or destructive corrosion.
Aluminum angles or brackets are used to attach the
battery box to the firewall or elsewhere. These brackets
are riveted to the battery box and in some cases also to
the firewall. A few builders, with the ease of removal in
mind, prefer to attach the battery box to the structure
with AN-3 bolts. But this is a personal preference.
It is essential that the battery box lid be easily re-
movable so that the battery can be serviced easily. To
secure the cover, use the simplest device possible. For
example, how about riveted straps fastened by means of
a metal clip ... or safety pin? Another good fastener
is a short section of a piano hinge with a removable
hinge wire riveted to the battery case cover. BATTERY CASE DESIGN
At the points where the positive and ground cables
FIGURE 3.
enter the box, install rubber grommets or otherwise

SPORT AVIATION 17

AIRFOIL SELECTION FOR THE
MINI-IMP
By M. B. "Molt" Taylor (EAA 14794)
Box 1171
Longview, Washington 98632
W, ITH NASA HAVING sent men to the moon, and
apparently now having some time to think about the
interest of people like the "homebuilder of light air-
craft" as well as spending some time and effort investi-
gating better airfoil sections for general aviation air-
craft, we are beginning to get some information from
them in these areas. As usual, there is a considerable
difference of opinion in regard to the new airfoil sections
that NASA has developed and there is also considerable
misunderstanding. First, the much publicized "super-
critical" airfoil work by NASA seems to be most mis-
understood. The true "supercritical" airfoil was NOT de-
signed for homebuilders but is merely a new airfoil sec-
tion shape which was developed with computer tech-
nology in order to reduce the drag of an airfoil at high
Mach numbers. Thus aircraft that are designed to fly at
speeds close to the speed of sound are able to do so with
less power (or reduced fuel consumption which is the
important thing these days).
This same computer technology was later directed
at the improvement of airfoils which have been designed
for the use of low speed aircraft, particularly the general
aviation type machines where the fuel economy problem
is still considerable, but where there is also considera-
ble interest in very low speeds for takeoff and landing.
By use of this modern computer technology NASA engi-
neers found it was possible to optimize the shape of air-
foils so that cruise performance could be improved while
still retaining good slow speed capabilities. However,
it was found that this still required some of the good old
technologies that have been useful in the past such as
single and double slotted flaps, so-called "Fowler" type
flaps which effectively increase wing area when the flaps
are deflected, etc. Using a combination of the old and
the new technology it has been found that very high lift
could be obtained with relatively smaller wings while
at the same time equal or better cruise speed at the same
powers as formerly were used on the same airplane were
realized. The well publicized modified Cessna Cardinal
program at the University of Kansas in Wichita is an
example of this development.
However, it should be recognized that this improve-
ment could only be obtained through the use of fairly
complicated flap mechanisms which for the most part are
beyond the ability of the usual "homebuilder" to dupli-
cate. Such flaps require extremely close tolerance con-
struction, involved flap tracks, and costly operating
mechanisms. While they are practical for the sophisti-
cated homebuilder, they are not too practical for the "first
time builder", for instance.
When the Mini-IMF was being laid out, it was one of
our prime objectives to have the design be extremely
easy to build. It was obvious that a complicated wing-
flap system would not be the thing to include in the de-
sign. Yet, we wanted the airplane to have relatively low
landing speed, good takeoff characteristics, and as high
a cruise speed as possible without too much compromise
in the low speed end of the performance range. Most any-
one can design a fairly high speed airplane if they want
to pay the price at the low speed end. All they have to do
is reduce the wing area, and the short span found on
race planes is good evidence of this approach to the prob-
18 NOVEMBER 1975
lem. Some race planes employ flaps in an effort to reduce
landing speeds to manageable values, but for the most
part they were designed to be flown by competent, ex-
perienced pilots that don't mind 100 mph landing speeds.
This is obviously not an area for the average home-
builder to be playing around in. With all the publicity
about the new GA (W) wing sections it was only obvious
that we consider every bit of available data that we could
gather on this airfoil section when we were laying out
the wings for the Mini-IMF. Further, we compared all
of this new dope with available information on all of the
other traditional airfoil sections like the laminar sec-
tions as well as the old NACA favorites.
During these investigations we came across an in-
formal report from NASA regarding an investigation of
an alternate airfoil section which was developed dur-
ing the investigations that led to the GA (W) study and
found that efforts had been made to try to overcome some
of the minor shortcomings of the GA (W) airfoil through
further computer optimization as well as the use of
extremely simple mechanical arrangement of the flap
system to be used with the wing. The result of these stu-
dies has been designated by NASA as the GA (PO-1.
A comparison of this later airfoil development reveals
that the "cusp" at the trailing edge on the lower surface
which is a characteristic of the GA (W)-l wing has been
modified in the (PC) wing and that the leading edge of
the (PC) wing has an even larger radius.
Available technical data on wind tunnel tests of these
airfoil sections show that while the GA (PO-1 wing didn't
have quite as high a lift coefficient at equal angles of
attack when compared with the GA (W)-l wing section,
the lift characteristics were comparable at the practical
operating angles of attack, and that it would be possible
to obtain quite suitable lift characteristics by using a
bit more wing area for the takeoff and landing qualities
desired for the Mini-IMP and still obtain some other use-
ful characteristics that are possible only with the GA
(PO-1 wing. These include better internal volume, deep-
er spar depths, simpler construction characteristics, and
finally a most interesting and useful flight capability.
While the GA (W)-l wing requires the use of compli-
cated Fowler type flaps in order to realize its potential,
the GA (PO-1 wing incorporates a built-in type of flap
arrangement which is not only extremely simple to build,
but also lets one obtain considerably reduced drag char-
acteristics for cruise flight conditions. The flap for the
wing is preferably used full span and rather small de-
flections are used (again preferably differentially) for
aileron control. The differential aileron movement (more
up movement than down movement angularly) re-
duces adverse yaw characteristics when deflecting the
flaperons in the aileron use and the collective use of
the flaperons is used when moving the surfaces as flaps.
Thus the wing can be said to have "drooping ailerons".
Further, both flaperons can be deflected collectively in
the up or reflex direction. This reduces the normal pitch-
ing moment of the wing which in conventional wings is
corrected for by means of a negative angle of attack for
the horizontal tail surfaces. With the GA (PO-1 wing we
found that when we brought the flaperons into the reflex
position we have to trim the aircraft considerably in
the nose down direction as compared with the condition
where the wing trailing edge was being carried in the
normal trailing position. This is, of course, opposite to
the condition one encounters with normal flap motion of
the trailing edge of a wing where the downward move-
ment of the flaps must be compensated for with nose up
trim. Since the usual normal trim of an aircraft results
in a down load on the tail which, in turn, develops con-
siderable drag, it can be seen that the change in trim
to nose down reduces this drag of the tail. Further, the
reflex position of the flaperon surfaces brings the trail- the better.
ing edge of the wing up into the wake of the fore part of The flaperons of the Mini-IMF are about as simple
the wings and this also reduces the induced drag of the to build as is possible. They are hinged with a full span
wing to some extent. Actual flight experience with the lightweight extruded aluminum piano hinge which not
Mini-IMF prototype shows that for a given power (i.e. only makes for a lightweight and simple installation
normal cruise) we can increase the resulting cruise but also provides ample seal for the surface. The hinge
speed approximately 11 miles per hour (going from 140 line is on the lower surface of the wing so there are no
mph true air speed to 151 mph). This is a considerable gaps to seal, or surfaces to match. The ordinates for the
improvement in cruise for the same power, particularly GA (PC)-l wing are such that the lower surface of the
when it is obtained at a cruise power setting of some- wing is smooth only in the cruise configuration. Further,
thing approaching 50 horsepower. the deeper section of the wing well aft lets the designer
Since the wing trailing edges can be controlled col- incorporate a deeper rear spar which adds to wing stiff-
lectively in the normal flap travel direction as well, we
have found that we can reduce normal landing speeds TABLE I NACA 652-415 AIRFOIL COORDINATES
approximately 5-7 mph when compared with landing the [c = 44.7 cm (17.6 in)]
Mini-IMF prototype with the trailing edges set in the
streamed, or as we prefer to say, the takeoff and climb x/c (z/c) upper x/c (z/c) lower
position. Thus, there are three basic positions used for 0.0 0.0 0.0 0.0
the flaperons (1) takeoff and climb, (2) cruise, and (3) .00313 .01208 .00687 -.01008
landing. Further, we have found that it is most con- .00542 .01480 .00958 -.01200
venient to have the flaperon control infinitely variable .01016 .01900 .01484 -.01472
so that the wing trailing edge can be throttled or the .02231 .02680 .02769 -.01936
lift of the wing effectively modulated. Thus, this new ad- 04697 .03863 .05303 -.02599
ditional flight control is not considered to be so much of 07184 .04794 .07816 -.03098
a flap control as it is a lift lever. Using the lift lever .09682 .05578 .10318 -.03510
(which is placed adjacent to the left hand throttle) as an .14697 .06842 .15303 -.04150
additional flight control we find it possible to do things .19726 .07809 .20274 -.04625
like reduce the takeoff run on the ground. This is done .24764 .08550 .25236 -.04970
by putting the lever in the cruise position for the initial .29807 .09093 .30193 -.05205
portion of the takeoff run (this reduces the drag of the .34854 .09455 .35146 -.05335
wing during i n i t i a l acceleration). The lever is then .39903 .09639 .40097 -.05355
moved to the takeoff and climb position as rotation speed .44953 .09617 .45047 -.05237
is reached and the airplane lifts off the ground promptly .50 .09374 .50 -.04962
and smoothly. This is useful in crosswind takeoffs where .55043 .08910 .54957 -.04530
it is desirable to leave the ground cleanly without dan- .60079 .08260 .59921 -.03976
ger of sagging back and striking the ground with the air- .65106 .07462 .64894 -.03342
craft moving sidewise or drifting. The lift lever is also .70124 .06542 .69876 -.02654
useful in making an approach to landing. If one finds .75131 .05532 .74869 -.01952
that he is too high, the lift lever can be used to reduce .80126 .04447 .79874 -.01263
lift (reflexing the trailing edge up); this lets the aircraft .85109 .03320 .84891 -.00628
increase its glide angle without changing speed or atti- .90080 .02175 .89920 -.00107
tude. Flaps will do the same thing, but they require that .95040 .01058 .94960 -.00206
you either change speed or attitude to change flight
1.0 0.0 1.0 0.0
path. Thus one can "sink" the airplane along a desired
flight path with complete, smooth control, and you quick- Leading-edge Radius = 0.015c
ly find yourself able to "play" the wing characteristics Slope of radius through leading edge = 0.168
according to your desire or whim with complete freedom
whereas with just flaps you tend to set the flaps and
then fly the airplane as it then has to be flown with the
flaps in whatever position you have selected. The hinge
moments for the narrow chord flaperons are low enough
so that the movement of the lift lever requires very little
effort, and this new additional flight control has turned
out to be a real addition to the very fun of flying the
Mini-IMF. Cruise
There are other areas where this ability to control
the lift characteristics (as well as the drag) of the wing
should prove beneficial and interesting. However, the
basic improvement in cruise speed is felt to be most worth-
while. The reflexing of the wing trailing edge is, of course,
nothing new and is a technique that has been used by
sailplane proponents for some time. It should be recog- Climb
nized that both the aircraft as well as the wing section
should really be designed for this ability and charac-
teristic and that while some lightplanes may exhibit a
definite improvement in cruise speed (for a given power)
if the ailerons are rigged to trail slightly up, other light-
planes may not show much improvement in cruise per- Landing
formance. In general, the aircraft should have relatively
light wing loading in order to get much advantage from
reflexing the trailing edge. It is also obvious that the The profiles of the GA (PC)-1 airfoil section in the
greater the percentage of span covered by the flaperons cruise, climb and landing configurations.
SPORT AVIATION 19
ness and strength. The bottom of the wing is relatively the following coordinates are given. The drawings for
flat forward to the front spar which facilitates the in- the Mini-IMP will, of course, include full size wing tem-
stallation of wheel wells in the bottom of the wing (as plates of the GA (PO-1 wing as used with the prototype
used with the Mini-IMF) and the rather thick wing sec- as well as full details concerning the flaperon control
tion along with the large leading edge radius improves lift-lever and the mixer system used for control. These
internal volume for integral wing tank construction as parts are extremely simple and can be quickly made using
well as gives a good deep front spar on the 25^ chord nothing but a metal cutting band saw (or sabre saw), drill
point which has proven to be the optimum CG position. press and sanding belt.
The flaperons are 100% static balanced in order to avoid
possible aileron flutter, and the lower skin position of
the hinge line permits the use of a relatively long lever
arm for the flaperon actuator push rods, without ex-
posed external controls.
As can be seen, there is much more to the selection
of an airfoil section for any design than just the amount
of lift that a particular wing section might develop, and
early evaluation of the Mini-IMF with the GA (PO-1
NASA wing section would seem to indicate that this re-
cent development from NASA can be expected to add con-
siderably to aircraft design and simplicity.
TABLE III NASA GA (PC)-1 AIRFOIL COORDINATES
For the guidance of those builders who are interested
WITH 10 FLAP DEFLECTION
in comparing the GA (PO-1 wing section with the GA
[C = 44.7cm (17.6 in)|
(W)-l and the popular NACA 652-415 (Laminar) wing
x/c (z/c) upper (z/c) lower
0.0 -0.0025 -0.0025
.0025 .0098 -.0140
.005 .0160 -.0208
TABLE II NASA GA (W)-1 AIRFOIL COORDINATES .01 .0245 -.0273
lc = 44.7cm (17.6 in)] .02 .0360 -.0356
.03 .0448 -.0408
x/c (z/c) upper (z/c) lower .04 .0521 -.0445
0.0 0.0 0.0 .05 .0583 -.0469
.002 .01300 -.00974 .08 .0726 -.0515
.005 .02035 -.01444 .10 .0796 -.0533
.0125 .03069 -.02052 .125 .0863 -.0545
.025 .04165 -.02691 .15 .0909 -.0553
.0375 .04974 -.03191 .175 .0947 -.0560
.05 .05600 -.03569 .20 .0970 -.0568
.075 .06561 -.04209 .25 .0993 -.0583
.100 .07309 -.04700 .30 .0998 -.0595
.125 .07909 -.05087 .35 .0983 -.0609
.150 .08413 .05426 .40 .0953 -.0625
.175 .08848 -.05700 .45 .0915 -.0630
.20 .09209 -.05926 .50 .0861 -.0626
.25 .09778 -.06265 .55 .0797 -.0615
.30 .10169 -.06448 .60 .0721 -.0594
.35 .10409 -.06517 .625 .0683 -.0576
.40 .10500 -.06483 .65 .0644 -.0556
.45 .10456 -.06344 .675 .0606 -.0523
.50 .10269 -.06091 .70 .0564 -.0478
.55 .09917 -.05683 .725 .0521 -.0433
.575 .09674 -.05396 .75 .0471 -.0383
.60 .09374 -.05061 .775 .0420 -.0318
.625 .09013 -.04678 .808 .0355 -.0235
.65 .08604 -.04265 .828 .0312 -.0219
.675 .08144 -.03830 .848 .0269 -.0203
.700 .07639 -.03383 .868 .0226 -.0187
.725 .07096 -.02930 .888 .0183 -.0172
.750 .06517 -.02461 .908 .0141 -.0156
.775 .05913 .02030 .928 .0098 -.0140
.800 .05291 -.01587 .948 .0055 -.0124
.825 .04644 -.01191 .968 .0012 -.0108
.850 .03983 -.00852 .988 -.0030 -.0092
.875 .03313 -.00565 1.000 -.0056 -.0083
.900 .02639 -.00352
.925 .01965 -.00248
.950 .01287 -.00257
.975 .00604 -.00396
1.000 -.00074 -.00783

20 NOVEMBER 1975

J. HE BD-7 IS a homebuilt design that I guess I can
really say I have been working on for fifteen years. Early
in 1960 I began construction on a research homebuilt
design known as the XBD-2. This airplane first flew in
1961 and we accumulated 52 hours of research flight
testing. That airplane was a test bed for engineering
features developed by NASA and the Mississippi State
College. I also incorporated a few innovations of my
own.
The object was to try and develop an improved light-
plane. Since the early 1960's I have studied a variety of
By James R. Bede (EAA 3758 Lifetime)
Bede Aircraft
Newton Municipal Airport
Newton, Kansas 67114
aerodynamic designs. Different methods of fabrication
have been tried, and during this time I have used and
tested a great variety of structural materials that could
be used on an aircraft. The objective was to develop a
light aircraft that practically everyone could afford; one
that would have better performance, greater utility, and
improved safety compared to any other light aircraft.
It's rather easy to say that there are certain things
you would like to include in a new aircraft design, but
then to actually obtain them is quite another matter.
Because current light plane designs utilize thirty-year-
SPORT AVIATION 21
old aerodynamics, a well-trained aeronautical engineer
can design a l i g h t aircraft with better aerodynamic
efficiency and, therefore, obtain improved performance.
But to obtain further improvement you have to break
away from the conventional, and this means that you
have to learn some new factors in stability and control,
as well as mechanical systems if you go into the more
efficient pusher concept. Add to this the desirability of
reducing the cost of the complete design by a significant
amount, in order to bring it within the reach of the
average person's budget, and the goals that are estab-
lished at times become exceedingly difficult to achieve.
And this is why it has taken me fifteen years to develop
the BD-7.
I cannot say that the BD-7 is the ultimate homebuilt.
There is no such thing. People who build homebuilts
all have different likes and dislikes for things that they
desire in an aircraft. But for more than fifteen years now
I have wanted a homebuilt airplane design that simply
wasn't available. But there has never been an airplane
available with the features that I felt I really needed and
desired. But now, after fifteen years of work, I think
some of the objectives I've been aiming for will be real-
ized. Here are some of the fundamental objectives I
wanted.
1. A twin engine airplane that I could easily fly and
not constantly worry whether or not I would do the right
thing if an engine ever failed.
2. I wanted a cabin that was comfortable, had good
visibility in all directions, would give me an instrument
panel that was adequate in size, beautiful to look at and
completely functional. And one other major feature; I
wanted it to be quiet. Oh, how beautiful flying would be
if you could see all around you completely and with the
quietness of your living room!
3. To have an aircraft with good high speed and climb
performance.
4. The total cost for everything should be no more than
a Buick, Oldsmobile, or similar automobile.
5. It has to be of materials that I know will give me
an unlimited structure life. I don't want to be replacing
BD-7
FIGURE 1 General cut-away view of the BD-7. This
illustration shows a single Lycoming engine installa-
tion.
22 NOVEMBER 1975
fabric every so many years, nor do I want some unproven
materials that may warp or crack after the airplane had
been in service for a while.
In addition to these features there are many other things
that are desirable, but not as critical. For example: The
general styling should be very attractive and the feature
of taking it home on a trailer. Also, having all mechani-
cal systems designed for easy service and maintenance
all lends itself to an even better airplane. Some of these
features you may find in other airplanes, whether they
be homebuilt or store bought. Others are unavailable in
any design. To have all of them would sure make a sweet
airplane.
Let's go over some of the more important features
in detail. The BD-7 is a real twin-engine aircraft. In fact,
it can even be a single engine aircraft. The mid-engine
pusher propeller configuration does offer the builder
the unique flexibility of using a variety of engine com-
binations. Initially, we are recommending that the BD-7
can be built utilizing engines as small as a 100 hp Con-
tinental, or up to a turbo-charged 200 hp Lycoming. The
engine compartment in the mid-section of the fuselage is
quite large and a variety of engine sizes can easily be
accommodated, with the appropriate baffling adapted for
each engine. In a normal front-engine i n s t a l l a t i o n
completely different cowlings have to be developed for
various engines. It is because of the large engine com-
partment in the BD-7 that two engines can be installed.
Our design calls for the use of two of the three-cylinder
Xenoah engines that have been developed for the BD-5.
These engines are presently rated at 70 hp, later on it
will be upgraded to 80 hp or 90 hp.
In addition to the above-mentioned engine config-
urations it is obvious that other powerplants, such as
liquid-cooled V-8's, or even large, really high horse-
power six-cylinder aircraft engines, could be installed
after the appropriate development work had been ac-
complished. I don't know of any other aircraft, home-
built or store bought, that offers the potential of such a
major variation of powerplant capabilities. Being very
close to the center of gravity, even extremely heavy

FIGURE 2 This illustrates the general arrangement of
two Xenoah engines installed in the BD-7 engine com-
partment. Each engine is independent of the other and
the aircraft can be flown on either or both engines.
engines could be easily tolerated. So, if you were build-
ing a BD-7, you would have an extremely large selection
of engines you could install.
I personally think the idea of having two engines
driving one propeller has got to be the ultimate in com-
fort and safety. To know that no matter where you fly,
over any kind of terrain, you've got the real safety of two
engines. But till now the price for this safety, both in
dollars and in difficulty of handling, has been beyond
what most of us could afford. Two engines, however,
linked to a common pusher propeller solves all of that.
To give you a better idea how this system works, let
me go into more detail. In the fuselage of the BD-7 the
two Xenoah engines are installed side-by-side and are
connected to a common drive shaft. Each engine has its
own independent belt transmission and each belt sys-
tem has an automatic over-riding clutch installed in the
upper sheave. An over-riding clutch is similar to a clutch
on a bicycle. If you turn the pedals in one direction they
will transmit torque, or power, to the wheel. If you stop
turning the pedals the wheels will freewheel, or coast.
As long as you pedal faster than the wheel is turning
you are automatically engaged and can transmit power.
It is, therefore, possible for either engine in the BD-7
to turn the propeller, or for either engine to be shut
down and be turned off completely.
In the cockpit the pilot will, of course, have two
throttles. There will also be two tachometers to monitor
the speed of either engine. In addition to this, there
could even be a third tachometer to indicate the speed of
the propeller and drive shaft. Since with the Xenoah
engines the propeller is geared down so that it turns at a
slower RPM than the engines, the propeller tachometer
would read an appropriately lower RPM.
An example of an ordinary start up, take off and
flight with the two engine installation, including an
engine shut-down, would be as follows: The pilot can
elect to start either engine when he is ready to go. (For
the twin-engine arrangement it would also be highly
desirable to have a constant speed propeller.) As soon
as the first engine begins to run, the pilot can operate
the throttle on that engine at anywhere between idle
and full throttle. He will have the propeller pitch control
knob all the way in for take-off, or at maximum RPM
setting. Now let's assume that he takes the first engine
he started and goes to half throttle. The engine and prop
7
FIGURE 3 An inboard profile of the BD-7. The center
module, where the back seat is located, can be
eliminated for a two-place configuration.
would obviously be turning much faster than idle speed.
If the pilot then would elect to start the second engine,
with its throttle in the full idle position, the engine
would start and continue to run at idle RPM. As the pilot
would advance the throttle on the second engine he
would find that RPM's would be doing no work and
transmitting no power to the propeller. After a very
slight throttle movement the RPM of the second engine
would catch up to the speed of the first engine, and at
the point the speed of the second engine would exactly
coincide with that of the first engine, the over-riding
clutch would engage. Any more throttle movement
would not change the RPM of either engine. Both en-
gines would have exactly the same speed. In fact, at
this power setting the propeller governor would control
the speed of the propeller and not permit it to go any
faster. However, as the second engine would put in ad-
ditional power or torque to the complete system, the
propeller would increase in pitch angle to absorb this
increased power. The second engine could even go to
full throttle, while the first engine could remain at its
SPORT AVIATION 23
original setting.
The pilot would find that he could either move both
throttles to the same position or different positions,
never once h a v i n g to synchronize the engines. They
would be automatically controlled. If either engine was
pulled back to idle it would disconnect from the sys-
tem and run at its free-wheeling idle speed. The pro-
peller at that time would be driven solely by the remain-
ing engine.
To continue with our example, the pilot now would
begin taxiing the aircraft, adjusting the throttles in al-
most any manner he chooses to give him adequate power
for taxi. When he reaches the end of the runway and
begins his pre-take-off checklist he would use the follow-
ing technique to check out the mags: First, he would
retard the throttle on one engine to full idle, then the
throttle of the second engine would be advanced to the
desired RPM to check the mags. At that point the pilot
would check both mags of t h a t engine. If one mag is
running rough, or completely out, the pilot would im-
mediately realize it. To check out the other engine, he
would advance the throttle of that engine, pulling the
first one back to idle. The mag check of the second
engine would then be made.
If the throttle on the engine not being checked is not
pulled hack into a speed range that makes the clutch
disengage, the pilot would have far greater difficulty
in detecting the loss of a mag.
After the pilot has completed his checklist he would
begin take-off in just the same manner as for any single-
engine airplane. Propeller speed control would be set to
take-off position (which is fully "In") and both throttles
would be advanced to the full throttle position. As the
airplane reaches lift-off speed, the pilot would notice
the RPM's of both engines r e m a i n i n g the same and
would notice the RPM of the propeller was remaining
constant. As with any other single-engine aircraft with
a constant speed prop, the propeller governor would
adjust the speed of the propeller by increasing its pitch.
Now let's assume you were 100 feet off the ground
and at the end of the runway and one engine quits com-
pletely. Regardless of whether the failure was the result
of simple fuel starvation, or a major internal malfunc-
tion, the effect would be the same: The engine would
simply stop turning and disengage itself from the drive
system. The pilot would notice a reduction in power
and he would reduce his angle of climb. It would be
exactly the same if, in a single-engine aircraft, the pilot
would elect to pull the throttle back to where the engine
was developing only 50 percent of its take-off horse-
power. The performance and handling of the airplane
would be identical.
What is interesting to note is that at very low speeds,
should the pilot elect to shut down an engine, he would
experience a 50 percent reduction in power but only 36
percent reduction in the thrust being produced by the
propeller. Aside from maintaining a safe flying attitude,
there is absolutely nothing further the pilot would have
to do. As far as he is concerned he could have lost one
engine, or pulled both of them back to 50 percent power
and continued to operate the a i r p l a n e at a reduced
power setting.
Should an engine failure actually occur, it would be
best, after a comfortable altitude had been reached, to
determine which engine had failed, and then shut off the
fuel to that engine. However, since the engine would
have stopped turning this procedure probably would not
be necessary.
It would also be possible for extended range to be
achieved, where the pilot would be willing to cruise at
a lower speed, by merely shutting down one engine.
Obviously this would cut the fuel consumption in half.
The shut down engine would, of course, always be avail-
24 NOVEMBER 1975
able for use at any time.
The simplicity, efficiency and safety of this power-
plant arrangement is going to set new standards for
general aviation aircraft. When you build a BD-7 with
this dual-power package you will be building a truly
modern and advanced aircraft design.
With regards to cabin noise and visibility, the pusher
configuration inherently offers superb visibility because
you are out in front of the wing. Besides being able to see
above and below you on either side, you have no re-
strictions of a bulky engine placed directly in front of
your field of vision.
When it comes to cabin noise, the two major sour-
ces of discomfort in this area are the engine and the
propeller. The propeller in the BD-7 is so far aft its
noise contribution can be completely ignored. With re-
gards to the engine, the exhaust is actually the major
contributor of noise. In the case of the BD-7, this item,
although not as far back as the propeller, is far enough
away to where, with reasonable exhaust muffler and
sound insulating material, its effect on cabin noise can
be reduced to negligible proportions. In addition to this
the basic engine, or engines, will generate some noise
themselves. Although the engine is directly behind the
cabin, this noise can be muffled significantly with stan-
dard sound insulating material.
The only other noise source that is left to eliminate
completely is the outside wind noise. The extremely
smooth fuselage and windshield contours do not gene-
rate any protrudences and, therefore, airflow separa-
tion. And for those who want the absolute ultimate in
sound reduction, we have designed the BD-7 to in-
corporate dual panel plexiglass windows. Can you ima-
gine the enjoyment of flying in a quiet cabin where you
can not only speak to your fellow passengers in normal
tones, but you would be able to understand everything
the tower says to you. And on those beautiful VFR cross
country flights you can let the stereo tape deck make
things even more enjoyable.
I won't dwell too much on the performance of the
BD-7, except to say that it approaches the 200 mph class
and will offer good take-off performance coupled with
excellent rate of climb and altitude capabilities. All of
this is not accomplished by any magic or secretly pat-
ented device. It is simply a case of clean aerodynamics
built around a compact, efficient configuration. The
performance specifications we have listed have all been
determined by a computer and we believe they are
conservative to where we would not be surprised to
find the final flight test data to exceed these quoted
numbers. I have been accused in the past of quoting too
high of performance figures. So, in the case of the BD-7,
I am trying to make up for that by quoting lower than
expected values.
The cost of the BD-7 is, to me, the most important
and the most difficult thing to achieve. You can reduce
the cost of an airplane by keeping it very plain and sim-
ple. But this generally results in poor performance and
very little utility. Generally speaking, when you try to
obtain high performance, you have to go into compli-
cated and sophisticated systems. This makes the cost
sky-rocket. For example: Where in the world can you
find a four-place airplane that will give you near 200
mph performance without having to spend nearly a
King's ransom to own one? Even if you're willing to
settle for a hightime used aircraft, the cost of not only
purchasing one but trying to maintain it is unbearable.
We think that with the BD-7 design we can make a
major reduction in cost and bring it within reach of most
everyone.
I'm not trying to say the BD-7 is the cheapest home-
built you can build. It is, however, the highest per dollar
of performance and utility that you could get anyplace.
When you get through building a BD-7 homebuilt, you
will have the equivalent of a $40,000 to $50,000 single-
engine aircraft. Or, if you compare it to a twin-engine
aircraft, you'll have the safety and utility of an $80,000
+ aircraft. What other way could you invest your time
and your money and have such a valuable end product?
In an attempt to place the BD-7 within everybody's
budget, we will be offering just the plans for those who
would like to have this kind of an airplane, yet want to
scrounge their materials and their equipment. We will
also have much of the material available to fabricate the
airplane. This can be obtained either by individual item,
or in one of ten packages, or even all ten packages at
one time, with a certain amount of savings as a result.
We will have available either raw materials only, or a
number of individually formed parts for those who feel
that certain items are too hard for them to fabricate, or
want to reduce the time it takes to build the aircraft.
No matter how the homebuilder chooses to go, we're
thoroughly convinced that when he's done with a mo-
dern airplane such as the BD-7 he will end up with a real
investment that's quite valuable.
Regarding the materials I selected for the structure
of the BD-7, I decided that the type of person who would
be interested in this aircraft probably would not want to
experiment with the aircraft's actual basic structure. As
much as I am the type of person that likes to use the
latest design features, there are certain things that re-
quire a lot of testing and sometimes require a certain
period of time to determine their exact usefulness. There
are some aircraft materials that have been around for a
long time and their application is very well known. But
sometimes their limitations or their availability make
them less attractive today than they used to be.
I for one always admire the real beauty of a wooden
aircraft structure. At Oshkosh you sometimes see an
aircraft completely fabricated of wood, and which is so
beautiful you'd like to have it sitting in your living room
so that you could just admire it. But the availability of
wood is becoming more and more difficult. Its structural
weight for an aircraft, as well as its cost, are also not
the best.
Steel tubing and fabric are highly proven aircraft
materials. But, oh boy! The availability and the cost of
steel tubing is going 'out of sight'. Aircraft fabric, of
course, has certain inherent limitations.
The new foam and fiber-glass aircraft structures re-
sult in sheer beauty on the external surface of the air-
craft. As an aerodynamicist, you can't help but fall in
love with the smooth skin that fiber-glass offers. But
when you talk about these materials you'd better know
what you're getting in to. There is a very definite and
specific technique in making something from fiber-glass.
It requires some real practice and training. It almost
becomes a little bit of an art, as well as a science. A lot of
fiber-glass components that we buy from professional
suppliers will vary in the quality and, therefore, struc-
tural strength. What this means is that even among per-
sons who work with fiber-glass material on a full-time
basis, different degrees of quality will result when com-
pared one to another. We have discovered that even
with pre-preg material, which is fiber-glass that has the
resin already mixed with it and which is made under the
exact control of a machine, the finished product when
cured in an oven under controlled conditions may also
have a certain degree of variation. By combining fiber-
glass with foam you obtain a highly desired feature:
increased stiffness. But the foam material itself is pro-
duced through chemical action, and in all of our ex-
perience, we have found that this material has a definite
tendency to change its shape or its properties with
temperature variation and age. Furthermore, one has
to be very careful of urethane foams, which literally
produce a salt by-product and can become corrosive
when in contact with metal and moisture. You can touch
your tongue against some of these foams and detect
the saltiness.
There are continuous advancements in this area, how-
ever, and I really believe that there is a tremendous future
for this material for certain parts of an airplane. One
serious limitation with an aircraft of all fiber-glass con-
struction is the event of a lightning strike, which would
result in total disintegration of the structure. Maybe
you don't plan to fly near lightning, you say. Well, in
an all fiber-glass airplane you'll surely only do it once.
In the case of the BD-7, all of the primary structure
utilizes aircraft quality 2024-T3 aluminum material. We
actually offer two different designs for the wings; an
all-metal spar, rib and skin, or the metal spar with fiber-
glass panel ribs similar to what is used on the BD-4.
(We don't worry about lightning strikes on the BD-4
because it has the large all metal spar running the entire
length of the wing.)
As I said in the beginning, I don't consider the BD-7
as the ultimate homebuilt aircraft. There is no such de-
sign. For those who want the beauty and nostalgia of a
biplane, there are many really beautiful designs to
choose from. For those who want to build an all-wood or
steel and fabric aircraft, here again there are many won-
derful designs from which to choose. We are very proud
of our BD-5 and BD-6 for those who want a single-place
sport airplane. But for those who need a little utility,
would like the safety of a twin, need the beauty and
comfort of a quiet cabin, the BD-7 is for you. It has taken
me fifteen years to reach this goal, but I think it will be
well worth it.
If you want more detailed information we have an
information kit for $5.00.
CALEXiiAil JKYK\TS
Items to appear in Calendar of Events in S/'OK'/' A\'l.\-
T/O.Y must be in EAA Headquarters office by the 5th of
the month preceding publication date.
NOVEMBER 10 FAIRVIEW OKLAHOMA Fly-Lady Derby Inter-
city 3 point race for proficiency Free Fly-In Breakfast on the 11th
Contact Joe Durham. Publicity Director Fairview Flight Club. Fair-
view. Okla
JANUARY 19-25 LAKELAND. FLORIDA 2nd Annual Mid-Winter
Sun n Fun Fly-In Contact Martin Jones. 1061 New Tampa Hwy .
Lakeland. Fla (813) 682-0204
JULY 31 - AUGUST 8 OSHKOSH. WISCONSIN 24th Annual EAA
International Fly-In Convention. Start making your plans NOW!
SPORT AVIATION 25
 BV L. O. Sunderland IE AA 5477)
5 Griffin Dr.
Apci/achm. New York 13732

c ' AN YOU IMAGINE attending a fly-in where the spec-

tators were permitted to remove inspection covers, open
cowlings and actually go over your airplane with a mag-
n i f y i n g glass? This type of fly-in seems to be growing in
popularity throughout the USA. Fortunately, there are
few spectators.
I recently attended a fly-in at Cortland, New York
where there were only two spectators, both of them FAA
maintenance inspectors.
Not to be outdone by the remainder of our economy,
the FAA has also done some belt tightening. Even in
the face of increasing work loads, there have been re-
ductions in the number of maintenance inspectors in dis-
trict offices. In order to cope with this situation and
continue to give excellent service to the many custom
b u i l t aircraft r e q u i r i n g recertification, some district
officers have organized fly-ins for the purpose of con-
ducting centralized mass inspections. This practice not
only serves as an expedient for the FAA, but also is one
of the most interesting get-togethers for pilots which one
could imagine.
The Rochester, New York district Safety Office has
40 amateur built aircraft under its jurisdication requiring A portion of the 25 homebuilts inspected by the FAA on
annual recertification. To fit this workload in with all June 11 and 12 at the Cortland County, New York air-
their other duties becomes too much for the two in- port.
spectors. On June 11 and 12, 1975, 25 of these aircraft
gathered at Cortland County Airport and inspectors
Will Tetrault and Jim Williams gave each one a new
lease on life for another year. Mrs. Tatrault manned
(excuse me personed) the typewriter at a table set up
in the main hangar to fill out the necessary paper work.
Each airplane was inspected very thoroughly and sys-
tematically with the pilot removing and replacing all
inspection covers. They will hold a second such inspec-
tion at Tri-County Airport in Leoardsville, New York.
The accompanying photographs show a view of the
ramp Saturday morning. What a variety!
For the author, it was an especially interesting ex-
perience, since my T-18 was parked between two old
friends formerly from our Chapter an EAA airplane
built by Don McNamara and the Sky Coupe which I
had spent many hours helping build. It was our chapter
project and served as a learning tool for many builders
in the south central New York area.
This kind of Fly-In is most enjoyable for pilots who
are accustomed to spending their time at fly-ins an-
swering silly questions like "how did you get it out of
the garage?" While they waited for their turn with the
inspector, pilots had only other pilots to talk with. We
all got better acquainted and picked up useful informa- Inspector Will Tetrault inspects a Sky Coupe's engine
tion like some suppliers are substituting 4130 condi- mount for cracks.
tion "A" for condition "N" sheet stock. (Condition "A"
26 NOVEMBER 1975
gives 4130 steel only about % the strength of normal-
ized, Condition "N" 4130. Perhaps for small brackets
which must be welded, the substitution would be per-
missible in some applications, but for such parts as wing
fittings it is strictly a no-no.) We also learned the kind
of paint used by the guy with the best finish and how
he did it.
We are all holding our breath, expecting any day
that we will lose this seemingly only good thing left in
life free a n n u a l recertification by the FAA. It is
through such cooperative efforts as the centralized mass
recertification inspection that the time when we may
lose this privilege will be delayed. If your region does
not already hold such an event, why not suggest it. If it
does, then be certain to cooperate. It's alot of fun like
no other fly-in and you don't mind the spectators poking
around at your little jewel.

While Jim Williams signs the logs, Mrs. Will Tetrault

mans the typewriter completing the necessary paper-
work.

Inspector Jim Williams of the Rochester GADO inspects

the author's T-18. Jim is building a T-18 himself, so
certainly knew what to look for.

This EAA Biplane originally built by Don McNamara is

given a look-see by Jim Williams.

SPORT AVIATION 27
 LEARN TO FLY
. A G A Z I N E S SUCH AS The
Vintage Airplane and SPORT AVIA-
TION step back into history when
telling readers about airplanes that
were flying in 1912, but there was
a time when these planes were
modern equipment and stories about
them were up-to-date news.
The "modern" reporting of avia-
28 NOVEMBER 1975
NO CHARGE FOR
By Edward D. Williams (EAA 51010)
713 Eastman Drive
Mt. Prospect, Illinois 60056
tion more than 60 years ago was
shown graphically when a copy of
an old boating and flying magazine
was rescued recently from a scrap
heap by Sheldon J. Best, of Elk
Grove Village, Illinois, vice presi-
dent-inflight services for United Air-
lines, who appreciated its historical
significance.
The magazine is "Aero and Hy-
dro," and the issue was dated July
6, 1912. Articles and advertisements
alike in the magazine make interest-
ing reading for antique airplane
buffs.
For example, old aircraft names
were commonplace, as illustrated
by the "Learn to Fly" ad from the
Milwaukee School & College of
Aviation. "Competent Graduates
Furnished Standard Type Aero-
plane Practically Free," the ad said.
"Flying Taught on Curtiss, Farman
and Bleriot Machines. NO CHARGE
FOR BREAKAGE."
The Benoist Aircraft Co. at St.
Louis advertised its biplane thus:
"Benoist biplanes represent the best
that can be obtained in aeroplanes,
and cost but little more than plan-
ing m i l l , knocked down, undem-
onstrated stuff."
The Rex Monoplane Co. of South
Beach, Long Island, advertised its
aircraft for sale with the come-on
that "We give an extra pair of racing
wings w i t h each Rex." The ad's
clincher was that "Remember we
fly before delivery at least 1,000
feet high and 10 miles cross coun-
try."
The Diana Aero Co. of Detroit
advertised a Spiron "aerial screw or
spiral" for sale. "See for yourself
why the latest Nieuport, Breguet,
Dorner, etc., use the 3-blader." the
ad said.
Aero and Hydro was published
in Chicago and in St. Louis at a $3
a year subscription price. It was sold
in the United States as well as Paris,
London, Liverpool and Shanghai,
with the foreign subscription cost-
ing $4 a year. It contained news,
features and pictures of motorboats
and aircraft, but the accent was on
the air, according to an editorial by
E. Percy Noel, editor and publisher:
"But when one is planing along
with the screw in the water, with
every suggestion of terrific speed
and sees over his head a hydroaero-
plane come and go, it is not easy to
keep down a feeling of envy for the
man who can, at will, defy the fric-
tion of water on the hull, who can
fly low enough to be as safe as if he And what were the aviation pio- tenant Foulois has been acting as
were on the surface of the water. neers doing in 1912? These items instructor of militia in aeronautics
"The fine sport of fast motorboat- tell what activities were making for most of last year." The Lieuten-
ing will be with us always and grow news: ant actually was the United States'
in popularity, but in the meantime, "Lincoln Beachey made a num- first military pilot, and in 1934, it
hydroaeroplaning is going to get its ber of exhibition flights in his Cur- was Maj. Gen. Benjamin Foulois
share of honor. And it is a good tiss b i p l a n e at E l m i r a , N.Y., on who, as head of the U.S. Army Air
thing to watch." June 19th." Corps, accepted the assignment for
Articles recounted the dangers of "Farnum Fish thrilled great his Army pilots to fly the mail in a
flying and the research to overcome numbers of people in the streets of tragic page in aviation history.
them. Writing on "Fifty Years Ob- Springfield, 111., on June 22nd by Dedication to flying in the mili-
servation of Bird Flights," Heinrich flying over the business portion of tary had its drawbacks, as shown by
Gatke told of the hazard of high al- the city in his Wright biplane." this editorial-type comment:
titude flight. "The sum of our ex- "Nels J. Nelson flew at Janes- "There is daily flying among the
periences accordingly proves that ville, Wis., last Wednesday taking naval officers at Annapolis. There
neither man nor any other warm motion pictures. He managed the are five or six qualified aviators and
blooded creature is, while making plane with one hand and turned the as many student officers. There is
corporeal exertions, capable of crank with the other." the same shortage of officers in the
ascending to heights much above Under new pilots licenses issued Navy that hampers the develop-
22,000 feet, and that, in the case of was this item: "Aviators' licenses ment of aviation in the Army, but
man, the ascent of elevations be- granted by the Aero Club of Ameri- the Secretary of the Navy has kindly
yond 26,000 feet is, even when the ca include one to Lieutenant Ben- decided that officers can apply for
body is kept in a perfectly quiescent j a m i n D. Foulois, U.S.A., who aviation training if they will qualify
state, attended by the utmost risk of passed a test recently in a Wright as fliers along with whatever other
life." biplane at College Park, Md. Lieu- work the department is exacting
SPORT AVIATION 29
from them. This has a tendency to
interfere with regular training, but
if an officer is willing to take on the
extra work for the sake of flying, it
at least indicates that he is an en-
thusiast."
A notable civilian pilot who later
gained fame as a military pilot was
a Frenchman:
"Roland Garros, once a Demoisel-
le flyer, is coming to America in July
or August with the best product of
the Bleriot factory. According to
private advices he will represent
Bleriot in the big American events."
This was, of course, before World
War I, in which Garros was to gain
fame for attaching metal wedges to
his fighter's propeller blades so he
could fire a machine gun through
the whirling blades. The bullets that
didn't pass between the blades
were deflected by the metal wedges.
His device spurred Tony Fokker to
develop the propeller/machine gun
interrupter gear for the Germans.
From the early years, someone or
something had to be blamed for air-
craft misfortunes. Reports of pilot
error as "the probable cause" of an FIFTY YEARS OBSERVATION OF BIRD FLIGHT

accident also got an early start, as

evidenced by this item: "German
Army Aviator Killed. At Doe-
beritz, June 21, Lieutenant von
Falkenhayn, of the German Army,
after making a flight at the military
aerodrome, attempted to land, but
made a false movement with one of
the levers which caused him to dash
to the ground with great force. His
machine was totally wrecked and the
body of the aviator was found among
the debris."
Many other mishaps were re-
ported in that issue of "Aero and
Hydro." For example, "J. Hector
Worden, when flying at Princeton,
111., in his Moisant monoplane on
July 1, made a forced landing in an
oat field. No damage was done to
the machine, but considerable oats
were cut before they were ripe."
Classified ads in the magazine cost
10 to 20 cents a line, depending on
the type of ad, with a m i n i m u m
charge of 20 cents. For under $1,
two young Chicago men advertised
their a m b i t i o n to fly. "Have the
nerve, a m b i t i o n and desire to fly
and can f u r n i s h excellent refer-
ences," said one. And how is this
for a testimonial to an airplane?:
"Young man with good knowledge
of aviation w i l l sign any kind of
contract for instruction on Curtiss
machine," said the other.

30 NOVEMBER 1975
 (Photo by Ted Koston)
Ed Wegner (EAA 33887), 10 Stafford St., Plymouth,
Wisconsin 53073, his American Eagle and his 1975
Grand Champion Antique Trophy.

T,HE YEAR WAS 1927. Various

T'fi DANDY!
By Gar W. Williams
9 S. 135 Aero Dr.
Naperville, Illinois 60540
neophyte aircraft m a n u f a c t u r e r s
were hard at work accepting the
challenge given the industry to turn
out "commercial" types air ships
that could "provide the means where-
by mankind can reach the most re-
mote, inaccessible regions or can
cover the open lanes of travel or
span the oceans of the globe with a
degree of ease, safety and swift-
ness never dreamed of before".
The impact of Lindbergh, so often
talked about, was just beginning to
be felt. Byrd, Chamberlain, Mail-
land, Acosta and many other "her-
oes of the air" were introducing the
world to the marvels of transporta-
tion by air. In response to the de-
mands for swift, safe traveling many
SPORT AVIATION 31

companies began producing t h e i r
versions of the three place open cock-
pit b i p l a n e which supposedly was
the m a r k e t i n g answer to the de-
mands of the aviation world.
Into this melee of activity and
with profound words cautioning the
buyer to look carefully at the char-
acter of the company building the
aircraft of his choice, E. E. Porter-
field, Jr., President, American Eagle
Aircraft Corporation introduced his
scoop the "Master of the Skies".
Recognizing that the most popular
and important type of airplane of the
day was the single bay, 3 place bi-
plane, Porterfield's company devel-
oped, tested and delivered their an-
swer to the needs of training and
light c o m m e r c i a l a c t i v i t y . Their
three years effort was culminated in
November of 1927 when the 90 horse-
power OX-5 model Al received the
coveted Department of Commerce
Approved Type Certififcate Num-
ber 17.
Quite proud of this certificate, the
American Eagle Aircraft Corpora-
tion, Kansas City, Missouri, stressed
in their sales literature the value of
buying a proven product one that
had met the r e q u i r e m e n t s of the
government. In fact they claimed
their product, "in every stress test
and analysis made by the Depart-
ment of Commerce, the American
Eagle proved to be stronger than the
6.5 safety factor required". Couple
this with the assurance that "all
32 NOVEMBER 1975
the materials used in the manufac-
ture of the American Eagle Airplane
meet the specifications of the Army"
and you have a sales pitch hard to
beat!
Production counts on this "Master
of the Skies" are somewhat vague
and difficult to trace. From the time
the prototype flew on April 9, 1926
until sometime in 1929, the Ameri-
can Eagle Aircraft Company pro-
duced in excess of 300 Eagles. The
most prolific year appeared to have
been 1928. Most copies were built
with the OX-5 90 horsepower engine
but variants were available w i t h
the OXX-6, Hisso, Siemens, Anzani
and 125 Quick engines. Changes in
design were relatively minor through-
out the production cycle with the
most noticeable being the arrange-
ment of the ailerons and the shape
of the rudder. Earlier versions had
balanced ailerons only on the upper
w i n g w i t h a change made to a 4
aileron unbalanced system late in
1927. An interesting and rather sub-
tle change occurred shortly after
Lindbergh made his epic trip. Ads
prior to that time showed a painted
cowl later ads sported a burnished
cowl. How styles change! Further
c a p i t a l i z a t i o n on the L i n d b e r g h
magic was made in other ads show-
ing Col. Charles Lindbergh in the
cockpit having just flown an Eagle.
The notation quoted Col. Lindbergh
as having said, "I like it fine it's
a dandy!".
NC
(Ted Koston Photo)
A visual pre-flight inspection is cer-
tainly no problem on the American
Eagle. It was designed to be easy
to maintain and judging by how
every nut and bolt is exposed,
mechanics must have loved it! The
tailwheel is the only concession to
the present in the restoration of Ed
Wegner's Eagle.
It is quite doubtful that Porter-
field or any of his very verbal sales-
people had the foresight to recognize
how long lived at least one copy of
their "Master of the Skies" would be.
Or that this copy would after some
four hundred hours of flying time
followed by over t h i r t y years of
storage be purchased and restored
to be looked on in awe and near rev-
erence to be judged the Champion
of Antiques at a gathering in Osh-
kosh, Wisconsin where the aver-
age age of the attendees was pro-
bably less than the age of the Eagle!
You can be assured that if Mr. Por-
terfield or his staff examined this
surviving copy some forty-seven
years after it was built, they would
be q u i c k to point out that it now
looks just as if it recently rolled out
of their Kansas City facility. Edward
C. Wegner, P l y m o u t h , Wisconsin
has restored this Grand Champion,
by himself, so close to original that
the Oshkosh '75 antique judges were
hard pressed to find a discrepancy.

(Ted Koston Photo)
The superb workmanship that went
into the restoration of the Eagle is
evident in this close-up. Notice the
perfect alignment of each swirl on
the metalwork. "Tempus Fugit" is
powered by a Curtiss OXX-6, a dual
mag version of the better known,
single ignition OX-5. This 567.44
cubic inch, water cooled V-8 churns
out 100 hp at 1400 rpm . . . swing-
ing a huge propeller. Compared to
a modern Continental 0-200, the
thrust produced is awesome. An
0-200 would have d i f f i c u l t y even
taxiing this 2041 pound (gross)
machine.
To hear Ed talk of the restoration,
it makes one feel the Eagle rebuild
was just as r o u t i n e as p o u n d i n g
another Chevy fender straight a
subject he well knows after 22 years
in the auto body shop business. The
rebuild was started in 1971 and fin-
ished just 3 weeks prior to Oshkosh
'75. As is typical for a majority of
these "Lindbergh Era" antiques, the
wings were suitable only for pat-
terns and required complete manu-
facture of a new set. The fuselage
lower longerons were badly rusted
and Ed had to carefully cut and grind
out the deteriorated tubes and re-
place them with new stock. The en-
tire tail assembly also was good
only For duplication and many hours
were spent reproducing the horizon-
tal and vertical surfaces. New cables,
wires, sheet metal all i n d i v i d u a l l y
reflecting a u t h e n t i c i t y and c-rafts-
manship went into the mix of items
that are required to put a neglected
airframe into Grand Champion con-
dition. Originality was stressed as
Ed fitted and assembled. The radiator
was found to be excellent original.
The propeller was made new by the
old tinier Ole Fahlin. The instru-
ments, controls, interior, all done
faithfully following the manner
in which the Eagle was b u i l t in 1928.
Although the airframe had just
over 400 hours, the OXX-6 that was
o r i g i n a l e q u i p m e n t had been re-
placed somewhere along the way
with another OXX-6 that had totaled
over 1200 hours on three majors. For-
tunately another antiquer, Shelby
Hagberg, was able to supply a low
t i m e OXX-6 which required very
little bottom end work for overhaul.
Ed did modernize the cylinders by
replacing the exhaust and i n t a k e
valves with "modern material" cop-
ies. Add a new set of rings and
presto a real live OX!
Realizing that there is a balance
between perfect a u t h e n t i c i t y and
the survival of a priceless restora-
tion, Ed is quick to point out his
substitution of a tailwheel for the
original skid. As with all his other
restorations, this Eagle will be flown
often off hard surface runways and
any modifications made in the in-
terest of safety are well understood.
The new guidelines published by
the Antique and Classic Division of
EAA stress "factory original" authen-
ticity and yet penalize the restorer
very l i t t l e for v a r i a t i o n s such as
brakes and a tailwheel accomplished
for the purpose of a safer operation.
Ed is neither a newcomer to avia-
tion nor the art of restoring "exotic"
antiques. Many of us here in the mid-
west have seen and appreciated the
variety of restorations that have
emerged from his shop in Plymouth,
Wisconsin. Listing Ed's output for
the past 15 or so years would be like
generating a shopping or wish list
of desirable antiques. In fact, one
wonders about having them all show
up in the same place at the same
time instant fly-in! Surely, he
must have let nostalgia influence
his decision to redo a 75 geared Ly-
coming powered Funk B early in his
rebuilding career. Ed soloed an earli-
er version the Model B Ford pow-
ered Funk A in 1939. Included in
this wish list of old timers are sever-
al Spartans, two Wacos, a Fairchild
24 and, of course, the American Eagle.
The first Spartan, a 1929 C-3, was
completed in 1960. Examining the
airplane now would exemplify the
SPORT AVIATION 33
 it
""*.-*
The 1975 EAA Grand Champion Antique, Ed Wegner's OXX-6 powered American Eagle.
quality of Ed's work in addition to
his interest in keeping an antiseptic
airplane. NC705N looks as if it were
turned out of his shop quite recently.
The yellow and blue beauty has been
a constant source of pleasure to Ed
as well as a consistent trophy win-
ner. At the many gatherings spon-
sored by the Wisconsin Antiquers
you'll find this man and machine
combination a hard one to beat for
short field take offs and spot land-
ings!
Ed's interest in Spartan's led him
to acquiring the very rare actually
the one and only Spartan Model
12. This ship NC21962, Serial No.
1 is reported to be the last of the
"Executive" type built and was com-
pleted as an e x p e r i m e n t a l model
sometime during 1946. The most ob-
vious difference between the 12 and
the thirty-some 7W's built is in the
tricycle gear undoubtedly an at-
tempt to overcome ground handling
34 NOVEMBER 1975
characteristics deemed less than de-
sirable. Again, one can only des-
cribe the restoration of this ship as
o u t s t a n d i n g . The ship drew con-
siderable attention and praise wher-
ever it went. Ed's addiction to the
airplane and the big Pratt & Whit-
ney wasn't quite as severe as it has
been with the '29 C-3 so a gentle-
man from Minneapolis was finally
able to talk Ed into giving this ship a
new home.
Often you w i l l find m a n y self-
labeled antiquers are nothing more
than hoarders, collectors, disassem-
blers . . . not so in this case, for Ed
seems to be continually working on a
rebuild, plugging away with a phil-
osophy similar to the one that says
you can eat on elephant if you take
it one bite at a time!
Between Spartans Ed found and
turned out what currently is the old-
est Cabin Waco flying and pos-
sibly in existence. Here again, au-
(Photo by Jack Cox)
thenticity was the byword with fine
attention to detail from the start
through the finely finished exterior.
The finish on all these ships reflects
over 22 years of experience operat-
ing an auto body shop. Ed's QDC,
NC11470, was another example of a
"factory original" sporting a red
and black fuselage with silver wings.
The QDC remains a trophy winner
to this day for its present owner,
Slim Johansson of St. Charles, Mis-
souri. Prior to the QDC, a VKS-7
was completed and this cabin Waco
is now making the fly-in circuit in
C a l i f o r n i a and is also t a k i n g its
share of the winnings. Sound tri-
bute to the gentleman antiquer from
Plymouth, Wisconsin.
What's next? The obvious ques-
tion is answered by, "Another Fair-
child". A 1940 24R is now taking
shape in the body shop. After that?
Ed says, "No more!" I doubt that. I
hope not.
ANTIQUE AIRCRAFT IN ATTENDANCE
REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER

AERONCA
NC 13556 C-3 E E Buck Hilbert. Union. IL
NC22338 Aeronca K Tom Trainor. Royal Oak. Ml
N22322 Aeronca Chief Milton J Schultz Menomonee Falls.
N22359 Aeronca Chief 65C Lawrence Diedrich. Lodi. Wl
N27302 Aeronca Chief 65LA Jerry Ernst. Hillsdale. Ml
N29248 Aeronca Chief David Mott. Monroeville, IN
N39549 Aeronca 65CA D Wolford'K Huffman. Ashland. OH

AMERICAN EAGLE
N548Y American Eaglet Gene Morns. Dundee. IL
N7130 American Eagle Edward C. Wegner. Plymouth. Wl

BEECHCRAFT
N 663 D-17S Maurice Clavel. Wauchula. FL
N2832D D-17S Ted Gilmer. Reading. PA
N 6923 D-17S Dick Hansen. Batavia. IL
N9724H D-17S D Koeppen. Greenwich. CT
N53298 D-17S Dick Perry. Hampshire. IL
N 75544 D-17S Milt Yarbrough/W C. Yarbrough.
Tullahoma. TN
N1422T F-17D Stanley Francis. Saylorsburg. PA
N6RF G-17S Bob Fergus. Columbus. OH
N34R G-17S George Stang. Osage. IA
N44G G-17S W C Yarbrough-'John Parish.
Tullahoma. TN
N80305 G-17S James German. Mansfield. OH
N80321 G-17S Ray Jones. Milford. Ml

CESSNA
NC237E Airmaster C-165 Kenneth Coe. Pleasanton. CA
NC 16403 Airmaster C-34 Roy C Wicker. Atlanta. GA
N 17089 Airmaster C-37 Gary White. San Jose. CA
NC 19464 Airmaster C-145 Tom Rench. Racine. Wl
N 20764 Airmaster C-165 Harry Menear/Woody Menear.
Palmyra. PA
NC25485 Airmaster C-165 Gar Williams. Naperville. IL
N51760 UC-78 J R Boyer. Lebanon. NJ
N69072 T-50 James Kramer. Lake Worth. FL

DE HAVILLAND
ZK-ASP Fox Moth Myles Robertson. New Zealand
N6037 Tiger Moth Ron Bauer. Dallas. TX

DOUGLAS
N45WT DC-3 Tom May. Uniontown. OH
N9012 DC-3 Armand Laroque. Dover. DE

(Ted Koston Photo)

All the antique fans get a special thrill when Bob Lyjak
performs in the evening airshows with his 1930 Waco
Taperwing. They see Bob as another in the long line of
famous Taperwing pilots . . . Johnny Livingston, Joe
Mackey, Myron Hightower, Gordon Mougey, Len Povey,
Rod Jocelyn, Roger Don Rae and many others.

36 NOVEMBER 1975
FAIRCHILD INTERSTATE
NC 14 768 Fa rchild 22C7DM Roy Stembis. Elgin IL N903Y Cadet S-1-A Bill Thomas. Folsom, PA
N690FA Fa rchild 24R Robert Hall. Hampshire. IL N37323 Cadet Jack Reber. Eaton. IN
N16818 Fa rchild 24C8F Ed McDonnell. New Castle. IN N37357 Cadet Don Redell/Richard Redell.
N 16852 Fa rchild 24 William H Kaser. Vero Beach. FL Lake Geneva. Wl
N19177 Fa rchild 24J Russell Schmude. Oshkosh. Wl
N22032 Fa rchild 24W9 Allen D Hennmger. Tullahoma. TN LUSCOMBE
N2S388 Fa rchild 24 C T Scott. Selma. IN N39028 8A Gary Meuer. Madison. Wl
N77661 Fa rchild 24R46 Richard Buck Jud Gudehus N39041 8A Richard Amrhein.Art Pierce, Troy. OH
Thomas Leonhardt. Sylvania. OH N 39083 8A Robert E Tree. Alma. Ml
N77697 Fa rchild F24R Don Genzmer. MuKwonago. Wl NC25148 8C Art Morgan Milwaukee. Wl
N81323 Fa rchild 24 Dwight Reava. Mt Pleasant. Ml N37039 8C Marcia Leverentz. Buffalo. NY
N1175N PT-26 Ed Escallon. Merritt Island. FL
MEYERS
GRUMMAN N26460 OTW Charles Gaipan. Oconomowoc. Wl
N160W Widgeon G Newell. New Hartlord. NY N26487 OTW C Downey-'M Schmidt, Hmsdale. IL
N62000 Widgeon G-44 James Rogers. Middlebury. IN N34311 OTW Richard Manm, Green Bay. Wl
NC34332 OTW William Lewis. St Claire. Ml
HARLOW N34341 OTW E C Stewart. Manchester TN
N3947B Harlow Ron Boice. Farmington. NM
N 18978 Harlow Mel Hefhnger Redondo Beach. CA MONOCOUPE
N36Y 110 Special John McCulloch. Fairfax. VA
HOWARD N606G 1tO Special John A Giatz. St Charles. IL
N 1488 7 Howard OGA- 11 John Witt. Minneapolis. MN N11767 90A Lowell While.James White. Phoenix. AZ
N1335M Howard DGA-15P Geren and Ornoorlf. Carrollton. TX NC18166 90A Fred Ludtke. Freeland, WA
N68431 Howard OGA-15P Don Coonrod. Montague, CA N18195 90 A F Willard Benedict. Wayland. Ml
N95462 Howard DGA-15P John Turgyan. Trenton. NJ N38922 90AL E H Dake. Berkeley MO
C-GDGA Howard DGA-15P John Faichney. Milliken. Ont . CAN

(Ted Koston Photo)

A rare Classic an Aeronca Sedan.
N1448H is owned by Darwin D. De-
Vites of Canonsburg, Pennsylvania.

SPORT AVIATION 37
 (Dick btouffer Photo)
Not many fly-in goers recognized this truly antique, a 1929 Alliance Argo, restored by owner
James Browder of Peoria, Illinois. Only 3 are on FAA's books. The Argo was built by the Alliance
Aircraft Corporation of Alliance, Ohio, which also produced the engine, a 7 cylinder Hess Warrior
of 115 hp. Alliance folded in early 30s as did so many light aircraft companies, but the plant was
later taken over by C. G. Taylor to build his Taylorcraft series.

(Ted Koston Photo)

Dale Crites of Waukesha, Wisconsin revs up the OX-6-
before take-off. Dale flew the Curtiss to Oshkosh
nearly BO air miles rather than hauling it in as in past
Years.

38 NOVEMBER 1975
 (Dick Stouffer Photo)
Although a lot of them are still
around, Ryan PT-22's aren't seen
at fly-ins in the numbers they were
several years ago. This beautiful
example is owned by Thomas Ma-
cario, Jr. of Malvern, Pennsylvania.

SPORT AVIATION 39
NAVY STEARMAN
N2896 N3N-3 Dan Wme;Meckai Smiley. Denver. CO N44JP N-2S5 Robert Graves/Charlotte Parish.
N6358T N3N-3 Dick Ruedebusch/Ed Pocus. Tullahoma. TN
Burlington. Wl N61V Stearman R Neal Lydick. Louisville. KY
N450EE Stearman Walt Pierce. Avon Park. FL
PIPER N 134 7V PT-13D Tom Wilcox. Middletown. CT
J- 3 Al Buttles. Wild Rose. Wl N9078H Stearman Grift Griffin. Mmnetonka Beach. MN
NC30233 J-3-L George Williams. Portage. Wl N 49659 Stearman Don Parker. Tullahoma. TN
N30369 J-3 Margaret Demond. Whitmore Lake. Ml N49739 Stearman J Mohr. International Falls. MN
N30503 J-3 Steve Bornstem. Columbus. OH N51443 PT- 17 Lee Schaller, San Francisco, CA
NC38259 J-3 B MilesD Miles. Mt Prospect. IL N57947 Stearman Ed Pease. West Mystic. CT
N38830 J-3 Gene Schmitt. Waterloo. IA N58233 A75N1 Bill McBride. Rochester. Ml
N42090 J-3 Ken Morrison. Dowingtown. PA N66416 Stearman Bob Eicher Daytona Beach, FL
N51574 J-3 Norben Okoniewski utica. Ml N75001 Stearman Jim Ardy. Phoenix. AZ
N67634 J-3 Ronald Wartburt. Rancho Cordova. CA N 75228 Stearman Paul R Beck. San Francisco. CA
CF-NOU J-3 Kerry Sim. Toronto. Ont . CAN N75511 B75N1 Sam Mendenhall. Indianapolis. IN
N43518 L-4 Gene O'Neill. Spirit Lake. IA CF-IEC Stearman I E Colman. Clarkson. Ont . CAN
N4818 J-4 Lewis Gerdmg. Chesaning, Ml N2S-3 Byron Fredericken. Neenah. Wl
N22772 J-4 Kevin Wilcox. Tucson. AZ B-75 Roger Koerner. Kankakee. IL
N41213 J-4E Dave Burgoon. Sharon. PA
N40791 J- 5 Harold Porter/Randall Porter. STINSON
Alpha Ratta. GA N 10883 Jr S Ed C Garber. Fayetteville NC
N59988 J-5 Leo Walter. Riley. KS N100JN Reliant John T Neumeister. Sussex. NJ
NI 8406 SR -9 Reliant Glen P Cawiey. Buckley. WA
PORTERFIELO N18410 SR-9 Stan KuCk. Kohler. Wl
NC 17029 Porterfield John P Innes. Studio City. CA N1187V V-77 Dean Bradley, Belvedere. IL
NC34706 Porterfield Bill Gore. St Louis. MO N9561H V-77 Thomas Pender. Grand Blanc. Ml
N30369 V-77 Rich Demond/Jack Rumpf.
REARWIN Whitmore Lake. Ml
N20723 Sportster Alfred Nagel. Montello. Wl N64640 V-77 Arlen Anderson. Austin. MN
NC21977 Sportster Jim Wilson. San Antonio. TX N2581B L-5 W C Collins. Middletown. PA
N25570 Sportster Ken Williams. Portage. Wl N 104 99 L-5G Raymond Blake. Troy. Ml
N34705 Skyranger Art Barkley. Bath. NY C-FZMW L-5 Lt Col J Vermeulen. Winnipeg. Man..
CAN
RYAN
NX211 Spirit ol Si Louis (replica) Dave Jameson. Oshkosh. Wl
N17361 STA Dano Toffenetti. Winnetka. IL
N46805 PT-22 Thomas Macano, J r . Malvern. PA

SAILPLANES
N79106 Schweizer TG-2 Fred Flood. Milwaukee. Wl

SPARTAN (Dick Stouffer Photo)

N13PH Executive Pat Hartness. Greenville. SC
N34SE Executive George Mermen Bernardsville. NJ As you can see on the cowling, this
N836 7W N L Kieman. Palatine. IL highly modified Swift belongs to
NC17615 7W James T Patterson. Louisville. KY
N705N C-3 Ed C Wegner. Plymouth. Wl 53073 Jeanne Piper of Ft. Myers, Florida.
 (Ted Koston Photo)

TAYLORCRAFT
Dave Burton of Bedford, Indiana
N20447 Taylorcraft BF Ed Janssen. Rock Falls. IL is the proud owner of this Aeronca
N23850 BL-65 Tom Young. Olney, MD Champion.
N24428 BL-65 Ed Huss. Boulder. CO
N24332 BC-65 Mike Lutz. Findlay. OH
NC33953 BC-12-65 Bill Haselton. South Bend IN
N39996 BC-12D Ken Blosser. Jr.. New Haven. IN
N57699 L-2M Gary Wilson. Baltimore. MD
N36386 DC06S Warren Juhl. Jackson. Ml
NC36403 DC065 Randy Novak. Earlville. IL
N47207 DC065 Richard C Tyree. Middleviile. Ml
N48338 DC065 H Robert Gage. Commerce. TX

TRAVEL AIR
NC 9088 C-4000 Loren Gilbert. Rio. Wl
N12380 Curtiss Wright 16E Weldon Ropp/EAA Air Museum.
Hales Corners. Wl

WACO
NC6930 ASO Dean and Dale Cntes. Waukesha. Wl
N600Y CRG Mike and Pete Hems. Dayton. OH
N655N CTO Taperwing Bob Lyjak. Ann Arbor. Ml
N 14625 CUC-2 John Hanusion/J C Weber.
Barrington. IL
N61KS EGC-8 Charles Hall. Manhattan. KS
N 16591 EOC-6 Stan Gomoll. Minneapolis. MN
N11470 ODC Reynolds F Johansson. St Charles. MO
N 1252 W SR E William Nutting. Menlo Park. CA
N 29982 UPF-7 Milton Whitley. Huntsville. AL
N29993 UPF-7 John L. Rice. Willmar. MN
NC29998 UPF-7 Joe Casserly. Champaign. IL
N32140 UPF-7 Fritz Hertel. Webster. NY
N32193 UPF-7 Lawrence Longuski. Ubly. Ml
N31653 VKS-7F Vince Mariani. Findlay. OH
N31674 VKS-7F John H Batten. Racine. Wl
N32077 YPF-7 G M Miller/A R Sawweil. Dayton. OH
N 19360 ZGC-8 Glen E Hanson. Dundee. IL

MISCELLANEOUS (Ted Koston Photo)

N596K Alliance Argo James Browder. Peoria. IL Mike and Pete Heins of Dayton,
NX98V Bird CK R C Hill. Burlington. Wl
N31697 Dart GC-71 Arthur Bishop. Norton. OH Ohio own this rare Waco CRG. Pow-
N13139 Franklin Sport Al Kelch. Mequon. Wl ered by a 350 hp Wright.
N11337 Great Lakes 2T-1A Dave Lau. Oconomowoc. Wl
N33LM Lockheed Lodestar (18-56) Joe W Araldi. Largo. FL
CF-NXT Miles Hawk Fr John MacGiilivray. Ottawa. Ont. CAN
SPORT AVIATION 41
 (Robert Hegy Photo)
Dean and Dale Crites' Straightwing Waco.

CLASSIC AIRCRAFT IN ATTENDANCE N84171 Champion M. Vinbuchhotz. Greenieat. Wl

REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER N84431 Champion Matt Miller. Atlanta. GA
N84670 Champion Gordon Nelson. Manitowoc. Wl
AERONCA N 84 902 Champion J Mindy/B Mindy. Brighton. CO
N597E Champion James G Steften. Durango. IA N 84991 Champion Don Topel. Chicago. IL
N1133E Champion August J. Schramel. Park Ridge. IL N8S243 Champion Don Belote. Toledo. OH
N1648E Champion Stacey K. Murdock. Dubuque, IA N85747 Champion R D Moore. Glen Ellyn. IL
N1911E Champion Mike Harr. Griffin. GA CF-JUJ Champion E L Metz. Shelburne. Ont . CAN
N2112E Champion Jerry Fmney. Purdin, MO CF-JUU Champion Lois Moore. Orangeville. Ont.. CAN
N2215E Champion Mitch and Don Freitag. Summerville. SC C-FNGS Champion Douglas Whitman. Etobicoke. Ont. CAN
N2388E Champion Richard Sell. Woodbury. PA Champion Don K Brower. West Ghent. NY
N2421E Champion Wayne Christopher. Wolcott. IN N33827 65TC Gregg Johnson. Brooklyn. Ml
N2716E Champion Gill Riggle/Bill Kieftei. Chilhcothe. MO N3154E Chief R L Giles. Zionsville. IN
N3117E Champion Joe Floyd. Dallas. TX N3186E Chief Bill Husted. SI Charles. IA
N3323E Champion Peter Johnson. Bonne Terre. MO N3488E Chief Peter Simonson. Minneapolis. MN
N3506E Champion George Meade/B Klees. Milwaukee. Wl N3814E Chief Bill Ehlen. Tampa. FL
N36I8E Champion Dan Higgins. Valparaiso. IN N3900E Chief John Church/Dan Zepernick. Miami. FL
N4357E Champion Jack N Smith. Inman. GA N9048E Chief Kenneth E Kincaid. Morgantown. WV
N8572E Champion Ed Hicks. Decatur. IL N9307E Chief Roy Sweatman. Harborcreek. PA
N81789 Champion Albert C Polk. Jr . Arcadia, FL N9428E Chief Keith R Myers. Manawa. Wl
N81841 Champion Vic Hayes. Richmond. Mi N9707E Chief T. K. Thompson. Granville. OH
N82480 Champion David Burton. Bedford. IN N9715E Chief John E Prmgle. Tolono. IL
N82924 Champion James H Bowen. Meridian. MS N9820E Chief Glifford Wadsworth. Lapel. IN
N83465 Champion Walter Rasor. Brookville. OH N86199 Chief Buzz Wagner. Clark. SD
N83563 Champion Arthur Leavitt. Orange. MA N1159H Sedan Don Idzik. Fond du Lac. Wl
N83633 Champion Melvin Hill. Danville. IL N1187H Sedan T. W Anderson. St James. MN
N836S5 Champion J Dnscoll.'L Haupert. Huntington. IN N1448H Sedan Darwin D Devites. Canonsburg. PA
N 83 838 Champion Wilbur Draves. Hometown. IL N1482H Sedan Art Hill. Cincinnati. OH
42 NOVEMBER 1975
BEECHCRAFT (Photo by Jack Cox)
N118TT Bonanza B C. Roemer. Manitowish Waters. Wl Dick Ruedebusch of Burlington, Wisconsin is flagged
N764B Bonanza Edward P Wilson, Cornngton. TN
N3138V Bonanza 35 E M Crissey/Hasson Galloway. onto the active by a Gypsy Controller. That's an N3N.
Atlanta. GA
N3150V Bonanza Simmie Sanders, Knoxville, TN
N3514B Bonanza Bill Hatfield. Ft Wayne. IN
N3755N Bonanza A C Freel. Hazel Park. Ml
N3803N Bonanza 35 Jim See. Decatur. IL
N3863N Bonanza 35 Walter W Stroemer. Lockport, IL
N4441V Bonanza Jim Eaton. New Kensington. PA
N4592V Bonanza 35 K G Morris. Ft Worth. TX
N5928C Bonanza Ray Fehr. Window Rock. AZ
N8635A Bonanza Geoff Fickling, Miami. FL
N8804A Bonanza A C Cennette. Dayton. OH
N80432 Bonanza 35 W R Kuckhck. Olmsted Falls. OH
N80435 Bonanza Ahck Swiden. SiOux Falls. SD
N80464 Bonanza James Nerstrom. Gurney. IL
N546B Bonanza A-35 John Engles. Lakeland. FL
N8639A Bonanza A-35 Gene Morris. Dundee. IL
N749O Bonanza C-35 Walter Russo. Tewksbury. MA
N3403B Bonanza D-35 George W Roots. Hoffman Estates. IL
N4477 Seech D-18S John and Charlotte Parish.
Tullahoma. TN
N5882C Beech D-18 Tom Stewart. Benton. IL

BELLANCA
N28984 14-12F-3 Jay Cawley Buckley. WA
N86931 14-13 Robin Hermanson. Garretson. SD
N86940 14-13 Vince Rhodes. Kokomo. IN
C-FKFK 14-13 R J Bays. Dartmouth N S . CAN
N 74301 14-13-2 Fred Egh. Walnut Creek. CA
N86881 14-13-2 Dan Cullman. Sacramento. CA
N6522N 14-13-3 Joe Russell. Kankakee. IL
N505A 14-19 Don Leedy. West Chester. OH
N506A 14-19 Scott Twitchell. Berkley. CA
N512A 14-19 Richard L Burns. Louisville. OH
N6553N 14-19 Jan Gerstner. Lubbock TX
N9819B 230 Harry Stenger. Barlow. FL

CESSNA
N1731V 120 C Cassidy. Indianapolis. IN
N1766N 120 Fioyd Henderson. La Porte. IN
N1813V 120 W B Perkins. West Allis. Wl
I led Koston Photo)
N1844V 120 Arch Lewis. San Angelo. TX James T. Patterson of Louisville,
N1877N 120 Creighton Smith. Menominee. Ml
N2347N 120 Jane Patterson. Clearfield. UT
Kentucky owns this beautifully re-
stored Spartan Executive.
SPORT AVIATION 43
 (Ted Koston Photo)
Dick Hill of Burlington, Wisconsin
in his Kinner Bird.

(Ted Koston Photo)

Jim German's G Model Stagger-
wing from Mansfield, Ohio.

44 NOVEMBER 1S75
N2539N 120 Gerald R Nichols. Lockndge. IA N9979A 170A Walter Ast. Waunakee. Wl
N2771N 120 Charles McClure West Lafayette. IN N170BB 170B C M Brady. Dwight. IL
N2801N 120 Lee Darrah. Las Vegas NV N170DT 170B W Duffy Thompson. Lakeland. FL
N2830N 120 Kirk Gornson/Gale Derosier. N1981C 170B Bill Schwinn. Cincinnati. OH
Lake Marion. IL N2S35C 170B M R Bass. Irving. TX
N4105N 120 John Langston. Austin. TX N2767D 170B James Timm. Tempe. AZ
N4252N 120 William R Schaben. St Charles. IL N2899C 170B Carl Kraus. Neenah. Wl
N 76848 120 R E Kerns. Southfield. Ml N3134B 170B Bill Gauger/Avery Gauger. Phoenix. AZ
N 33 J W 140 Joy Warren. Milford. Ml N3225A I70B E D Booth. Naperville. IL
N826RA 140 Ralph Hartwig. Rockford. IL N3230A I 70S Glenn A Loy'Glenn A Loy. Jr ,
N2006V 140 Ken Spivey. Birmingham. AL Grand Blanc. Ml
N2151V 140 Larry Schuessler. Milwaukee. Wl N3418C 170B L Owen. Indianapolis. IN
N2229N 140 John Maxfield/Tom Kelsey. Dearborn. Ml N3S43C I70B George Mock. Anderson. IN
N2344V 140 Robert Boyes. Benton Cily. MO N4505C I70B Gordon Yeck. Gainesville. VA
N 2380V 140 L Nelson. St Joseph. MO N4650C 170B C L McHolland Sheridan. WY
N2417N 140 Rick Lieberman. Chicago. IL N8340A 170B John Whisenand. Kansas City MO
N2491V 140 Richard Schaper. Blue Earth. MN N449BC 190 Gene Hall. W Chicago IL
N2746N 140 W H Carter. East Point. GA N11DK 19% Dan Kindel. Cincinnati. OH
N2775N 140 Bob Brashear Waco. TX N195U 195 Bill Terrell. Hillsboro. OH
NC2887N 140 Ken Dwight. Houston. TX N311J 195 Charles Pumroy. Warrjngton. PA
N3516V 140 Dick Harden. Minneapolis. MN N1022D 195 W Myers St Charles. MO
N3565V 140 Anthony Stem. Neenah. Wl N1054D 195 Hank Smith. Los Angeles. CA
N72789 140 Robert Pauls. Gotham. Wl N1577D 195 Dale Cunningham. Rockville. IN
N76128 140 Howard Graf. Mexico. MO N2194C 195 Fred Leidig. Medina. OH
N 76294 140 Don Davis. Portland. OR N3045B 195 Gery Smokovitz. Detroit. Ml
N76344 140 Don Murphy. Peru IN N4352N 195 William Cooke. Clemmons. NC
N 763 70 140 Gene Swartzendruber. Hesston, KS N4363V 195 Richard Bailey. Dundee. IL
N76429 140 Ken Jacobs. New Baltimore. Ml N4376N 195 Geoffrey L Newcombe. Catskill. NY
N76565 140 Dolly Salisbury. Grand Island. NB N4392V 195 B J Tyler. Tulsa. OK
N76951 140 Gene Easterday. Knoxville. TN N4405C 195 Art Chenoweth. San Carlos. CA
N77050 140 R W Khpp. St Louis. MO N4420J 195 Bud Cates. (city unknown), IN
N89011 140 Tom Kirchoff. Maryville, TN N9326A 195 C C Crabs. N Olmsted. OH
N89230 140 Don N Backstrand. Aloha. OR N9344A 195 Joe Kikei. Geneva. OH
N89258 140 J G Clitt. Knoxville. TN N9849A 195 J Walters. Dwight. IL
N89264 140 Jim Johnson. Mundelein. IL N9859A 195 Rod Nixon. Port Angeles. WA
N89284 140 Bill Rigsby. Ponca City. OK N9897A 195 William Crews. Chicago. IL
N 89402 140 Mark Miller. Vickery. OH CF-EMP 195 Douglas Moore. Orangevilie. Ont . CAN
N89586 140 William Norman. Cahokia IL CF-HXT 195 D S Mclntosh. Scarborough Ont . CAN
N89616 140 Wm Kinsman. Manawa. Wl N1697C 180 G Hale. Flint. Ml
N89687 140 David N Curne. Knoxville. TN N3204D 180 E R Broyles. Tullahoma. TN
N89728 140 Dutch Brafford. Lima. OH N9455C 180 Jerry Bousselot. Sandwich. IL
N89895 140 Leland L Leaman. Oshkosh. Wl
N90111 140 Roy Redrnan. Minneapolis, MN
N1119D 140A Gary Volkman. Madison. Wl
N5364C 140A Bud Dauck. Madison Wl
N5398C 140A Edgar Hess. Jr . Lancaster, PA
N5613C 140A William Sweet. Middieton. Wl
N5669C 140A Gene Morns. Dundee. IL
N9641A 140A B Craig. Cincinnati. OH
N9682A 140A Ronald Westholm. Naperville. IL
N2326D 170 Jack Bowlus. Paso Robies. CA
N2534V 170 Jim Londo. Seattle. WA (Ted Koston Photo)
N2568V 170 Bernard Helgesen. Elgin. IL
N3236A 170 George Shoven. Shelburne. VT SRE . . . the ultimate in Cabin Wacos.
N3945V 170 Steven Wilson. Arlington. WA This 450 hp beauty was featured
N3947V 170 Fritz Mair. San Angelo. TX
N3970V 170 M L Mendenhali. Thomasville. NC on the cover of the May 1972 issue
N3976V 170 Fred Rudolph Mars. PA of SPORT AVIATION. It is owned by
N4188V 170 Lewis Wilgus. St Petersburg. FL
William Nutting of Menlo Park, Cali-
N4191V 170 Fred Kniseiy. Burton, OH
N5795C 170 Jim Hancock, inver Grove Heights. MN fornia.
N170AS 170A Ronald Grover. Perkasie. PA
N1492D 170A Roger Thistle. Sauk Cily. Wl
N3468C 170A Oscar Dmgman, Troy Center. Wl
N5487C 170A Johnny Williams. Canyon. TX
N5570C 170A Doug McQueeney. Howell. NJ
N8348A 170A Jon Fineman. Shelburne. VT
N906A 170A Ray Anderson. Lakeviiie. MN
N 9063 A 170A Sean E Legere. Santa Clara. UT
N9157A 170A Kay and Roy Jensen/Ivan McLay.
Las Vegas. NV
N9177V 170A James Mills. Richfield. MN
N9707A 170A Harvey Hovind Anoka. MN
N9926A 170A J Hintermeister. Muscatine. IA
N9971A 170A Robert Kuba'Bob Zilinsky. Hinsdale. IL

SPORT AVIATION 45
Charlie Nelson's Temco Buckaroo.
(Photo by Dick StouHer)

FORCE
COMMONWEALTH
N34134 Skyranger 185 A. Barbuto. North Adams. MA TOP (Dick Stouffer Photo)
N73810 Skyranger 185 B Snyder. McGraw. NY
Ron Bauer of Dallas, Texas, long
ERCOUPE white scarf fluttering in the prop
N179G Ercoupe Frank Fulkersm. Flint. Ml blast, taxis out for take off.
N355E Ercoupe Herman Koplrn, Lombard. IL
N2024H Ercoupe 4150 Jerry Morescki. Springfield. IL
N2099H Ercoupe Waller Shalton. South Bend. IN
N2250H Ercoupe David Williams/Joe Trezza. Howell. NJ
N2522H Ercoupe Kenneth A Heath. Tulsa. OK
N2552H Ercoupe Ron Ness/Ron Jones. Garden Grove. CA
N2549H Ercoupe Al Williams. Grand Prairie. TX
N2652H Ercoupe 415-C Vern Ramesbotham. Elk Pointe. SD
N2969H Ercoupe M C Kelly' Viets. Stilwell. KS
N3469H Ercoupe Scott Olson St Paul MN BOTTOM (Lee Fray Photo)
N3807H Ercoupe Kirke Hatfield. Wichita. KS
N93823 Ercoupe R D Endland. Tullahoma, TN
During the air show period, Dave Jameson of Oshkosh
N93841 Ercoupe Jim Jackson. Spirit Lake. IA performed a re-enactment of the take-off of the Spirit
N93946 Ercoupe Gregory Krush. Oak Lawn. IL
of St. Louis. Participants, some dressed in period
N 93949 Ercoupe Robert J Guggemos. Danville. IL
N94160 Ercoupe J. Austin. Muskegon. Ml apparel, drove up in antique cars and pushed the
N94898 Ercoupe Joe Keefer Navarre. OH "heavily laden" Spirit to get it moving . . . just like
N99335 Ercoupe Don Wolf. Miles Ml
N99552 Ercoupe J Rosen. E Longmeadow, MA Roosevelt Field in 1927. Flying from the rear seat,
N99835 Ercoupe F. Wilsa. Westland. Ml Dave made a slow, agonizing take-off roll and shallow
N99913 Ercoupe R Chance. Seymour. TN
CF-NWZ Ercoupe 415-C Tom McCarren. Halifax. CAN
climb out before returning to the pattern for a couple
N6583O Aton Aircoupe R J Stemme. Marshall. MN of parade laps.

I
 (Lee Fray Photo)
Looking northeastward across the
heart of the EAA fly-in site at Witt-
FUNK
N81134 Funk B85C William King/Richard King.
man Field. The w o r k s h o p s and
Valley Collage. NY commercial display (largest build-
N81I86 Pat Krueger Omaha. NB ing) are in the center of the picture.
LUSCOMBE
N1306K 8A Steve Biilester Chino. CA
N1364K SA Jack Lane. Indianapolis. IN
N1396K 8A Jim Tuszka/David Krembs.
Stevens Point Wl
N1954B 8A Jim Moran Des Plaines. IL N1948K 8E J Bolton. Flint. Ml
N1972B 8A Don Dodge, Manhattan KS N2047K 8E Clyde D Hill. Canton IL
N2050B 8A Randy Belofl. Riverside CA N2117K 8E Condors. Inc .. Wheeler. Ml
N2136K SA Michael Nickiess. Centerville. IN N2229K 8E Don Adams. Newton. KS
N2764K 8A J Barowski. Downers Grove. IL N2515K 8E Doug Combs. Urbana. IL
N2897K 8A Corwin Day Anderson. IN N2522K 8E Bob Richey/Harvey Richey Waco. TX
N4212B SA Donald Locks. Mt Home AFB. ID N1480B 8F Arnol Sellars. Tulsa OK
N21996 SA Craig Sheets/Mark Sheets. N1559B 8F R Heaston. Huntington. IN
Sturgeon Bay. Wl N1947B 8F DeWitt Barnard. Ann Arbor. Ml
N25289 8A Barry White. Milton. FL N2054B 8F Warren Long. Thomasville GA
N45607 8A Bill Rothweli. Manhattan. KS N2101B 8F John J Kalas. Milwaukee. Wl
N71315 8A Nicholas Shewalter Owosso. Ml N2109B 8F James W Row Buffalo Creek. CO
N71918 8A Junior Guy. Atlanta. Ml N2126B 8F W H Nichols BelOit. Wl
N71981 8A R E Lmville, Marietta. GA
N72011 8A Jay Cavender. Jackson. Ml MEYERS
N45WB 8E William F Bokode. Griftm. IN N34363 145 Jack Brady. Dayton. OH
N1341B 8E Charles Atterbury. Lisle IL N34364 145 Robert Haney. Medmah. IL
N1524B 86 Scott C Benger. Denver. CO N34373 145 Carl R Schwarz Kent WA
N71646 8E Roliand LaPeiie Walnut Creek CA N235M 200D Louis C Seno. Sr . Downers Grove. IL
SPORT AVIATION 49
 (Photo by Ted Koston) (Dick Stouffer Photo)
1975 Classic Judging Committee from left to right Dr. Roy Wicker of Atlanta has restored this Cessna
front row, Brad Thomas, Roger Jennings, Dale Wol- C-34 to absolute perfection.
ford, Duffy Thompson, John Engles and John Womack.
Standing, left to right, Swanson Poer, George York,
Morton Lester and Jim Gorman, Co-Chairmen, John
Parish. Not present when the photo was taken were
Maurice Clavel, John Turgyan and "Dub" Yarbrough.

M3
 y

r
(Ted Koston Photo)
Gene Morris of Dundee, Illinois and his American Eaglet.
MOONEY MITE
N325M M-18C Tim Lucero. Denver. CO
N346M Mite Bill McKinney. Greenville. SC
N4101 Mite M R Bush. St Paul. MN
N4124 M-18C J Johnston. Roscommon. Ml
N4144 Mite Randall Lowry. Benton. IL N40744 J-3 H. G Putter.
R Altoona. PA
N4168 Mite Larry Dale. Colorado Springs. CO N42621 J-3 Dave Hamilton.
H Anderson. IN
N4181 Mite Jim Nevin. Colorado Springs. CO N42793 J-3 Tom Kunau.
Tom Kt Eagle River, Wl
N70316 J-3 Gary Stevens/Harry
Si Hipnell. Erie. PA
NAVION N 70433 J-3 rch Yi
Arch Young/BeNe Gavns.
N437M Navion R Matt, McHenry. IL N Re
Redington Beach. FL
N2402T Navion Mike Nalhck. Minneapolis. MN N70444 J-3 ob Cr
Bob Cruthis. Decatur. IL
N4188K Navion Eden T Slauter/William Schubert. N70745 J-3 Arthur
rthur Eads. Rolla. MO
New Carlisle. OH N 70906 J-3 Deannc Gross. Xenia. OM
Deanna
N4251K Navion Andy Peterson. Las Vegas. NV N78527 J-3 M Faulkner.
Fau Bourban. IN
N4945K Navion B J Ryan. St Paul. MN N87771 J-3 Norm Shulf.
Watertown. Wl
N5321K Navion - Model B Richard Bowles. Crawfordville. IN N87984 J-3 William Colman. Portage. Wl
William
N5442K Navion R A Maxwell. Indianapolis. IN N88354 J-3 Frank fBaker. Madison. Wl
N8642H Navion Jim Weir/Enc Marcus/Dave Roehrdanz. NC88441 J-3 Tonnesen. Omaha. NB
Gail To
San Diego. CA N88461 J-3 George Punfoy/Reid Joyce.
George
N8776H Navion Bill Nickels. Englewood. CO Pittsburgh.
Pittsl PA
N8820H Navion Roy Singleton. Pacific Grove. CA N88539 J-3 Phil Mi
Michmerhvizen. Holland. Ml
N8865H Navion Merle Smith. Lewistown, PA N92012 J-3 S
John Stephenson, Pendleton. IN
N8908H Navion R Kroll. Millburn. NJ N92227 J-3 Z
Mark Zilmsky/Gar Williams.
N91608 Navion Gilbert L Valbert. Camby. IN Hmsdale. IL
Hmsi
N91729 Navion A Dave Roberts. Green Bay. Wl N98148 J-3 Don Gugeler.
G West Burlington. IA
N 98545 J-3 Randy Ciabattom/Joseph Ciabattoni.
PIPER Elmv
Elmwood Park, IL
N 1 407N J-3 Marlin Lowe. Pasadena. MD N4853M P A- 11 Schmid. Sioux Falls. SD
Bob Si
N2130M J-3 G. D. Agle. Farwell. Ml N2658P P A- 12 Russell Estes. Fayetteville. GA
Russel
NC3293N J-3 William C Doty. Ypsilanli. Ml N2821M PA- 12 Brian Dunlop/Harry
I Pennypacker.
N3373N J-3 John Burns, Mt. Morns. IL Rich
Richland. PA
N3421N J-3 Julie Steichen. Rosemount. MN N2953M PA-12 T. W 1Mulvey. Palatine. IL
N3453K J-3 Veryl Fenlaton. St Cloud. MN N3004M PA- 12 Royce Curne. Pulaski. TN
N3634N J-3 Arnold Gleason. Newburg. MO N3102M P A- 12 R E Hisken.
^ Soda Springs. CA
N6665H J-3 Dave Workman/Ben Workman. N3226M PA- 12 Milt Hurlburt.
Hi Bath. NY
Zanesviile. OH N3763M PA- 12 K R Schaarschmidt.
S
N7422H J-3 Bill Quinn. Akron. OH Menomonee
Men Falls. Wl
N7436H J-3 Donald W LeGore. Chapter 291. N3847M PA-12 Steve 1Miller. Naperville. IL
Sioux City. IA N3860M PA- 12 Donald Honck. Girard. OH
Donalt
N7444H J-3 Gary Deem. Adrian. Ml N3890M PA- 12 Dave Kratz.
K Massillon. OH
N25850 J-3 Ralph Moberg. Bemid|i. MN N4122M PA-12 1
Brian Crull/Walter Fritz.
N32844 J-3 Terry Ricker. Pittsburgh. PA Indianapolis.
India IN

SPORT AVIATION 51
 (Ted Koston Photo)
Dale (front cockpit) and Dean Crites
N4225M PA- 12 J W Taylor. Mt Prospect IL
N4340M PA- 12 A. R Bnxey. Grand Prairie. TX in their Waco Straightwing. They
N4356M PA- 12 Frank Zaloudek. Mernllville. IN have barnstormed almost every
N4425M PA 12 Wilmer Ebersoie. Jonestown. PA weekend this summer at the Wau-
N7763H PA- 12 Stanley Gnttin. Connellsviile. PA
N7817A PA- 12 Seth Myers. Prattsburg. NY kesha. Wisconsin airport a con-
N7913H P A- 12 Alvin J Hubler. Spring House. PA trolled field and have had pas-
N98932 PA-12 Wallace Muscamske'Bob Zimmerman,
Mernli. Wl sengers standing in line for a ride!
N4133H PA- 15 Richard Hanseiman. Neenah. Wl
N4426H PA- 15 James Campbell, N Ridgeville. OH
N4434H PA 15 Dave Harmon. Short Hills. NJ
N138N PA- 17 Elsa Folte/Bob Folte. Endwell, NY
N4143H PA- 17 Al Ellison/Ben Ellison. Chicago. IL
N4839H PA- 17 Russ Kellogg. Rio. Wl
N5331H PA-16 Lee Arnold. Fiorissant. MO
N5355H PA- 16 P Cashmere. Addison. IL
N5382H PA- 16 Ron Downer. Gleason. Wl
N5672H PA- 16 Ken Eskildsen. Lexington. NB
N5940H PA- 16 L. Orcutt. Bloomington. MN
N594SH PA- 16 Arvirt Layson. Waukesha. Wl
N59S9H PA- 16 V Willingham. Sparta. IL
N5972H PA- 16 Bob DePratti. Orange, MA
N351BB PA-20 Robert Shields. Glen Mills. PA
N5538A PA-20 Robert Rado, Toledo. OH
N6895K PA-20 Glenn Cawley. Buckley. WA
N6972K PA-20 Roy Hill. Buckley. WA
N7332K PA-20 Jim Kurz. Jordan. MN
N7606K PA -20 C E Richburg. Cleveland, OH
N7656K PA-20 Gordon Brown. Oak Lawn. IL
N7694K PA-20 Dan A Betzoldt. Tecumseh. Ml
N1227C PA-22 Larry Hradec. Norfolk. NB
52 NOVEMBER 1975
 /*

(Dick Stoufler Photo)

Griff Griffen of Minnetonka, Min- N1415C PA-22 Willard MacAHaster. Armuchee. GA
nesota owns this show Stearman. N1512P PA-22 L D Rawlings. Miles OH
N1928P PA-22 Larry Hill. Cealia. KY
N1976A PA-22 Oave Ralslon. Kennewick. WA
N2276A PA-22 W. P Richardson. Beaufort. SC
N3544A PA-22 Larry Niswander. Cardington. OH
N8033C PA-22 Richard R Henry. Cerro Gordo. IL
N8643C PA-22 Royce Martin. Kennewick. WA
N30672 PA-22 Dennis Hanson. Onawa. IA

STINSON
N43X 106 Rex O Dell Saginaw. Ml
N3947Z 108 M DeWulf. Lake Bluff. IL
N8050K 108 Keith Locke lola. KS
N8212K 108-1 Bob Remtgen. Latrobe. PA
N8403K 108-1 R. Timmerman. Earlville. IL
N8414K 108-1 Louis Bowman. Fort Wayne. IN
N8626K 108-1 Charles Harmon. Phoenix. AZ
N8947K 108-1 C. H Cole. Mt Clemens. Ml
N259C 108-2 Peter J Pishotta. Addison.TL
N340C 108-2 Lee Wolfe. Craigsville. WV
N389C 108-2 B. A Walsh. Marion. IN
N971J 108-2 Jim Mankins. Corona. CA
N8074K 108-2 Ron Kramer. Pella. IA
N8775K 108-2 Conrad Shields. Marion. IN
N9489K 108-2 Howard Gaiger. Rochester. NY
N9808K 108-2 Tim Gibson. Carbondale. IL
N743C 108-3 Fred Juer. Tullahoma. TN
N930C 108-3 M L Harper. Metairie. LA
N6606M 108-3 Laurence Godsey. Rhododendron. OR
C-GOWI 108-3 Jack Marable. Kingston. Ont CAN
SPORT AVIATION 53
 (Ted Koston Photo)
John P. Innes flew his little Porterfield "Spinach" to Oshkosh from his home at Studio City, Cali-
fornia. Most will recognize the paint scheme . . . this once was actor Bob Cummings' airplane.

( l e a Boston Pnoto)
Another rare Waco model, a YPF-7 with a sliding hatch and a Jacobs 245 for power.

54 NOVEMBER 1975
 (Dick Stoutfer Photo)
NO, NO, NO! It's NOT a Spartan Executive. This is the
No. 1 Harlow owned by Mel Hefflinger of Redondo
Beach, California. It is powered by a 185 hp Warner.

SWIFT
N2FM Swift F F Meyers. Crystal Lake. IL
N10SS Swift William s Shepherd. New Orleans. LA
N13SW Swift Steve Wilson. Manassas. VA
N40L Swift Dick Chisholm. Oak Lawn. IL
N131W Swift William Haley. Los Angeles. CA
N808GB Swift Bill Menefee. Annandale. VA
N2115 Swift GC1B Bonham Cross. Hopkins. MN
N2334B Swift GC1B J J Montagoe. S Minneapolis. MN
N2386B Swift J R Haun. Nashville. TN
N2412B Swift GC1B J F Miller. Upper Saddle River. NJ
N2424B Swift GC1B C T Weddle. Hendersonville. TN
N2429B Swift Jack Nabel Enumclaw WA
N2431B Swift Al Bauer. South St Paul. MN
N2446B Swift GC1B Ken Taloff. Minneapolis. MN
N24S9B Swift Edmund Gorny. Livermore. CA
N3399K Swift GC1B Bob Genung. Indianapolis. IN
N3731K Swift Scott White. Jacksonville AR
N3790K Swift Horace Noble. Chicago. IL
N382SK Swift Joseph P Wynen. New Albany. IN
N3898K Swift GC1B Tracy Rhodes, Big Spring. TX
N77756 Swift George O Neal. St Petersburg FL
N78037 Swift Jeanne Piper. Ft Myers. FL
N78070 Swift Michael Ancik. Westfieid Center. OH
N78131 Swift Jess H Myers. Las Vegas. NV
N 78282 Swift Bob Tiller. Clemmons. NC
N78309 Swift B. F Arnold. Cuyahoga Falls. OH
N 80 760 Swift Mark Holliday. Hastings. MN
N80824 Swift Steve Wood/Gene Roberts. Brandon. FL
N808SO Swift Arthur L Bloodworth. Warren. Ml
N80861 Swift Jerry Williams. Sterling Heights. Ml
N80877 Swift Bob Johnson. Cape Girardeau. MO
N80913 Swift Joe Naff. Columbus IN
N 80974 Swift Bill Lest. Camp Springs. MD
N6040 Buckaroo Larry Coker/Oale Milford. Arlington. TX
N68773 Buckaroo T-35 Charlie Nelson. Athens, TN

SPORT AVIATION 55
TAYLORCRAFT
N 46 TG BC-12-D E L Parker. Medford. OR
N504SM BC-12-D Robert Reedy. Troy. OH
N5111M BC-12-D Wayne Hessil. Green Bay. Wl
N5248M BC-12-D Robert D Frazier W Lafayette IN
N5611M BC-12-D W J Cwikiel. Union Lake. Ml
N29753 BC-12-D James Foos Granger. IN
N36298 BC-12-D Ralph Jones. Suitland. MD
N36433 BC-12-D Vernon Sudbeck. Hartmgton. NB
N39974 BC-12-D William R Fitch. Epworth. IA
N43344 BC-12-D Mark Yehch. Franklin. Wl
N43680 BC-12-D Parker Buckley. Waynesviile. OH
N43762 BC-12 D Bert Waterman. Elgin. IL
N43892 BC-12-D Russ Gehns. Hatfield. PA
N43898 BC-12-D Jim Temple. Granger. IN
N44204 BC-12-D Eugene Townsend Decatur. IL
N95109 BC-12-D Bill Boggs'Rick Boggs. Grove City. OH
N9S699 BC-12-D Alton S Edward Champaign. IL
N95741 BC-12-D Dwight Brewer. Ft Wayne. IN
N95930 BC-12-D Charles Degone. Mexico. NY
NC95957 BC-12-D Douglas Anderson, Jackson. Ml
N96026 BC-12-D Robert Reece. San Angelo. TX
N96066 BC-12D Joseph McFarland. Traverse City. Ml
N 962 75 BC-12-D James H Hall. Rockford IL
N 96386 BC-12-D Bob West. Oreana. IL
N96387 BC-12-D Everett Dawning. Albany. NY
N96797 BC-12-D David Swindler. Franklm. OH
NC96818 BC-12-D William S Knight. Brodhead. Wl
N6675N Taylorcraft 20 Frank Urhel. Lyons. IL

MISCELLANEOUS
N3099K Culver V Francis W Taylor, Jefferson. IA
N665WB DeHavilland Chipmunk Cheney Kohen. Columbus. OH
C-FDQY Fleet 80 Canuck W Tee Rexdale. Ont CAN

(Dick Stouffer Photo)

Interior of the 1975 Grand Champion
Classic, a Stinson 108-2 owned by
Jim Mankins of Corona, California.

(Photo by Ted Koston)

1975 Antique Judging Committee from left to right,
front row, "Dusty" Rhodes and Paul Hopkins, stand-
ing, left to right, Al Kelch, Doug Rounds, Pete Coving-
ton, Evander Britt, Chairman, Dale Gustafson and
Claude Gray.
 BY Gene Chase
EAA 10522
FIFTH ANNUAL AAA M-3902

(All Photos by Author Except as Noted)

X HE FIFTH A N N U A L National Fly-In sponsored

jointly by the Antique Airplane Association and the Air-
power Museum took place August 24 through Septem-
ber 1, 1975 at Antique Airfield, Blakesburg, Iowa. This
fly-in offers pure nostalgia and at a leisurely pace which
befits the vintage aircraft in the vintage setting of An-
tique Airfield.
The AAA was organized in 1953 by Bob Taylor for FLY-IN
the purpose of keeping the antiques flying. National
fly-ins have been held annually since the beginning,
most of them being at the Ottumwa Industrial Airport.
When the fly-in site was moved to Antique Airfield in
1971, the numbering system was revised, hence the '75
event being described as the "Fifth Annual."
Antique Airfield, located 1% miles northeast of
Blakesburg, Iowa is the site of International Head-
quarters of the Antique Airplane Association and the
Airpower Museum. The rail fences and buildings con-
structed like those of the 1920's and 30's all help to
create the sensation of taking a memorable step back-
ward in time.
The field has two grass runways, the longer being
2200 feet running north and south. The east-west strip
is 1700 feet in length. During the annual fly-in the short
strip is closed and is used for aircraft parking. Separate
areas are designated for the parking of antique, classic,
homebuilt and modern aircraft.
Most of these parking areas are surrounded by tall
trees, adding to the natural beauty of the field. One of
the favorite spots is the North Campground which is
nestled among the trees near the classic aircraft parking
area.
This is an invitational fly-in open only to AAA mem-
bers and their guests and this year, dedicated members
from all over the U.S. and several from Canada brought
a record number of 355 planes. This number would have
been greater if bad weather, particularly to the north,
had not prevented the arrival of several aircraft from
this area.
One of the enjoyable features of this annual event
is the low-key, informal atmosphere which allows an-
tiquers to visit with one another and fly as much as they
desire.
And fly they do, from sunrise to sunset, with the
fly-by pattern simultaneously containing Stinsons,
Wacos, Howards, Cubs, Aeroncas, Cessnas, de Havil-
lands, Stearmans, etc., etc. It's a pleasure to watch the
professional manner in which the pilots handle their air-
craft, regardless of size. Most landings are right on the
"numbers", except in the case of a prudent pilot flying
a craft with a tailskid and no brakes who might choose a
(Photo by Fred Weber)
spot further down the runway where a ground loop
Bob Taylor, President AAA, left, and Paul H. Poberezny,
occurring near the end of his short landing roll-out
President EAA, at Antique Airfield, Blakesburg, Iowa.
would be in a clear area, resulting in no damage. Hap-
pily, even these precautions were unnecessary as no
ground loops occurred.
SPORT AVIATION 57
The 1929 Hamilton "Metalplane" on short final at
Antique Airfield. Landing speed of this 30's vintage
airliner is 52 mph.

The taxi and flight operations are conducted by able

flagmen who do a great job of keeping traffic flowing
smoothly. While watching all this, a statement made
several years ago by Richard Bach came to mind. He
observed that those who fly antique airplanes are the
last of the "real pilots" as they have learned to master
a craft with a personality all its own and a strong will
to match.
This kind of flying was much in evidence at Antique
Airfield and it is especially encouraging to see more and
more of the young people taking an interest in the older
airplanes and doing such a great job of flying them. For
example, Liz Winthrop, Dallas, Texas in her father's
Waco UPF-7, Carl Buck from Boulder, Colorado in his
Aeronca Champ, Susan Dacy from Harvard, Illinois in
her Stearman and Ken Morris from Dundee, Illinois in
his dad's American Eaglet. The Eaglet, incidentally, has These two camera buffs doing their thing at Blakes-
a tail skid and no brakes, and young Ken handled it burg are well-known EAAers Al Kelch on the left and
masterfully. Dave Jameson. Al, from Mequon, Wisconsin, is on the
In past years Liz Winthrop has taken home plenty of EAA Antique/Classic Board of Directors, and Dave,
trophies from fly-ins around the midwest. This year she from Oshkosh, Wisconsin, is Vice President of the EAA
was runner-up in the Miss EAA contest at the EAA Air Museum. Both are also lifetime members of the AAA.
58 NOVEMBER 1975
International Convention at Oshkosh, so her awards
represent more than flying ability.
Seventeen-year-old Carl Buck restored his prize-
winning Aeronca Champ all by himself and made his
first solo cross country flight in it from Boulder, Colora-
do to Blakesburg this year. Carl received a Special
Recognition Award and a Youth Achievement Award for
his restoration project and his flight to the fly-in. His
Aeronca was awarded the Oklahoma City AAA Chapter
Choice trophy.
Carl camped out at the fly-in and loading his gear
for the return flight home took some extra planning,
with the three trophies plus all the camping equipment.
When Susan Dacy was 15 she bought a Stearman and
was involved in its restoration over the next two years.
Alot of midnight oil was burned in getting the plane
finished in time for Blakesburg and she just barely made
it. The Stearman was finally assembled on August 27,
licensed, test flown and headed toward Iowa with Susan
and her father on board.
Susan was honored by receiving the Second Genera-
tion Antiquer of the Year Award and the Blood, Sweat
and Tears Award for her efforts, while her aircraft was
1929 Stearman C3R owned by Doyle Cotton, Tulsa,
Oklahoma, and flown by Bill Watson. This plane won 4
awards including "Best in Class".
named the Best Custom Stearman and also received the
Iowa AAA Chapter Choice trophy.
Young Ken Morris brought his friend, Janet Sikora,
to Blakesburg in his dad's very rare 1931 American
Eaglet powered with a 35 hp Szekely. This pretty little
ultra-light received the Best in Class Award and the
Los Angeles AAA Chapter Choice Award.
For 18 years, Ed Schubert, 70 years young, of Janes-
ville, Wisconsin has been flying his 1937 Aeronca K to
the National AAA Fly-Ins at Blakesburg, and Ottumwa
when the AAA was based there. This year Ed was
honored for having the most consistent attendance in
the same aircraft. Incidentally, Ed has owned this
Aeronca since it was new and paid for it by making $15
weekly payments out of his salary as a milkman. Ed's
aircraft won the Most Original Aeronca award.
While Ed was flying the same plane to this annual
event, a pilot from Collinsville, Oklahoma has been
coming in a different aircraft each year. Dave Warren
attended his first AAA National Fly-In in 1954 in a
Taylorcraft BL12-65 and has had perfect attendance
since, always in a different plane. This year he arrived
in a single place % scale Taylorcraft which he built him-
self.
The 1975 AAA Grand Champion was this beautifully
restored Hamilton "Metalplane". The mast on the left
wing mounts the airspeed pitot tube.
 Dave and his 18 year old partner, Curtiss Corn, are
currently b u i l d i n g a Ford Model A powered Corben
Super Ace which is about 7(Y7c completed. The chances
are pretty good that this aircraft will be Dave's transpor-
tation to the '76 event.
Two members from Canada, Doug and Lois Moore,
received the "His and Her's Award" and the "Canadian
Friends Award." Doug brought the family Cessna 195
while Lois arrived in their Aeronca Champ, CF-JUU.
This beautiful Champ was awarded the "Best in Class"
trophy and it also received the Dacy Chapter Choice
trophy. Winning is nothing new for the Moore's Aeronca
as in 1973 it took home the Grand Champion Award
from the EAA Convention at Oshkosh.
Two of the most prestigious awards at the fly-in are
the "Lady Antiquer of the Year" and the "Antiquer of
the Year." These are given to individuals for doing the
most toward promoting and furthering the goals of the
AAA, and were awarded to Melba Beard of Tucson,
Arizona and Doug Rounds of Zebulon, Georgia.
Doug Rounds is the founder of the BTB Airlines
which just completed its third year of successful opera-
tion. BTB, which stands for Back to Blakesburg, is the
world's shortest airline, flying only one route, 12 miles
in length between Antique Airfield and the Ottumwa
Industrial Airport.
This tongue in cheek operation was inaugurated
during the 1973 Fly-in to provide transportation for AAA
members arriving or departing on the scheduled airline
flights at the Ottumwa Airport. Several of the BTB
captains are professional airline pilots in everyday life
and, of course, the BTB airliners are these captains'
personal antique aircraft. Stewardesses are carried on a
space available basis, if they happen to be on hand at
takeoff time.
A partial listing of crew and aircraft includes Doug
Rounds, Zebulon, Georgia, 1931 Stinson Jr. S; Dr. Ed
Garber, Fayetteville, North Carolina, 1931 Stinson Jr.
S; John Turgyan, Trenton, New Jersey, 1943 Howard
DGA-15P; Bob Jenkins, Stone Mountain, Georgia, 1928
Stinson SM-2; and R. J. Hardin, Justin, Texas, 1935
Waco YOC.
Each year among the highlights of the fly-in is the
surprise arrival of newly-restored aircraft and this year
was no exception. Two outstanding examples were a
1929 Hamilton "Metalplane" and a 1928 Curtiss Robin.
The Curtiss Robin was Challenger-powered and
flown by its owner, John Bowden of Lampasas, Texas
with his wife Glenna and son Terry as back seat pas-
sengers. The Bowdens, attending their first AAA Na-
tional Fly-In, took home five awards, including the
Sweepstakes Trophy which is runnerup to the Grand
Champion. Other awards won by this beautiful Robin
were the Best in Class, New Mexico Chapter Choice,
Great River Squadron Trophy and the Oldest Antique.
During the first few days of the fly-in, rumors per-
sisted that a Hamilton "Metalplane" had been licensed
and test flown at Fleming Field in South St. Paul, Min-
nesota and that it would come to Blakesburg, but with
the knowledge of the heavy rain and low ceilings over
much of the area to the north, everyone was worried
that this extremely rare plane would not arrive. Then
suddenly as the weather cleared, there appeared in the
traffic pattern, a plane that looked very much like a
Ford Trimotor with its two outboard engines removed.
Jack Lysdale's perfect 3-point landing in his newly-
restored pride and joy was the culmination of a long
standing dream to bring his Hamilton "Metalplane"
to the AAA National Fly-In.
Except for a handful of oldtimers this was the first
time that most of the Fly-In attendees had seen a Hamil-
ton "Metalplane" and it immediately became the "hit
60 NOVEMBER 1975
of the show". Before the Fly-In was over it had garnered
the following awards: Most Rare Monoplane, Best "Big
Plane" Award, Colorado Chapter Choice, South Chicago
Chapter Choice, and the most coveted of all, the 1975
AAA Grand National Champion!
Jack's Hamilton is a model H-47, manufactured in
1929 under A.T.C. No. 94, by the Hamilton Metalplane
Company in Milwaukee, Wisconsin, a division of the Boe-
ing Airplane Company of Seattle, Washington. The Ham-
ilton "Metalplane" actually dates back to 1926 when
they were built by the Hamilton Aero Manufacturing
Company, which was famous for its Hamilton propel-
lers, metal pontoons and flying boat hulls. They were de-
signed by James S. McDonnell, who is also known for
his later creations of the "Phantom", "Banshee", and
"Voodoo" jet fighters.
Later versions, including the models H-45 and H-47
were designed by Professor John Akerman and were the
first all-metal planes to be certificated, but not the first
to be built in the U.S.A. The Stout "Pullman" of 1924
which evolved into the Ford Trimotor was the first all-
metal aircraft constructed in the U.S.
It is believed that 29 model H-47's were built and
they were used very successfully by several airlines of
the period, including "Northwest" and "Universal".
The utility and all-round performance of these efficient
aircraft made them a natural for the rugged flying jobs
in Canada and Alaska, thus several Hamilton "Metal-
planes" found their way up north of the border.
Jack's plane spent much of its life in Canada and
Alaska where it was operated on floats by several dif-
ferent owners. It was also owned at one time by Joe
Cresson who operated it under the corporate name of
"Northwest Air Services" out of Boeing Field, Seattle,
Washington. Crosson was a pioneer operator in the Pa-
cific Northwest Area.
In 1951 the aircraft was brought to the Minneapolis-
St. Paul area by Northwest Airlines Captain Harry Mc-
Kee who acquired it from Don Milton Cross in Deering,
Alaska. For several years it was slowly being restored
as a non-airworthy display by Northwest Airlines. The
work was being done as a "foremens project" and when
progress ceased the plane was stored in several different
hangars in the area, including Jack Lysdale's hangar
in South St. Paul.
At one time during this period, 80 mph winds severely
damaged a hangar containing the wings. The wings were
blown out of the hangar and across a field, but fortunately
were not badly damaged.
Jack finally acquired the plane in December, 1972
and placed James J. Schumacher in charge of the res-
toration. Richard "Dick" Wille also spent much time on
the project during his off-duty hours as a policeman. Dick
had previously worked on the plane in 1959-60 when
Northwest Airlines was attempting to restore it.
Noel Allard who is secretary-treasurer of the Minne-
sota AAA Chapter, was also instrumental in the res-
toration project. He kept a very complete photographic
record of the work, and also helped Jim Schumacher
with the research which was necessary to make the com-
pleted aircraft as authentic as possible.
Because Jack insisted on the "Metalplane" being
100<7r airworthy, he took the frame back to "bare bones"
undoing much of the previous restoration work.
Jack himself worked months at seven long days per
week on the project and such diligence has resulted in
one of the most magnificent restorations flying today.
Attesting to the quality of the workmanship is the fact
that no other work, including minor adjustments was
necessary since the craft's test hop on August 15, 1975
and subsequent 12 hours of flying, including the trip
to Blakesburg.
 Prior to that, the plane was last licensed in 1947
and the logs showed T), 183 hours total time. The plane
is now licensed as a Standard Category Aircraft carry- SPECIFICATIONS
ing a permanent airworthiness certificate. Hamilton "Metalplane" Model H-47
Hamilton "Metalplanes" are covered with a corru- NCS79H Serial No. 65
gated "Alclad" metal skin over a riveted aluminum alloy Mfd. 1929 A.T.C. No. 94
frame, similar to the construction of the Ford Trimotors.
The flight controls are operated by push-pull tubes rather Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54' 5"
than cables, and are described in the factory specs as Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34' 8"
being "nonmagnetic and rigid, insuring instant response H e i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9' 4"
when in action". Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . 3911 Ibs.
The pilot's cockpit is accessible through a door in Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . 5750 Ibs.
the passenger cabin or an opening in the top of the cock- Cruising Speed . . . . . . . . . . . . . . . . . . . . . . . . 110 mph
pit covering. The baggage compartment is aft of the pas- Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 miles
senger cabin and as an option, could be converted into a Engine: Pratt & Whitney Hornet . . . . . 1690 cu. in.
lavatory at the factory for an additional $250. 525 hp at 1900 rpm
Bendix wheels and brakes, with 36 x 8 tires were
standard equipment, but low pressure airwheels were
offered as an option. Jack's "Metalplane" is equipped
with wheels and brakes as used on the Lockheed 10A,
and he obtained the 35 x 15 x 6 Goodyear Airwheels in
Chicago. Even though they aren't new, they had never
been used and Jack thinks they were intended for use on
the Goodyear blimps.
The cabin is authentically upholstered in artificial
leather and the passenger pom pom hand grips came from Two sleek Stinsons await their passengers at the B.T.B.
the same manufacturer in England who supplies them Airlines passenger boarding gate.
to Rolls Royce. The seating configuration is 6 passen-
gers and 2 pilots.
Jack's aircraft, NC879H, Ser. No. 65, is finished in
the colors of "Ship No. 27" as flown by Northwest Air-
ways, Inc. By 1934 Northwest had eight Hamiltons, and
NC879H is a beautiful example of an airliner of that
period. The records of well known aviation historian,
George Hardie of Hales Corners, Wisconsin, show that
this aircraft originally left the factory as NC875H.
Jack Lysdale and his crew are to be congratulated
for their immaculate restoration of this rare aircraft,
and for flying and sharing with others, this piece of avi-
ation history.
Each year the Fly-In officially closes with an air show
on Labor Day afternoon, which is open to the public.
The same show is also presented on the preceding after-
noon for the benefit of members who have to depart early
for home.
The performers who donate their time and talent for
this portion of the Fly-In do a great job and viewers are
treated to an interesting variety of both aircraft and fly-
ing styles.
The air show performers this year were Kit Heacock
in her modified Stits Playboy, Sam Burgess flying his
Pitts Special, Dr. Art Lindquist in a Stearman, Dwaine
Trenton in a Great Lakes, David Dacy flying his Bucker
Jungmeister, John Morrissey in his Starduster Too,
Doug Rhinehardt flying his Rose Parakeet, and Dick
Willets performing his Crazy Cub act.
The pace at Antique Airfield is always pleasantly
slow, but as the Fly-In draws to a close it seems to slow
even more as members reluctantly prepare for their jour-
ney home. One measure of success of the Fly-In is the
fact that members bid their farewells to one another
with, "I'll see you next year!" They all know they will
be returning to Blakesburg.
Bob Taylor, the man who started it all in 1953 is to
be commended for his perseverance in directing the AAA
to its present position that of having its own airport
which provides the type of setting that most members
want to be a part of, each year near the end of August.

John Bowden taxies by in his 28 Curtiss Robin while

son Terry walks the wing. This plane took home the
"Sweepstakes" trophy plus four other awards.
SPORT AVIATION 61
 (Jackie D Arcy Photo)
Swift owners doing their thing: foreground, Mark Holiday, Hastings, Minnesota; N80707 Jimmy
Williams of Osprey, Florida; N80836 Milton Caum of Brandon, Florida and N24038 George Ola
of Venice, Florida.

'HE WHO HAS HORN AND TOOTETH IT NOT,

THE SAME SHALL REMAIN UNTOOTED"
By Charlie Nelson (EAA 30647)
International Swift Association, Inc.
P. O. Box 644
Athens, TN 37303

62 NOVEMBER 1975
D O YOU EVER wonder what makes the guy tick who
walks by a sparkling new $100,000 Bonanza, a light
twin or a tiny aerobatic biplane without so much as a
glance and p r o u d l y c l i m b s into his cherished Swift,
breathes life into whatever powerplant he has selected
to be up front (85 to 250 hp) and goes proudly on his way
enjoying every phase of flight?
"Happiness is knowing what you want, getting it and
being happy with it when you get it."
In this modern world Utopia is seldom achieved.
Trade-A-Plane is consistently loaded with thousands
of ads by aircraft owners, buying, selling and trading
in pursuit of the ultimate aircraft. Don't misread me,
the Swift is not everyinan's aircraft. But for the pilot
who flies for the sheer fun of flying, wants that some-
thing extra in everything he or she does, has that in-
depth understanding and ability that causes him to be
at home in what would be considered a complex situa-
tion by others, then you have the basic ingredients of a
proud and content Swift owner. It must be fair to say:
"Happiness is a proud Swift owner deeply engrossed
in the pride, fierce loyalty, satisfaction and apprecia-
tion that is so much a part of the ownership of one of
sport aviation's finest aircraft ever."
The joys of owning such a fine aircraft never cease,
whether it is in the continuous stream of onlookers,
admirers and the curious . . . or the running conversa-
tion that so often develops with ground, tower and air-
line personnel:
"What engine you got?"
"Whatzit cruise at?"
"I hear it's a pilot's airplane."
Etc., etc.
Perhaps it is the private and exclusive thrill and en-
joyment of lining up with the runway, feeling the Swift
come alive, followed by the satisfaction of flying and
A factory photofpf a new 125 Swift.
feeling like you are handling a real honest-to-goodness
airplane . . . frequently giving in to the urge to twist
and turn, see ol' Mother Earth at every angle above,
below, up and down and all around. The Swift "is there",
not with the ol' Hollywood double-fisted muscle burst-
ing pull, but simply by the twist of the forefinger and
thumb, around she goes. A simple aileron roll or over
the top, no sweat or strain . . . just a beautiful and satis-
fying way to pass the time of day. Oh, you say, one can't
play everyday. Don't worry, you won't look outdated
with the Swift parked in transit row. On goes the busi-
ness suit, in goes the baggage, fill up the tanks and
away you go. At altitude, if you choose, you can cruise
with the best of them . . . better than a bunch! For exam-
ple, most 210 hp Swifts flight plan 150 knots (171 mph)
at 63r^ power with approximately 8 minutes expected
in getting up to 10,000 feet. Just a brief peek into what
we call "The World of the Swift".
You ask, "Can this guy really be talking about that
same underpowered, tricky, ground looping widow maker
we've heard so many 'war stories' about?" Yes, it is the
same airplane, but not the same story! This guy and ap-
proximately 750 other members of the Swift Associa-
tion (Swift owner's club) know what a few people have
known for years. The exaggerated war stories are usually
just that . . . an exaggerated story being further exag-
gerated by a teller of tall tales who has never been near
a Swift, or by a ham-handed individual who is trying to
cover up for his lack of piloting proficiency by blaming
the airplane.
In reality, most of the bad stories originated in the
early days of the existence of the aircraft. In the 1946-47
era the average pilot was one with experience primarily
in J-3 Cubs, Champs, etc. Too often, he climbed aboard
a Swift with little or no check out and immediately found
himself in "high pucker" on the first take-off as a result
-.{Courtesy Swift AssociatiorJ
/
of over-controlling the super light control pressures of
this responsive little airplane. In too many cases he
actually busted it ... usually by getting behind the
power curve on take-off on what was for that period a
ship with a high wing loading. Lack of proficiency got
him into that predicament, not a fault of the aircraft . . .
SO, ker-bang! goes another Swift and another black \
mark against its reputation.
On the other hand then, as today, there were those
who got a good check-out in the Swift, got accustomed to
its light control feel, learned its systems and came to
know how the plane should be flown. To them the cliche
"to know it is to love it" is a truism they swear by. Many
of these people have been long time Swift owners . . .
pilots like Mr. Tex Crittenden, Superior, Arizona. He
has owned his Swift since new and is still very active,
regularly flying it all over the west and northwest. Mrs.
Margaret T u x h i l l of Darby, Montana, a great-grand-
mother, flew her Swift for 20 years accumulating over
2000 hours. Mr. Bryan Cole, Sidney, Illinois, bought his
Swift new in 1948 and now, flying on its ;3rd engine, is
still going strong in his mid-70s. The list could go on (Courtesy Swift Association)
and on. Gerald Loyd of Dumas. Arkansas.
The love and appreciation of this often maligned, but
truly great aircraft has been the rallying point for what
has become one of the most successful, most active and
certainly most dedicated aircraft "type clubs" of all time.
The initial ad in Trade-A-Plane in the fall of 1968 pro-
posing the establishment of an owner's club to preserve,
restore and appreciate the Swift brought 12:3 replies.
Today, the Association boasts in excess of 750 members,
quite amazing when you consider that the 1971 U. S. Civil
Aircraft Registry only accounts for 643 Swifts licensed
or eligible to be licensed. Any way you slice it, with 750
members a very high percentage of Swift owners are
members of the Swift Owners Association, or k n o w n
more simply as the "Swift Association".
Beginning in December 1968 and continuously since
that time, the Association has published a regular month-
ly newsletter . . . without a single late or delayed pub-
lication. Newsletters regularly contain helpful hints in
the maintenance and operation of the Swift. These are
"owner-issued service bulletins" from the people who
REALLY know about Swifts. FAA records attest to the (Jackie D'Arcy Photo)
benefit of this program. Prior to 1968, FAA accident rec- Ed Gorney of Livermore, California, winner of the 1974
ords show an average of 40 prangs per year involving the Grand Champion Classic Award and 1975 Classic
Swift. Beginning in 1969, with the establishment of the Sweepstakes at Oshkosh, shows off the super polish
Association, the activity hours or hours flown per year job on his Swift.
has increased but at the same time the accident rate has
decreased dramatically . . . to an average of 13 to 15
per year for the past three years. Mr. Jim Pope, Chief
Liaison FAA/General Aviation in Washington referred Fly-in wise, the annual "Grand Daddy" of them all is
to this decrease in the Swift's accident rate as a minor the National Swift Fly-In held each year during the
miracle. We are proud of this improved safety record Memorial Day weekend at the Kentucky Dam State Park
but we are dedicated to still further improvement via Airport in extreme western Kentucky near Paducah.
the Association. We are striving for a better educated This "Oshkosh" of the Swift World is annually attended
and more proficient Swift owner. by well in excess of 100 Swifts plus many additional
A second and perhaps more frequent topic of the news- owners, rebuilding, weathered in, etc., who come by
letter is flying and fly-ins. The Swift Association is every and any means possible to be t-h-e-r-e! This line-
correctly described as an "active bunch". The Swift up plus the "hitchhikers", "has-beens", "wish they were"
owners fly-in calendar will average about half a dozen and the curious who are segregated excuse me, parked
all-Swift affairs per year, plus many MUST sport avia- separately on the west or other side of the airport con-
tion events that many of us attend. The Northern Cali- stitute one "rip-snorter" of a fly-in! Attendance is al-
fornia, Southern C a l i f o r n i a and Florida Swift Wings ways from every corner of the country: Key West, Flori-
regularly schedule m o n t h l y luncheon-type fly-ins and da to Washington State, Southern California to Canada
more elaborate regional meets. A n n u a l regional high- plus the Northern California crew that comes direct-
lights include the Mid-winter All Swift Fly-In at River ly across the Rockies. Hardy, man, hardy. You name it,
Ranch, Florida, the Mid-Atlantic Fall Shindig in the at Kentucky Lake, Memorial Day Weekend, they are
D. C. area and the big Western Get-Together at Las Vegas, there! According to the FAA, there were in excess of
plus many more. Someone once said, "If you think fly- 200 aircraft on the field during the main days of our last
ing the Swift is fun, you should attend one of the after- two Nationals.
dinner fly-in 'tall tale tellings' with 25 or 30 Swift own- The four day event is a n n u a l l y highlighted by a two
ers swapping big ones . . . wow!" day (2 hour per day) air show in which is seen some of
64 NOVEMBER 1975

the finest precision flying to be seen anywhere. "Non-
Swift Believers" take note, the show is usually opened by
young Mark Holiday, Hastings, Minnesota in a beautiful
85 hp Swift with a series of rolls, point rolls, over the
top maneuvers, loops, Cuban eights, etc., all with pre-
cision and a low "G" environment. To stress precision
and grace as opposed to abuse, many Swift air show pilots
take pride in the completion of a full air show routine
at or below 3.5 "G's". Don't worry about getting bored,
all Swift acts are different; for example, "Spitfire Joe"
Wynen, New Albany, Indiana with a stock 145 Swift
winds up his act with a tail slide to a stopped prop, a
roll to inverted, a dead stick inverted glide to base leg,
and a roll out to a dead stick landing. Then about that
time, all stops are pulled. Dave D'Arcy, Miami, Florida,
takes to the blue with his 250 hp turbocharged Frank-
lin powered Swift. A routine that begins with an outside
Immelman on take-off followed by everything in the book,
including vertical outside S's, rolling loops . . . not rol-
ling 360's but rolling loops, 90" of roll in each 90" of loop,
(think yourself through that one) . . . plus outside snaps
and Lomcevaks! When Dave flies, he gets lOO^f atten-
tion! He does it all in a beautiful natural finish, polished
Swift that appears, externally at least, to be stock but
not quite, the airframe and engine modifications are a
Papa John D'Arcy creation. John is a retired Delta Cap-
tain and Swift Connoisseur for many years. John and
Dave destroyed one Swift during inflight testing. Sub-
sequently, they built two more super Swifts, utilizing the
turbocharged Franklin, one which he is currently using
(Jackie D Arcy Photo)
"The difficult we do immediately, the impossible takes
a little longer' is the credo of Swift pilots, according
to the author. Jerry Cobb of Miami in 3031K lets Dave
D Arcy of Miami handle the impossible in his 250 hp
Swift.
in regular air show work and the other owned by Steve
Halpern, Woodmere, New York which has now been
further modified and certified in normal category with
the 250 hp Franklin by High Evans, Spokane, Washing-
ton. (Evans dba MACHen, Inc. is holder of the 210 Con-
tinental STC for the Swift.) The additional modifications
by Evans include full covering gear doors, retractable
tail wheel, single stick aileron/elevator control and
others which create a Swift "Unique In All The World",
capable of a rate of climb well in excess of 2000 fpm and
altitude TAS of around 250 mph.
Someone once said of our air show, "Boy! you gotta be
good to make the wrinkle in this crowd." How true. The
only non-Swifts to make the wrinkle so far are Dick
Willetts, Albia, Iowa (Association member and Swift
owner) with a J-3 Cub Clown Act and Frank Guzeman,
Venice, Florida in his Temco Super Pinto Jet. Temco
was the last builder of the Swift, also the designer and
builder of the T-35 Buckaroo military version of the Swift.
Of course, a regular at the Swift National is the Waco
Meteor Formation Aerobatic Team, Larry Kingry and
Harry Shepard, Sparta, New Jersey, familiar to Oshkosh
and Redding goers with their canopy-to-canopy rolls
SPORT AVIATION 65
and loops. Larry and Harry are old Swift friends for
many years. Some of their early air show experience
was earned performing for our National Fly-In. It could
be said, "We kinda grew up together!"
The degree of dedication and loyalty among Swift
owners is often described as "Swiftitis". Admittedly, it
is contagious. Especially v u l n e r a b l e and susceptible
are ex-military jockeys, air line types and those of the
sport aviation world who really love to fly, not ride, but
F-L-Y for the fun of flying. Once infected, there is no
known cure. The ownership of a Swift, whether it be in
a heap to restore to its magnificent original condition
or in exotic modified condition, will bring continued com-
fort and relief.
This article is not intended as a full report of the
National Swift Fly-In or a report of the full activities of
the Swift Association. To mention all the participants,
restoration projects and/or modifications, much less the
hundreds of beautiful Swifts now in existence would fill
a book. For up to date and in depth details, it is neces-
sary to be on the regular Association mailing list. ( I n -
ternational Swift Association, Inc., P. O. Box 644, Athens, (Bill Kientz Photo)
Tennessee 37303) and attend the Swift functions both You see all sorts of engine/prop combinations on
on a local and National level. Swift ownership is not re- Swifts. This one is powered by a 200 Lycoming and a
quired for membership, just honest, sincere appreciation 3 blade Hartzell. Owned by Bill Hodson of Ft. Meyers,
and respect for the bird. Florida.
The photographs accompanying this article were made (Bill Kientz Photo)
at various Swift Association activities. Just Swift own- Met-AII stock goes up every year just prior to the Swift
ers doing their thing. We hope this little peek into "Our Fly-In. This flying mirror belongs to Louis Leftwich of
World" will help you to understand the twinkle in the eye Orlando, Florida.
of the Swift pilot and the bark in the exhaust of his bird.

66 NOVEMBER 1975
HOMEBUILDER'S CORNER . . .
(Continued from Page 2)
individual or group of individuals who have recently
arrived and are fresh and enthusiastic.
At the present time we have three Divisions within
EAA the Warbirds, the International Aerobatic Club,
and the Antique/Classic Division. The purpose in found-
ing these organizations, under the leadership and um-
brella of EAA, was to gather within our membership,
those who had a particular interest in assisting EAA
Headquarters by helping at our annual convention in
judging, award presentations, and many of the other
tasks so necessary to have a great event.
Throughout the year, they should aid Headquarters
by instilling a spirit of cooperation in the Division
members; and by providing leadership and identification
for the group's specific interests. All too often this re-
sponsibility falls back on this office, and with the limited
number of hours in the day, I find that we too, receive
criticism for not being more than we would like to be.
So few can only do so much.
This is why EAA and your divisions need loyalty and
support, and u n d e r s t a n d i n g that dues are just not
enough. Many expect to receive a publication the size
of SPORT AVIATION devoted solely to antique and
classic aircraft, warbirds or aerobatics. However, with
only 4,000 members in the Divisions, the numbers are
not large enough to cover the costs of printing, p u b -
lishing and mailing a publication that can only be in-
creased in size through increased membership and
funds. Many times I wonder if we are not in competition
with ourselves, when we must put out three extra pub-
lications. Perhaps there is a better way to go, and yet
have the identification of each group with the leaders to
help us, not only throughout the year but in convention
planning and at convention time.
I would like to know your ideas and thoughts so that
I can present them to the Directors of the various Divi-
sions. I can remember when we started with the
Antique/Classic Division for the first year we did not
charge dues and very few joined. When a dues structure
was set up, then people began to join.
I know that most of you are proud to wear the
patches of the groups you belong to, and this is as it
should be whether it is an EAA Division, the Antique
A i r p l a n e Association, the Professional Race Pilots
Association, Soaring Society of America, Confederate Air
Force or others. This identification of your interests and
enthusiasm is seen on jackets everywhere. I take my
hat off to all of those who belong to the many organiza-
tions, and not only support them through membership
dues, but through personal dedication and enthusiasm.
We must also use the same philosophy with the FAA
to inspire those who may not be close to the problem
or see the reality of the situation, to take a better and
deeper look before making decisions. In my opinion, the
day that FAA is separated from the Department of Trans-
portation and the President of the United States sees fit
to find and appoint a qualified Administrator of this
important function, the better off we will all be.
WASHINGTON REPORT . . .
(Continued from Page 91)
as an airplane that is used by its owner for commercial
purposes or profit and will be flown 500 to 600 or more
hours a year.
The Aviation Trust Fund is bulging with unused
funds and there will be efforts to reduce the tax that air-
line passengers must pay. EAA believes that this is an
opportune time to ask for relief from the $25 plus weight
tax on sport aviation aircraft and we are contacting
appropriate Congressmen along these lines accordingly.
ELT MATTERS
Some time was spent this past month in submitting
testimony before the Senate Committee on Commerce on
behalf of EAA, NPA, NATA, NBAA and GAMA concern-
ing legislation that Senator Goldwater had introduced
for modification of the law that requires most aircraft
to carry Emergency Locator Transmitters. Our testi-
mony advocated that the FAA Administrator be given
more latitude in permitting aircraft to be temporarily
operated without ELT's when they were being replaced,
maintained or repaired and for other reasons that might
arise in the future. These five aviation associations also
recommend that the following exceptions to the carrying
of ELT's as designated in Part 91 of the Federal Aviation
Regulations be continued: Turbojet aircraft, certificated
airline operations on scheduled flights, training flights
within a 50 mile radius of the home airport, airplanes
used for design or testing, new aircraft being tested or
prepared for delivery, aircraft used for aerial applica-
tion, research and development aircraft, single place
aircraft and aircraft used for showing compliance of
regulations, crew training, exhibition, air racing or mar-
ket surveys.
AIRSHIP MUSEUM
Legislation has been introduced in the Senate and
House of Representatives providing that 13 acres of
land at Lakehurst, New Jersey, be turned over by the
Navy to the newly formed Airship Association for use as
a museum to preserve artifacts on airship development.
At Lakehurst there still is the mammoth airship hangar
which housed the Los Angeles, Graf Zeppelin, Akron and
Macon at various times and was the scene of the Hin-
denburg disaster in 1937.
JOIN NOW!
COVETED MEMBERSHIP
Receive twelve big issues of The Vintage
Airplane featuring never-before-told stories
and photographs. Just $10.00 a year.
Send check to EAA Antique/Classic Div.
Box 229, Hales Corners, Wl 53130
SPORT AVIATION 67
 EAA SHOPPER (Photos by Lee Fray)

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

J1 Knit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $26.95
J2 Polyester Cotton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $15.95 Children Small (5-8)
J3 Antique Airplane Pattern (Polyester Cotton Only) . $15.95 Children Medium (8-11)
J4 Liners for above jackets (order same size Children Large (10-13)
as Jacket) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11 .^

JUMPSUITS
You've been asking for it for years an EAA Jumpsuit. Now 9
they are available in knit, polyester cotton and Nomex
fire retardant material also a wild antique airplane pattern.
These jumpsuits are tailored and fit beautifully no
baggy look.

S1 Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39.95

$2 Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . . $27.95
53 Antique Airplane Pattern (Polyester Cotton Only) $27.95
54 Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95
SIZES

Men 36-50 Regular Ladies 6-20 Regular

Men 38-50 Long Ladies 8-20 Long

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

JEWELRY
The following jewelry items are shown left W6 Acro Sport Earrings I
(from left to right): (wire type, silver/blue) . . . . . . . $ 5.25
W7 EAA Bracelet (white/gold, blue/silver,
W1 P-51 Tie-Tac (silver) ............ $ 3.25 or white/silver) .............. S 4.25
W2 Acro Sport Tie-Tac W8 EAA Necklace (white/silver) . . . . . $ 4.25
(silver/blue) . . . . . . . . . . . . . . . . . $ 4.25 W9 EAA Earrings (gold, wire type) . . $11.25
W3 EAA Lapel Pin/Tie-Tac W10 EAA Earrings (gold, r e g u l a r ) . . . . . $ 9.80 '
(blue/gold) . . . . . . . . . . . . . . . . . . $ 3.00 W11 EAA Charm
W4 EAA Lapel Pin/Tie-Tac (on yellow gold plate) . . . . . . . . $ 4.80
(white/gold - not shown) . . . . . S 3.25W12 EAA Charm (blue/silver, white/silver,
W5 EAA Earrings or white/gold) . . . . . . . . . . . . . . . S 2.75
(gold, pierced post type) . . . . . $11.25 (Above Items Postpaid
Please Specify Color)
 PUBLICATIONS
Basic Hand Tools, Vol. 1
Basic Hand Tools, Vol. 2
Custom Aircraft Building Tips, Vol
Custom Aircraft Building Tips, Vol
Custom Aircraft Building Tips, Vol
Custom Aircraft Building Tips, Vol
Custom Built Sport Aircraft
Handbook
Design, Vol. 1
Design, Vol. 2
Design, Vol. 3
Engine Operation, Carburetion,
Conversion
Engines, Vol. 1
Engines, Vol. 2
Engineering for the Custom Aircraft
Builder Hoffman
Metal Aircraft Building Techniques
Modern Aircraft Covering Techniques
Pilot Report & Flight Testing
Sheet Metal, Volume 1
Sheet Metal, Volume 2
Sport Aircraft You Can Build
Tips on Aircraft Fatigue
>2 Welding
!3 Wood, Volume 1
!4 Wood, Volume 2
"5 Wood Aircraft Building Techniques
EAA Embroidered
Cloth Patches
EAA - Small (cap size) . . . . . . $ .75
EAA - Medium (3'/i" x 4'/2") $1.95
EAA - Large (5" x 6") . . . . . . . $2.25
EAA Wings . . . . . . . . . . . . . . . . $1.50
Aircraft B u i l d e r . . . . . . . . . . . . $1.75
Antique/Classic Division ... $1.75
I.A.C. Division . . . . . . . . . . . . $1.95
Oshkosh '75 . . . . . . . . . . . . . . $ .75
EAA Vinyl Decals
EAA Standard (round) ......
-110 EAA Winged . . . . . . . . . . . . . .
411 Antique/Classic Division ...
/>12 I.A.C. Division . . . . . . . . . . . .
Other
/I13 Metal Aircraft Placards ..... $2.50
/114 Flight Bags (14"x5"x11 '/i") . . $7.50
/\15 Garment Bags (1 suiter) .... $2.25
/I16 EAA Lucite Key Chain . . . . . . $1.25
/I17 EAA Letter Opener . . . . . . . . $1.80
Al 8 EAA Coaster Set (4) . . . . . . . . $1.55
EAA CAPS
/\19 EAA (white mesh,
blue visor) . . . . . . . . . . . . . . $3.50
Men's sizes . . . small, medium, large
x-large
Ladies . . . one size, adjustable to fit all
A20 "Fun in the Sun" . . . . . . . . . . $5.00
(sailor type - small, medium, large,
x-large)
.421 Knit (navy and gold) . . . . . . . . . . $3.95
Send check or money order to:
EXPERIMENTAL AIRCRAFT ASSOCIATION
SHIRTS
P26 Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
P27 C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . 4.30
P28 CAM-107 . . . . . . . . . . . . . . . . . . . . . . 4.30 EAA T-shirts
TI Blue nylon mesh material with "EAA-Sport Aviation" on front.
P29 EAA Air Show & Fly-In Manual .. 2.80 T2 Machine washable high quality!
P30 EAA Log Book for the Custom-Built Child Sizes small, medium, large . . . . . . . . . . . . . . . . . . . $5.25
Airplane . . . . . . . . . . . . . . . . . . . . 1.301 Adult Sizes medium, large only . . . . . . . . . . . . . . . . . . . . . $6.95
P31 Flying Manual, 1929 . . . . . . . . . . . . 2.3ol Oshkosh 1975 lerseys
P32 Flying & Glider Manual, 1932 .. . 2.3o| Ti Dark blue cotton, football-style jerseys with "Oshkosh 75"
T4and tAA emblem on front. Special reduced price!
P33 Flying Miscellaney, 1929-33 . . . . . 2.30[ Child Size^ small, medium, large . . . . . . . . . . . . . . . . . . . $3.90
P44 Hang Gliding (by Dan Poynter) . 5.95 Adulf Sizes small, medium, large, extra large . . . . . . . . $5.60
P45 How to Build the Acro Sport . . . 4.50
IAA Sport Shirts T5
P46 Service & Maintenance Manual . 3.80 Knit pull-over types with zipper at neck. EAA emblem. Sharp
P47 Theory of Wing Sections (Abbott and m red or blue! Specify color. Small, medium, large, extra
large . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S10.95
Van Doenhoff) . . . . . . . . . . . . . . 6.50
P48 Wings of Memory . . . . . . . . . . . . . 2.80
WATCHES
QUALITY LEJOUR WATCHES
AT A 30% SAVINGS
$3 ea.
(All Books Above Postpaid)
The Major LI
17 jewel, s h o c k - r e s i s t a n t . Lumi-
I^H nous dial and hands. Sweep-second
hand, window frames when at resl
in z e r o position Dale c h a n g e s
automatically nightly. i() mmule
register. Tachymeter stale. Availa-
MERCHANDISE ble in gold or white . . . . . . . $82.00
Plans
M22 EAA Acro S p o r t . . . . . . . . . . . $60.00|
M23 Super Acro Sport Wing
Drawings . . . . . . . . . . . . . . $15.00| The flygraJ _ L2
M24 Acro Sport Info Kit ....... $ 4.0ol The pilot's watch! This precision
.50 M25 EAA BiPlane P-2 . . . . . . . . . . $27.0ul chronograph can he used as a slide
rule. 17 jewel, miabloc, shock pro-
.50 M26 Pober Pixie . . . . . . . . . . . . . . $40.00J tected movement in an all slain-
.50 M27 Farm Type Hangar . . . . . . . . $ 5.00J less steel w a t e r - r e s i s t a n t case.
Luminous hands and dial. Records
.50 passage of time up t o 24 hours.
CHRISTMAS Chronograph has desirable "time-
out " feature. Stainless steel brace-
SPECIAL . . . let . . . . . . . . . . . . . . . . . . . . . . . $152.00
EAA JACKET REDUCED
The EAA Jacket (not shown) with I
the triangular white panel is being!
closed out. Save on the unlinedl The Pegasus II Li
version. This high quality chronograph has
17 jewel, shock protected move-
M28 Unlined medium and large ment. Records passage of time up
only (formerly $14.45) $11.45| to 12 hours. All stainless steel case
M29 Lined medium and large guaranteed water-resistant. Slain-
less steel bracelet. A fine time-
only (formerly $21.45) $17.45| piece . . . . . . . . . . . . . . . . . . . . $142.00
(Above Items POM p j id (
(All Items This Section Postpaid)
P. O. Box 229 Hales Corners, Wisconsin 53130
(Wisconsin Residents Add 49r Sales Tax; Please Include Item Number)
SPORT AVIATION 6 9
 FINNISH BIRCH
1976 Aircraft Calendar 1/16--.54
3/16"-.95
3/32"-.84
7/32"-1.02
l/8"-.90 Lakeland
l/4"-1.25
13 A I R P L A N E P O R T R A I T S IN Per Sq. Ft. \ O]
HOWELLS
BRILLIANT COLOR. 13'/4"x10 3 /4" 841 N. Combee (813)
A collectors treasure, our 1976 Lakeland, Fla. 33801 683-1224
calendar is a panorama of the
past. Superbly printed, each page
has a large pad with room tor BOOMERANG
notes. Available in hobby shops
and book stores or direct. $4.95
each, plus $1 50 (overseas $2.50)
per calendar for handling.
Calif, residents add 6% sales tax.

LYMAN E. COX PO. BOX 15902SA, SACRAMENTO, CA. 95313

STREAMLINE FLYING WIRES AND TIE RODS

New Production Highest Quality INTERESTED IN G Y R O - C O P T E R S ?
STEP UP TO THE REAL ONE!
The all-aluminum Boomerang uses 65
Made to highest standards of workmanship and materials. Fully approved to 180 hp engines. So rugged it makes a
great 2-place dune buggy. Costs no more
for all aircraft including Standard Category. These wires are made in to build than the little ones. Forget the
three specifications: American AN, British, Metric, and are available hard to get high octane gas and the
in both Stainless and Cadmium Plated Carbon Steel. Fork ends available special strips. Take off from and land on
almost any terrain and even use car gas
for all three thread types. We stock wires for: Pitts, Starduster Too, in most engines. 1 airframe for one-or
DH82A Tiger Moth, Great Lakes, Jungmann, etc. Write for quotation two-place construction, ideal for wide
r
ange of engines; so adaptable that al-
and price list. most any body can be used. Shown
above, the BOOMERANG II. Kits start at
CADMIUM PLATED CARBON STEEL WIRES 15% LESS $295.00. Send $5.00 for information pack-
age, $35.00 for complete one or two-place
AVITARA CORPORATION plans to
ROTOR MASTER A I R C R A F T
P. O. BOX 624 TULLAHOMA, TENN. 37388 Shangrila Ranch, P. O. Box 81769
Ramona, CA 92138

-your PERSONAL copter!

LOWEST COST MOST FUN
Now you can have your own Copter the compact
Bensen that provides what pros call "the greatest
thrill in flying!". Gets to places planes can't reach.
So stable it flies hands off. Holds officially recog-
nized world records. Store it in your garage, fly
when you like. No danger of stalls or spins, nor of
getting stuck in instrument weatheryou can land
anywhere on a tiny patch of land. Replace wheels
with floats and have a Hydrocopter! Build it your-
self with easy-to-read step-by-step plans and fac-
tory prepared kits. The Bensen costs no more to
operate than a car, requires almost no maintenance
expense. Lowest cost way to get a rotorcraft pilot
rating. Make your first move now send $5 for
3-View Drawings, specs and photo of the Gyrocopter^
.. BENSEN~AiRCRAFT~CORP., Dept. SA-HS
PO. Box 31047. Raleigh. N C . 27612
NAME___________________-
ADDRESS-
70 NOVEMBER 1975
 LOTS s,,, RAZORBACK METHOD ' ugh.
OF FEE
MUG OF AIRCRAFT COVERING
Pliable *%2^ Durable

Permanent rf^^~'^ f~^^L Economical

2.95
FAA Approved $V^/ *$t\ '-fs^ / *""e Res stant
*

WHy,iNC.,BOx 2496 , ROUTE Z A HOG FOR PUNISHMENT

MINOCQUA , WISCONSIN .
RAZORBACK RECOVER KITS RAZORBACK GLASS PRODUCTS
AIRCRAFT MAKE & MODEL LIST PRICE PART NO. PER ROLL
44" Pretreated Glass Cloth
Aeronca 11 -AC ..... . . . . . . . $219.60 100 Yard Roll 200 $246 00
Beech D 17 ........ . .. 372.37 51" Pretreated Glass Cloth
Bellanca 1 4 Series . . . . 290.82 100 Yard Roll 250 285.00
Boeing Stearman PT-17/Wa.co . . . . . . 375.96 72" Pretreated Glass Cloth
Cassutt Racer .......... 136.02 50 Yard Roll 300 195.00
Cessna 120. 140. 170 . . . . . . . . . . . 95.04 3/8' Reinforcing Tape
Champion L2 S 7-AC . . . . . . . . . . . . . 224.52 36 Yard Roll 100 1.80
Consolidated PBY Series ............. 804.48 1/2" Reinforcing Tape
DeHavilland Dove ............ 173.64 36 Yard Roll 175 1 95
Douglas DC- 3. C 47 ............. 254.10 3/4" Reinforcing Tape
Douglas DC-4 ........... 332.04 36 Yard Roll 150 2.59
Ercoupe 415 Series ...... . 77.64 1" Glass Finishing Tape
Fairchild M62-A Series ......... 238.56 50 Yard Roll 150 3.70
Grumman AG CAT G-164 ......... 19745 2" Glass Finishing Tape
Luscombe 8A Series ........ 110.64 50 Yard Roll 225 672
Mini A c e 1 6 1 . . . . . 15603 3" Glass Finishing Tape
Piper J. 3 PA-11 L-4 Series 24246 50 Yard Roll 350 11 76
Piper J- 5. PA- 12. PA 14 Series 23559 4" Glass Finishing Tape
ALCLAD 2024
Piper PA-18 Series 24441 50 Yard Roll 350 14.96
Piper PA 16 17. 20 22 . 220 50 6" Glass Finishing Tape
ROLLED AIRCRAFT ALUMINUM Piper PA- 25' Series ' . ......... 214.56 50 Yard RoM 375 1780
T3 .016 by 36' wide $1 60 per running
foot Pitts/Smith Miniplane . ....... 14868
T3 .016 by 48' wide $2.15 per running
foot Sonerai .................... 54.04 (Each Additional Diameter Inch .03*)
T3 .020 by 48' wide $2.55 per running
foot Starduster Too .. ........ 208.26 Cloth Less Than Full Rolls. Add 10%
T3 025 by 48' wide $2.75 per running
foot Stinson L 5 ............. 220.56
Stinson V 77 Gullwing . . . . . . . . . . . . . . 458.76
T3 .032 by 48' wide $3.50 per running
foot Stinson 108-3 Series . . . . . . . . . . . . . . . . 193.02 TIME TESTED - PROVEN QUALITY
O .040 by 48' wide $295 per running
foot Stilts Playmate . 150.42
O .040 - 5052 34'/2" wide $1.95 per run- Tailwind 131 88 No adhesives, sealers, irons or other gimmicks not
Taylorcraft. All Series 243.75 to be confused with other coverings. Razorback is
Add $3 cutting charge for less than 5 ft. 100% glass cloth especially pre-treated to give
Partial 4 Other Kits available upon Request you the best money can buy. Tautening by use of
Add $2 cutting charge for less than 10 ft.
Prices F O B Manila. Arkansas C.A B dope. No STC necessary Fully F. A A. and
B R A N D NEW SHEET FASTENERS ! ! Military apro;ed Compare! Then choose the number
Each Kit consists of sufficient Glass Cloth. Glass one covering
3/32" or 1/8" 39c each - 38c each in Reinforcing Tape and Glass Finishing Tape required
lots of 50 - 37c each in lots of 100. for each respective aircraft. Complete Installation
Sheet Holder Pliers used $2.75 pair. Instructions and Decals included in each kit.
DOPES AND THINNERS
RIVETS (GOOD AIRCRAFT) 54 GAL.
GAL. 5 GAL DRUM
Lot 1 Mostly 3/32 mixed 95c per pound CONTROL SURFACES C A B Clear Dope {563 15.31 $5.13
Lot 2 Mostly 1/8 mixed 75c per pound CAB Thinner 393 3.62 3 . 4 3
DC 3 (C 47) BEECH 18 (C-45)
Lot i?3 Mostly 5/32 mixed 50c per pound Elevator {41700 Elevator J275.00 C.A B. White 8.13
Be sure to include ample postage, ex- Aileron 496.00 Aileron 210.00 Retarder 589 558 5.39
cess will be returned, \009o money back Rudder 456 00 Flap 195 00 Non Tautening Dope 5.29
Rudder 180.00 Dope Softner 8.25
customer satisfaction guaranteed, if re- Nitrate Clear Dope 8.00
turned within 30 days. Fresh Razorback Cover with 12 coats C A . B. dope Nitrate Thinner 3.94 3.63 3.44
Send 25c for brochure Finished thru silver. Exchange-outright - FAA 337 Aluminum Paste $3.13. All Dopes and conform
Satisfaction guaranteed Write or call to MIL Specs
AIRPARTS, INC.
1430 South 33rd Street
KANSAS CITY, KANSAS 66106 RAZORBACK FABRICS, INC.
913/831-3903 P. O. Box 217 - Manila. Arkansas 72442 (501) 561-4447

U O W! You get PROVEN PERFORMANCE

" Pl
two-place
amphibian

WOOD. FOAM A N D FIBERGLASS CONSTRUCTION

TRICYCLE, RETRACTABLE LANDING GEAR
ACCEPTS 125 TO 160 H.P. ENGINES

I
Complete Plans
Information Pack
includes i 1)0 SQ ft o' prints, ccnslac-
deludes 3 view drawings, color prclure iion narjai with over 50 photos, material
.ft 24 page photo booklet H 08 am) supplier listing________S150M
George Pereira. Designer/Builder

Osprey Aircraft
STILL AVAILABLE:
3741 El Ricon Way. Dept SA-11 OSPREY I, SINGLE PLACE SEAPLANE
Sacramento. California 95825
Plans.... S65.00 Info P a c k . . . . . .$3.00

SPORT AVIATION 71
 aviation supply co.
2149 E PRATT BOULEVARD
ELK GROVE VILLAGE. ILL 60O07
AREA CODE 312/439 206O

Your No. 1 Supplier

of Aviation Products
Specializing in Recovery Materials and
Supplies for Classic, Antique, Homebuilt
and Standard Category Aircraft.
Immediate delivery from the country's largest stock of
Grade "A", Ceconite and Dacron Fabrics, Tapes, and
Recovery Envelopes Time-Tested and Proven Super-
Flite Finishes and the revolutionary Super Shield Process,
Super Shield Process Recovering and Finishing System
for Ceconite and Poly-Fibers (Dacron) . . Most Outstanding
Finishing Achievement in the Last Ten Years
Great Labor Savings Six Coat Application!
144 FUEL CAPACITY Lightweight Less Coats!
20'? TOP SPEED
420 LBS CRUISE SPEED High Gloss Finish No Visible Fabric Grain!
800 LBS STALL SPEED .
VW 1600 SEATS
Positive Adhesion Will Not Peel or Crack. Ultra Flexible!
Base Primer No Odor. Fireproof, Water Clean-up!
Aero Acrylic Color Coats Use over Fabric, Metal and
Plastic Alike for Uniform Finish!
FREE INFORMATION Free Catalog For complete information, send for our latest
Aircraft Parts and Supplies Catalog for the Amateur and
RAND/ROBINSON ENG., INC Professional Builder. Includes technical information and
procedure manual.
Specialized Quote Service:
DETAILED PUNS t INSTRUCTIONS '45.00 Be sure to write or phone us for dope and
Conitruction Kia *l*o fabric material requirements for your
specific aircraft. Advise name, year,
model and serial number of aircraft and
type of fabric you wish to use.
For immediate reply, address attn SuperFllte Division

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

72 NOVEMBER 1975
 ^^*l

FOR
DURABILITY
ev

U^' SPORT TRAINER

plus
BEAUTY

The CUBy - A New Dimension In

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

WAG-AERO, INC.
Box 181, North Rood,Lyons, Wise. 53148
Specify

SPECIAL SPECIAL
SPORT AVIATION BACK ISSUE OFFER . . . .
12 ISSUES FOR $7.50 Flight Proven'
Because of the tremendous response to our special "warehouse bargain price"
sale, this offer has been extended indefinitely! Added to this SPECIAL are
SPORT AVIATION issues for 1972! Go through the following list, pick out any
12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is mak-
AIRCRAFT
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,
FINISHES
POLYURETHANE
1974 and 1975. Back Issues Available are the following . . .
1960 July, September, October, November BUTYRATE NITRATE
1961 - July, August, October ACRYLIC EPOXY
1962 - May, June ENAMELS PRIMERS
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 NEW ...
1968 - January, February, March, April, May, July, August, Sept., Oct., Nov., Dec. Painting Manual
1969 - January, February, March. April, May, June, July, August, Sept., Oct.,Nov., Dec. Available, Over
1970 - January, February, March, April, May, June, July. Aug., Sept., Oct.. Nov., Dec. 70 Pages ... $3.00
1971 - January. February, March, April, May, June, July, Sept., Oct., Nov., Dec. per copy
1972 - January, August, September, November,
1973 - July, August, September, October, November
1974 - January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec.
WRITE FOR NEAREST DISTRIBUTOR
1975 - January, February, March, April, May, June, July, August, Sept., Oct.
8 BACK ISSUES OF AMERICAN AIRMAN 1956 - 61 (Not All Available)
were .SO each NOW ONLY 25c ppd.
Make check or money orders payable to
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P.O. BOX 67
P. O. BOX 229 CARLSTADT N. J. 07072
HALES CORNERS, WISCONSIN 53130 *,.../".J.-201-431-3700
/ M.Y.-212'279 3254
SPORT AVIATION 73
 BARKER
VW Engines - Ports - Fittings

Ted Barker
Experimental Engines
PL-2
THE ONLY AIRPLANf
DE SIGNED FOR AMAItUS
ALSO USED AS A TRAINE =
Palomar Airport - Bldg. SE 3V THE AIR FORCES OF
TAHAN. SOUTH VIETNAM
Carlsbad, California 92008 SO KOREA AND NOt BV
Telephone (714) 729-9468 or 729-9033 INDONESIA AND CEVLCN

ALL NEW (including case) The PL-1 was two time EAA GRAND CHAMPION. The easier

HAND BUILT ENGINES VW to build PL-2 is superbly engineered. Don't settle lor less.

5 5 - 1 0 3 H. P. Ready to install. 2 P LACE-90 to 150 HP-EASY TO FLY

CONVERSION PLANS INTRODUCTORY PACKAGE
?4 PAGE BROCHURE WITH PHOTOS DRAWINGS JI50.00
by TED BARKER (VW) $5.00 3 VIEWS AIRPLANE DESCRIPTION
PERFORMANCE ANO PHYSICAL O A T A
CONST MANUAL iLifrl AitolaiiConlnicfon) JS.30
C
SOME P R E - A B P A R T S A V A I L A B L E
INFORMATION PACK 8UILOERS A R T I C L E S LIST OF DRAWINGS
AND ONE FULL SIZE SAMPLE DRAWING PAZMANY AIRCRAFT CORPORATION
AND CATALOG $1.00 DOO BOX 800S1S -SAN DIEGO-CALIF. 92138

At your Service, Headquarters since 1931 for

SWAGE-IT"
YOURSELF
Handy, Compact, Precision Tools for Nicopress Sleeves
Nicopress Oval Sleeves; Zinc Plated:
'-, 12 fOT $1. ' 10 lOT $1
' i . 20c ea >,j - 25c ea
''. 50c ea . V . 75c ea
Stainless Steel Thimbles:
I AN 100 C3 ('., & V> 8 tot Jl;
AN 100 C4 (',") 6 for $1.
AN 100 C5 (' ) 20c ea
AN 100-C6 ('") 30c ea_____
Galvanized Cable MIL-W-151U:
7i7. 'Y lic ft : V Me ft ;
7il9. ",". 19c ft 21c ft ;
K,". 25c ft
Send check or M O with order.
Calif, residents add 6% Sales Tax
Orders postpaid in U.S.A.- Foreign Orders Add 10%
"SWAGE-IT"* TOOLS
#2 for Jf.", &" * *"
Nicopress Oval Sleeves $12.50
*3 for W, &", K." and W
Nicopress Oval Sleeves $27.50
Tljhtenini bolts applies swtflnf pres-
sure. Will hold full rated strenith of
13th Year Nationally Advertised
S & F TOOL CO.
= E-Boi 1546 Costa Men, Calif. 92626
SPECIALTY PLYWOODS
AIRCRAFT To MIL-P-6070
90 Mahogany Type 48 X 96 Panels
1/16", 3/32", 1/8", 3/16",
1/4", 9/32", 5/16", 3/8"
MARINE To MIL-P 18066
Fir, Overlay and Mahogany types
5/32" to 1'.'," thicknesses
custom scarfed to any length
Famowood Plastic Filler & Borden adhesives also available.
HARBOR SALES CO., INC.
1401 RUSSELL ST., BALTIMORE, MD. 21230
Phone 301-727-0106

NEW ElECTRIC AND MAGNETO POWERED AIRCRAFT INSTRUMENTS

AIR
SYSTEM NOT REQUIRED
All new manulacture. low
cost, lightweight instru-
ments tot homebuilts; 98o
accuracy, dust and mois-
ture proof, lighted, 2 ' 4 "
and 3' 8" standard sizes.

ENGINES

CROWDED PANEL?

24SHP Jacobs 30 STOH J12SO.

JJOHP Cont. W-670 . 595
200MP Lyc. IO-360-A1A 900TT 2550
1SOHP Lyc. 0-320-A2B 636 SMOH 2250.
HOMEBUILDERS I25HP Lyc. 0-290G As removed 395

Complete One Stop Shop For Your Aircraft IOOMP Cont. ZERO SMOH . . . . . 2595
JOHP Cortt. 311 IT W / A L L Ace. 2250
Engine And Needs ISHP Cont. ZERO SMOH 2495.

LYCOMING 125 HP TO 260 HP

CONTINENTAL A-65's TO 0-200's
STICK GRIPS
Completely remanufactured engines plus high
and low time engines. (91 aircraft engines built
in 1974. 41 this year to date). OB u P ** NEW OIL COOLERS
For ALL 4 Cylinder and mO*t 6 Cyl
NEW ENLARGED CATALOG mder engines.
Send SI.00 - Refundable F.rst Order. Compare at $146.81 . . . . . . . . . . . $99.50

Our Name Is Our Guarantee

AIR ENGINES, LTD.
1325 W. Washington Bldg. A 6, Orlando, FL 32805 36O5 E. SPRINGS!.* 218
1 305-4226595 nights 1 305-896 3692 LONG BEACH (AIRPORT). CA 9O8O6
DICK WATERS or GENE KERR (213)4274703

74 NOVEMBER 1975
 :: Northrop Flying Wings, U Ryan, 50 years of RYAN G Flying Combat Aircraft,
Edward Maloney airplanes (1925/1975) de- Higham and Siddall
Excellent coverage of the 16 scribed in detail. 70 types Twenty veteran pilots tell
different flying wing designs
dating from 1928 to the
(S-T, STA, SC-W, NYP, what it was really like to fly
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photos and drawings includ- owners. Scale drawings. from the ground, from the air
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The Mighty Eighth, Freeman 15.95
The 9th Airforce in World War II, Rust 11.95

Christmas Check List Fifth Air Force Story, Rust 5.95

.: To Join With the Eagles. History of Curtiss-
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from HISTORIC AVIATION Commands NEW 9.95
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n Mr. Piper & His Cubs 7.95 : : Flying the Old Planes, bv Frank Tallman Spitfires. Hurricanes & Luftwaffe in Battle
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n The Stinsons. Hist Stinson 230 photos 5.95
n The Piper Cub Story 3.95 Tales of flying those great
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HISTORIC 3850-B C c i o n a t i o n

The antiquers bible. Encyclopedia of ATC planes

49 Notes on pilots, racer and race results 3.95
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: Acrobats In The Sky, Underwood
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H Vol. 1. ATC 1 thru r f l O O 192729 995 Wings, bv Ronnie 12.00
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 INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50 BUILD YOUR OWN AMPHIBIAN
Includes *0il changeover valve *Oil Separator tank II

PITTS
*Sump fittings
SKYBOLT ACRO SPORT
COOT
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II r-

*Fuel Tanks Smoke Tanks *Dyna Focal Ring Kits Folding Wings
*Flop Tubes - Wing Fittings *Dyna Focal Rings Towable
Complete with Bearings Completely welded Easy Construction "COOT-A with fiberglass hull,
*"i ci t et et > Stainless Steel Exhaust We have hard shells END
* I Struts - Slave Struts 150-180 and 10-360 200 HP
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For Complete Listings and Prices when orderi
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COMPLE hoto, 3-Views,
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P. O. Box 1274 Kokomo, Indiana 46901 (317) 453-5795 MOLT T. RAF 1 V.v-~-"" Information Packet
. .,__!__.
Box 1171 Longview, Wash. (98632) phone (20S) 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-l D 4-aileron model consisting of 47 sheets of production
quality drawings with assembly manuals. We also have a large selection
of off-the-shelf parts to facilitate construction.
All the details are included in a vinyl portfolio containing spec sheets,
parts lists, assembly details, etc., plus a giant full-color brochure that
opens up into a poster-size picture of the finished airplane.

SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS

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

"YOUR FAVORITE PILOT"*

The PERFECT GIFT at Christmas
TT Sky Blue Bank Checks that are TRULY PERSONAL
ft 1,000 Checks from your B & W Photo only $40.00
(if ordered by December 1, 1975 - Regular $50.00 thereafter)

Personal size Plane Checks follow the sell addressing format
used on the larger business check. Used with our "No Fuss '
double window envelopes, they will speed up bill paying time,
so you can get back to building your airplane sooner .. 100
free envelopes with each order.
Please furnish one sample check, and one deposit slip from
the "favorite pilot's" checking account. Also, please indicate
clearly any changes on these items. Both these documents
are necessary to make your checks compatible with the
bank's computer, and the American Bank Assn. specifica-
tions. Enclose photo and mark envelope "DO NOT BEND "
Any size photo of good quality is acceptable. The subject
matter should be approximately twice as wide as it is high.
If you do not have a photo available, our files contain pictures
of most recent production aircraft. Our artist can fake in
your "N" number on any photo. There is an add'l. $1500
charge for this service.

Ship to: Starting Number_____________

CU Photo & Check for $40.00 enclosed
Name_
L71 No Photo. Check for S55.00 enclosed
Address Aircraft__________________
City_________ State_ _Zip. "N" Number
(Checks are shipped by United Parcel Service. Some- I I Send information on your other
one should be at this address to sign for package) Aviation Checks.

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

76 NOVEMBER 1975
 PLANS FOR ALL-WOOD FLY BABY
PLANS NOW AVAILABLE

FOLDING-WING
SINGLE-SEATER

WINNER OF 1962
EAA DESIGN
CONTEST.

$25.00

Simplified step-by-step assembly drawings SEND S 1.00

for literature,
and detailed printed instructions. specifications,
material costs,
PETER M. BOWERS tooling re-
quirements,
13826 DES MOINES WAY SO. large flight
SEATTLE. WASH. 98168 photo.

Build Paul Poberezny's latest design, the VW powered

Pober Pixie. Features a very roomy cockpit, super short
field performance, economical operation and is easy to
built Plans consist of 15 big sheets drawn by Bill Blake
who also did the widely acclaimed EAA Acro Sport plans.

The Pixie is a very docile little- sportsplane designed

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

Plans are only $40.00. Mail your check to:

HATZ CB 1
Thrifty 100 h.p.
EAA AIR MUSEUM 3-view & photo
FOUNDATION, INC. $3.00
BOX 229 Plans $125.00

HALES CORNERS, WISCONSIN 53130 DUDLEY KELLY

Rt. 4,
Versailles, Ky.

AL BUTLER will do your

49% with PRECISION!

COMPLETE SERVICE STITS C A T A L O G

Certified aircraft quality material LISTING
cut to blueprint sizes full
COMPLETE WOOD KITS BY A BUILDER
Sitka Spruce. Pine. Douglas Fir. All Plywoods - Nails HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wing ribs fabricated j AN hardware packages are complete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to conform to plan j
down to cotter pins and all details. INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
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4130 TUBING STRIPPER, REPAINTING & RECOVERING SUPPLIES.
PACKAGE KITS MADE UP TO THE SPECS OF
AIRCRAFT YOU ARE BUILDING
Drag and Anti-drag wires with
fittings to your specs. POLY-FIBER AIRCRAFT COVERING PROCESS
VW. 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 O 103-13
Quality materials and Craftsman-
Punmod br Ptmcutit Buidws ship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG

STITS AIRCRAFT COATINGS

POST OFFICE BOX 3084S
RIVERSIDE, CALIFORNIA 92509 >,
A.M BUTLER, EAA 57353
R D 2. Box 174 BLAIRSTOWN. N J 07825 PHONE 714-684-4280
AC'201-362-6333

SPORT AVIATION 77
 B & F AIRCRAFT SUPPLY
VARIEZE
"OUTSTANDING NEW
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NAME BRAND MATERIALS: build. Proven Design 140 hours flying In first three
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Summerill Tubing (Paint Strippers, Etch,
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Cleaners, etc.)
Cooper Industries
Acme-Newport Sheet (4130)
VARIVIGGEN
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The G'idden Co. (Dopes) Thor Power Tools
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Flottorp Propellers Maule Products (Tail Wheels, etc.)
U.S. Plywood (Wcldwood Glues) Behr-Manning
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Stock items include: Sitka Spruce, Plywood, Glue, Nails, Aluminum

Sheet and Tubing, Trailing Edge, "Hat" Section Aluminum String-
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VariViggen/VariEze Newsletter . . . . . . . . . . . . . . . . . . $4.75/year
B & F AIRCRAFT VariViggen R C Model Plans . . . . . . . . . . . . . . . . . . . . . . . . . . $4.75
SUPPLY Jack Patch (specify VariViggen or VariEze) . . . . . . . . . . . . $1.95
Calif. Res. add 6%
"Since 1937"
6141 W. 9Sth OAK LAWN, ILL. 60453 RUTAN AIRCRAFT FACTORY
On Routes 12 & 20 Phone 422-3220 BOX.656 MOJAVE,.CA.93501
EAA Members 396 and 397 Area Code 312-422-3221

OFFSET TIN SNIPS

CUTS FROM ONE SIDE OF SHEET. KEEPS YOUR HAND SAFELY AWAY FROM
CUT, NO EDGE DISTORTION. FIXED STOP. SOLID CHROME-NICKEL STEEL,
FULLY GUARANTEEED, MADE IN GERMANY BY ROBIN. ORDER NO. RA403,
$19 50 EACH. FREIGHT PREPAID. 1.65 LBS.. 11" LONG.
JUNGMEISTER
THE SAME AS ABOVE WITH ADJUSTABLE STOP, 14" LONG, 2'/2 LBS
JUNKET
ORDER NO. RA407. $22.50 PPD, 50 States in a Biplane
NAME ORDER FROM- _____
ADDRESS
CITY ....
VANTAGE PRESSING. .
STATE ZIP
QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516 W. 34TH. ST. NY, NY 10001
MORI, P. O. Box 141, Kenilworth, Illinois 60043

$8.50
BUILD THE ALL-METAL T-18
SPECIFICATIONS & 3-VIEW . . .$3.00 PLANS... .$180.00 ty SAM BURGESS
THORP ENGINEERING CO. Lt. Col, U SAP, Ret
P. O. Box 516 Sun Valley, Calif. 91352

78 NOVEMBER 1975

Phoenix Air-Jet Rotor Helicopter
At long last a 2-place homebuilt
[with real utility that's easy to fly!
Air-Jet Rotor Tip.
Prototype in "Hands-off" hover.
& STABL
Helicopters are difficult to fly, but Phoenix is the long-
awaited exception! The reason is its patented air-driven rotor
system which propels the blades with jets of compressed air
emitted at each tip. No longer is there a need for the complexity
of a tail-rotor or main-rotor gearing as the air-jet rotor principle
eliminates all torque e/fecfs/This makes the 2-place Phoenix a
model of simplicity to build, fly and maintain.
Phoenix is a rugged, inherently stable machine that is a pure
delight to fly. Other benefits include greatly improved perfor-
mance, safety and payload utility. 10 years' development have
gone into this proven design. Now at last, you have a valid
reason to build and fly your own personal helicopter
Phoenix!
To find out why Phoenix literally obsoletes all other
helicopters, send for our comprehensive "Build & Fly" info,
package. It includes a 15-min. cassette tape, a 16-p. color
brochure, schematics, specs, and all other pertinent data about
this remarkable new helicopter.
D Yes, I want to know more about the air-jet rotor
Phoenix homebuilt helicopterenclosed is $6.00.
HGUGVRO CORPORflTIOn
Dept. SA115 P.O. Box 2242
AIR JE' PO1OR HELICOPTER Scottsdale, Arizona 85252
SPORT AVIATION 79
 AIRCRAFT SPRUCE AND PLYWOOD
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
4130 Chromoly tubing and plate, Sitka * Surfaced either two or tour sides.
Spruce and plywood, dopes and fabrics, * Plywood and spruce in stock for
aluminum sheets. immediate delivery.
* Dynel Fabric
25c FOR PRICE BOOKLET Polyurethane Foam and
CLASSIC AIR Epoxy Resins for KR-1 Aircraft.
(813) G86-1285 WICKS AIRCRAFT
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BUILD THE L I T T L E D-8 SAILPLANE: 618/654-2191 No Collect Calls, Please
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1104 Cambie Rd., Richmond Vancouver,
GEE BEE CANOPIES B. C., Canada V6X 1L2 604/273-8501
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NOW IN STOCK
The total perfomance homebuilt, Tops SPECIAL AIRCRAFT SITKA SPRUCE (MIL 6070S)
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Brochure $3.00 Plans $85.00 GEE BEE Write For Free Quarterly catalog
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AIRCRAFT PLYWOOD
4 ' x 8 ' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90 45* 90* 45'
1/32" 3 ply 1.53 2.27 (Poplar only)
1/16" 3 ply 1.21 1.94 1.26 2.11
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1/8" 3 ply 1.31 2.18 1.17 2.20
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80 NOVEMBER 1975
 WORLD'S LARGEST

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SPORT AVIATION 81
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Mrs. John F. Taylor
SINDLINGER AIRCRAFT 25 Chesterfield Crescent
5923 9th St. N. W JERRY SMYTH
PUYALLUP, WASH 98371 Box 308, Huntington, Indiana 4E750 Leigh on-Sea, Essex, England

82 NOVEMBER 1975

LETTERS . . .
(Continued from Page 5)
cu in and they are available to anyone who is
interested
As you may already know. Russ Bourke died
1 July 1968 at the age of 69 and his widow lives
in Penngrove. California Both she and I con-
tinue to hear from people who want to build a
copy of the 30 cu in engine. Russ may be
gone but interest in the engines goes on and
on
Donald E. Smail
63 Monte Vista
Novato, CA 94947
my gratitude Besides the atmosphere of
fun. education, and old memories, you have
succeeded in making the best statement ever
in the support of sport aviation What human
being, pilot or otherwise, would not register
with the sights and sounds of the largest
general aviation gathering in history 9
and it happens every year What FAA official
cannot be impressed with the cleanliness, the
(Continued on Next Page)
BUILJ 18 IN BAND SAW FROM KIT
Precision crowned aluminum wheels.
Dall Dearmg drive and blade guides
Reliable
t:
ALSO KITS (Or 12 in Band Saw 10 in

Fuel Control
r
T i l t A r b o r Saw 648 Bell Sander
Dear Paul Wood Snape'. Comb Dnll Press
Lathe <ils from $2399 to $8999
The effects of my recent first trip to Osh-
Send $200 each lor Plans or 25c lor
kosh are making it extremely difficult to get catalog
back to the routine of my daily task, GlLLlOM MPG CO Dept SA 1 The Christen 844 Manual Fuel
I would be derelict in my duty if I did not S: Claries MO 63301 Pump System introduces a new
pass along to you and all others responsible concept in fuel systems for light
AT-102 aircraft. It is a self-contained single
fuel control unit which provides all
AIRCRAFT NAVTIMER
fuel management functions for
$175 light aircraft without the need
WELDING OUTFITS for connection to electrical power.
Aviation has progressed in the past 81
The pump section of
years, but TIME has stood still. the Christen 844
Project One Inc. now offers THE digital
System consists
navtimer which brings TIME of age. The of a self-priming,
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alert for critical timing. Special options
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PROJECT ONE INC.
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CAT. NO. M-247
COMPLETE FOR A SPECIAL PRICE OF
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Included are F6F, P-51, FM2, 2-1 Reduction In addition,
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WARBIRDS OF AMERICA These engines could be installed in type fuel selector and shut-oft
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Write for catalog - $1.00 MARCEL JURCA
MJ-77 Christen Industries, Inc.
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Quality products for sport aviation
SPORT A V I A T I O N 83
LETTERS . . .
(Continued from Preceding Page)
aspect of safety, and most of all. organiza-
tion without restriction
What a thrill it was to see the Duane Coles.
Jim Bedes, Burt Rutans. Ken Rands. Ray
Hegys. right in with the people
It's needless to say that I'll be back next
year with my whole family, since it is truly a
family event
One side comment, however, centers on
some type of support from the EAA in creat-
ing and allowing camping areas on airport
property across the country I'm sure that I
am not alone in my desire to be able to taxi
off the runway at any airport (within reason)
and set up camp for the night Large expen-
sive layouts are not necessary, just an area
possible interest in the revival of the manu-
facture of a small radial engine Most manu-
~i
STEEN SKYBOLT
The Ultimate Biplane!
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$200. Drawings, $5000.
STEEN AERO LAB
15623 DeGaulle Cir. - Brighton, Colo. 80601
303/659-7182
where the plane can be parked with some toi-
lets and showers. All of this could be funded
from overnight fees I would be interested in
fielding the responses to this idea If people
would write to me. I can possibly come up
with enough interest to suggest EAA partici-
pation The EAA-Camper Division could be
a clearinghouse for travel hints, airport di-
rectories. FAA regulations concering camp-
ing, etc.
I am anxious to hear your comments Keep
up the excellent work.
Sincerely.
Larry D Nelson (EAA 35011)
P O Box 51
Broken Bow, NE 68822
Dear Mr Poberezny:
I have for some time been exploring the
CUSTOM
BINDERS
$4.25 ea.
or 3 for
$11.95
Now you can keep all of your issues of
SPORT AVIATION together and in perfect
condition for easy reference. Designed
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holding twelve issues of SPORT AVIATION
or EAA "how to" publications. Copies
may be easily inserted or removed.
WADSWORTH AVIATION
P. O. Box 281 Lapel, Indiana 46051
Indiana residents add 4% sales tax.
Postpaid in USA.
facturers in the United States show no interest
in a venture of this type
Several foreign companies have, however.
expressed interest in this project, and I am
interested in the type of response the re-
introduction of radial would bring
I would like to hear from anyone who has
interest in. or just opinions on. the re-intro-
duction of an engine in the 90 to 150 hp range
Your help will be greatly appreciated
Sincerely.
Richard J Korupp. President
Dawn Flight Aviation
585 Douglas Dr.
Wauseon, OH 43567
Dear Paul:
I am writing to support your position as
expressed in your August editorial re the es-
tablishment of an EAA Flight Test Center. I
am afraid that I might wish to go a bit further
and recommend EAA approval of all designs
offered to our membership but I realize
such a step at this time would cause con-
siderable dissension The ideas expressed
in my letter to you of 18 September 1975 could
also be worked into an EAA controlled Flight
Test or Experimental Test Center.
The support of Jack Cox and yourself in
presenting the amphibian article in August
SPORT AVIATION appears to have been war-
ranted by the number of interested respon-
ses We have had 65 replies of all sorts, but
appear to be gatruring 14 to 15 seriously
interested and eager to begin builders So it
looks to me as though the minimum of 20
necessary for production of approved parts
will be rather certain at this time I will for-
ward a full report as soon as the program is
positively established You might advise Jack
of this and also let Wes know that I shall be
looking forward to a forum at Oshkosh next
year.
With best personal regards. I remain
Sincerely.
David B. Thurston
169 Coleman Ave
Elmira. NY 14905

CIERVA
VARIVIGGEN AUTOGYRO
KR-i KR-Z &...
W.A.R. F W190 Technical Details:
F4U Manufactured by - A. V. Roe & Co.
SKYBOLT Limited
STARDUSTER TOO AVRO Type - C30A
MA-S CHARGER Drawing - C 576/9
COOT d other* Serial No. - R3/CA/390
Makers No. - 792
4IJO Steel U Aluminum
Date of Manufacture - 9.1 35
in tube U sheet Engine - Siddeley Geret
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Selling Price - $20,000.00
AEROBOND X17B (the Contact: L. MacPherson, General Manager
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Royal Aero Club of New South Wales
Bankstown Aerodrome, N.S.W.
tmttefit /at P. O. Box 255, Brankstown 2200,
N.S W. Australia

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84 NOVEMBER 1975

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CASH WITH ORDER
Address advertising correspondence to
Box ??9 Hales Corners Wisconsin 531 30
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT A S S O C I A T I O N
FOR SALE
Aircraft
SPORTSMAN AMPHIBIAN 125 HP 0-290-D
t r a c t o r . 30 hours since T O N . , 912 hrs
since new 150 hrs airframe. Stinson
wings, flaps. 2 wing tanks. Mark III omni
3 blade wood prop $8000. 705/292-9707.
Peterborough. Ontario. Canada
VP-1 200 hrs flying time, totally enclosed
cockpit. Barker 1600 engine, two spare
-.props, one spare windshield. Stits poly-
"Tiber over entire aircraft, improved ex-
haust system Posa 29mm carburetor,
original carb and intake system with pack-
age, easy to fly aircraft, reason for selling -
building new project, price $150000 Ex-
cellent workmanship 617/428-6231 or
617/428-9987
MIDGET MUSTANG Ml 0-200-100 hp. 16
hr T T Completed 1973 Radio NAV-200
Full inst board $650000. Call B. Kelly,
1-313/284-9600
1944 HOWARD GH-2 six place, trade for
180 or 182 Floyd Washburn. 602/275-0010
KELEHER LARK Project, all tubing, cap
strips, wheels and brakes Fuselage 80%
tack welded $17500 Dick Ryan, 562 Swal-
low Drive, Livermore. Calif 94550
T-18 nearing completion, most items to
finish, instrumented. Lycoming 320D2A
with accessories $3950 O N O Details.
M. Fowler. 440 Center Street. Lewston. New
York 14092
KR-1 completed, signed off for flight Own-
er must sell Hangared Best offer over
$1200 After 4 30 P M 414/794-7126
THORP T-18 TIGER 350 TT. climb 2500
cruise 195. TT 265 SCMOH. 180 HP. Lycom-
ing $12.500 17741 Bruce Avenue. Monte
Serono. Calif 95030 408/356-9375
HEADWIND PROJECT Almost ready for
cover, with Lycoming 65. make offer Also.
Luscombe 8A wings. Tri-Pacer landing
gear R S Isaak. O.D.. Eureka. South Da-
kota 605/284-2595 evenings
PITTS S1S Best in country Many extras
Not Cheap. Call: Bill Oprendek. 703/860-
2441
BDSB #4652 with or without 70 HP Hirth
Fuselage shell almost done Ed Hantsche.
12'/2 Bow Street. Beverly. Mass 01915
ACRODUSTER I kit. $4.500 c/o Acroduster,
981 Redwood Drive, Apple Valley Minn
55124. 612/432-1023
VP-1 1600cc engine, total 45 hours, will
swap for complete, rebuildable old a i r -
c r a f t . T - C r a f t . Defender, Luscombe pre-
ferred, within 300 miles of St Louis Ed-
ward Jantzen. 4000 Lynton Drive, St. Louis.
Mo. 63129
STINSON 108-1 1830 TT. 670 SM. 225 since
con
omplete rebiyf^ CeoCfcite Factory cylin-
der _
ers. Full paneVJAj* July 1976. One own-
er past 16 year# $3700 614/363-4792 or
362-4194
Bold f a c e type i.. A G T C
Sb CO; iRdle t o v e r s one nserticfi one
!
w.err- column,
ADVERTISING MANAGE^ SPOR AVIATION
VOLMER JENSEN amphibian project,
sides and bottom on frame, gear welded,
other miscellaneous hardware, 90 Cont
engine, prop, wings, tail feathers, etc
Moved, no room to complete Open for
o f f e r s , write Max Wolczyk. 4765 Land-
Chester Road. Cleveland. Ohio 44109.
TAILWIND PROJECT Fuselage on gear
with 150 Lyc mounted 800 hrs TT on en-
gine since new Tail group complete, two
fuel tanks. 37 gal capacity, complete elec-
trical, hydraulic and fuel systems to com-
plete Most instruments All accessories
for engine mounted Also includes wrecked
1973 Cherokee 140 for parts Trade for air-
craft or will sell outright 702/329-5972
KINGFISHER amphibian project, plans,
all hull frames plus many purchased com-
ponents Excellent workmanship 115 HP
Lycoming engine certified with 1900 TT
Lionel Robidoux. 195 Crestview Road. Ot-
tawa, Ontario K1H 5G1 613/731-5814
SCORPION TOO all factory kits except
radio and engine Factory tacked frame,
$6000 Also 1975 EAA GRAND CHAMPION
WINNER SCORPION ONE with cabin, per
feet f l y e r . $5500 00 Also. MACDONALD
S-21 single place all metal. 75% complete,
with all material to complete, including a
Lycoming 0-145-B2 engine, just like new,
not rebuilt $150000 502/935-1030 George.
6305 Sonnette Way. Louisville. Ky 40250
THORP T-18 PROJECT 0-290-G Mod
160 HP, project 99% complete, needs paint
and minor items Professional workman-
ship with solid aluminum flush riveting
First $8.00000 Casper T , 1011 Lamgs Ave-
nue, West Bristol. PA 19007 215/788-1601
TOADY IV all metal, flush rivets and skin.
160-plus at 2400 RPM. tops 200-plus Re-
sembles Midget Mustang but has larger
cockpit for pilots to 6 4' 125 Lyc 0-290-D.
full electrical. 360 Nav-Com, electric ele-
vator and aileron trim, stressed aerobatic.
99 TT Best offer over $600000 318/878-
9464 nights and weekends
STARDUSTER I 90% complete fuselage
and tail feathers. A & P welding all primed
Numerous parts and material for comple-
tion; streamline tubing, spars, formed
trailing edges, spars, fittings, wheels,
brakes, tires, etc $995 00 May be seen
in Racine at Twin Disc Hangar, call 414/
633-3561, Fred or Verl In Arizona. Scotts-
dale 602/991-0462 (Brandy)
MINIPLANE 80TT orange, white, yel-
low sunburst 1969 Lycoming 0-235-C1
with high time but in excellent condition
Wheelpants, metal prop. G-meter, T & B
$5000 f i r m or consider trade for mint
Champ Montreal area 514/697-7792. week-
day evenings
FLY BABY N5550. June license, hangared.
105 hours. Cont A-65 215/436-5476. no
collects Call after 7 P M . $2500 00
TEENIE TWO N11EA 160 hrs. TT, 1700
Barker engine, immaculate condition, many
extras, six time EAA winner You must see
t h i s one 919/226-9304 (days), or 919/
584-0648 (nights)
KR-2 80% complete. VW engine (1835).
IFR. 2 place. $4500 13816 Bora Bora. Ven-
ice, Calif. 90291. 213/823-4126.
TRADE tri-gear 1961 (rebuilt 1974) Cougar
for amphibian or 250 Comanche Fast, safe,
dependable. 165 cruise, tested to 200.
loaded. Value. $600000 805/964-1093
PITTS SPECIAL S-2A Factory manufac-
tured, FAA aerobatic certified 200 HP F.I.
smoke system T T A - p l u s - E 356 Price
$22.900 (original $32.000) Call 809/723-
2364 Write Pitts. Box 5747. Old San Juan.
P R . 00905
PIETENPOL PROJECT 2-place. with com-
pletely major overhauled Model A Ford en-
gine, and accessories Mint craftsman-
ship, all wood construction, ready to cover
except wings All ribs finished Chrome
wire wheels, all fittings included $270000.
No collect calls 219/674-5492
VOLMER PROJECT 90% completed New
Continental 0-200 and pusher propeller.
Tanks, landing gear, wing struts and motor
mounts professionally welded and x-rayed.
All instruments, new King KX-150-B. an-
tennas installed, hydraulic brakes NO
deviations from plans except enlarged ver-
t i c a l stabilizer OK d by Volmer Jensen.
$10.000 invested Best offer over $6.000 00.
Edward L Farr. Box S-19. Westport. Mas-
sachusetts 61 7/636-8731
MUSTANG II N44TA tri-gear. 130 HP.
sport Franklin, 270 TTA&E $8.00000 David
Thuss, 1810 Chinquapin Road, Church-
ville, PA 18966 215/357-1932.
SKYBOLT project, wing materials, plans,
$45000 517/792-2718. Saginaw. Michigan.
BD-SD contract #4322. make offer over $600.
Balance to Bede on delivery ($4998. in-
cluding Xenoah engine) 608/257-8797
JURCA MJ-5 SIROCCO project Complete
plans, all wood for fuselage, tail. Tail 75%
completed $800 Bob Nye. 4145 Lyceum
Avenue. Los Angeles. CA 90066 213/398-
9733.
STITS highly improved, two place, aero-
batic, 125 Lycoming, 270 TT, cruise 120.
climb 1200 FPM. full electrical, T-18 can-
opy. Alpha 200. ELT. spinner, wheel pants,
excellent condition. $7500 15476 Roxford
Street, Sylmar. California
2.
BENSEN GYROCOPTER 80 hp modified
McCulloch engine, metal blades, instru-
ments, unique quiet muffler. 10 hrs on
aircraft Featured in Sport Aviation. May
75. page 79 Ann Arbor. Mich 313/995-4812
evenings.
Engines
PROFESSIONALLY ENGINEERED CONVER-
SION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2
and other aircraft Simple, low cost, ex-
tremely reliable Flight tested and proven
over 300 hours 28 page brochure $7 00 ppd.
U S.A Chas Ackerman. 1351 Cottontail
Lane. La Jolla. California 92037
LYCOMING ENGINES Homebuilders see
or call us first We build the best from O-320
to 0-540 Call Dick or Gene 1-305/422-6595.
1325 W Washington Bldg A-6. Orlando.
Florida 32805
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount, Slick magneto
for aircraft engine look and performance.
Fits type 3 VW blocks. No modification to
e x i s t i n g VW parts necessary! Available
completely machined or do it yourself"
castings Also new cast manifold system
for dual port heads and Posa Injector
carbs Flight proven designs on the Son-
erai I & II Introducing - ready to run con-
verted VW s 100% new parts. Monnett Con-
version, Posa Carbs. you add exhaust and
gasoline 1 1600CC $1350 F O B 1700cc
$1395 F O B Send $1 00 for Sonerai infor-
mation Monnett Experimental Aircraft. Inc .
410 Adams. Elgin. Illinois 60120
SPORT AVIATION 85
LYCOMING ENGINES factory new, crated,
(or Acro 150 HP 0-320A2A carbureted. Ben-
dix ignition complete. $3895.00 180 HP
IO-360B4A solid shaft, fuel injected, com-
plete $569900 0-360A4A 180 hp aerobatic
engine, carbureted. $459900 Send check
or money order to Aero-Fabricators, North
Road. Box 181, Lyons, Wisconsin 53148
414/763-3145
VW 2074 cc All new parts POSA or Mikuni
carb, $1875.00 fob Full electrical system
available. SSE for specs. Bob Hoover.
1875 Monte Vista, Vista. Calif. 92083 714/
724-1513
CARR TWIN Ultra Light opposed twin cyl-
inder four stroke, built mostly from exist-
ing VW engine parts See S.A Jan. 1975
Professionally drawn plans. $2500. In-
formation $200 Low cost new VW parts -
send for free price list CARR CONVER-
SIONS, P O Box 671, Beaverton. OR 97005
WANTED 165 Warner Fairchild 24 en-
gine mount and oleos J. Jenkins, 569
Moose Hill Road. Monroe, CT 06468 203;
261-5586.
LYCOMING 0-235 (108 HP) 235 hours since
new. f r o m bent Yankee Logs, gauges.
CHT. EGT. Ta*%J-oJ6'anteed perfect
Everything. $1SjfPengine only. $1250
Firm F.O.B. John Crowe, 1000 N Hender-
son. Cape Girardeau. MO 63701.
VW 1600 F V off original Sonerai, with
machined Monnett shock mount casting,
drive coupling and magneto Barker
manifold casting with Zenith carb 80
hours TT $700.00 609/871-5720.
VW conversion. 1200 cc. taper crank, hub.
Hegy prop, mag, carb, oil cooler, tach-
ometer. 110 hrs. since conversion. $250.00
J Shafter. RD 3 Box 128, Indiana. PA 15701
C-85-12F with logs. 710 SMOH. standard
crank, cylinders .015 over Good comp.
Firewall forward with mount. $950 00 Dan
Glandt. 929 McGovern. Cheyenne, Wyom-
ing 82001. 307/634-8473.
OH coolers $25 - $60 Rear intake tubes for
0-290-D, $15 pair Sensenich metal prop
74 x 54. airworthy, excellent. $135.00. 600
x 6 wheels, brakes, bearings, cylinders,
$60 Aerodyne, Rt 2 Box 49. Sioux Falls.
SD 605/338-0543
VW 412 1700. 2000 914 Porsche and Mazda
RX4 engines, also used VW and Corvair
paris. Jim McCabe. Markle. Ind Evenings
219/758-2242
Propellers
PROPELLERS, Custom wood, epoxy dynel.
finish R Mende. Rt. 2, Quitman. Ark 72131.
501/589-2672
PROPELLERS Custom manufacture, plas-
tic leading edge, 2. 3. or 4 Blade Tractor
or pusher Ted's Custom Props.. 9917 Air-
port Way. Snohomish, Wash 98290 206/
568-6792
PROPELLERS 23 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P. O Box 63, Man-
hatten Beach. California 90266
CUSTOM MADE WOODEN PROPELLERS
Proven design. VW, Continental. Lycoming,
others Recommended by Ray Hegy.
Wayne Ross. Box 7554. Phoenix. Arizona
85011 602/265-9622
PROPELLERS: VW, Corvair. Continental, etc
Ray Hegy. Marfa. Texas 79843.
GROUND ADJUSTABLE PROP for VW. Cont .
Lyc. up to 125 HP All wood, lightweight.
VW prop - 8 lbs., mirror finish, 2, 3 and 4
blades Bernard Warnke. Box 50762. Tuc-
son. Arizona 85705.
CARVE YOUR OWN with this step-by-step
Oshkosh forum handbook $3.00 plus 50
PP Merle Miller. Aeroneenng, Inc., Box 8.
Claxton. Georgia 30417
86 NOVEMBER 1975
I CAN HELP Solve your propeller prob-
lems, standard, experimental, 33 years
FAA APP STA #3727 Tremendous inven-
tory. Hartzell distributor, new. exchange,
recondition, McCauley. Beech, Ham Std .
Aeromatic. Curtiss electric, etc Straight-
ening. Chromic anodize. shot peening,
Magnaglow, our service, Experience and
ability is a legend in the industry. Infor-
mation and propeller log book - send $1 00
or call ANDERSON PROPELLER INC.,
DUPAGE AIRPORT, WEST CHICAGO, ILL
60185 312/584-8787
PROPELLERS VW, Continental. Lycoming,
etc (Formerly M Steinhilber) ZENAIR
LTD, 236 Richmond St., Richmond Hill.
Ont.. Canada L4C 3Y8.
PROPELLERS V W , Corvair. Continental,
etc approved for V.P by Evans H A Rehm,
Dousman, Wisconsin 53118
PROPELLERS VW. Continental, etc Choice
of hardwoods. Nelson G Keith. P O. Box
118, Uniontown. Kansas 66779. 316/756-
4747
Hang Gliding
HANG GLIDING PARACHUTING FREE
information package Poynter, Box 4232-A,
Santa Barbara. CA 93103
Books
MODERN AIRCRAFT RE-COVERING Com-
plete manual with 50 illustrations on re-
covering with Grade "A" cotton or Cecon-
ite $2 00 postpaid Airtex Products, Box
177, Morrisville. Pa 19067
Books for Aircraft Designers, Builders. Out-
of-print and current. List 25c. John Roby,
3703T Nassau. San Diego, California 92115
CORVAIR EXPERIMENTAL A I R C R A F T EN-
GINE TECHNICAL MANUAL, $300 VOLKS-
WAGEN EXPERIMENTAL AIRCRAFT EN-
GINE O V E R H A U L M A N U A L , $3 00 THE
TWO-CYCLE A I R C R A F T ENGINE, $3 00
R G Huggins. 4915 South Detroit. Tulsa.
Okla 74105
JANES ALL THE WORLDS AIRCRAFT com-
plete collection 1940 through 1959-60
London originals (18 volumes) $800.00
K. Petrich. EAA 26069, 1432 SW 170th. Seat-
tle. WA 98166
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 t SHINN wheels & brake parts
1" brake lining kit. $7 70, 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, 4 and 7/10 scale P-51 s
$17000 each Large single place bubble -
60"x24"x16" high; small single place bub-
ble - 50 'x24'x14 high - $100 00 each New
Pitts Bubble $95 00 All canopies un-
trimmed and in green, gray or clear. "Ship-
ping crate - $30.00' FOB Seattle Gee Bee.
18415-2nd Ave.. So Seattle, Wash 98148
Glen Breitspecher
Dynel, fiber-glass, resins, polyurethane foam.
Complete supplies Catalog 25c Kick-Shaw.
Inc.. 3527 Hixson Pike, Chattanooga. TN
37415
DON'T TAKE CHANCES on uncertified sur-
plus or used wheels and brakes! 500x5 or
600x6 NEW PRODUCTION Cleveland wheels
and brakes, brake brackets $150 plus $6.50
for postage Wheel dust covers $7.50 set;
M.B C with park brake $45 00 pair Bonanza
type $4500 pair; 500x5 or 600x6 Cessna
axles $5300 pair; CONVERSION KITS for
all Cessna. Beech, Stinson. Navion. 195,
etc Stamped envelope for free list Hard-
wick Aircraft. 1612 Chico, South El Monte,
Calif. 91733
T-18 BUILDERS Save time and material
Buy material marked per matched hole
tooling We have 90% of all material, hard-
ware, parts and assemblies Write for cata-
log. Ken Knowles Sport Aircraft. 27902 Al-
varez Drive. Palos Verdes Peninsula. Cali-
fornia 90274.
T-18 MACHINED PARTS 68 parts exactly
per Thorp's drawings including canopy
latch. Send for list. Dewberry Industries,
4751 Hwy 280 So.. Birmingham, Ala. 35243.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling $50 00 postpaid Dick Ertel RR
#7. Quincy. Illinois 62301
ALUMINUM kits: Mustang I. Mustang II. T-
18. Davis DA-2A. Sonerai, drills, reamers.
Gerdes wheels and brakes Send large self-
addressed envelope stamped to SMITH
SUPPLY COMPANY. Route 4. Brown Deer
Lane. Janesville, Wisconsin 53545
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
CANADIAN KR-2 ENTHUSIASTS Why pay
more Eliminate importation problems.
Write, phone or visit your ONE STOP KR-2
CENTER, for KR-2 plans and building needs.
Wood, foam, epoxy, dynel. professional
parts we have them all Free price list.
CANADIAN RAND AVIATION. Hangar #2.
Toronto Island Airport, Toronto M5V 1A1,
Ontario. Canada 416/366-4253
FLUSH GAS CAP with mounting ring May be
riveted, welded or molded to your tank. A
quality product machined from solid alumi-
num. $1795 postage paid Free brochure.
AVIATION PRODUCTS. I N C . 114 Bryant.
Ojai. California 93023.
CONTROL CABLES fabricated with AN ter-
minals $2 95 per end for swaging and hy-
draulic proof testing. Components at com-
petitive prices Free brochure AVIATION
PRODUCTS. INC.. 114 Bryant. Ojai. Cali-
fornia 93023
FL VTE BOND EPOXY A new, low viscosity,
high strength, epoxy Specially formulated
for use in wood/foam/dynel aircraft struc-
tures Does not soften polystyrene foam, or
become brittle on polyurethane foam Low
toxicity Use this one material as glue, filler.
coating, laminating resin and strengthening
filler material Does not shrink, craze, de-
laminate or crack Water, gasoline and chem-
ical proof, it is also impermeable to water va-
por and so prevents dimensional changes in
wood with changing humidity Prevents
wood rot $25.SO/U.S. Gal. Send for bro-
chure "WOOD/FOAM AIRCRAFT CON-
STRUCTION WITH FLYTE BOND EPOXY".
CANADIAN AEROMARINE SERVICES. Han-
gar #2. Toronto Island A i r p o r t . Toronto
M5V 1A1. Ontario. Canada 416/366-4253.
AN H A R D W A R E & FITTINGS Send 50c
for catalog - refundable first purchase HB
AIRCRAFT STANDARD PARTS. BOX 4358.
FLINT. MICHIGAN 48504 313/239-2992
LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4 ' or 6' diameter wheels 1'V
or 1'/2" flat, or ^>" round spring mounting
$27 95 postage paid Free brochure. AVIA-
TION PRODUCTS INC. 114 Bryant, Ojai.
California 93023.
WHEEL PANTS Lightweight. 500 x 5. as
used on Sonerai. $35.00 pr Split racing type
- $4500 pr 12" aluminum spinners and
backplates - $25.00. F I & F V formed alu-
minum landing gears. 5 Azusa wheels and
brakes, plexiglass canopys. f i b e r - g l a s s
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 more9 Include engine type and HP
RIVETS Cherry commercial "pop type"
rivets 120 flush or standard protruding
head. '/" stainless steel. $25.30/1000: '/"
aluminum. $11 55/1000 G28 Hand Rivet
Tool for above plus 120 dimple die $23.00.
Send $1 00 for Sonerai information Monnett
Experimental Aircraft. Inc., 410 Adams. El-
gin. Illinois 60120
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
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation. 16" - 18" rim size, 1'/4 axle, use
on one or two place aircraft, price $4 50
postpaid. R & B Aircraft Company. R.D. #3.
Box 446. Flemington. NJ 08822
CANADIANS Hardware, instruments, steel
sheet tubing; Birch plywood; props, en-
gines; Aerolite glue. Lincoln cloth fabric
Price list available Leavens Bros . P. O.
Box 1000. Malton. Ontario. Canada.
COOT BUILDERS My husband is so busy
building beautiful new airplane that he
never got around to editing the several
hundred pages of COOT notes, comments,
and instructions. So. I got busy and with
some help now have all of this material
edited, organized, cataloged and beauti-
fully printed Copies are available for $6 00
Send your check to Mrs. Molt Taylor.
Box 1171. Longview. Washington 98632.
WILL CONSTRUCT your aircraft or any com-
ponent part of your specifications and to
any stage of completion desired All weld-
ing and work accomplished by certified
mechanics. We specialize in W W 1 air-
craft. W R Petrone. Dayton Park Road.
Ames. Iowa 50010 232-5363__________
BD-5 ENTHUSIASTS Join the Jam.. XD-5
Club. Free Information, newsletter Jam**,
Box 151, Pasadena, CA 91102.
AXLES - AZUSA WHEELS ft BRAKES %"
steel axles for Azusa wheels. $42.50 pr
with nuts Full assemblies including cables
and actuating levers Prop hubs and ex-
tensions for VW 2074 cc VW engines ready
to fly. $1875.00 fob. Bob Hoover. 1875 Monte
Vista. Vista. Calif 92083 714/724-1513
TAPE RECORDINGS 200 1972 through
1975 Oshkosh forums Special interest
and chapter programs. Also that FANTAS-
TIC FRIDAY Oshkosh Tower. SASE or
10c for list David Yeoman. R. 1. Toddville.
Iowa 52341
RIVETS-BULB CHERRYLOCK Universal,
countersunk and unisink heads Approved
by P F A Hand Guns and Air Tools POP
RIVETS, aluminum closed-end. Monel.
Threaded. ANCHOR NUT PLATES. 6/32.
8/32. 10/32 threads. Write for FREE infor-
mation Fastener Products Co.. 615 W Col-
fax. Palatine, III 60067
ELECTRIC CAR companion project to VW
powered aircraft. Kit converts VW in sin-
gle weekend to electric with 30 mile range.
57 top speed Kits $895. details $1.00.
MacArthur. Box 634. South Windsor. CT
06074
PRECISION made parts for your homebuilt
Airframe and engine repair FAA certified
mechanics Send for quote along with
legible prints to: Sun Aircraft. 15415 Van-
owen St.. #19. Van Nuys. CA 91406
THORP T-18 OWNERS NEW: MULTICEL
INSULATION & NOISE REDUCTION KIT
Encased blanket of pur* flb*r Hi Temp In-
sulation Form fit to pattern specs Easy
to install with special pressure sensitive
adhesive Reduces noise ft vibration ef-
fect. Won t mold or mildew Won't con-
tribute to corrosion Won t absorb mois-
ture Can t burn added fire safety.
Used In military Installations. Distributed
by Ken Knowles Sport Aircraft, Inc., 27902
Alvarez Drive. Palos Verdes Peninsula,
California 90274 213/530-5242
PRE-FORMED LEADING EDGES. Available,
complete formed aluminum leading edge
and trailing edge kits. Steen Skybolt - $157 ;
Pitts Standard - $128.50; Pitts Symmetrical -
$131 50; Starduster II - $221.00: EAA Biplane
- $131.50: Acro Sport - $139. Kits made to
order. Shipped FOB Lyons, Wisconsin
Check must accompany order WAG-AERO,
Box 181. Lyons. Wisconsin 53148.
PROPELLERS TO TAILWHEELS Acces-
sories Engines. Instruments. Wheels.
Brakes Belts Helmets. Manuals. Parts
Etc Bass. R. D. 1. Toms River. NJ 08753.
TRADE EVEN new 90 Continental GPU for
Best 12V NavComm offered, no junk. 815/
469-3325.
COLLECTORS ITEM Fairchild original.
Oshkosh 75. belt buckles Solid brass,
only $995. PPD Campbells, Box 1216. Osh-
kosh. Wisconsin 54901
SHEET METAL BRAKE Shop made bench
model 4' model. $15000. 3 model. $125.00.
2' model. $10000 M & H Machine & Weld-
ing. 310A East 8 Street, Elgin. Texas 78621
WIND SPEED INDICATOR Fun. easily
built, accurate Hand held, or mast mount-
ed Plans. $1 50 Windy, 929 McGovern.
Cheyenne. Wyoming 82001
POBER PIXIE RIBS complete set $12000
Also Acro Sport. $16000 and EAA Biplane.
$11000 Knight. 703/389-9617
COOT BUILDER'S NEWSLETTER $6/yr
Richard Steeves. 956 Highland Avenue.
Pelham Manor, New York 10803
SKYBOLT WINGS 22 FT., STEWART KIT
All woodwork complete and varnished,
ready for hardware PAUL MUSSO. Box 234,
Church Road. Mt Laurel. NJ 08057
HOMEBUILDERS CATALOG OF CATALOGS
Listing of over 100 sources of every-
thing from spinner to tailwheel Send $3.00
($3 25 f i r s t class) to B & K Aero. 5403
Elena Drive. Rockford. III. 61108.
PITTS SPECIAL UPPER WING 80% com-
plete, drag wires, tip bows installed plus
lower wing spars and all ribs Plus extras.
$400 or best offer Call or write Robert
Lindberg, 2114 Horeb. Zion, Illinois 312/
746-3265
KR-1 KR-2 NEWSLETTER Join the build-
ers who have found the shortcuts Sub-
scribe now 6 mo $2.50; 1 yr $4.50; Ernest
Koppe. 6141 Choctaw Drive. Westminster.
CA 92683
WOOD PROPELLER made by Ray Hegy
for 0-235-C Lycoming on Cougar. $75.00
Cut down J-3 Cub. 500 x 4 wheels, tires,
brakes and master cylinders. $3500. 3171
754-7376.
SKIN CLAMPS for half the price of Cle-
cos y dia. - kit to make 50 clamps. $11 75,
100/S21 95 Postpaid Data 25c. Swanson
Tool, 4018 S 272nd St., Kent. Wash 98031
YOUR AIRCRAFT'S PORTRAIT PAINTED
Great gift Any size painted in oil J C
Hooper. 70 Beacon Street. Marblehead.
MA 01945. 617/631-7487
DANDY DIMPLE DIE., 172 Boniface. Kitche-
ner. Ontario. Canada; stocks 'One-Sided/
Hand rivet dimple dies. 3/32". 7/64". W
(100. 120); hole-flanging dies. (1" - 3%"
dia ); monel rivets, tools Free brochure(s).
Free with orders: 4 - 7 foot steel bending
brake drawing
VOLMER BUILDERS Mount for Franklin
125 four blade pusher. Arden Nelson.
4649 Islandview Drive, Mound, Minnesota.
612/472-3729. $150.00.
4130 TUBING Surface oxidation, no pits.
O 25 to O 875 inch dia x 0049 and up (wall
thickness) $0.75 per foot plus packing
and shipping Douglas Griffin. 1200 North
Kirkwood Road. St Louis. MO 63122
ALUMINUM OUR SPECIALTY See July
Sport Aviation lor product line. Catalog
50c refundable. BJG AIRCRAFT, 40 Coun-
tryside Drive, SL Peters, Mo 63376.
BUBBLE CANOPIES twenty sizes, send
stamp BOUWENS AEROSPACE. Twing
Road. LeRoy, NY 14482. 716/967-8215.
Stits covering materials in stock: polyfiber
yardage, polybrush. polyspray. tapes, etc
Write for information Call orders collect
EAA discount We will also recover your
plane for you. Sugarbush Stits. Box 68.
Waitsfield. Vermont 05673. 802/496-2290
CANOPIES Lowest price, perfect optics,
KR-1 $56. KR-2 $67. single seat bubble 21 x
55 x 12.5 $56. Super two seat bubble 32 x
70 x 14.5 for KR-2. etc. $119. All available
in clear, green, bronze, grey. Prices in-
clude crating. Save freight, visit the Air
Force Museum and pick up your canopy
Available soon - T - 1 8 . Mustang II. Side-
winder, T-40A. CA-65. Also new low sil-
houette Vari-Viggen. THE AIRPLANE FAC-
TORY. 7111 Brandtvista Avenue. Dayton.
Ohio 45424
EPOXY RESIN 1 gallon plus 1 pint hard-
ner $17.50 plus postage. THE AIRPLANE
FACTORY, 7111 Brandtvista Avenue. Day-
ton. Ohio 45424
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 - $1738; description June 1970
Sport Aviation.
BILL "AVI" ATOR Aviation Insurance
Specialist Representing large established
companies Competitive rates Fast. Claim
Service. Speciality Homebuilts and Antique
A i r c r a f t 211 South Fayette. Jacksonville.
Illinois 62650 217/245-9668
SPORT AVIATION 87
BD-5 KR BUILDERS Structure Strengthen-
ing and Flight Controls Safety Modifica-
tions by Pilot/Engineer Owner/Builders
Send 20c SSAE for each information pack-
age. Gillespie Aero Services, 404 South
Reese Place. Burbank. Calif. 91506.
PLANS
Plans of aircraft advertised in SPORT
AVIATION must have satisfied the FAA
minimum requirements of the Experi-
mental Amateur-built C a t e g o r y and
mutt have been operated a minimum of
SO 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 O p e r a t i o n Limitation must have
been amended to permit flight outside
the test flight area.
COUGAR 1 12 sheets, black line, full size
wing ribs, folding wing modification. $20.00
Order from Leonard Eaves. 3818 N W. 36.
Oklahoma City. Okla.
FOKKER TRIPLANE DR-1 Full size info
kit. $3 00, Plans $50 00 Redfern Replica.
W. W. Redfern. Rt. #1. Athol, Idaho 83801.
EAA BIPLANE P-2 A fine sport plane for the
amateur builder, 85-150 HP, cruise 105-140
mph Fully aerobatic. This rugged single-
place biplane has spruce wings, steel tube
fuselage, very detailed shop drawings, plus
full size wing rib and jig drawing. $27.00
to EAA members. $37 50 non-members (in-
cludes one year's EAA membership) Ex-
perimental Aircraft Association. P. O. Box
229, Hales Corners. Wis. 53130.
WITTMAN TAILWIND W-8 Two-place,
side-by-side. 85-135 HP Cruise (with 0-
200 Cont.) over 150 mph at 5.000 ft. at 70%
power. Construction plans and photos
$125.00. Brochure $1.00. S. J. Wittman,
Box 2672. Oshkosh. Wis 54901
CA-65 Two place sport plane with retracta-
ble landing gear. Plans - $110.00. Brochure
- $3.00. A. Cvietkovic, Box 323. Newbury
Park. Calif. 91320.
SMITH DSA-1 -Miniplane" Plans 17 ft Bi-
plane. Excellent drawings. $25 00. Mrs
Frank Smith. 3502 Sunny Hills Drive. Norco,
California 91760.
AIRCAMPER, GN-1 Complete plans for 65
to 85 HP. 2-place Parasol, all wood and fab-
ric construction. Rib drawing and major
fittings full size $2500 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 . $300 Condor Aero. Inc., P. O. Box
762, Vero Beach, Fla. 32960
AIR SKIMMER $10.00 buys the hull plans
for this single place homebuilt Navy Sea-
plane. Rest of plans as you build or com-
plete set of original plans $65.00. JET
Plans. 1800 Carmelo Dr. E. Carmichael.
CA 95608
FLOAT PLANS Metal Designed by Stan-
ley Dzik Information packet. $1.00 U.S.
Bill or Money Order Plans, four sheets,
NOW $2500. U S. or Money Order Post-
paid. L Landermann. 39 Poplar St., Ste-
Rose. Laval. Que , Canada.
DIAMANT 3-4 sealer, all-wood: $100
SUPER-DIAMANT - retract, tri-gear: $125
SUPER-EMERAUDE- 2 seater. all-wood: $75.
BERYL - f u l l y 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 Littnflr. P O. Box 272. Saint-
Laurent. H4L 4V6. Quebec. Canada
88 NOVEMBER 1975
RAND KR-1 PLANS $25 00 The VW pow-
ered Styrofoam retractable. Ken Rand, 6171
Cornell Drive. Huntington Beach. Calif.
92647 ORIGINAL
1938 British DeHavilland Hatfield factory
SESA REPLICA 85% scale WW I Biplane
Scout featured December 1970 SPORT built "Tiger Moth". Production serial No.
AVIATION. Sport plane performance with 3815. All logs and written history of air-
antique appearance. Brochure, specs, and craft complete. All items British original
photos; $3.00. 30 sheets 22"x34" complete
construction prints and instruction book-
let $60.00. REPLICA PLANS, 953 Kirkmond
except tail wheel (Skid included in sale),
telegraph key, gosport tubes, etc. are all
here. DH Model 82A, Call sign N-82TM.
Aircraft rebuilt by Rollasons Ltd, Croydon
Crescent. Richmond. B. C.. Canada.
Airport, London 1963, Gypsy Major 1 En-
HEADWIND B The original VW powered gine has 480 hrs since major and 40 since
factory modified cylinder heads etc. to
airplane with over a decade of success. Ex-
cellent plans. $25 00. info. $2 00. Stewart permit use of 100 octane, fabric excellent,
always hangared, located at Egelsbach
Aircraft Corporation. 11420 Rt 165. Salem.
Ohio 44460 Flugplatz, Frankfurt, Germany. Color, red-
white-blue with British cocardes on
wings, flown weekends throughout Eur-
LITTLE TOOT PLANS Reduced to book
form, sixteen sheets 11" x 17", $25.00. Full ope. Exceptional original DEHAVILLAND
BUILT "Tiger Moth", price $10.500 or for-
size blue prints. $75,00 Illustrated bro-
chure. $2.00 Meyer Aircraft. 5706 Abby. eign currency equivalent and buyer pays
shipping. Send $2.00 for color photos.
Corpus Christi. Texas 78413.
I bought a Buecker Jungmann and can't
R. L. 3 MONSOON, low wing 2 seats all wood sensibly fly both biplanes. However will
construction Brochure $300. plans $75 00 not further discuss price except perhaps
Wood kits available WESTERN AIRCRAFT with museum or well known flying or-
SUPPLIES, 623 Waterville Rd.. N E . Cal- ganization who would agree to joint legal
gary. Alberta, T2E 5 X 1 , Canada Bus. Ph. contract on future care and non-sale
403/261-3046. terms except with first offer back to me.
Col. W. L. Van Meter (USAF Ret.), Box
BG-6, BG-7, BG-12D and BG-12/16 plans from R, APO New York 09757, or to me c/o
$35 to $95.00 Information packages: Thomson Mckinnon, Inc., 6 Frankfurt,
BG-6 and BG-7, $1 00; BG-12D, BG-12/16. Germany, Hochstrasse 43, ATTN: Man-
$1.00 Both for $1.75. Sailplane Corporation ager. Telephone Frankfurt 290251-52-53-
of America, El Mirage. Rt Box 101. Ade- 54.
lanto. Calif. 92301
JURCA PLANS Only authorized vendor for
the all-aerobatic MJ2 Tempete, MJ5 Sir- DRAGON SKIN
occo. MJ7 2/3 P-51 Gnatsum Brochures
$2.00 each. Plans - $120.00 Jurca Plans. Fiberglass wing and fuselage skins.
581 Helen St.. Mt. Morris, Mich. 48458. Sheets up to 4 x 8 in four thicknesses.
Dept SA 1. Also molded leading edge materials
Send $1.00 for sample and specifications.
SONERAI I II PLACE PLANS VW pow-
THE AMERICA COMPANY
ered, all metal, folding wing, self-trailering.
1S21 Breezeland, Oconomowoc, Wis. 530*6
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.
CERTIFIED AIRCRAFT BIRCH
Illinois 60120.
P L Y W O O D
FOKKER DR-I TRIPLANE 1/32" $8.40 3/32" $1360 3/16" $19.80
1/16" 9.20 1/8" 15.00 1/4" 25.20
OCniLtD CONSTRUCTION Dff/W/IVSS
W/WS SfAK t Kit SC TS FOB per 4x4' sheet. 20 or more 10%.
FIBCRGLAS COWLS Cut in half, or smaller for prepaid parcel
run. post and faster service.
IHfOKUaiOH I 'l.OO
' l i t , -
Marine, Cabinet, Plywood, Lumbercore.
RON SANDS - Most all species, up to 3/i". 4 x 8 ' sheets
HOI-341 or cut to size
HCKTZTOWN. fA.I9S3t VIOLETTE PLYWOOD CORP.
P. O. Box 141X LUNENBURG. MASS.
ADJUSTABLE PITCH PROPELLERS
VW
TAKf TMI GUI11 WO* K OUT Of '*O' '
a tLAOIl 1 ILADfS
PLANETARY ...*?.".' .7.9. ?*?.?__
GEAR DRIVE
e
EL GRINGO
Stalls under 40. Top speed is 150 I A.S.
V W . Power. Steel tubing airframe and
wing spars. Quick removable wings. Ad-
justable seat and elevator trim New
techniques in Foam. Dynel, and Epoxy.
Plans, Photos and Instructions, $50.00.
New to market. Electric Hot Wire Foam
Cutting Unit. For a fast and professional
job, makes cutting and conturing remark-
ably easy, $45 00.
-" BUICK-V6-Special
FORD-V8 U-r^Cu l
C. B. ENTERPRISES FOR RIPLICA FIGHTERS
2022 N. Acoma Hobbs, NM 88240 CHAIN DRIVE
CHAIN DRIVE
VWCOIVAH
DUAL PLUS
C O O T C O M P O N E N T S
HC ADS
MAC DtlViS
by * Fiberglass Hull
Shorty Hirsekorn Assem.
NO CHGJNI MODIIACTiON MQUIIID VW. IELT
105 Rosamond * Window Kit - HI./ iTAITft (QUI'MD ALL IMClNtl DRIVES START
Houston, TX 77022 * Tail Kit BUILD THIM YOUKSILf
UV THIM COM'LITI
flOM VCALI PLANS
BIADY TO INSTALL
AS LOW AS *)**
* Engine Pylon Kit Ro4y To ltt.M
* Many other parts GVRODYMMIC SYSTEMS
I Send $2.00 for info
| Pack. IM'O f AC KIT MtKI IIFUNOABLI
ANDERSON KINGFISHER SPORT AMPHIBI-
AN Flight proven, simple and economi-
cal Wooden construction. Piper Cub wings
PLANS $150, information brochure $3.00
Present builders note new address Earl
W. Anderson. P O Box 422, Raymond. Maine
04071
WICHAWK BIPLANE Can be built 2 place
side by side. 2 place tandem or 3 place 3
view drawings with complete specifica-
tions and performance data, assembly and
weight and balance information with list of
drawings. $5.00. Javelin Aircraft Co., Inc.,
9175 East Douglas, Wichita, Kansas 67207.
TAKEHOME T-18 WING Airway to Highway
in just minutes Information $3.00. Plans
$35.00 Sunderland Aircraft. 5 Griffin, Apal-
achin. N. Y. 13732
PRACTICAL LIGHTPLANE DESIGN AND
CONSTRUCTION FOR THE AMATEUR
has plans for the Fike Model "D' and sells
for just $6.75 plus 35c postage U.S. Fike
Model "E" low aspect ratio STOL airplane
plans $35 00. airmail $2.00 extra in U S
Brochures on both $2.00. W. J. Fike. Box
683. Anchorage. Alaska 99510.
SMYTH SIDEWINDER PLANS Never used.
complete with newsletters. $100.00 2031
872-9294.
WANTED
Will purchase P & W R1340 and R985 engines.
Also Ham Std 2D30 and 12D40 propellers.
Mid-Continent. Drawer L. Hayti. Missouri
63851. 314/359-0500.
WANTED Ultra Light aircraft, single or
two place, must be finest construction.
Send photo and details. Will return photo.
Jim McWhinnie. 663 Lanfair Drive. San Jose.
Calif. 95136
OLD MODEL AIRPLANE ENGINES Both
spark ignition and early glow models, also
old model airplane kits, magazines and all
related items Arthur Suhr. W218 N5866
MacLynn Court. Menomonee Falls, Wis-
consin 53051
0-290-D Sump and MA3SPA carburetor Clem
DeRocco 714/549-2386 Meredith Drive,
Huntington Beach, Calif. 92646.
FAA APPROVED (experimental category)
plans for construction of 150 Lyc or Cont
engine mount to be installed on Buecker
"Jungmann" . Will also purchase ready-
built model . Col W. L. Van Meter, Box
R. APO, New York 09757

UNUSED PLANS Coot. $75 00; BD-4. $20 00;

Scorpion Two, $2500 Deane Nelson. RR 1.
Mauston. Wis. 53948
P.D.Q.-2 Super simple homebuilt aircraft!
Requires minimum of time, tools and money
to build Exceptionally stable and ideal for
the low time pilot. 60 sq. ft. of fully detailed
plans $2500 3-view and info pack $300.
Parts and material kits available. P D Q
Aircraft Products. 28975 Alpine Lane. Elk-
hart. Indiana 46514 219/264-2906.
Soaring
SOARING magazine comes with SSA Associ-
ate membership, only $12/yr. Or. send $1 50
for sample copy plus literature. Soaring
Society of America. Box 66071-X, Los An-
geles. Calif 90066
USdTCO's "AIR WORLD
Tool* Suppli Catalog

BABY LAKES Champagne performance

Tools & Supplies for A I R C R A F T Sheet
Melal Wort & Riveting. COMPONENTS
on a beer pocketbook! Cutaway drawing
and full reports. $3 00. Complies with
NASAO "AA" quality standards. Dealer for
fot your Htll cot'olog -rite to
P.O. BOX 160 (Dept.R),
NEW YORK I 1040
"AIR WORLD"
NEW HYDE PARK, 1.1.,
Phone: (516) 328-0666
AVAILABLE
monnett experimental aircraft, Inc.
Great Lakes Sport Trainers and parts Send 410 adams. elgln, III. 60120
$3.00 for special info packet. Barney Old-
field Aircraft Company, P. O Box 5974, send $1 00 for mfo pack
Cleveland. Ohio 44101. ASK THE PILOT
SPEZIO "TUHOLER" two place, open
cockpit, low folding wing. Full size rib
drawings, very detailed plans Info pack
WHO OWNS ONE
- $3.00. Plans - $75.00. William Edwards. When you communicate you'll
25 Madison Avenue. Northhampton. Mass.
01060. be thankful for the depend-
ability of your MENTOR, prov-
en in hundreds of sailplanes
and crew cars around the
world and backed by a reputa-
tion for excellence - big in YOU C A N . . . . .
^^ Dt - 2 2
value and performance - small Fly StrnQhl lo any Grtt* Ftld 01 Strip
Spot Nos 1 , 2 4 3 Whr> You'ra 4 lo Land i t Busy
in size and current drain. Airport
Low fu*l? Em*rgncy? Fly Direct to Nirst Aupoit
imoul Us* ol Landmarks. VOR. ADF RNAV
owned Aiicfitl with ELT? You Can Find Him Btor*

LOWEST COST
"1971 EAA
OUTSTANDING
DESIGN"
ELT
TR-12
Optional
l to 10
BATTERIES
FRESH STOCK MFG. THIS MONTH
BAKENG DUCE from $368 Channels BOTH FAA APPROVED TSO C-91
FOR EBC-102A & ALL OTHER EBC MODELS
Outstanding, roomy, two-place, basic See your dealer or contact: GS 21 s.anoaro G S'51 special Dm ace"
steel tube fuselage, wood wing. Simple l T rti>.n.enient tunery pack E L T repJacftmeni ery pack
to build. Agile but yet docile. Good tor all normal Ittgftt oper v at *
tiufi ano temperature ranges a rrusl lor arctic I'up.c des
Flaps, 75 to 125 hp. 100 to 150' take-off, ocean mgftt
amazing climb. 35 to 120 m.p.h., cruise,
top 140. MENTOR Ow Price, it n polparf
Reg [BC pr.ce SI 2 00
Our MCI: SI9 tS pilpaX
Heg tBC Puce S3< SO
Plans $45.00 Brochure $400 ulus postage
RADIO COMPANY SaliilacIMn CuaranlfK (t OtaUt eur UMly Baer Slyl
BAKENG AIRCRAFT 1561 LOST NATION ROAD
Sim CUIier IFiunOfi 4 Freiidtnl il EU Hr bfti TeKi)
19025 92nd West
W I L L O U G H B Y . OHIO-S-SOS^
i ' i Glatzer Industries Corp.
EDMONDS, WASHINGTON 94020 268-P Huguenot St New Rochelle. N Y
206/774-7846 Phone ( a i 6 ) - 9 - 4 2 - S O S Si / pzm i9<4i s/f aoo load
C^la Dealer inquiries invited
SPORT A V I A T I O N 89
 STOLP STARDUSTER CORP.
4301 TWINING
RIVERSIDE. CA. 92509
(714) 686-7943
Frontiers
ay LYMAN E cox

ACRODUSTER 1
RATE OF ROLL 240/SEC.
aeronautical paraphernalia
BROCHURE $5.00
COMPLETE KIT $5500.00

976 AIRCRAFT CALENDAR

Trul a collector's treasure, this 976
aircr lit calendar features 13 fascini ti ng
new scenes of nostalgia in brilliant
qual ty color . . . A panorama Of visti is of
the past It. h as. a large pad with r jorn
lor otes. and is.filled with histo ical NAVY FLIGHT JACKET tme goatskin bi-swmg
date; of'aircraft"importance Page si :e is back, tur collar A2 Flight Jacket leather
13'V x 10*4" quilted lining, knit cults, leather collar, both in
' J brown only 38-46. Navy $82 95 A2 $74 95
STARDUSTER TOO $4.9 Each. Add 55c Shipping Total 48-50 add $8 00
PLANS $75.00 $5.55
BROCHURE $2.00
SEND 50C FOR C A T A L O G S H E E T S & BRO
C H U R E S ON ALL PHASES OF MODEL
BUILDING INCLUDING RADIO CONTROL.
CHARGE CARDS ACCEPTED.

Stanton LEATHER FLYING HELMETSnewly made

Available with radio gearreceivers, harness
Hobby Shop Ino. and carbon boom mike $58 95. w/out boom mike
$43 95. with only radio adaptors $27 95
4734 NORTH MILWAUKEE AVENUE helmet only $23 95
STARLET CHICAGO. ILLINOIS 6O630
PHONE 3 1 2 / 2 8 3 - 6 4 4 6
PLANS $50.00
BROCHURE $2.00

AIRFOILS 510 finest made Curved triplex lenses, soft

leather lined Light weight head band $20 95.
extra smoked lens $7.00. extra clear lens $5 00
NOW FROM EAA

VSTAR
PLANS $50.00
B R O C H U R E $2.00

MK9R.A.F. style English made, excellent

visibility, adjustable $12.95. tinted lenses $6 00.
extra strap $1 00

100% WHITE SILK FLYING SCARF $19 95

THEORY OF WING SECTIONS PATCH CORDSUSE WITH ABOVE HELMETS

ACRODUSTER TOO By JT400 W/PUSH TO TALK SWITCH $25.95
2-SEATER Ira H. Abbott JT900 PATCH CORD ONLY $19.95
PLANS $75.00 and
BROCHURE $2.00
Albert E. Von Doenhoff
The best single volume study available ADD POSTAGE & IN CALIF. ADD 6% TAX
on subsonic wmg sections. (93 pages
include theory airfoil ordinjtes. etc. To expedite delivery. U.S. residents give Street
Address (not P.O. Box)
$6.50
(Includes hook rate postage)
FROM Prices Subject to Change at Any Time.

EAA
Box 229
GLENN BEETS S P E C I A L HALES CORNERS, WISC. 53130 WRITE FOR FREE CATALOG
PLANS S 5 C O O

AIRFOILS
BROCHURE $5.00
LOWEST PRICES ON 4130
SPLIT S. AVIATION
STEEL - 2024-T3 AL. 15320 WILLOW DRIVE
SPRUCE, PLYWOOD, HARDWARE, ETC.
LOS GATOS, CALIFORNIA 95030
CATALOG $2.00

90 NOVEMBER 1975
 Washington to run demonstration projects whereby they would re-
ceive block grants from the federal government to finance
their own airport development programs.
A surprise section of the bill provides that the Avia-
tion Trust Fund monies can be used for FAA expenses in
servicing airways facilities. The amounts earmarked for
each year are as follows:
By
DAVID H. SCOTT, EAA 1004 Period Amounts From Trust Fund
1346 Connecticut Ave., Suite 915 Fiscal Year 1976 $ 50,000,000.
Washington, B.C. 20036 7/1/75-9/30/75 12,500,000.
Fiscal Year 1977 75,000,000.
Fiscal Year 1978 100,000,000.
Fiscal Year 1979 125,000,000.
MOSTLY ABOUT AIRPORT AID Fiscal Year 1980 150,000.000.

'INCE EARLY IN September when Congress recon-
vened after its August recess the major aviation activity
in Washington has involved consideration of new legis-
lation for the Airport Development Aid Program (ADAP).
The general aviation associations in Washington, in-
cluding EAA, submitted testimony to the Senate Com-
merce Committee and followed closely the maneuver-
ings in the House to write a new bill. The House Public
Works and Transportation Committee finally drafted
HR. 9771 which in summary provides for the following
aid to airports:
Funding for air carrier and general aviation airports
over a five year period will be as follows:
General
Air Carrier Aviation
Period Airports Airports
Fiscal Year 1976 $ 385,000,000. $ 65,000,000.
7/1/76-9/30/76 96,250,000. 16,250,000.
Fiscal Year 1977 400,000,000. 70,000,000.
Fiscal Year 1978 425,000,000. 75,000,000.
Fiscal Year 1979 445,000,000. 80,000,000.
Fiscal Year 1980 465,000,000. 85,000,000.
Totals $2,216,250,000. $391,250,000.
This is a grand total of $2,607,500,000. which even
by today's standards is a staggering sum. The increases
for each year are designed to help counteract inflation.
The federal government will contribute 75% of the
cost of airport development with the states and local
communities contributing 25%. Airport terminal costs
can be included for air carrier airports but these costs
are limited to 50% of the federal share after all security
and safety requirements have been met. Funds can also
be used for snow removal equipment and purchase of land
adjacent to airports for noise buffer zones.
$25 million each year will be used for commuter and
reliever airports at the discretion of the Secretary of
Transportation. These funds will come out of the general
aviation airport totals. For air carrier airports the funds
will be distributed on the basis of enplanements with
discretionary funds on the basis of state population.
A new provision in the bill allows for multi-year finan-
cing of airport projects. Also the Secretary of Transpor-
tation must send to the Congress a National Airport Sys-
tem Plan by January 1, 1977 to include all classes of
public airports.
The Administration wanted a provision that would
turn all general aviation airport development over to
the state aeronautic commissions including the levying
of fuel taxes to support such a program. The House Pub-
lic Works and Transportation Committee refused to go
along with this entire proposal but provided for 11 states
Total $512,500,000.
The bill contains a provision that limits the FAA from
closing down or remoting any Flight Service Stations to
no more than 5 in any given ATC Center.
No mention is made of any increase in gasoline taxes
for general aviation although the Administration had
wanted this tax raised from 7 cents a gallon to 15 cents
a gallon.
EAA has mixed feelings about ADAP legislation. In
principle we have supported a federal program for aid to
airports because it is an important program for the air-
lines, business and corporate aviation and those who use
an airplane for transportation. EAA takes the position
that a healthy aviation industry is of benefit to all who
fly. We do not take the shortsighted or selfish position
that just because the ADAP program is not of great bene-
fit to sport aviation we therefore should oppose it. But
the federal ADAP program in recent years has been a
costly one because of bureaucratic red tape and long de-
lays in airport construction time. By and large the states
that built airports independent of federal aid have done
a more efficient job than those states who accepted fed-
eral aid for their airport program. An even more com-
pelling EAA reservation against the ADAP program is
that it has done very little to help sport and recreational
flying. And yet owners of privately owned aircraft that
are used for sport and aviation must pay the same taxes
and fees as commercial and business aircraft owners in
order to support the ADAP program. EAA has taken the
position that it cannot be an enthusiastic supporter of
ADAP unless we are willing to support its costs. The
sport aviation pilot gets very little benefit from his con-
tributions to the Aviation Trust Fund for ADAP costs
for the following reasons:
The ADAP plan provides no monetary assistance to
privately owned airports and yet there are twice as many
privately owned airports as publicly owned ones in the
United States. Sport flying relies heavily on small pri-
vately owned airports since most homebuilt, antique
and classic aircraft do not require long paved runways
or elaborate navigation facilities.
To support the ADAP program general aviation has
been taxed 7 cents a gallon for gasoline plus a minimum
of $25 a year which is increased by one cent a pound for
aircraft grossing over 2500 lbs. In addition there is a
special aircraft tax on tires and tubes.
The $25 plus tax is particularly onerous to sport
aviation enthusiasts not only because it is a fee for facili-
ties that these aircraft owners seldom or never use, but
it is a tax that does not distinguish between the amount
or kind of flying that is done. For instance, a homebuilt,
classic or antique aircraft that may be flown for as little
as five or ten hours a year must pay the same weight tax
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